2ND QUARTER 2014 Issue No.

62

FIXED-GUIDEWAY
TRANSIT AND
PASSENGER
RAIL SYSTEMS
FIRE SAFETY:
AN OVERVIEW

The Flammability of a Storage Commodity

Electric Vehicle Battery Hazards: Hands-on

Fire Test Data for Emergency Responders

USCG Uses Experimentation and FDS Modeling

to Aid Small Passenger Vessel Industry
Media, Inc
Penton
PAID
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PRSRT STD CHANGE SERVICE REQUESTED PO Box 12901 Overland Park KS 66282-2921

THE OFFICIAL MAGAZINE OF THE SOCIETY OF FIRE PROTECTION ENGINEERS

One thing
to remember.
When you join the global leader in fire protection
engineering and security consulting, you’ll use your
talents to save lives and protect property. Whether
you’re a recent engineering graduate or a seasoned
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[C O N T E N T S ]
Features 2 ND QUARTER 2014

18 The Flammability of a Storage Commodity

New ways to look at warehouse fire protection.
By Michael Gollner, Ph.D., University of Maryland, College Park

32 Electric Vehicle Battery Hazards: Hands-On

Fire Test Data for Emergency Responders
Best practices for fires in electric-drive vehicles.
8 COVER STORY
By R. Thomas Long, Jr., P.E., and Andrew F. Blum, P.E., Exponent, Inc.

Fixed-Guideway Transit
and Passenger Rail Systems
52 USCG Uses Experimentation and
FDS Modeling to Aid Small Passenger
Fire Safety: An Overview Vessel Industry
Design considerations for structural fire protection
Key fire safety design issues for aboard small passenger vessels.
rail transit systems. By LCDR John H. Miller, P.E., U.S. Coast Guard
By John F. Devlin, P.E., Aon Fire Protection
Engineering Corp.

Departments

2 From the Technical Director

4 Viewpoint
6 Flashpoints
68 Case Studies
76 Resources
76 Brainteaser
78 Products/Literature
80 Ad Index

Invitation to Submit Articles:

For information on article submission to Fire Protection Engineering,
Online versions of all articles can be go to www.sfpe.org/GetInvolved/SubmitanArticleforPublication.aspx.
accessed at magazine.sfpe.org.
Subscription and address change correspondence should be sent to Fire Protection Engineering,
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Copyright © 2014, Society of Fire Protection Engineers. All rights reserved.

2 ND Quarter / 2014 magazine.sfpe.org Fire Protection Engineering 1

[
From the TECHNICAL DIRECTOR

Book Review
Epic Content Marketing

T
his is the first time that a book review has appeared in the Part III of the book provides information on managing the content
Technical Director’s column. And, the review is of a book that process. It starts with building an editorial calendar, which is
has nothing to do with fire protection engineering. So, why a planning document for what content will be published when.
review this book? For one, the book describes a fundamental The next chapter provides guidance on managing the content
change in modern marketing techniques, and many fire protection creation process – whether the content is created internally or
engineers are involved in marketing in some way. outsourced. Content types are described, such as blogs, videos,
The book was written by a former managing editor of Fire e-newsletters, and even magazine articles! Additional chapters
Protection Engineering magazine (who made a cameo appearance provide suggestions on repurposing existing content and getting
on the cover of the Spring 2000 issue). And, Fire Protection employees to contribute new content. Part III closes with chapters
Engineering magazine is highlighted in the book as a successful on selecting online content platforms and creating an action plan.
content marketing case study. Part IV explains the need for and creation of a marketing story –
Epic Content Marketing by Joe Pulizzi defines “content marketing” or helping people find content that might be of interest to them.
as “the marketing and business process for creating and distributing One could create great (or, as the book says, “epic”) content, but
valuable and compelling content to attract, acquire, and engage a if potential customers don’t find it, it’s of no use. The first chapter
clearly defined and understood target audience – with the objective of describes how social media can be leveraged to distribute content.
driving profitable customer action.” What’s “content”? Think technical Alternative promotion strategies are also addressed, including
information. Content marketing is a way of showing customers and search engine optimization. The final chapter guides readers on
potential customers that you know how to solve their problems. how to leverage social influencers – people that already have a
The book is divided into five parts. Part I provides an overview of large online following within the targeted audience.
content marketing. It provides definitions (including the one quoted Lastly, Part V is about making content work. The first chapter
in the previous paragraph) and a history. Content marketing is not addresses measuring the success of content marketing and
new; when a food ingredient manufacturer provides recipes on the return on investment. The book closes with a chapter that
their packaging, that’s an example of content marketing. This solves summarizes content marketing success stories, and uses Fire
the buyer’s problem (what to prepare) while selling more of the Protection Engineering magazine as a strong example.
product (if the recipe is good, they’ll buy more). Part I also presents Content marketing ser ves to educate the reader, and a
a business case for content marketing, which is essentially to attract knowledgeable customer is a better customer. Since in most
and retain customers. Lastly, a business case is provided, which is to engagements, fire protection engineers have expertise that their
earn customers’ trust as a valued source of solutions to their problems. clients do not have, fire protection engineers generally educate
Part II describes finding a content niche and strategy. The first throughout the business engagement.
chapter in this section notes that there is no content marketing silver Busy people want to know who can solve their problems and
bullet, and there is no right or wrong way to approach content give them the information they need. A lot of people just want to
marketing. There is only more right or less right. The next chapter trust an expert to take care of them. So, content marketing is a tool
defines the six principles of “epic” content marketing: filling a need, to create action with that very busy prospect who just wants to trust
consistency, being human, having a point of view, avoiding sales the expert vs. figuring it out themselves.
speak, and being the best of the breed. Helping to discover and set Since the book provides a link for Fire Protection Engineering
content marketing goals (e.g., brand awareness, lead conversion magazine – we will return the favor – http://bitly.com/epic-fpe.
and nurturing, customer conversion, customer service, customer
retention, upsell) is also addressed in this section.
Part II goes on to describe audience personas, which are
characterizations of the types of people to whom the content is
targeted (e.g., architect, facility manager, developer, attorney, Morgan J. Hurley, P.E., FSFPE
etc.). The next chapter defines the engagement cycle, recognizing Technical Director
that potential customers may want different types of information Society of Fire Protection Engineers
depending on where they are in their buying process. The
penultimate chapter in Part II assists readers with defining their Fire Protection Engineering welcomes letters to the editor. Please send
content niche, while the final chapter pertains to writing a content correspondence to engineering@sfpe.org or by mail to Fire Protection
marketing mission statement. Engineering, 7315 Wisconsin Ave., Ste. 620E, Bethesda, MD 20814.

2 Fire Protection Engineering magazine.sfpe.org 2 nD Quarter / 2014

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By Marjorie M. Cooke

In April 1990, the Scandinavian Star, a large damage to a large, luxurious cruise ship. However, there
passenger ship operating in Europe, caught on fire with was some support from within the cruise ship industry.
a loss of 158 lives. Not since the 1960s had there been A few for ward-thinking companies had recognized
such high loss of life – which begged the question, “How the risk of fires and had installed sprinklers. They
could a ship built to the latest standards have resulted in acknowledged having had fires, but the fires remained
this catastrophe?” very small due to the installed sprinkler system. The fires
The investigation into the fire determined that many had had not resulted in the need for a major response, but
died trying to find their way out in smoke filled corridors rather they could be dealt with by ‘cleaning them up with
that led them to ‘dead ends’. Those who survived had a mop’. More were now willing to accept requiring both
relayed that the smoke alarms did not alert them to the smoke detectors and sprinklers on new ships, but not
emergency quickly enough to properly evacuate them retroactively imposing them on existing ones.
to safety. The results of the investigation1 were submitted The greatest opposition, of course, was the added
to a working group to determine what could be done to cost of retrofitting these systems. The cruise ship owners
upgrade the requirements for existing ships. This would were opposed to this retroactive application, especially
be a major change to the traditional way of only applying since it would substantially increase cost. As final
new requirements to new ships. There was a long history negotiations were taking place, it became evident that
of opposing retroactive requirements. When retroactive a way had to be found to bring all, even those originally
fire safety requirements had been previously imposed by opposed, into agreement. Fire protection professionals
the international community, some passenger liners had were tapped to provide real-world costs for retrofitting
been put out of business, most notably the Queen Mary. It sprinkler systems on board a large passenger ship.
was still a very sore memory. The costs were compared to those of shipyard costs
Further, those who had the power to make changes to for interior refurbishment. The costs for the sprinkler
the requirements did not agree as to what changes should systems were comparable to those for installing new
be made or what was wise, both technically as well as carpet. These figures were presented to representatives
politically feasible. The strategy was to start the discussion of the cruise ship industry and they confirmed them. It
with the ‘easy’ issues. Changing the design of new ships took this final confirmation and official submittals to the
to eliminate ‘dead end’ corridors was readily accepted other administrations to gain the necessary support for
for all new ships. But, eliminating them on existing ships passage of the retroactive amendments.
was not financially feasible. ‘Low-location lighting’ (LLL) In December 1992, IMO adopted the amendments
was proposed as a possible solution. Those speaking on applicable to both new and existing ships.2 These modern
behalf of their governments did not all have experience systems continue to provide fire safety aboard passenger
with these systems. Visits were arranged to testing ships for those who choose to see the world by sea as
facilities with smoke filled corridors so representatives well as those who operate and serve them – professional
could experience the synthetic fear of finding a way out in mariners and crews. It took a combination of technical
a simulated smoke filled corridor. Agreement was reached expertise and cooperation on the part of a large number
that retrofitting LLL on existing ships could help prevent of individuals and organizations to achieve a result that
passengers from entering dead end corridors. That single increased the level of safety while preserving the intact
initial agreement opened the door to considering other structure and reducing long-term costs.
retroactive requirements.
Fire safety professionals were overwhelmingly in Marjorie Murtagh Cooke is with Robson Forensic, Inc.
support of retrofitting both smoke detectors and sprinklers
on all passenger ships in order to save lives. The regulations References:
at that time required either sprinklers or smoke detectors, 1 Schei, T. (ed.) “The Scandinavian Star Disaster of 7 April 1990: Report of
but not both. A requirement to retrofit sprinklers and smoke the Committee Appointed by Royal Decrees of 20 April and 4 May 1990.”
Norwegian Official Reports, Oslo, Norway 1991.
detectors on every large passenger ship was destined to
2 International Convention for the Safety of Life at Sea, 1974:1992 Amendments,
be an uphill fight. Ships are designed to keep water on International Maritime Organization, London, 1992.
the outside of the hull, so sprinklers struck a particular
uneasiness for some because they were not familiar with
modern systems. They envisioned unnecessary water

4 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

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FLASHPOINTS > Fire Protection
Industry News
The SFPE Corporate 100 Program was founded in 1976 to strengthen
the relationship between industry and the fire protection engineering community.
Membership in the program recognizes those who support the objectives of
WPI Researchers Receive Grant to Examine Green SFPE and have a genuine concern for the safety of life and property from fire.
Building Fire Safety BENEFACTORS
Aon Fire Protection Engineering
A team of fire protection engineering researchers at Worcester Polytechnic Institute (WPI) Arup Fire
is investigating the fire safety risks associated with green construction. The WPI team is FM Global
Honey well Life Safety
working with a $1 million grant from the U.S. Department of Homeland Security, which Koffel Associates, Inc.
will fund a three-year project aimed at identifying and reducing the potential for firefighter Poole Fire Protection, Inc.
Rolf Jensen & Associates, Inc.
and occupant injuries and deaths that could be associated with unanticipated hazards Siemens Building Technologies, Inc.
posed by green building elements. SimplexGrinnell
Telgian Corporation
Tyco Fire and Building Products, Inc.
This research will begin to quantify the fire hazards and risks, identify ways to mitigate Underwriters Laboratories, Inc.
those hazards and risks, and prepare the fire service to fight fires in buildings with Xtralis
green features and elements. These are all needs identified by the National Association PATRONS
of State Fire Marshals, the Fire Protection Research Foundation, and the National Fire Bosch Security System
Service Research Agenda, which are interested in understanding and addressing how the Code Consultants, Inc.
Gentex Corporation
challenges of green or sustainable buildings impact firefighter safety. Harrington Group, Inc.
International Fire Safety Consulting
In 2012, Brian Meacham, associate professor of fire protection engineering at WPI, JBA Consulting Engineers
Mircom Group of Companies
co-authored “Fire Safety Challenges of Green Buildings,” a report commissioned by the National Fire Protection Association
Fire Protection Research Foundation. The new project, funded by Homeland Security, will The Protection Engineering Group
The Reliable Automatic Sprinkler Company
enable Meacham, who is principal investigator, to explore further some of the potential S.S. Dannaway & Associates Inc.
risks and hazards identified in the report. Swiss Re
System Sensor

For more information, go to www.wpi.edu. MEMBERS

AGF Manufacturing, Inc.
Arora Engineers, Inc.
Automatic Fire Alarm Association
Baker Engineering and Risk Consultants, Inc.
Chemetron Fire Systems
en-Gauge Technologies
New Paper Focuses on System Sprinkler Effectiveness Fireaway, Inc.
FireLine Corporation
Gagnon Engineering
Fire Science Reviews announces the availability of a new online report titled, “A Review HSB Professional Loss Control
of Sprinkler System Effectiveness Studies.” James W. Nolan, Emeritus
Leber/Rubes, Inc.
Liberty Mutual Property
Prior to writing the report, the authors compiled and tabulated sprinkler system component Lubrizol Advanced Materials, Inc.
Micropack Detection Inc.
data and effectiveness estimates from system-based studies. In the report, they compare the National Fire Sprinkler Association
merits of two approaches: component-based approaches using a fault tree of similar method, ORR Fire Protection
Osho Ingenieria
and system-based approaches using fire incident data where sprinklers were present. Phoenix Fire Systems
Professional Loss Control
The report includes recommendations for using the data for design purposes, including The Protectowire Co., Inc.
Randal Brown & Associates, Ltd.
considerations for uncertainty and using a hybrid system/component approach for specific SFFECO
sprinkler system comparisons; the recommendations provide input on the reliability of Terp Consulting
The University of Maryland Online Master’s
systems in the development of performance-based fire safety design methods. Degree Program
XL Global Asset Protection Services
The report can be found at http://firesciencereviews.com/content/2/1/6.
SMALL BUSINESS MEMBERS
Allan A. Kozich & Associates
Antal & Associates
Bourgeois & Associates, Inc.
Delta Q Fire & Explosion Consultants, Inc.
FireLink, LLC
FIREPRO Incorporated
Fire Suppression Systems Association
Fisher Engineering, Inc.
Foster Engineering
Futrell Fire Consult and Design, Inc.
Granger Consulting, Inc.
J.M. Cholin and Associates
Jaeger & Associates, LLC
LeGrand Engineering, Inc.
Lozano & Asociados
Rollinger Engineering, Inc.
SDI Fire
Sebench Engineering, Inc.
Seneca Fire Engineering, LLC
Slicer & Associates, LLC
Thunderhead Engineering
Tom Christman
WPI – Distance Learning Program
Willseal

6 Fire Protection Engineering magazine.sfpe.org 2 Nd Quarter / 2014

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 F
ixed guideway transit and New York, London, and Paris have it applies a holistic approach to
passenger rail systems are been in continuous operation for life safety from fire and fire protec-
efficient means of transport- more than 100 years. Codified fire tion requirements to include stations,
ing a large population of safety standards specific to fixed trainway, emergency ventilation
passengers. New systems, guideway transit and passenger rail systems, vehicles, emergency proce-
including urban light rail and heavy system are less than 40 years old. dures, communications, and control
rail commuter trains and inter-city NFPA 130, Standard for Fixed s y s t e m s . N F PA 1 3 0 r e g u l a t e s ,
passenger rail systems, are under Guideway and Transit Systems, is through design selection, type
design and construction in many an international fire safety standard of materials, material fire safety
cities and territories throughout the widely used for design of transit properties (flammability, combusti-
world. Subway systems in Boston, systems. 1 First published in 1983, bility, and smoke production), and

8 Fire Protection Engineering magazine.sfpe.org 2 nd Quarter / 2014

potential fire hazards. These regula- Vehicle Fire SaFety safety in a fire event. 2 Consequent
tions are intended to control and/or fire hazard evaluation, full-scale
limit the likelihood of a fire’s occur- Passenger vehicles (rolling stock) fire testing, and the fire hardening
rence, its growth rate, and severity. represent the greatest single com- program of the BART passenger
NFPA 130 applies to new systems, bustible fuel load within a fixed vehicles and studies performed by
to extensions of existing systems, to guideway and passenger rail transit U.S. federal government agencies on
new rolling stock, and to retrofitting system. Several significant fires in transit vehicle fire safety influenced
existing rolling stock and equipment. the 1970s involving fixed guideway the basis of the vehicle fire safety
The portion of the standard dealing transit systems, including the BART strategy in NFPA 130.3, 4, 5, 6
with emergency procedures applies trans-bay tunnel fire, revealed the NFPA 130 attempts to achieve its
to new and existing systems. magnitude of risk to passenger life fire safety goal by focusing on both

2 nd Quarter / 2014 magazine.sfpe.org Fire Protection engineering 9

 [ Fixed-Guideway Transit and Passenger Rail Systems Fire Safety: An Over view ]

Achieve vehicle
fire safety

Prevent fire Manage fire

ignition impact

Control heat- Control source- Manage

Control fuel Manage fire
energy source(s) fuel interactions exposed

• Electrical circuit and • Isolation of equipment • Interior finish

wiring clearance posing fire ignition threat flammability
creepage • Isolation of equipment • Vehicle component
Conrol
• Propulsion motor outside the passenger flammability
combustion Control fire by
insulation and protection compartment Suppress fire
• Wiring and cabling process construction
• Propulsion and breaking • Fire resistant barriers combustability
system resistor ventilation between equipment
and insulation and passenger
• Electric current overload compartment interior
protection • Interior equipment and • Fire resistance rated
assemblies flammability floor assembly
and smoke emission • Fire resistant rated roof
characteristics assemblies
“Or” Gate • Interior finish surface
flammability and smoke
“And” Gate emission characteristics

Figure 1: NFPA 130 strategy to achieving passenger vehicle fire safety

preventing fire ignition and managing

the fire impact within passenger
vehicles. For electric propulsion
vehicles, performance requirements
apply to controlling heat-energy
sources from electrical components
and wiring to minimize the potential
of electrical component and wiring
failure contributing to fire ignition.
Figure 1 illustrates the relationship of
the various NFPA 130 requirements
associated with vehicle fire safety per-
formance as viewed in the context of
NFPA 550, Fire Safety Concepts Tree.7
Insulation, isolation, and electric
power control are the primar y
methods prescribed by NFPA 130
as a means to prevent fire ignition
by minimizing the potential of
equipment or component failure as
a contributor to fire. Segregating
electrical equipment (including
the propulsion system and propul-
sion and breaking system resistors
and equipment with a high energy
heat source potential) from the
vehicle’s exterior and separating the
equipment from the passenger com-
partment via fire-resistance-rated
floor and roof assemblies serves to

10 Fire Protection Engineering magazine.sfpe.org 2 nd Quarter / 2014

Fire Protection Engineering
at Worcester Polytechnic Institute

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Students Faculty Research

Working in the industry Integrating their areas of Shaping fire science
while earning one of the most expertise into actual technology that makes
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It’s time to be part of the best by earning your graduate degree or
certificate online from Worcester Polytechnic Institute. Get started by
going to online.wpi.edu/+fire or emailing us at online@wpi.edu.
 [ Fixed-Guideway Transit and Passenger Rail Systems Fire Safety: An Over view ]

manage the fire impact by inhibit-

ing fire spread beyond the failed
component or piece of equipment.
The passenger vehicle interior has a
significant influence on overall vehicle
fire safety. It is possible to mitigate
potential fire growth and spread from
likely ignition sources by regulating
the flammability, combustibility, and
flame spread of the vehicle’s interior,
including seating, flooring, wall and
ceiling lining materials, and vehicle
insulation. Internal event ignition
sources, including electrical failure,
and external event ignition sources
such as a burning bag of trash with
paper and plastic, each pose differing
levels of point-source ignition heat
flux on the vehicle’s interior. Full-scale
fire tests evaluating the vehicle inte-
rior’s fire safety performance when
exposed to various probable internal
and external fire scenario events
provide the best understanding of the
expected fire performance.
Full-scale testing is cost prohibitive
and rarely performed during the
design, specification, and procurement
process of new passenger vehicles.
Fire test standards adopted by
NFPA 130 are individual material
tests and apply point-ignition heat
fluxes for both internal and external tests. The fire hazards analysis process trainway/tunnel, the means of
event scenarios. A reasonable degree is intended to achieve the fire safety egress includes enclosed exits and
of vehicle fire safety is achieved goals and objectives established by cross passageways that serve as
when all materials and assemblies NFPA 130. These goals and objectives points of safety. The maximum
comply with the performance criteria are to provide an environment that is distance between exits and
prescribed by NFPA 130. safe from fire and similar emergencies cross passageways permitted by
NFPA 130 allows the use of an for the passengers not intimate with the NFPA 130 is 2,500 ft. (762m)
optional fire hazard analysis process initial fire development and maximize and 800 ft. (244m), respectively.
to establish the fire performance of the survivability of passengers intimate In an urban transit system or inter-
vehicle materials and assemblies with the initial fire development – and city passenger rail system, the train
in the context of actual use in lieu to protect occupants who are not population during peak period can
of compliance with the prescriptive intimate with the initial fire develop- be as many as 1,200 passengers.
requirements for equipment arrange- ment for the time needed to evacuate, The expected required safe egress
ment, flammability and smoke relocate, or defend-in-place during a time to evacuate all passengers
emission, fire performance, and elec- fire or fire-related emergency. from the tunnel into an exit or
trical fire safety. cross passage can be one hour or
The fire hazard analysis is designed Trainway Fire SaFeTy longer. Accordingly, evacuation
to understand the role of materials, of passengers via trainway is
geometry, and other factors in the The trainway typically serves as considered the last option in a fire
development of fire within the vehicle the means of egress for passengers and emergency event.
that might not otherwise be ascer- in the event it becomes necessary Figure 2 illustrates the relation-
tained through individual material to evacuate a train. In an enclosed ship of the NFPA 130 requirements

12 Fire Protection engineering magazine.sfpe.org 2 nd Quarter / 2014

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 [ Fixed-Guideway Transit and Passenger Rail Systems Fire Safety: An Over view ]

Achieve trainway
fire safety

Prevent fire
Manage fire impact
ignition

Control heat- Control source- Control fuel Manage fire Manage exposed
energy source(s) fuel interactions

• Traction power • Electrical equipment • Noncombustible • Emergency

controls noncombustible rail ties ventilation; maintain
• Electric equipment • Electric equipment • Limit combustible Conrol Control tenable conditions for
current overload current overload rail tie use; combustion Suppress fire fire by evacuation
protection protection fire -retardant-treated process construction • Egress facilities for
• Noncombustible evacuation (cross
conduit, raceways, passages, exit stairs)
equipment enclosures
• Restrict flame • Limit flame spread • Noncombustible
spread and smoke and smoke tunnel construction
development of third- development of
rail cover boards wiring and cable
• Hazard analysis of • Interior finish surface
other combustible flammability and
“Or” Gate materials smoke emission
characteristics
“And” Gate

Figure 2: NFPA 130 strategy to achieving trainway fire safety

associated with trainway fire safety Ancillary areas are required to means of fire barriers and automatic
performance. Trainway fire safety be separated from trainway areas sprinkler systems and installation of
is achieved by preventing fire by two-hour fire-resistance-rated emergency ventilation in enclosed
ignition and managing fire impact. construction and three-hour-rated stations serves to manage the fire
NFPA 130 restricts combustible construction when within underwater and manage the exposed.
components in the enclosed trainway trainway sections. The basis of station platform
to minimize its potential contribu- NFPA 130 requires that an enclosed design is the NFPA 130 requirement
tion to the fire load and creation of or tunnel trainway 200 ft. (61m) or more to evacuate all passengers from the
potential fire hazards. in length be provided with emergency platform in four minutes and to reach
Rail ties and walking surfaces ventilation to maintain a tenable envi- a point of safety within six minutes.
are required to be noncombustible. ronment along the path of egress from Escalators are permitted to ser ve
Combustible contents are limited to a fire incident. The emergency venti- more than half of the required means
essential equipment including cover lation system is required to maintain of egress from a platform and station
boards serving to protect exposure to tenable egress conditions for minimum when, for enclosed stations, at least
traction power contact (third) rail and duration of one hour, but not less than one enclosed exit stair or exit pas-
wood rail ties at switches and cross- the required safe egress time. sageway provides continuous access
overs. Cover boards are required to from the platforms to the public way.
comply with maximum flame spread, Station Fire SaFety The egress calculation procedure
smoke development, and peak heat included in NFPA 130 is a simple
release rates in accordance with Modern transit station design hydraulic model. For stations with
specific fire test standards. is a single volume space formed by multiple passenger platforms,
Wooden rail ties are required to the passenger platform and contigu- platforms on multiple levels, or con-
be fire-retardant-treated. Power, com- ous trainway, possible intermediate verging egress routes, the use of a
munication, and signal wiring and mezzanine level(s), and continuous more robust model is often necessary
cables installed within the trainway connection to the street level above. to analyze variations that influence
are required to be fire-resistant and Modern stations often include extensive the required safe egress time.
have reduced smoke emissions. All use of escalators and elevators for In deep-tunnel stations, passenger
conductors, except radio antennas, efficient passenger movement. elevators serve as the primary means
are required to be in armor sheaths, NFPA 130 station fire strategy is of platform access and means of
conduits, or enclosed raceways, boxes, to manage fire impact. Controlling egress. The passenger elevator lobby
or cabinets except in ancillary areas. the fire in ancillar y spaces by holding area must be separated from

14 Fire Protection engineering magazine.sfpe.org 2 nd Quarter / 2014

the station platform by a fire barrier
having a fire resistance rating of at
least one hour but not less than the
time required to evacuate the holding
area occupant load. When elevators
ser ve as the means of egress, at
least one enclosed exit stair must be
accessible from and enclosed in the
holding area.
In enclosed stations, an emergency
ventilation system is required to
maintain tenable egress conditions for
a minimum of one hour, but not less
than the required safe egress time.
N F PA 1 3 0 r e q u i r e m e n t s f o r
station fire safety performance are
similar to that of the trainway illus-
trated in Figure 2.

EMERGENCY VENTILATION

The basis for the emergency venti-

lation system’s design is the expected
fire severity, including heat release
rate and fire smoke release rate
produced by the combustible load
of a vehicle and any combustible
materials that could contribute to
the fire load at the incident site. Fire
heat release rate, heat release rate Improved Flow Characteristics
profile, peak heat release rate, and guishing Systems •

decay are significant contributors to en

t Fire
Extin 3M ™
No 500 psi NOVEC 1230
Ag ve
c™
the expected fire severity. ea
n
12 Call for Information
C
Tu n n e l t r a i n w a y e m e r g e n c y
30
Fir
e

ventilation systems typically exhaust

Pro

smoke in one direction along

tec
tion

the length of the tunnel while

Fluid

maintaining tenable conditions on

the opposite/upstream side of
• Low & High P

the train. Required airflow rates

are a function of the critical
velocity to move smoke in one
ressu

direction while preventing smoke

re C

back-layering from occurring.

O

NFPA 130 acknowledges that,

2 •
Al

depending on the fire location within

ar
m
m

&
the train, a portion of the train will
a De
Fo te
st • ct
be exposed to smoke. Air S Water
Mi ion
•

Enclosed station emergency ven-

amplin
g Detection •

tilation is typically provided via the JOIN THE CONVERSATION at the

tunnel trainway ventilation system. NFPA Conference & EXPO - Booth #1752
In this design scheme, the station 1102 Rupcich Dr, Crown Point, IN 46307
means of egress paths typically serve +1 219-663-1600 • www.janusfiresystems.com
as a conduit for ventilation make-up

2 ND Quarter / 2014 magazine.sfpe.org Fire Protection Engineering 15

 [ Fixed-Guideway Transit and Passenger Rail Systems Fire Safety: An Over view ]

station and12 percent of the reported death from fire in transit systems whose
Vehicle
fires involved the passenger vehicle.8 tunnels and enclosed stations were
(12%) (See Figure 3) No passenger deaths constructed without emergency ventila-
were reported. None of the vehicle tion. Overall passenger risk of death
fires reported were fully engulfed in from fire is low in fixed guideway
fire. Fire events where the passenger transit systems.
Track
(53%) station vehicle was fully engulfed in fire,
(35%)
involving passenger vehicles John F. Devlin is with Aon Fire
complying with NFPA 130 are rare Protection Engineering Corporation.
and extraordinary events.
References:
The average life span of a
passenger vehicle is approximately 1 NFPA 130, Standard for Fixed Guideway and
Passenger Rail Systems, National Fire Protection
40 years, and a vehicle will typically Association, Quincy, MA, 2014.
undergo complete overhaul near its 2 “Railroad Accident Report – Bay Area Rapid
Figure 3: Overall Fire Incident Data Sorted Transit District Fire on Train #117 and Evacuation
mid-life. NFPA 130 requires new
by Fire Location 8 of Passengers While in the Transbay Tube, San
work and equipment on existing Francisco, CA, Jan. 17, 1979,” NTSB-RAR-79-5,
vehicles undergoing overhaul and Washington, DC, 1979.

air, thus maintaining tenable con- retrofit to comply with the standard. 3 Braun, E., “Fire Hazard Evaluation of BART
Vehicles,” Center for Fire Research, National
ditions for occupant evacuation. Transit agencies, associated with Bureau of Standards, NBSIR 78-1421,
Other design schemes include point- the referenced fire incident data, Gaithersburg, MD, 1978.

extract ventilation within the station adopt NFPA 130 or enforce fire 4 McDonnell – Douglass Corporation, “BART Transit
Vehicle Full-Scale Test – Final Report,” McDonnell –
to maintain tenable conditions in the safety requirements that are similar Douglass Report #MDCJ4670, Feb. 27, 1981.
means of egress. in scope and performance. These 5 Hathaway, W. & Litant, I., “Analysis of BART Fire
Emergency ventilation is a signifi- agencies operating vehicle fleets are Hardening Program,” Urban Mass Transportation
Administration, Washington, DC, 1982.
cant contributor to achieving fire safety compliant with at least the early
6 Hathaway, W. & Flores, A., “Identification of the Fire
in a tunnel trainway and enclosed editions of NFPA 130. Threat in Urban Transit Vehicles,” J.A. Volpe National
station during a fire condition. Improvements in passenger vehicle Transportation Center, Cambridge, MA, 1980.
NFPA 130 recognizes that ventila- material fire safety mitigate the 7 NFPA 550, Guide to the Fire Safety Concepts
Tree, National Fire Protection Association, Quincy,
tion system reliability and operability potential for extraordinary fire events. MA, 2012.
are essential and require a reliability Diligence of transit agencies in main- 8 Aon Fire Protection Engineering Corporation, “Fire
analysis of the electrical, mechanical, taining tunnels and stations clear of Ventilation Upgrade Program Risk Assessment
Report,” Contract No. G85-269, Toronto Transit
and supervisory control subsystems. potential fire hazards and combustible Commission, 2011.
Emergency ventilation fans, their fuel loading lessens the likelihood of
motors, and all related components
exposed to the exhaust airflow must
be designed to operate at the fan inlet
airflow hot temperature condition of
not less than 302°F (150°C) for a
minimum of one hour, but not less than
the required safe egress time.
NFPA 130 emergency ventilation
system requirements apply to new
fixed guideway transit and passenger
rail systems and to extensions of
existing systems.

Fire risk

Fire incident data obtained from

eight of the world’s top 12 transit
agencies in Nor th America and
Europe over the period of 1998 to
2009 revealed that 88 percent of
fires occur in the trainway or the

16 Fire Protection engineering magazine.sfpe.org 2 nd Quarter / 2014

www.usa.siemens.com/fire

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18 Fire Protection Engineering magazine.sfpe.org 2 nd Quarter / 2014
 B y M i c h a e l G o l l n e r, P h . D .

W
arehouse fires
have long
posed a unique
challenge to
the fire protec-
tion engineering community. The
rack-storage configuration, while
being practical, economical, and
efficient, also produces a challeng-
ing scenario with high densities of
flammable goods stored at great
heights over a vast floor space.
The general approach taken to
protect warehouse storage configu-
rations has been that of suppression,
where commodity classification is
used to design the parameters of
suppression necessary to contain

2 ND Quarter / 2014 magazine.sfpe.org Fire Protection Engineering 19

 [ The Flammability of a Storage Commodity ]

This study, funded by the SFPE

Educational and Scientific Research
Foundation, sought to develop
a method to ascer tain the flam-
mability (including burning rate,
flame spread rate, etc.) of a mixed
warehouse commodity as a first step
towards tackling this problem.

GROUP A PLASTIC TESTS

The classification scheme

currently used in the U.S. places
Figure 1: Fire Development Over a Group A Plastic Commodity5
commodities into one of seven
groups, Classes I–IV for general
commodities or Groups A–C for
plastic commodities.1, 2 The Group A
plastic commodity represents the
greatest “benchmark commodity”
fire hazard, consisting of crystal-
lized polystyrene cups placed within
a compartmentalized, corrugated
cardboard box.
Although more challenging fire
hazards exist, such as expanded

Figure 2: Three Stages of Burning of a Group A Plastic Commodity6

or extinguish fires. In commodity determining adequate protection

classification, full-scale tests on from smaller-scale test results as well
standardized commodities with as relating known protection schemes
appropriate fire suppression systems to new, diverse commodities should
have established acceptable criteria be developed.
for the protection of stored goods.1, 2 Unfortunately, the dimensional
While implementation and and material complexity of real-
continued development of these world storage commodities is a
standards have greatly reduced formidable obstacle. A rigorous
the number of warehouse fires, approach includes computational
from more than 4,700 a year in fluid dynamics checked against full-
1980 to just 1,200 in 2011, the scale experiments.
value of direct property damage In the hopes of systematically
has not shown a similar decrease.3 reducing the prohibitive costs
Between 2007 and 2011, storage (actual and computational) associ-
fires still cost $16 million per month ated with this approach, the industry
on average.3 has already established signifi-
As storage facilities continue to cant momentum in this direction,
grow larger and taller, the practicality particularly at FM Global; however,
of large-scale testing for all possible a description of a mixed commodity
scenarios has become increasingly to use within models has yet
impractical. Some means of to be ascertained.

20 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

meat trays, polyurethane foams, material. Therefore, only the prop- and unexpanded polystyrene cups,
etc., the basis of current commodity erties of corrugated cardboard are indicated as Stage I in Figure 2.
classification approaches for necessary to describe the upward This first layer of cardboard also
plastics is based around this flame spread process, described in pyrolyzes and burns as it is exposed
Group A plastic; therefore, it was detail later. to flames and outside air, contribut-
chosen for this study.4 As the front face of the box chars ing to the burning rate; however,
In testing, the commodity was and falls off, it reveals the first inner t he p olyst yrene cu p s in s id e d o
insulated on all sides except for the layer of segregating cardboard not heat sufficiently to ignite, and
front face and ignited at the base,
in many ways simulating ignition
during an early-stage, rack-storage
test. Thermocouples, load cells,
cameras, and heat flux gauges
provided data that was used to THE HASS® FAMILY
assess flame spread and burning
rates of the commodity over time.
OF
The mixed commodity was found FIRE PROTECTION ENGINEERING SOFTWARE
to progress through three distinct
stages of burning, indicated in
Figure 1, due to its unique geometry
and material distribution.5, 6
After ignition of the front face
of the commodity, flames spread
upward along the front face of the
box with little involvement of interior

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2 ND Quarter / 2014 magazine.sfpe.org Fire Protection Engineering 21

 [ The Flammability of a Storage Commodity ]

only begin to soften and melt. The extinguishment before ignition of the Stage III. This stage continues as layer
resulting heat-release rate in Stage I plastic product. after layer of cups is exposed to air,
of burning increases from 0 to a As heat is continually absorbed illustrated in Figure 2. The segregated
peak of approximately 25 kW over by the polystyrene cups in Stage II, nature of the commodity allows
approximately one minute, with they eventually absorb sufficient heat burning to progress in a relatively
flame heights reaching 1 m (twice to ignite, significantly increasing steady manner, involving cardboard
the height of the commodity), the heat-release rate of the overall and plastic as earlier-ignited layers
contributing to rapid involve- commodity, with a peak of 40-50 kW burn out.
ment of additional fuel above the and observed flame heights of 1-1.5 m, The segregated nature of the
ignited commodity. shown in Figure 1 and Figure 2 as commodity, illustrated in Figure 2,
Once the first layer of cardboard aides not only in a controlled
burns out, not enough heat has been
absorbed by the polystyrene cups
to ignite them, nor have flames pen-
etrated the second mixed layer of
cardboard and cups; therefore, the
heat-release rate and flame heights
decay. With only smoldering com-
bustion remaining, the commodity
transitions to Stage II, where, on
average, low heat-release rates of
10 kW and flame heights of 0.5 m
[ One parameter
of significance
for suppression
applications in
warehouses is the
time to sprinkler
transition between stages for the
c o m m o d i t y, b u t a l s o i n a c c e s s
to fuel, providing a somewhat
averaged behavior within each
of the three stages, pointing to a
potential means of simplifying the
analysis of the mixed burning of the
commodity. In Stage I, for instance,
combustion is likely to be described
by the geometry and properties of
cardboard alone, while in Stage III,
provide a probable opportunity for activation, which it is the burning rate and proper-
ties of the plastics, now melted and
largely depends on dripping while burning, that control
early-stage flame the burning rate.
spread and NONDIMENSIONAL
heat-release rates. APPROACH
[
One objective of this work was to
develop an approach that was appro-
priate to measure small-scale fire
behavior (at the scale of one or more
commodity packages) up to behavior
in large rack-storage tests. This signifi-
cant challenge was not accomplished
under this short-duration project;
however, some advancement and
probable concepts were presented.
The B-number, which appears as a
boundary condition at the fuel surface
in the classical Emmon’s solution for
forced-flow flames over a condensed
fuel surface, 7 was suggested as a
possible means to present the burning
behavior of a commodity package
and serve as a relatively flammable
comparison tool. This dimensionless
parameter is a ratio that compares a
summation of the various impetuses
(e.g., heat of combustion) for burning
to a summation of the various resis-
tances (e.g., heat of vaporization) to

22 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

THE LEADER IN
FIRE PROTECTION
ENGINEERING
E d u c a t i o n , Tr a i n i n g , R e s e a r c h

O N L I N E G R A D U AT E P R O G R A M S
AD VAN C E D E N GI N E E R I N G . U M D . E D U / FIR E
 [ The Flammability of a Storage Commodity ]

the process. Originally a purely ther-

modynamic quantity, its definition can
be extended to encompass effects
of different heat-transfer processes,
including radiative transport.8, 9
The unexpected finding of three
stages with distinctive bur ning
behaviors added complexity to this
approach by necessitating averages
of the B-number for each stage
of burning (1.8, 1.4, and 1.9 for
Stages I, II, and III are reported 5).
This in some ways simplified matters,
as Stages I and II only include flaming
combustion and later smoldering of
corrugated cardboard, while Stage III
is a mixed product of cardboard and
polystyrene combustion.
For Stage III, some possible
methods for determining the B-number
of mixed materials were presented,5, 10
but more fundamental research needs
to continue in order to establish a
firm methodology for utilizing such
averaged approximations.

Upward Flame Spread

over CorrUgated
Cardboard

One parameter of significance

for suppression applications in
warehouses is the time to sprinkler
activation, which largely depends on
early-stage flame spread and heat-
release rates. Focusing on Stage I of
the Group A plastic commodity tests,
flame spread rates were shown to
increase with time to the 3/2 power
profile rather than traditional time-
squared observations.11
Based on experimental results,
this behavior was hypothesized to
be due to the unique properties of
C-flute cardboard, which consists of
a corrugated layer of paperboard
glued between two flat sheets. As
the outer layer burns, it delaminates
from the corrugated surface and
“curls” directly into the boundary
layer, obstructing the flow of hot
gasses and projecting the flame
outwards and away from unburnt
cardboard, shown in Figure 4.

24 Fire protection engineering magazine.sfpe.org 2 nd Quarter / 2014

 [ The Flammability of a Storage Commodity ]

This behavior is significant as and in-depth fire growth

the projected flames reduce heating processes also may be
rates above the solid fuel surface, important for proper pre-
into the preheating region, thereby dictions of fire behavior in
slowing the development of flame warehouses.
spread and possibly delaying
sprinkler activation times. This IMPACTS ON
reduction occurs even though pro- PRACTICAL
gression of the burning process WAREHOUSE DESIGN
into the interior of the commodity
(including involvement of plastics) Ultimately, it will take
will proceed as usual. years for the fruits of this
The results of these tests have labor to directly impact
yielded alternative scalings that the design of fire protec-
may be better applicable to some tion systems, but some of
situations encountered in practice the general insights should
in warehouse fires.11 Understanding be useful in ever yday
the time-dependent interaction of designs. First, the ultimate
both the upward flame spread flammability or fire hazard

26 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

Your system design is not

COMPLETE without corrosion control.

Potter Nitrogen Generators

Corrosion can cause an otherwise healthy system to deteriorate and
completely fail within a short amount of time. By filling your system with
clean, dry nitrogen, the oxygen corrosion process can be controlled. Our
nitrogen generators are pre-engineered and specifically designed for use
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Complete your system—protect it from corrosion.

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 [ The Flammability of a Storage Commodity ]

Figure 3: (left) Front video footage during a representative test. The blue contour across the width indicates the measured height of the
pyrolysis region. (right) Image taken from the side of a sample during a representative test. Curling of the front layer of cardboard is
visible in both images, but the extent of three-dimensional effects is more clearly seen in the side image.5
[
of stored commodities may not be as
simple as a percentage classification
of plastics and cellulosic materials.1,2
The increasing number of exceptions The focus should
to standard commodity classifica-
tion listed in NFPA 13 and FM Data
not be restricted
Sheet 8-1 is particularly revealing, to suppression
in that the list of stored items that do systems alone
not fall under traditional commodity
classification schemes is growing; because a closer
therefore, current methodologies look at individual
cannot capture all relevant behavior
without full-scale test methods.1, 2
commodities
Smaller test methods here are may be worth
shown to capture some of the considering.
[
complex behavior of stored commod-
ities that, with future incorporation
of suppression system performance,
may be one piece of future system
designs. Increasing progress in
numerically simulating warehouse commodity also is one approach
fires may help in this regard, but a for developing a useful comparison
method for simulating the in-depth between actual stored commodities
combustion of mixed materials must and standard commodities used
be firmly developed. The ability to in full-scale tests, possibly limiting
extract nondimensional burning the number of large-scale tests in
behavior from a single warehouse the future.

28 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

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 [ The Flammability of a Storage Commodity ]

The focus should not be testing also would be necessar y 4 Palenske, G., “NFPA 13 Sprinkler System Design
Density Curves – Where Did They Come From?,“
restricted to suppression systems to finally validate these concepts; Fire Protection Engineering, Second Quarter, 2012.
alone because a closer look at however, with fur ther modeling 5 Gollner, M., Overholt, K., Williams, F.,
individual commodities may be and understanding, there is room Rangwala, A. and Perricone, J., “Warehouse
commodity classification from fundamental
worth considering. For instance, if for revolution in the ways storage principles. Part I: commodity and burning rates,”
new packaging could be developed occupancies are protected. Fire Safety Journal, Volume 46, Issue 6, August
2011, pp 305-316.
that significantly delays in-depth
Acknowledgements: 6 Gollner, M., “A Fundamental Approach to
combustion while still allowing Storage Commodity Classification,” Master’s
flames to quickly spread upward, This work was supported in part by the SFPE Thesis, University of California, San Diego,
Scientific and Educational Research Foundation 2010.
triggering sprinkler activation, the and AON Fire Protection Engineering, Inc. Group
A plastic commodities were donated by Tyco 7 Emmons, H. “The Film Combustion of Liquid
large heat-release rates of Stage III Fuel,” ZAMM – Journal of Applied Mathematics
International, Ltd. The work of Prof. Forman A.
may be prevented and the size of Williams, Jonathan Perricone, P.E., Prof. Ali S. and Mechanics, 36 (1956), pp. 60-71.
necessary extinguishment systems Rangwala, Dr. Kristopher Overholt, Todd Hetrick, 8 Torero, J., Vietoris, T., Legros, G. and Joulain, P.
and others throughout the duration of this project “Estimation of a Total Mass Transfer Number from
reduced. Similarly, different types are gratefully acknowledged. Experiments were the Standoff Distance of a Spreading Flame,”
of cardboard may be designed that performed at both the University of California, San Combustion Science and Technology. 174 (11)
Diego, and Worcester Polytechnic Institute. (2002) 187-203.
speed or slow upward flame spread.
9 Jiang, F., Qi, H., de Ris, J. and Khan, M.
In essence, by looking at the Michael Gollner is with the University “Radiation Enhanced B-Number,” Combustion
constituent pieces of a warehouse of Maryland, College Park. and Flame, Volume 160, Issue 8, 2013,
pp. 1510 -1518.
fire, it may be possible to not
References: 10 Overholt, K., Gollner, M., Williams, F.,
only design a suppression system Rangwala, A. and Perricone, J., “Warehouse
for a fire hazard, but also to 1 NFPA 13, Standard for the Installation of Commodity Classification From Fundamental
Sprinkler Systems, National Fire Protection Principles. Part II: Flame Height Prediction.”
modify the fire hazard to match a Association, Quincy, MA, 2010. Fire Safety Journal, Volume 46, Issue 6, 2011,
suppression system in the future. 2 Property Loss Prevention Data Sheets 8-1, pp. 317-329.
These approaches would require Commodity Classification, FM Global, 11 Gollner, M., Williams, F., and Rangwala, A.
Norwood, MA, 2004. “Upward Flame Spread Over Corrugated
strict control of stored commodities; Cardboard.” Combustion and Flame, 158. 7
3 Karter, M., “Fire Loss in the United States During
there are many occupancies 2012,” National Fire Protection Association, (2011):1401-1412.
where this is possible. Full-scale Quincy, MA, 2013.

30 Fire Protection Engineering magazine.sfpe.org 2 nd Quarter / 2014

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32 Fire Protection Engineering magazine.sfpe.org 2 nd Quarter / 2014

F
ires involving cars, trucks, engine [ICE]) fires, and generally A research program was
and other highway vehicles receive training on the hazards asso- conducted to develop the
are a common concern for ciated with those vehicles and their technical basis for best practices
emergency responders. subsystems. However, in light of the for emergency response proce-
Between 2009 and 2011, recent proliferation of electric-drive dures for EDV batter y incidents,
there was an average of 187,500 vehicles (EDVs), a key question for with consideration for suppression
highway vehicle fires per year. 1,2 emergency responders is, “What is methods and agents, personal
Fire service personnel are accus- different with EDVs and what tactical protective equipment (PPE), and
tomed to responding to conventional adjustments are required when clean-up/overhaul operations.
vehicle (i.e., internal combustion responding to EDV fires?” A key component of this project

2 ND Quarter / 2014 magazine.sfpe.org Fire Protection Engineering 33

 [ Electric Vehicle Batter y Hazards: Hands-On Fire Test Data for Emergency Responders ]

goal was to conduct full-scale fire

testing of large format Lithium-ion
(Li-ion) batteries as used in EDVs.
This article summarizes the full-

Kiss the ceiling

scale fire tests performed, reviews
the current emergency response
tactics, and discusses what, if
any, tactical changes relating to
emergency response procedures for
EDV battery incidents are required.

PROJECT HISTORY

In 2009, the National Fire

P r o t e c t i o n A s s o c i a t i o n ( N F PA )

Hug began a partnership with the U.S.

Department of Energy (DOE) and the
automotive industry to develop and
the implement a comprehensive training
program to provide safety training
wall to emergency responders to prepare
them for their role in safely handling
incidents involving electric drive
vehicles (EDVs). This program had
a lack of data to draw on to address
the potential hazards associated
Hang it downward. Or point it up. with damaged EDV batteries.
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Full-scale fire suppression tests
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© 2012 The Metraflex Co.

34 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

 FOUR
To answer these questions, the
research program they developed
included six primary tasks:

1. A review of industry best practices

THE PERFECT TWOSOME
for ICE and EDV firefighting tactics; TO COMPLEMENT YOUR
2. Identification of additional EDV
PPE required for emergency
WAREHOUSE SPRINKLER SYSTEM
responders;
3. Identification of battery technolo-
gies and representative battery
types for full-scale fire testing;
4. Development of a full-scale EDV
fire testing program;
5. Full-scale EDV battery fire tests;
6. A report on final results and
summar y of best practices for
emergency response to incidents
involving EDV battery hazards.

For the full text describing each

of these tasks and the fire test
results, see the NFPA Fire Protection
Research Foundation (FPRF) report
titled, “Emergency response to
incidents involving electric vehicle
battery hazards.”3

INDUSTRY BEST PRACTICES FOR

FIREFIGHTING TACTICS FOR
ICES AND EDVS

Existing guidance 4,5,6 describes

the potential consequences associ-
ated with hazards posed by EDVs MAINTAINS 3” FLUE SPACE
A PROVEN SOLUTION
and suggests common procedures to
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2 ND Quarter / 2014 magazine.sfpe.org Fire Protection Engineering 35

 [ Electric Vehicle Batter y Hazards: Hands-On Fire Test Data for Emergency Responders ]

incident has occurred involving an

EDV. Nickel metal hydride (NiMH)
and Lithium-ion (Li-ion) batteries
used for vehicle propulsion power
are the assumed batter y systems
addressed in these recommended
practices and guides.
The recommended practices and
guides 4,5,6 outline the same basic
steps for fire ser vice personnel
responding to an EDV fire: identify
the vehicle; immobilize the vehicle;
disable the vehicle; extrication;
extinguishment; and overhaul oper-
ations. EDV tactics are generally
consistent with current recommen-
dations for ICE tactics; however,
first responders must now identify
the vehicle prior to immobilizing
the vehicle. Other key differences

[ Li-ion battery
cells arranged in
large format Li-ion
battery packs are
being used to
power many EDVs
currently in the
marketplace.
[
36 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014
between the two include: the need
for copious amounts of water to
extinguish an EDV battery fire, the
high voltage electrical hazards
associated with EDVs, and the rec-
ommendation to store all damaged
EDVs at least 50 ft (15 m) from other W E’R E I M P R OV I N G T H E
structures or vehicles post-fire.

IDENTIFY BATTERY TYPES FOR

FULL-SCALE TESTING O F S A F E T Y.

Li-ion battery cells arranged in

large format Li-ion battery packs
are being used to power many
EDVs currently in the marketplace.
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Given the current direction
of the automotive industr y, Li-ion
batteries were chosen for full-scale
testing. Batteries were procured
from two automobile manufacturers,
designated Battery A and Battery B.
Both batteries procured were based
on a Li-ion technology currently being
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2 ND Quarter / 2014 magazine.sfpe.org Fire Protection Engineering 37

 [ Electric Vehicle Batter y Hazards: Hands-On Fire Test Data for Emergency Responders ]

plug-in hybrid electric vehicle (PHEV) passenger compartment floor pan prop (fire suppression tests). The fire
that is installed under the rear cargo separates the battery assembly from suppression tests were conducted
compartment of the vehicle. The the passenger compartment. with and without vehicle interior
4.4 kWh battery pack is enclosed in finishes to demonstrate the impact
a metal case and is rigidly mounted DEVELOPMENT OF A of the burning battery on the overall
in the lower portion of the rear cargo FULL-SCALE FIRE TESTING vehicle fire, if any.
area behind the rear seat. PROGRAM FOR EDV BATTERIES All tests subjected the batteries
Battery B is a 16 kWh battery to simulated exposure fires origi-
that is utilized in an extended range The testing program developed nating underneath the batter y/
electric vehicle (EREV). The T-shaped included one full-scale heat release vehicle chassis, and all fire sup-
battery spans nearly the length of the rate (HRR) test of a EDV battery (HRR pression activities were conducted
vehicle from the rear axle to the front test) and six tests involving suppres- by qualified, active duty firefighters.
axle and is rigidly mounted under- sion of EDV batteries installed within The simulated exposure fires were
neath the vehicle floor pan. A vehicle a generic vehicle fire trainer (VFT) produced using an external propane

38 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

 [ Electric Vehicle Batter y Hazards: Hands-On Fire Test Data for Emergency Responders ]

was subjected to HRR testing.

Batter y B was centered under a
20 ft by 20 ft (6 m by 6 m) hood
supported by five stainless steel legs.
The leg supports held the battery in
place 20 in (500 mm) above the
ground to provide a viewing angle
to the bottom of the battery during
testing. Four propane-fueled burners
were placed six inches (150 mm)
underneath the battery to provide
a steady and repeatable approxi-
mate exposure fire to the battery that
could be easily controlled (Figure 1).
Temperature and heat flux mea-
Figure 1: Battery B configuration and burner locations for HRR testing
surements were recorded on the
exterior batter y casing, interior
gas burner system that provided a Institute (SwRI) in San Antonio, battery, and at standoff distances
steady and repeatable exposure Texas. The primary objective of the of 5 ft and 10 ft (1.5 m and 3 m)
of approximately 400 kW to the HRR testing was to determine the from the battery. Gas samples were
batteries, which is equivalent to a amount of energy released from collected for analysis for toxic or
moderate-size gasoline pool fire. the batter y alone when ignited corrosive compounds. The battery
Gas samples and fire suppres- by an external ignition source. was allowed to burn until completion
sion water samples were collected The full-scale suppression testing (i.e., no suppression).
for analysis of potential contami- was performed at Maryland Fire The maximum HRR measured
nants (chemical hazards). Voltage Research Institute (MFRI) in College during testing was approxi-
and current measurements were Park, Md. The primary objectives mately 700 kW at 17 minutes and
recorded at the battery, VFT chassis, of the suppression testing were to 30 seconds into the test. Removing the
and suppression nozzle for analysis evaluate tactics and procedures 400 kW propane burners, the peak
of electrical hazards. Instrumentation for first responders, PPE of first heat release the battery attributed to
also monitored fire growth and responders, adequacy and amount the fire was approximately 300 kW.
development, including, but not of water as a sole suppression Once the burners were turned off,
limited to, HRR, temperature, and agent, and procedures for overhaul around the 20-minute mark, the
heat flux (thermal hazards). and post-fire clean-up. HRR plateaued as the batter y
underwent self-sustaining combustion
FULL-SCALE FIRE TESTS HRR TESTING and then slowly decayed (Figure 2).
A total of 14 air samples were
Full-scale HRR testing was Due to the limited number of EDV collected and analyzed after the
performed at Southwest Research batteries provided, only one battery test. The results showed only carbon

40 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

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 [ Electric Vehicle Batter y Hazards: Hands-On Fire Test Data for Emergency Responders ]

monoxide (CO) and carbon dioxide

(CO2) present in significant quantities.
After approximately one hour
and 34 minutes of elapsed time,
all visible flaming ceased. Thermal
images were recorded as the
battery cooled and were captured
for an additional three hours and
15 minutes. When visible flaming
ceased, the obser ved exterior
maximum temperatures were
approximately 400 °C. Three hours
after all visible flaming ceased,
maximum observed temperatures
were approximately 150 °C.

SUPPRESSION TESTING

In lieu of procuring fully intact

production vehicles for the full-
scale suppression tests, a VFT prop Figure 2: HRR test results with image of fully involved battery at peak HRR
was outfitted with the two different
battery assemblies. This allowed for of the battery assemblies in their suppression nozzle and at the body
multiple tests of different batteries respective locations. of the chassis in which the battery sat
and batter y sizes, dimensions, The VFT prop was placed on a while inside the VFT prop.
and installation locations, all while concrete burn pad at MFRI in the Water samples were collected after
using the same VFT prop. The VFT open air, as would be expected each test to analyze any potentially
prop was constructed to resemble a during a normal vehicle fire. harmful byproducts present in the
modern EDV both in size and design Electrical measurements were water after being used to suppress an
and opened in the back, similar to a recorded to investigate the possibility EDV battery fire. In addition, tempera-
hatchback, to allow for the installa- of electric shock by a firefighter while ture and heat flux measurements were
tion of the batteries (Figure 3). suppressing an EDV fire, either through collected during testing until external
The batteries were placed on top direct contact with the VFT prop or battery temperatures dropped to near
of a ¼-in (6 mm) steel plate simu- by applying a steady water stream ambient levels. These measurements
lating the floor pan of the vehicle. to a high-voltage battery. Following were collected at similar locations as
The plate had two portals to allow a methodology similar to previous the previous HRR testing: tempera-
the burners, positioned six inches studies, the electrical measurements tures were recorded on the external
(150 mm) below the batteries in the were conducted by measuring both battery casing and at internal battery
VFT prop, direct access to the bottom the voltage and current at the fire locations, and heat fluxes were

42 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

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 [ Electric Vehicle Batter y Hazards: Hands-On Fire Test Data for Emergency Responders ]

supplied from a nearby hydrant

connected to a municipal water
system. A 1.75-in (44.5 mm)
diameter hose line fed the nozzle,
which discharged approximately
125 gallons of water per minute
(7.9 lps) at 75 psi (520 kPa). The
water usage was tracked during the
tests so that an estimate of the total
water used for suppression could
be determined. In addition,
inter views with firefighters after
the tests were conducted to record
firsthand observations.
In total, six tests were conducted –
three using Battery A (designated
A1, A2, and A3) and three using
Battery B (designated B1, B2, and
B3). For each battery type, two of
the tests were performed with the
battery pack alone positioned inside
the VFT and one test was performed
Figure 3: VFT: Side profile (top); rear profile with hatchback open (bottom left); and front with typical interior finishes/uphol-
profile with hood open (bottom right) ster y installed within the VFT in
addition to the battery pack.
recorded at standoff distances of 5, based on their many years of fire- The following is a summary of
15, 20, and 25 ft (1.5, 4.6, 6, and fighting and training experience. The test observations/results, firefighter
7.6 m) distances. suppression teams were, however, feedback regarding firefighting
Suppression activities were restricted from using forcible tools to tactics, the adequacy of water as the
handled by MFRI. No guidance was access the VFT prop and the battery lone suppression agent, and obser-
given to the firefighters regarding for safety reasons and were restricted vations regarding overhaul and
what they could and could not do from fighting the fire from under- cleanup. Images from Test A3 are
tactically to suppress the fires. They neath the VFT prop (i.e., shooting provided in Figure 4.
were instructed to fight the fire as water up to the undercarriage of the
they would normally approach a batteries) due to the presence of the OVERALL TEST OBSERVATIONS
vehicle fire with an offensive attack. four propane burners. AND RESULTS
Any tactics or modifications to those Water without additives was
tactics during the fire tests were at the chosen as the suppression agent • At a standoff distance of 5 ft
sole discretion of the MFRI staff and for all tests conducted. Water was (1.5 m) from the VFT, maximum

44 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

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 [ Electric Vehicle Batter y Hazards: Hands-On Fire Test Data for Emergency Responders ]

However, the concentration of

chloride in the solution was only
two to three times greater than
normally detected levels, while
the concentration of fluoride was
more than 100 times greater
than normally detected levels.
No other corrosive or toxic
compounds were identified in the
water samples.
• In all tests, the chassis current was
negligible, and the voltage levels
at the chassis made it up to the
approximately 0.3 or 0.4 V range,
which was consistent with pre- and
post-measurement tests.
• In addition, voltage and current
levels at the nozzle were negligi-
ble while the firefighters applied
Figure 4: Test A3: Ignition of propane burners (top left); rear involved (top right); initial water to the batteries.
suppression activities (bottom left); suppression complete (bottom right) • Following extinguishment of the
batteries, temperatures were
heat flux measurements for tests observed. In addition, significant monitored after the tests until they
without interior finishes were plumes of smoke were generated returned to near ambient condi-
between 2.1 and 3.7 kW/m2. In during all tests. tions. In one test, the batter y
comparison, maximum heat flux • Water was used to successfully reignited 22 hours after the
measurements for tests with interior extinguish all fires during the battery was extinguished (i.e., no
finishes were between 8.1 and suppression tests; however, the signs of visible flaming, no signs of
11.9 kW/m2. amount of time required applying significant off-gassing or smoking,
• No projectiles were observed from water and the total volume of water and surface temperature readings
the battery pack in any of the tests. necessary for extinguishment was on the batter y were approxi-
None of the batteries tested “burst” significantly larger than what is mately ambient) after it had been
or “exploded” when ignited exter- typically required for extinguishing removed from the VFT and set
nally by an exposure fire. a traditional ICE vehicle fire. aside for storage.
• In all tests, “popping” and “arcing” • The water samples collected
sounds and off-gassing of white during testing indicated the FIREFIGHTER TACTICS
smoke consistent with internal presence of chloride and
battery cells from the battery pack fluoride (likely in the form of HF • After initial size up and knock-down
during thermal runaway were and hydrogen chloride [HCl]). of the visible flames, suppression

46 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

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 [ Electric Vehicle Batter y Hazards: Hands-On Fire Test Data for Emergency Responders ]

activities were halted. In all tests, water to the battery with the nozzle were originating to quickly extin-
re-ignition occurred after the initial set on fog, as was performed during guish the fire. In these tests,
size up and knock-down of the several of the tests, further cooled access to the batteries was much
visible flames. These events likely the exterior of the battery, thereby easier than what firefighters expe-
coincided with thermal runaway helping to reduce the temperatures rience in real world vehicle fire
at the individual cell level internal of the internal cells. This reduced scenarios, as the batteries were
to the batter y packs. While the likelihood of additional off-gas- placed inside a VFT prop and not
visible flames from the batteries sing of electrolyte and re-ignition installed within an actual vehicle.
were clearly extinguished, it was of internal battery cells, reducing It can be assumed that access
evident that temperatures within the overall water quantity needed issues experienced by firefight-
the batteries were still high enough for suppression. ers during this test program will
that thermal runaway of internal • In two tests, the total time for extin- be magnified during real-world
cells was occurring. These re-igni- guishment exceeded the available vehicle fire scenarios.
tions repeated until enough water air supply for one of the firefighters.
had flowed to sufficiently reduce • Firefighters unanimously reported WATER AS
internal battery temperatures to that access to the “hot spots” EXTINGUISHING AGENT
the point where thermal runaway or “heat” was a significant
did not proceed. barrier to extinguishing efforts. • Water was used to successfully
• Once the main battery fire had been Firefighters were unable to get extinguish all fires during the sup-
controlled, continuous application of water where the heat and flames pression tests.

48 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

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 [ Electric Vehicle Batter y Hazards: Hands-On Fire Test Data for Emergency Responders ]

• Overall, EDV battery fires efforts in setting up, instrument- References:

require significantly longer active ing, and conducting the HRR and 1 Karter, M. Fire Loss in the United States 2011,
NFPA Fire Analysis and Research Division,
suppression operations (up to full-scale fire suppression tests and Quincy, MA, 2012.
50 minutes in this test program) providing access to the data and 2 Ahrens, M. U.S. Vehicle Fire Trends and Patterns.
o battle re-ignitions and analysis gathered during testing. NFPA Fire Analysis and Research Division,
Quincy, MA, 2010.
significantly larger total volumes The authors further thank Casey
3 Long, R., Blum, A., Bress, T. & Cotts, B.
of water — up to 2,600 gallons Grant and Kathleen Almand of Fire “Emergency Response to Incident Involving Electric
(approximately 10,000 liters) Protection Research Foundation; Vehicle Battery Hazards,” Fire Protection Research
Foundation, Quincy, MA, 2013.
of water — than traditional DOE/INL; DOT/NHTSA; Alliance
4 Electric Vehicle Emergency Field Guide. National
ICE vehicle fires. This increase of Automobile Manufacturers; Fire Protection Association, Quincy, MA, 2012.
is attributed to the need for Battery Technology Advisory Panel; 5 J2990, Hybrid and EV First and Second Responder
water to not only extinguish Emergency Responder Advisor y Recommended Practice. SAE International,
Warrendale, PA, 2012.
the visible flames, but to cool Panel; Project Technical Panel for
6 Interim Guidance for Electric Vehicle and Hybrid-
the batter y component to the Project on EV Batter y Hazards; Electric Vehicles Equipped With High Voltage
point where thermal runaway will and Keith Wilson of Society of Batteries. National Highway Traffic Safety
Administration, Washington, DC, 2012.
not continue. Automotive Engineers.
7 Hybrid Electric Vehicles for First Responders. Delphi
Corporation, Troy, Mich., 2012.
The authors would like to thank R. Thomas Long, Jr., and Andrew F. Blum
8 Long, R.T., et. al. “Lithium-ion batteries hazards:
the SwRI and MFRI crews for their are with Exponent, Inc. What you need to know.” Fire Protection
Engineering, Fourth Quarter, 2012.

50 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

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52 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014
USCG USES EXPERIMENTATION
AND FDS MODELING TO AID

B y L C D R J o h n H . M i l l e r, P. E .

T
he U.S. Coast Guard Fire is a major concern with any This fire threat, along with many
(USCG), with the assistance type of structure, but especially other potential risks associated with
a nd co ope ration of th e on a seagoing passenger vessel. seagoing passenger vessels, is the
Passenger Vessel Association When a passenger vessel experi- basis for one of many missions of
(PVA), recently completed ences a fire while at sea, there is no the U.S. Coast Guard, which is to
a fire protection engineering study fire department to assist, no public regulate the safety of the small
involving fire testing and computer way to exit. The crew is tasked with passenger vessel (SPV) industry. The
modeling to validate a USCG policy extinguishing the fire or relying on the stringent regulations of Title 46 of the
that allows reductions in structural structural fire protection and active Code of Federal Regulations1 (CFR)
fire protection between certain areas fire suppression systems to protect the include numerous requirements
aboard small passenger vessels. vessel and the passengers on board. applicable to SPVs that include, but

2 ND Quarter / 2014 magazine.sfpe.org Fire Protection Engineering 53

 [ USCG Uses Experimentation and FDS Modeling to Aid Small Passenger Vessel Industr y ]

are not limited to, hull construction,

fire protection, lifesaving, manning,
and operations. These requirements
can var y depending on the size
of the vessel and the number of
passengers it carries.
The fire protection aspect of the
CFR includes requirements for fire-
fighting equipment, as well as struc-
tural fire protection to provide fire
boundaries between spaces. This
article discusses very low fire load
spaces, or so-called “5A” spaces,
in particular. The USCG-developed
policy regarding these types of
spaces is intended to provide relief
to the SPV industry from certain struc-
tural fire protection requirements,
permitting weight savings that
directly impact vessel fuel efficiency,
capacity, stability, and speed, for
spaces with ver y low, controlled
fire loads. Type 5A spaces are com-
monly found on high-speed ferries or
tourist excursion vessels.

Background

The USCG policy (“5A policy”

hereinafter) was first established in
1994, and is a relaxation of struc-
tural fire protection requirements
specified in 46 CFR Subchapter K
for A-60 structural fire protection
boundaries between certain pas-
senger spaces and areas of refuge,
embarkation areas, external escape
routes, and other adjacent spaces.
Subchapter K applies to a SPV of less
than 100 gross tons carrying more
than 150 passengers, or with over-
night accommodations for more than
49 passengers. “A” class bulkheads
or decks are composed of steel or
equivalent material capable of pre-
venting the passage of smoke or flame
for one hour when subjected to the
standard fire test. In addition, they must
be insulated with approved structural
insulation, bulkhead panels, or deck
coverings so that, if subjected to the
standard fire test for the applicable time
listed below, the average temperature
on the unexposed side does not rise

54 Fire Protection Engineering magazine.sfpe.org 2 nd Quarter / 2014

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 [ USCG Uses Experimentation and FDS Modeling to Aid Small Passenger Vessel Industr y ]

more than 139°C above the original

temperature, nor does the temperature
at any one point rise more than 181°C
above the original temperature:

A-60 Class – 60 minutes;

A-30 Class – 30 minutes;
A-15 Class – 15 minutes;
A-0 Class – 0 minutes.

The 5A policy, which allows the

use of C-Class (smoke tight and non-
combustible) boundaries in lieu of
A-Class boundaries, is conditional
upon the use of a very-low-design fire
Figure 1: 5A Space – Old Style (i.e., non-cushioned seats, small seating area)
load in the 5A space as well as other
design and operational requirements.
By controlling the fire load, vessel
designers and operators are able
to use aluminum construction with
minimal insulation, thereby reducing
vessel weight and increasing opera-
tional efficiency. (See Figures 1-3)
Since 1994, substantial increases
in size, complexity, and furnishings of
Subchapter K passenger vessels have
raised concerns about the assumptions
and safety margins inherent in the 5A
policy. At the same time, advances
in computational fire modeling
capabilities have enabled the Coast
Guard and designers to take a more
thorough look at the issue. In 2010,
Change-1 to the USCG’s Navigation
Figure 2: 5A Space – New Style (i.e., cushioned seats, large seating area) a n d Ve s s e l I n s p e c t i o n C i r c u l a r
(NVIC) 9-97 “Guide to Structural Fire
Protection”2 revised the 5A policy to
require designers to submit a perfor-
mance-based engineering analysis to
support the relaxation of fire protection
requirements for 5A spaces. Given the
potential costs and complexity involved
with performing such an analysis, the
Coast Guard and the Passenger Vessel
Association agreed to form a working
group to study this issue with the intent
to identify performance guidelines for
5A spaces, which may be accepted in
lieu of a full engineering analysis.

RepoRt of Study oveRview

The USCG/PVA 5A Working Group

Figure 3: 5A Space Example – New Style (i.e., cushioned seats, large seating area) developed a method of validating the

56 fire protection engineering magazine.sfpe.org 2 nd Quarter / 2014

 [ USCG Uses Experimentation and FDS Modeling to Aid Small Passenger Vessel Industr y ]

5A policy using current fire protection

engineering analysis techniques. The
validation method completed by the Stairwell
group included the following:
Snack Bar
a. Select a representative 5A vessel and Heads
for the analysis; 3.2 m
b. Develop a Fire Dynamics Simulator
(FDS) computer model of the test
vessel and define the assumptions
of the simulations;
c. Employ a Coast Guard graduate 11.5 m
21.4 m
student at the University of
Maryland College Park (UMCP)
to develop and complete a fire
test experiment on select finishing
materials and collect heat release Figure 4: Model of 5A space used for simulation. Some seat rows were taken out to
rate data for the fire modeling; reduce clutter for illustration.
d. Conduct FDS simulations for the test
vessel with fire data obtained from
the UMCP experiment program
and interpret the results; and
e. D e v e l o p p e r f o r m a n c e - b a s e d
guidelines taking into account the
results of the FDS simulations.

TesT Vessel and Fds Model

The group selected the M/V

IYANOUGH (O. N. 1185366) as the
5A test vessel. This vessel, operated by
the Massachusetts Steamship Authority
(one of the key operational partners in
this working group), was deemed to
be representative of the state-of-the-art
of current 5A vessels in passenger
service. The M/V IYANOUGH is a
144.5-ft. (34.90 m) long aluminum
vessel cer tificated to carr y 393
passengers. A two-deck model with an
interior staircase and an un-insulated
aluminum deck between the two spaces
was constructed in FDS to represent the
M/V IYANOUGH passenger spaces.
Working group representatives from
USCG Headquarters, the USCG Marine
Safety Center, and Gladding-Hearn
Shipbuilding visited the vessel in order
to observe arrangements and record
the as-built dimensions. The FDS
model of the vessel was constructed
from the general arrangement
plans and the as-built observations
and measurements.

58 Fire Protection engineering magazine.sfpe.org 2 nd Quarter / 2014

 Vis
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 [ USCG Uses Experimentation and FDS Modeling to Aid Small Passenger Vessel Industr y ]

UMCP ExPEriMEnt PrograM and FdS fabric was a consistent blend of 60% worsted wool and
CoMPUtEr SiMUlationS 40% polyester.
The material properties, measured through experimen-
A thesis 3 completed by a UMCP graduate student tation, were entered into the FDS model to determine what
determined the burning characteristics and heat-flux- effects a burning seat cushion would have on other combus-
dependent ignition time of certain furnishing materials tibles within the 5A space. FDS simulations of the two-deck
representing the primar y fire loads aboard the M/V IYANOUGH model were conducted via a multi-processor
M/V IYANOUGH. This data was obtained by completing computer using these seat material ignition time data sets.
cone calorimeter testing on the seat cushion foam In conjunction with running the FDS simulations at the
and fabric provided by the vessel seat manufacturer. exact dimensions and fire load of the M/V IYANOUGH,
(See Figures 5-7) additional simulations were completed with two and three
A majority of the foam used in the seats had a density times the fire load as well as variations in compartment
of 38 kg/m 3 , a combustible mass of approximately volume and placement of the fire loads. The criteria
1.7 kg, and a tear strength factor of 200 N. This type of for acceptable fire performance during the 60 minutes
foam was used for testing and assumed to be the main after detection of the fire for the FDS model 5A space
fire load contributor. A select few other types of foam were as follows:
with slightly different properties were used in the seats
in small quantities to prevent excessive compression a. The aluminum deck underneath the area of refuge must
and provide additional comfort. These foams were not not reach 200°C over any square meter;
tested because they were assumed not to be a main fire b. No single point of the deck will reach 400°C; and
load contributor. The fabric on the seats was available c. The refuge area (second deck of the model) will remain
in an assortment of designs and colors, but the type of free of smoke.

Figure 5: Foam and Fabric Sample Sustaining Flame After Ignition

60 Fire Protection Engineering magazine.sfpe.org 2 nd Quarter / 2014

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 [ USCG Uses Experimentation and FDS Modeling to Aid Small Passenger Vessel Industr y ]

Figure 6: Seat Assembly For Full-Scale Testing Figure 7: Sample Chair Fully Engulfed (left) and a Chair After
Extinguishment (right)

RepoRt of Study ReSultS These guidelines are listed in the below.

This report of the study did not address every possible
The experimental program and fire modeling conducted scenario involving the use of 5A spaces aboard passenger
in cooperation with UMCP determined that, without vessels. Arrangements not addressed in the guidelines
suppression, a fire starting in a single seat will spread to a may require additional performance-based analysis.
maximum of 10 seats (two rows of five) for the base case
(as built) arrangement. This conclusion is based on: Space peRfoRmance guidelineS

a. A fire involving an individual seat (that meets the These performance guidelines are intended to guide
requirements below) will likely ignite adjacent seats that designers and operators in the design and maintenance
are less than 12 in (0.3 m) away; of Type “5A” spaces as equivalent to the structural fire
b. A fire involving a single row of seats (with a maximum protection requirements in 46 CFR Subchapter K. Where
of five seats) will likely ignite seats in an adjacent NVIC 9-97, Change 1 calls for a performance-based
row in a back-to-back arrangement regardless of the analysis, these guidelines may be used instead.
angle of the seat;
c. Rows facing the same direction will not ignite an adjacent a. 5a Space Requirements and conditions
row provided the distance between rows is greater than
30 in (0.76 m – measured front to front); 1. Transient fire load must be controlled:
d. Rows facing each other will not allow fire spread a. To prevent a fire from extending past the row of origin.
provided the knee gap is greater than 18 in b. To prevent the obstruction of aisles or escape paths.
(0.46 m – measured front to front) apart AND tables c. Not to exceed a combustible weight of 0.5 lb/ft2
or other intervening furnishings are “fire resistant” per (2.5 kg/m2).
46 CFR 116.423; 2. Seating density and restrictions:
e. Carpet or other floor coverings meeting the low flame spread a. No more than five contiguous seats in a row.
requirements of IMO FTP Code4 Annex 1, Parts 2 and 5 b. No more than 300 seats in any space.
(for floor coverings) will not become involved in a fire origi- c. Seats must be fixed and arranged to comply with
nating on seating that meets the requirements of this policy. 46 CFR 116.820.
d. A 5A space with an interior or exterior refuge area
These results form the basis for a set of performance directly above is limited to a maximum enclosed
guidelines that can be used by industry, as an alternative volume of 24,750 ft 3 (700 m 3) and a minimum
to a full performance-based analysis to obtain a relax- volume of 8,830 ft3 (250 m3).
ation of the structural fire protection required for areas of e. The minimum acceptable distance between rows
refuge, embarkation areas, and external escape routes. facing the same direction is 30 in (0.76 m).

62 fire protection engineering magazine.sfpe.org 2 nd Quarter / 2014

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 [ USCG Uses Experimentation and FDS Modeling to Aid Small Passenger Vessel Industr y ]

f. The minimum acceptable distance between rows bulkheads used to separate refuge areas, lifeboat
facing each other is 18 in (0.46 m). embarkation stations, or escape routes from type
g. Tables and other intervening furnishings must be 5A spaces must be either Coast Guard-approved
“fire-resistant.” A-0 windows, or provided with steel retaining
h. Back-to-back seating arrangements of a maximum of clips. Ordinary glass (tempered or laminated)
10 total seats are permitted. with steel clips is acceptable for the exterior bulk-
i. The combustible fire load in the space from heads of 5A spaces located below or adjacent to
construction and outfitting materials must not exceed areas of refuge.
5 kg/m2 (1 lb/ft2). e. The aluminum deck of a 5A space does not require
3. All carpet or other floor coverings must meet the low top-side A-class insulation.
flame spread requirements of IMO FTP Code Annex 1, f. A USCG-type-approved fire detection and manual
Parts 2 and 5. fire alarm system must be installed in accordance
4. Primary engine room access must not open to a 5A space with 46 CFR 118.400. Smoke detectors must be
or any corridor directly accessing a 5A space. fitted in all accommodations, control stations, and
5. The following conditions must be met per NVIC 9-97, service spaces.
Change 1, Section 4.2: g. A fire pump and fire main system complying with
a. Fire load calculations, in accordance with section 4.3 46 CFR 181.300-320 must be installed for vessels
of NVIC 9-97, Change 1, must be used to demon- greater than 65 ft (19.8 m).
strate compliance with the limits set in this guideline. h. The shell plating and framing below the main deck
b. Any installed interior finishes or trim must be must be A-0 construction for a distance that extends at
approved. least 12 in (0.3 m) below the lightest load waterline.
c. Furniture and furnishings, draperies, curtains, rugs, Insulation is not required for voids and fuel tanks that
and carpets must be fire-resistant in accordance with meet conditions (i) and (j) below.
46 CFR 116.423. i. Fuel tank boundaries may be un-insulated
d. Any aluminum frame windows fitted in the aluminum or steel construction, provided they meet
USCG conditions.
j. Voids and other spaces where the fire load does not
exceed 0.5 lb/ft2 (2.5 kg/m2) and constructed of
steel or aluminum do not require insulation.
k. Stairs and ladders located entirely within a type
5A space or stairs located entirely within a stair
tower enclosure may be constructed of un-insulated
aluminum or steel.

64 Fire Protection Engineering magazine.sfpe.org 2 nd Quarter / 2014

 [ USCG Uses Experimentation and FDS Modeling to Aid Small Passenger Vessel Industr y ]

l. 5A vessels may be allowed excursion permits 3. Stanchions within a 5A space that support a deck
if the proposed function is within the approved between two 5A spaces may be of un-insulated
arrangement and fire load assumptions. aluminum construction.
m. In public areas, one A-II portable fire extinguisher 4. Bathrooms with a single toilet and sink with vanity,
must be provided for every 500 ft2 (45 m2) of deck which do not have storage provisions for other
area or fraction thereof. materials, may be considered part of the space in
6. Seat construction restrictions: which they are located, and not necessarily a separate
a. Must have noncombustible frames. Type 8 space.
b. Total combustible weight of each seat must not exceed 5. Consistent with the treatment of areas of refuge on
3.85 lb (1.75 kg). other U.S. passenger vessels, the space above need
c. Cushions and upholster y must be tested and not be considered an area of refuge for the purposes
determined to be fire-resistant in accordance with of a fire in a space, if there is sufficient refuge located
USCG NVIC 9-97, Change 1, Section 4.2. elsewhere on the vessel.

B. Equivalence Allowed (Provided the requirements LCDR John H. Miller is with the U.S. Coast Guard.
and conditions listed above are satisfied, the
References:
following arrangements may be accepted.)
1 Title 46, Code of Federal Regulations, Government Printing Office, Washington,
DC, 2014.
1. Boundaries between 5A spaces and refuge areas may be
2 Navigation and Vessel Inspection Circular (NVIC) 9-97 “Guide to Structural Fire
non-combustible and smoke tight (C-Class) in lieu of A-0 Protection,” Change 1, U.S. Coast Guard, Washington, DC, 2010.
bulkheads required by 46 CFR 114.400. 3 Shriner, N. ”Fire Growth Evaluation for Regulations of Fire Load for Type 5A Spaces on
2. Up to 0.5 lb/ft 2 (2.5 kg/m 2) of the weight of floor Seafaring Vessels.” MS Thesis, Department of Fire Protection Engineering, University of
Maryland, College Park, 2012.
coverings that meet the IMO FTP Code Annex 1, Parts
4 Fire Test Procedures Code, International Maritime Organization, London, 2010.
2 and 5 may be excluded from the 1 lb/ft2 (5 kg/m2)
fire-load limit.

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growing concern for the fire sprinkler pre-action fire suppression systems have of whether or not trapped water is
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galvanized steel, in an environment
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Potter Electric Signal Company simulating a dry pipe fire sprinkler
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 SOCIETY OF FIRE PROTECTION ENGINEERS

2014 SFPE Annual Meeting

2014 SFPE AnnuAl MEEting: ProFESSionAl DEvEloPMEnt ConFErEnCE AnD ExPoSition
EnginEEring A FirE SAFE WorlD
oCtobEr 12-17, 2014
Hilton long bEACH & ExECutivE CEntEr
long bEACH, CA, uSA

This is the ONLY forum designed to address today’s challenges in fire protection engineering, so join leaders,
your peers and vendors in the profession for a unique educational experience that is designed to keep you a
step ahead.
Engineering Technology Conference
This year’s keynotes are
> James Quiter, P.E., FSFPE, ArupFire, USA – “The TransBay Center – Incorporating a Performance
Approach in a Unique Building.”
> Dr. Akiko Umezo, KCROM, Japan – “Status of a Code/Standard for Fire Safety of Built Heritage
and Associated Challenges in Japan”
> Anthony Hamins, NIST, USA – “NIST Research to Reduce the Impact of Fire in Communities and Buildings”
> Jaime Moncada, P.E., FSFPE, IFSC, USA – “Chronicle of Death Foretold – The Kiss Nightclub Fire in Brazil”
> John Frank, P.E., CFPS, XL Group, USA – “How Property Insurance Companies Prepare for Major Losses”
> Mike L. Hennegan, P.Eng., EML Fire Protection, Canada – “Tradegy at L’isle Verte – Fire Protection
Engineering Perspectives”

Professional Development Seminar

Following the conference is the SFPE Professional Development Week, which encompasses a series of seminars
taught by the profession’s leading experts. Seminars available are:

• New! Industrial Special Hazard Fire Protection

• New 3-Day Format! Sprinkler Design for the Engineer
• New! Hydraulic Calculations
• Protecting Flammable and Combustible Liquids
• Advanced Fire Dynamics Simulator and Smokeview
• Principles of Fire Protection Engineering
• Smoke Control: Session I - Fundamentals and Pressurization Systems
• Smoke Control: Session II - Design Fires, Atrium Control and Tenability System
• Applications of Fire Risk Assessment
• Use of Quantitative Tools for Analysis of Fire Dynamics

12tH AnnuAl EnginEEring tECHnology ExPo

This event is THE source for technical information and technology for practicing fire protection engineers!
EArn vAluAblE CEuS WHilE giving your CoMPAny A CoMPEtitivE EDgE by AttEnDing onE oF tHE
ProFESSionAl DEvEloPMEnt SEMinArS tAugHt by tHE ProFESSion’S lEADing ExPErtS

For the most up-to-date information or registration information

visit www.sfpe.org or email jgordon@sfpe.org.
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IS YOUR BOOKSHELF UP-TO-DATE?

Visit www.sfpe.org/bookstore

SFPE Engineering Standard on Calculating Fire Exposures to Structures

Performance-based design of structural fire resistance entails three steps: (1) determination of
the fire exposure to the structure, (2) calculation of the thermal response of the structure to the fire
exposure, and (3) production of the structural response. This standard provides methods for the
first of these steps. It also addresses fully developed fire exposures, which include fully developed
fires within an enclosure and localized fires that are not affected by an enclosure. Fires within
an enclosure are considered to be spatially uniform, while local fire exposures are not. Topics
covered in this standard include determining whether a fire exposure should be considered as a
local fire or an enclosure fire, prediction of fire exposures within an enclosure, prediction of heat
fluxes from local fires, and documentation of the analysis. An extensive commentary provides
background and guidance for the requirements in the standard.

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Engineering Guide to Substantiating a Fire Model for a Given Application

The Engineering Guide to Substantiating a Fire Model for a Given Application provides a
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• Selection of a candidate model
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• Uncertainty analysis

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SFPE Reference/Answer Manual for the P.E. Exam in FPE, 4th Edition
The new 4th Edition of SFPE’s Principles and Practice of Engineering (PE) Examination in
Fire Protection Engineering covers all of the technical subjects on the National Council of
Examiners for Engineering and Surveying exam specification. The Reference Manual includes
sample exercises on concepts that may be encountered in the PE exam. Also included are
objectively scored timed sample problems that are equivalent to PE exam problems in length
and difficulty. The answers to all of these exercises and problems are published in a companion
answer manual.

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74 Fire Protection Engineering magazine.sfpe.org 2 ND Quarter / 2014

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protection; total flooding of the Rim Seal area; reduced hard- unique system only requires one tank, one control valve and
ware requirements; greater reliability with centralized control two distribution lines, making it highly reliable and effective.
equipment; reduced life cycle costs; monitoring to minimize
failure modes; longer service life.

Visit us at NFPA Las Vegas (Booth 1763) to learn more!

www.pfs-fsg.com | info@pfs-fsg.com | 401.828.9787

PFS-Fire Suppression Group, LLC Offices in Rhode Island, Texas and Dubai
 RESOURCES

UPCOMING EVENTS
June 9–12, 2014 The Society of Fire Protection Engineers June 17, 2014, 11am –12pm EST
NFPA Conference & Expo (SFPE) is offering our members our new THE ROLE OF FIRE PROTECTION
Las Vegas, NV, USA Innovations Series with CEU credits: ENGINEERING IN SUSTAINABLE DESIGN
Info: http://nfpa.typepad.com/ an exclusive series of online technical
sessions focused on helping SFPE members with Raymond A. Grill, P.E., FSFPE,
conference/
strengthen your professional skills and Principal, Arup
stay on top of industry trends. Professional
September 8–10, 2014 Registration opens two weeks prior to each
expert instructors will lead the webinars,
2014 Fire and Evacuation Modeling highlighting top technical content that is session, so look for more information on the
Technical Conference (FEMTC) essential for keeping your skills up to par. SFPE Blog to sign up. We look forward to
Gaithersburg, MD, USA your participation!
Info: www.thunderheadeng.com/
Earn CEUs!
femtc-2014/ Earn .1 CEUs per webinar. Taking all in Be a top professional –
the series earns you 1.2 in 12 months.
October 1–2, 2014 innovate and learn with SFPE.
FIVE 2014: 3rd International Conference Mark your calendar for our
on Fires in Vehicles
Berlin, Germany
innovations sessions:
Info: www.firesinvehicles.com
January 23, 2014 (archived at
October 12–17, 2014 youtube.com/user/SFPEorg)
SFPE Annual Meeting – Professional FIRE SAFETY FOR VERY TALL BUILDINGS
Development Conference & Exhibition with Morgan Hurley, P.E., FSFPE,
Long Beach, CA, USA Technical Director, SFPE
Info: www.sfpe.org/
SharpenYourExpertise/Education/ May 20, 2014, 5pm – 6pm EST
2014SFPEAnnualMeeting.aspx TUNNEL FIRE SAFETY –
PERFORMANCE BASED DESIGN
October 22–23, 2014
with David Barber, Principal, Arup
14th International Water Mist Conference
Istanbul, Turkey
Info: www.iwma.net

BRAINTEASER [ P r o b l e m / S o l u t i o n [
Problem Solution to Last Issue’s Brainteaser

A
woman purchased four A girl buys a bat and a ball. The total cost for both is $11.00. If the bat
items from a store. cost $10.00 more than the ball cost, how much did the ball cost.
She noticed that the
Determining the costs of both requires solving the following
product of the prices of the four simultaneous equations:
items was the same as the sum Bat + Ball = $11.00
of the prices of the four items. Bat - Ball = $10.00 or Bat = Ball + $10.00
If three of the items cost $1.50,
Substituting the second equation into the first yields:
$3.00 and $4.00, what was Ball + $10.00 + Ball = $11.00. Therefore, the ball cost $0.50,
the cost of the fourth item? and the bat cost $10.50.

76 Fire Protection Engineering magazine.sfpe.org 2 Nd Quarter / 2014

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Pump Selection Software Healthcare Life Safety

armstrong’s aDePT The Pro-alert 480 area of Rescue System and the
pump selection Pro-alert 610 Nurse Call System, both from Jeron
software program electronic Systems, have been integrated into the Farenhyt
enables users to select line of fire alarm and emergency communication systems,
a wide range of enabling Farenhyt distributors to offer healthcare and
equipment as well as senior- living facilities more comprehensive life safety
organize schedules, solutions. Both are available through all Silent Knight
source submittals, and Farenhyt distributors throughout the U.S.
specifications. Screen www.farenhyt.com
designs allow users to —Silent Knight
view line drawings, multi-curves, photos, voltage, motor
size, inlets, outlets, accessories, seal operating limits, seal
options, construction options, and more than a dozen Assembly for Cold Storage
motor options. aDePT complements armstrong’s Design
envelope products, including commercial and residential Applications
pumps, suction guides, and Flo-Trex valves. Victaulic introduces the VicFlex Style aB6 assembly
www.armstrongfluidtechnology.com for cold storage applications, said to reduce hands-on
—armstrong Fluid Technology installation time by as much as 75% because it eliminates
the use of rubber boots, foam sprays, and glue. There
also is no need to cut and measure hard pipe. Designed
Residential Upright Sprinkler to eliminate condensation, the VicFlex bracket can also
Viking has added a new cUlus listed residential upright combat differential movement between ceilings.
sprinkler to its Freedom® Residential product line. The www.victaulic.com
new Model VK467 has a K factor of 4.9 (71) and is —Victaulic
approved for up to a 16 x 16 ft. area of coverage.
although Ul-listed for installation in any type of residential
occupancy, the Model VK467 is particularly well-suited DC Video Supplies
for loft-style residential applications where the sprinkler Honeywell Power has announced a new series of
system’s piping network is exposed. power supplies that deliver more DC power to CCTV
www.vikinggroupinc.com cameras and other peripheral devices. The HP1205Ul
—Viking Corp. and HP1210Ul deliver 12VDC at 5.5 amps or 12VDC
at 11 amps through 4, 8, or 16 outputs (depending on
the model). The new line’s electronic circuit protection
Tunnel Fire Protection detects short conditions and immediately removes power
Morgan advanced Materials announces the availability of from the affected circuit to safeguard remaining outputs
FireMaster® FireBarrier™ 135 sprayed refractory cement, and ensure that there are no interruptions to the other
ideal for concrete tunnel lining fire protection and the cameras on the system.
fire protection of ventilation shafts, escape tunnels and www.honeywellpower.com
refuges, as well as critical systems such as water mains —Honeywell Power
and communication cables. FireMaster® FireBarrier™ 135
can withstand repeated and prolonged exposure to high
temperatures and can be installed onto concrete or metal
substrates using standard spray equipment.
www.morganadvancedmaterials.com
—Morgan advanced Materials

78 Fire Protection Engineering magazine.sfpe.org 2 nd Quarter / 2014

Invest in your career…
With an international standing that has attracted more then 4,500 members
and 65 chapters around the world, the Society of Fire Protection Engineers
(SFPE) advances the science and practice of fire protection engineering world-
wide. Our strength and the future of the industry rely on the innovative think-
ing and active participation of professional fire protection engineers just like
www.sfpe.org
you. And, our members realize benefits they can’t get anywhere else…

Gain the credibility you need to advance your career.

Build life-long alliances and share ideas and solutions with more than
4,500 industry peers and 65 local chapters through SFPE’s many
networking opportunities throughout the year.

Stay up to date on new developments (and new opportunities) through

SFPE’s monthly e-newsletter, web site postings, blog, and job board.

Sharpen your expertise on technical topics through the quarterly peer re-
viewed Journal of Fire Protection Engineering, Fire Protection Engineering
Magazine, design guides, and other publications—as well as continuing
education programs, symposia, and distance learning.

Access smart opportunities and enjoy discounts on publications, educa-

tional events, and professional liability and group insurance programs.

Shape the future of fire protection engineering by contributing

your time and expertise as a volunteer.

Join the Society of Fire Protection Engineers

MAIL to SFPE at 7315 Wisconsin Avenue, Suite 620E, Bethesda, MD 20814 or FAX to (301) 718-2242
or email Sean Kelleher at skelleher@sfpe.org

SFPE Membership Application

TYes! I would like to advance my career and help shape the future of fire protection engineering. Sign me up for a year of SFPE member benefits. I
understand that the $215 annual membership fee entitles me to all of the benefits described above.

TI am not an engineer, but I would like to build alliances with the industry. Enroll me in the SFPE Allied Professional Group. Annual dues are $107.50.
Complimentary memberships are available to engineering students and recent graduates. Visit www.sfpe.org/membership/join for application details.

Method of Payment
TEnclosed is my check made payable to SFPE.

Please charge my T American Express T MasterCard TVisa

Credit card number: Expiration Date:
Signature:

Print Full Name: Company:

Address: Phone Number:
City/Town: E-mail:
State/Province: Enjoy full benefits as an Affiliate Member just as soon as we receive
Postal Code: your payment. Your welcome packet will include a detailed ap-
Country: plication for upgraded membership as an Associate or Professional
Referred by: Member, which is based on educational and practice accomplish-
ments and entitles you to a certificate and special recognition.
 Sales Offices
heAdquArters INsIde sAles Fire Protection Engineering (ISSN 1524-900X) is
Fire Protection engineering dave Kenney published quarterly by the Society of Fire Protection
1300 East 9th Street 1300 East 9th Street Engineers (SFPE). The mission of Fire Protection
Cleveland, OH 44114-1503 Cleveland, OH 44114 Engineering is to advance the practice of fire protec-
216.931.9934 tion engineering and to raise its visibility by providing
216.931.9725
information to fire protection engineers and allied pro-
fax 913.514.6863 fax 913.514.6663
fessionals. The opinions and positions stated are the
david.kenney@penton.com
authors’ and do not necessarily reflect those of SFPE.
New Jersey/
Editorial Advisory Board
New york/ grouP PublIsher
PeNNsylvANIA/ dan ashenden Carl F. Baldassarra, P.E., FSFPE,
MArylANd/delAwAre 330 North Wabash Ave. The RJA Group
Bill Boyadjis Chicago, IL 60611 Don Bathurst, FSFPE
District Manager 312.840.8402
P.O. Box 762 dan.ashenden@penton.com Bob Boyer,
Edwards Systems Technology
Morris Plains, N J 07950
973.829.0648
Luca Fiorentini,
fax 913.514.6380 Tesca
bill.boyadjis@penton.com
Russell P. Fleming, P.E., FSFPE,
National Fire Sprinkler Association
reMAININg u.s./globAl
joe dahlheimer Gavin Horn, Ph.D.,
District Manager
Illinois Fire Service Institute
745 Damon Drive Morgan J. Hurley, P.E., FSFPE,
Medina, OH 44256 Society of Fire Protection Engineers
330.289.0269 William E. Koffel, P.E., FSFPE,
fax 913.514.6481 Koffel Associates
joe.dahlheimer@penton.com
R. Thomas Long, Jr., P.E.,
Exponent

Kurt Ruchala, P.E., FSFPE,

Firepro
Warren G. Stocker, Jr., FSFPE,
Index of Adver tisers Safeway, Inc.

ACAF Systems ...................................................... 75 Metraflex .............................................................. 34 Personnel

AGF Manufacturing Co ......................................... 66 Mircom ................................................................ 59
technical e ditor
Allied Tube & Conduit ........................................... 25 Pentair Flow Technologies ...................................... 43 Morgan J. Hurley, P.E., FSFPE
Cooper Notification............................................... 49 Potter Electric Signal Co....................................27, 68
P rogram m anager
DACS................................................................... 35 Protectowire Co., Inc ............................................. 61 Carol Yachanin, Penton Marketing Services
Fike Corporation ................................................7, 41 Prysmian Group.................................................... 64
a rt d irector
Fire Detection Devices............................................ 63 Rolf Jensen and Associates ................................... IFC Amy Black, Penton Marketing Services
Fireaway .............................................................. 36 Siemens Industry Inc .............................................. 17
P roduction m anager
Firetrace ............................................................... 13 Simplex Grinnell ................................................... 29 Fran Vaughn, Penton Marketing Services
Flexhead Industries .................................................. 3 Smoke and Fire Prevention .................................... 51
Harrington Signal, Inc. .......................................... 39 Sprinkflex ............................................................. 45
Hochiki America Corporation ................................ 65 System Sensor....................................................... 47
Honeywell Notifier ................................................ 67 Thunderhead Engineering ...................................... 68
Honeywell/Gamewell – FCI ................................... 71 Unifrax Corp ........................................................ 70
Honeywell/Silent Knight ........................................ 77 University of Maryland ......................................... 23
HRS Systems Inc .................................................... 21 Victaulic Co. of America.......................................... 5
Hydratec .............................................................. 66 W.S. Darley & Company ....................................... 72
Intertek ................................................................. 69 Worcester Polytechnic Institute ................................ 11
Janus Fire Systems ................................................ 15 Xerxes Corporation ............................................... 70
JG Innovations ...................................................... 72 Xtralis................................................................... 57
JMC Steel Group/Wheatland ................................ 55 Zurn Industries ...................................................... 31
Kidde Fenwal........................................................BC
Koffel Associates Inc ............................................. IBC
Lubrizol Corp ........................................................ 37 Corporate 100
members in red

80 Fire Protection Engineering magazine.sfpe.org 2 nd Quarter / 2014

 ®
We are your direct line to an expert.

AWARDS:
OUR SERVICES
2012 Design-Build Merit
Award for Healthcare from CONSULTING
Design-Build Institute of code consulting engineering analysis surveys

America, for the Walter

DESIGN & CONSTRUCTION ADMINISTRATION
Reed National Military systems design construction administration support
Medical Center Design-
Build Project - Clark Con- CODES & STANDARDS DEVELOPMENT
struction and Balfour participation on code committees client advocacy
Beatty team
SEMINAR DEVELOPMENT & TRAINING
Token from USACE for the md/dc metro-area training national & worldwide training

Ft. Benning Martin Army

PRODUCT TESTING & EVALUATION / REPRESENTATION
Community Hospital risk analysis product development support representation
Replacement Project -
Turner Construction team LITIGATION SUPPORT
expert witness testimony case support research

Offices: Maryland / Massachusetts / Connecticut

410-750-2246 www.koffel.com
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