ASTM E2061-23
(Guide)Standard Guide for Fire Hazard Assessment of Rail Transportation Vehicles
Standard Guide for Fire Hazard Assessment of Rail Transportation Vehicles
SIGNIFICANCE AND USE
4.1 This guide is intended for use by those undertaking the development of fire hazard assessments for rail transportation vehicles and products contained within rail transportation vehicles.
4.2 This guide provides information on an approach to develop a fire hazard assessment, but fixed procedures are not established. Any limitations in the availability of data, of appropriate test procedures, of adequate fire models, or in the advancement of scientific knowledge, will place significant constraints upon the procedure for the assessment of fire hazard.
4.3 A fire hazard assessment developed following this guide must specify all steps required to determine fire hazard measures for which safety thresholds or pass/fail criteria can be meaningfully set by responsible authorities. It is preferred that such exercises have input from various sources.
4.4 Outcomes: Use and Application.A fire hazard assessment developed as a result of using this guide should be able to assess a new product being considered for use in a certain rail transportation vehicle and reach one of the conclusions listed in 4.4.1 – 4.4.4.
4.4.1 New Product Safer than Product Currently in Use.The new product is safer, in terms of predicted fire performance, than the one in established use. In this case, the new product is desirable, from the point of view of fire safety.
4.4.2 New Product Equivalent in Safety to Product Currently in Use.There is no difference between the predicted fire safety of the new product and of the one in established use. In this case, use of the new product provides neither advantage nor disadvantage, from the point of view of fire safety.
4.4.3 New Product Less Safe than Product Currently in Use.The new product is less safe, in terms of predicted fire performance, than the one in established use. In this case, a direct substitution of products would provide a lower level of safety and the new product would be undesirable, and should not be used, from the poin...
SCOPE
1.1 This is a guide to developing fire hazard assessments for rail transportation vehicles. It has been written to assist professionals, including fire safety engineers, who wish to assess the fire safety of rail transportation vehicles, during or after their design (see also 1.6). This guide is not in itself a fire hazard assessment nor does it provide acceptance criteria; thus, it cannot be used for regulation.
1.2 Hazard assessment is a process that results in an estimate of the potential severity of the fires that can develop under defined scenarios, once defined incidents have occurred. Hazard assessment does not address the likelihood of a fire occurring. Hazard assessment is based on the premise that an ignition has occurred, consistent with a specified scenario, and that potential outcomes of the scenario can be reliably estimated.
1.3 Consistent with 1.2, this guide provides methods to evaluate whether particular rail passenger designs provide an equal or greater level of fire safety when compared to designs developed based on the traditional applicable fire-test-response characteristic approaches currently widely used in this industry. Such approaches have typically been based on prescriptive test methodologies. The following are examples of such lists of prescriptive tests: the requirements by the Federal Railroad Administration (FRA) (Table X1.1), the former guidelines of the FRA, the requirements of NFPA 130 (Table X3.1), and the recommended practices of the Federal Transit Administration (FTA). Selective use of parts of the methodology in this guide and of individual fire-test-response characteristics from Table X1.1 (or any other set of tests) does not satisfy the fire safety objectives of this guide or of the table. This guide shall be used in its entirety to develop a fire hazard assessment for rail transportation vehicles or to aid in the design of such vehicles.
1.4 This guide includes and app...
General Information
- Status
- Published
- Publication Date
- 14-Jun-2023
- Technical Committee
- E05 - Fire Standards
- Drafting Committee
- E05.17 - Transportation
Relations
- Effective Date
- 01-Jan-2024
- Effective Date
- 01-Nov-2023
- Effective Date
- 01-Apr-2020
- Effective Date
- 01-Jan-2020
- Effective Date
- 01-Jan-2020
- Effective Date
- 01-Dec-2019
- Effective Date
- 01-Dec-2019
- Effective Date
- 01-Oct-2019
- Effective Date
- 15-Jul-2019
- Effective Date
- 15-Dec-2018
- Effective Date
- 01-Dec-2018
- Effective Date
- 01-Nov-2018
- Refers
ASTM E1321-18 - Standard Test Method for Determining Material Ignition and Flame Spread Properties - Effective Date
- 01-Nov-2018
- Effective Date
- 01-Nov-2018
- Effective Date
- 01-Sep-2018
Overview
ASTM E2061-23: Standard Guide for Fire Hazard Assessment of Rail Transportation Vehicles is a comprehensive standard developed by ASTM International to support professionals in evaluating the fire safety of rail vehicles and the products or materials used within them. This guide addresses both passenger and freight rail transportation vehicles and provides systematic methods for conducting fire hazard assessments based on recognized fire safety engineering practices.
ASTM E2061-23 is designed for use by fire safety engineers, vehicle designers, manufacturers, and regulators who need to compare new materials, components, or assemblies against existing fire safety benchmarks for rail systems. By applying this guide, stakeholders can help ensure that new products provide adequate levels of fire safety, improve occupant protection, and enhance the overall resilience of rail transportation vehicles.
Key Topics
Fire Hazard Assessment Process: The guide defines a hazard assessment as a method for estimating the potential severity of fire scenarios inside and around rail vehicles. It does not assess the probability of fire scenarios, focusing instead on consequences once an ignition has occurred.
Comparison Against Existing Standards: ASTM E2061-23 allows assessments of whether new or alternative designs and materials offer the same or higher level of fire safety than those achieved through traditional prescriptive test methods (such as tests specified by FRA, NFPA 130, or FTA guidelines).
Scope of the Guide: The standard covers all aspects of vehicle fire safety design, from material selection to assembly, product integration, operational factors, and emergency evacuation considerations.
Assessment Approaches: Both prescriptive and performance-based fire safety engineering techniques are included. The guide recommends using validated fire scenarios and various test methods to inform fire hazard assessments.
Outcome Evaluation: The guide outlines how to assess if a new product or design is safer, equivalent, less safe, or presents trade-offs in fire performance compared to currently used products.
Applications
Professionals can apply ASTM E2061-23 in a variety of critical ways, including:
- Design and Specification: Fire safety considerations during the design stage of rail transportation vehicles, including layout, material selection, and fire protection systems.
- Fire Performance Evaluation: Comparing new materials, assemblies, or designs with current products to support innovation without compromising safety.
- Product Approval: Documentation and justification for introducing new products or components into existing fleet vehicles on the basis of fire performance.
- Retrofit and Modernization: Assessing safety implications when upgrading, rebuilding, or repairing older vehicles with newer materials or configurations.
- Occupant Protection: Evaluating the effectiveness of designs in allowing safe evacuation under defined fire scenarios and compliance with applicable accessibility requirements.
By leveraging this guide, rail manufacturers, operators, and safety authorities can systematically analyze fire hazards and make evidence-based decisions to maintain or enhance safety levels in accordance with international best practices.
Related Standards
The following standards and guidelines are referenced in ASTM E2061-23 or otherwise frequently used in conjunction with it:
- ASTM E176: Terminology of Fire Standards
- ASTM E1354: Test Method for Heat and Visible Smoke Release Rates for Materials and Products
- ASTM E162: Test Method for Surface Flammability of Materials
- NFPA 130: Standard for Fixed Guideway Transit and Passenger Rail Systems
- Federal Railroad Administration (FRA) Regulations
- ISO 13943: Fire Safety Vocabulary
- Underwriters Laboratories (UL) Fire Test Standards
- Americans with Disabilities Act (ADA) Requirements
These related standards and regulations contribute to a holistic fire safety assessment framework for the rail industry, ensuring global consistency and safety of rail transportation systems.
Keywords: ASTM E2061-23, fire hazard assessment, rail transportation vehicles, fire safety engineering, fire performance, passenger rail safety, NFPA 130, FRA regulations, fire scenarios, material flammability standards.
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Frequently Asked Questions
ASTM E2061-23 is a guide published by ASTM International. Its full title is "Standard Guide for Fire Hazard Assessment of Rail Transportation Vehicles". This standard covers: SIGNIFICANCE AND USE 4.1 This guide is intended for use by those undertaking the development of fire hazard assessments for rail transportation vehicles and products contained within rail transportation vehicles. 4.2 This guide provides information on an approach to develop a fire hazard assessment, but fixed procedures are not established. Any limitations in the availability of data, of appropriate test procedures, of adequate fire models, or in the advancement of scientific knowledge, will place significant constraints upon the procedure for the assessment of fire hazard. 4.3 A fire hazard assessment developed following this guide must specify all steps required to determine fire hazard measures for which safety thresholds or pass/fail criteria can be meaningfully set by responsible authorities. It is preferred that such exercises have input from various sources. 4.4 Outcomes: Use and Application.A fire hazard assessment developed as a result of using this guide should be able to assess a new product being considered for use in a certain rail transportation vehicle and reach one of the conclusions listed in 4.4.1 – 4.4.4. 4.4.1 New Product Safer than Product Currently in Use.The new product is safer, in terms of predicted fire performance, than the one in established use. In this case, the new product is desirable, from the point of view of fire safety. 4.4.2 New Product Equivalent in Safety to Product Currently in Use.There is no difference between the predicted fire safety of the new product and of the one in established use. In this case, use of the new product provides neither advantage nor disadvantage, from the point of view of fire safety. 4.4.3 New Product Less Safe than Product Currently in Use.The new product is less safe, in terms of predicted fire performance, than the one in established use. In this case, a direct substitution of products would provide a lower level of safety and the new product would be undesirable, and should not be used, from the poin... SCOPE 1.1 This is a guide to developing fire hazard assessments for rail transportation vehicles. It has been written to assist professionals, including fire safety engineers, who wish to assess the fire safety of rail transportation vehicles, during or after their design (see also 1.6). This guide is not in itself a fire hazard assessment nor does it provide acceptance criteria; thus, it cannot be used for regulation. 1.2 Hazard assessment is a process that results in an estimate of the potential severity of the fires that can develop under defined scenarios, once defined incidents have occurred. Hazard assessment does not address the likelihood of a fire occurring. Hazard assessment is based on the premise that an ignition has occurred, consistent with a specified scenario, and that potential outcomes of the scenario can be reliably estimated. 1.3 Consistent with 1.2, this guide provides methods to evaluate whether particular rail passenger designs provide an equal or greater level of fire safety when compared to designs developed based on the traditional applicable fire-test-response characteristic approaches currently widely used in this industry. Such approaches have typically been based on prescriptive test methodologies. The following are examples of such lists of prescriptive tests: the requirements by the Federal Railroad Administration (FRA) (Table X1.1), the former guidelines of the FRA, the requirements of NFPA 130 (Table X3.1), and the recommended practices of the Federal Transit Administration (FTA). Selective use of parts of the methodology in this guide and of individual fire-test-response characteristics from Table X1.1 (or any other set of tests) does not satisfy the fire safety objectives of this guide or of the table. This guide shall be used in its entirety to develop a fire hazard assessment for rail transportation vehicles or to aid in the design of such vehicles. 1.4 This guide includes and app...
SIGNIFICANCE AND USE 4.1 This guide is intended for use by those undertaking the development of fire hazard assessments for rail transportation vehicles and products contained within rail transportation vehicles. 4.2 This guide provides information on an approach to develop a fire hazard assessment, but fixed procedures are not established. Any limitations in the availability of data, of appropriate test procedures, of adequate fire models, or in the advancement of scientific knowledge, will place significant constraints upon the procedure for the assessment of fire hazard. 4.3 A fire hazard assessment developed following this guide must specify all steps required to determine fire hazard measures for which safety thresholds or pass/fail criteria can be meaningfully set by responsible authorities. It is preferred that such exercises have input from various sources. 4.4 Outcomes: Use and Application.A fire hazard assessment developed as a result of using this guide should be able to assess a new product being considered for use in a certain rail transportation vehicle and reach one of the conclusions listed in 4.4.1 – 4.4.4. 4.4.1 New Product Safer than Product Currently in Use.The new product is safer, in terms of predicted fire performance, than the one in established use. In this case, the new product is desirable, from the point of view of fire safety. 4.4.2 New Product Equivalent in Safety to Product Currently in Use.There is no difference between the predicted fire safety of the new product and of the one in established use. In this case, use of the new product provides neither advantage nor disadvantage, from the point of view of fire safety. 4.4.3 New Product Less Safe than Product Currently in Use.The new product is less safe, in terms of predicted fire performance, than the one in established use. In this case, a direct substitution of products would provide a lower level of safety and the new product would be undesirable, and should not be used, from the poin... SCOPE 1.1 This is a guide to developing fire hazard assessments for rail transportation vehicles. It has been written to assist professionals, including fire safety engineers, who wish to assess the fire safety of rail transportation vehicles, during or after their design (see also 1.6). This guide is not in itself a fire hazard assessment nor does it provide acceptance criteria; thus, it cannot be used for regulation. 1.2 Hazard assessment is a process that results in an estimate of the potential severity of the fires that can develop under defined scenarios, once defined incidents have occurred. Hazard assessment does not address the likelihood of a fire occurring. Hazard assessment is based on the premise that an ignition has occurred, consistent with a specified scenario, and that potential outcomes of the scenario can be reliably estimated. 1.3 Consistent with 1.2, this guide provides methods to evaluate whether particular rail passenger designs provide an equal or greater level of fire safety when compared to designs developed based on the traditional applicable fire-test-response characteristic approaches currently widely used in this industry. Such approaches have typically been based on prescriptive test methodologies. The following are examples of such lists of prescriptive tests: the requirements by the Federal Railroad Administration (FRA) (Table X1.1), the former guidelines of the FRA, the requirements of NFPA 130 (Table X3.1), and the recommended practices of the Federal Transit Administration (FTA). Selective use of parts of the methodology in this guide and of individual fire-test-response characteristics from Table X1.1 (or any other set of tests) does not satisfy the fire safety objectives of this guide or of the table. This guide shall be used in its entirety to develop a fire hazard assessment for rail transportation vehicles or to aid in the design of such vehicles. 1.4 This guide includes and app...
ASTM E2061-23 is classified under the following ICS (International Classification for Standards) categories: 45.120 - Equipment for railway/cableway construction and maintenance. The ICS classification helps identify the subject area and facilitates finding related standards.
ASTM E2061-23 has the following relationships with other standards: It is inter standard links to ASTM E176-24, ASTM E648-23, ASTM E1591-20, ASTM E1740-20, ASTM E1474-20, ASTM E648-19ae1, ASTM E648-19a, ASTM E119-19, ASTM E648-19, ASTM E176-18a, ASTM E662-18, ASTM E119-18c, ASTM E1321-18, ASTM E119-18ce1, ASTM E119-18b. Understanding these relationships helps ensure you are using the most current and applicable version of the standard.
ASTM E2061-23 is available in PDF format for immediate download after purchase. The document can be added to your cart and obtained through the secure checkout process. Digital delivery ensures instant access to the complete standard document.
Standards Content (Sample)
This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
Designation: E2061 − 23 An American National Standard
Standard Guide for
Fire Hazard Assessment of Rail Transportation Vehicles
This standard is issued under the fixed designation E2061; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
INTRODUCTION
The traditional approach to codes and standards is the specification of individual fire-test-response
requirements for each material, component, or product that is found in a given environment and is
deemed important to maintain satisfactory levels of fire safety. This practice has been in place for so
long that it gives a significant level of comfort; manufacturers know what is required to comply with
the specifications and specifiers simply apply the requirements. The implicit assumptions are not
stated, but they are that the use of the prescribed requirements ensures an adequate level of safety.
There is no need to impose any change on those manufacturers who supply safe systems meeting
existing prescriptive requirements; however, as new materials, components, and products are
developed, manufacturers, designers, and specifiers often desire the flexibility to choose how overall
safety requirements are to be met. It is the responsibility of developers of alternative approaches to
state explicitly the assumptions being made which result in a design having an equivalent level of
safety. One way to generate explicit and valid assumptions is to use a performance-based approach,
based on test methods that provide data in engineering units, suitable for use in fire safety engineering
calculations, as this guide provides.
This fire hazard assessment guide focuses on rail transportation vehicles. Such a fire hazard
assessment requires developing all crucial fire scenarios that must be considered and consideration of
the effect of all contents and designs within the rail transportation vehicle, which will potentially affect
the resulting fire hazard. The intention of this guide is that rail transportation vehicles be designed
either by meeting all the requirements of the traditional prescriptive approach or by conducting a fire
hazard assessment, that needs to provide adequate margins of error, in which a level of safety is
obtained that is equal to or greater than the level of safety resulting from the traditional approach.
1. Scope ignition has occurred, consistent with a specified scenario, and
that potential outcomes of the scenario can be reliably esti-
1.1 This is a guide to developing fire hazard assessments for
mated.
rail transportation vehicles. It has been written to assist
professionals, including fire safety engineers, who wish to 1.3 Consistent with 1.2, this guide provides methods to
assess the fire safety of rail transportation vehicles, during or evaluate whether particular rail passenger designs provide an
after their design (see also 1.6). This guide is not in itself a fire equal or greater level of fire safety when compared to designs
hazard assessment nor does it provide acceptance criteria; thus, developed based on the traditional applicable fire-test-response
it cannot be used for regulation. characteristic approaches currently widely used in this indus-
try. Such approaches have typically been based on prescriptive
1.2 Hazard assessment is a process that results in an
test methodologies. The following are examples of such lists of
estimate of the potential severity of the fires that can develop
prescriptive tests: the requirements by the Federal Railroad
under defined scenarios, once defined incidents have occurred.
Administration (FRA) (Table X1.1), the former guidelines of
Hazard assessment does not address the likelihood of a fire
the FRA, the requirements of NFPA 130 (Table X3.1), and the
occurring. Hazard assessment is based on the premise that an
recommended practices of the Federal Transit Administration
(FTA). Selective use of parts of the methodology in this guide
and of individual fire-test-response characteristics from Table
This guide is under the jurisdiction of ASTM Committee E05 on Fire Standards
X1.1 (or any other set of tests) does not satisfy the fire safety
and is the direct responsibility of Subcommittee E05.17 on Transportation.
objectives of this guide or of the table. This guide shall be used
Current edition approved June 15, 2023. Published July 2023. Originally
in its entirety to develop a fire hazard assessment for rail
approved in 2000. Last previous edition approved in 2020 as E2061 – 20. DOI:
10.1520/E2061-23. transportation vehicles or to aid in the design of such vehicles.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
E2061 − 23
1.4 This guide includes and applies accepted and clearly 2. Referenced Documents
defined fire safety engineering techniques and methods consis-
2.1 ASTM Standards:
tent with both existing, traditional prescriptive codes and
C1166 Test Method for Flame Propagation of Dense and
standards and performance based fire codes and standards
Cellular Elastomeric Gaskets and Accessories
under development throughout the world.
D123 Terminology Relating to Textiles
1.5 This guide provides recommended methods to mitigate
D2724 Test Method for Bond Strength of Bonded, Fused,
potential damage from fires in rail transportation vehicles, by and Laminated Apparel Fabrics
assessing the comparative fire hazard of particular products,
D3574 Test Methods for Flexible Cellular Materials—Slab,
assemblies, systems or overall designs intended for use in rail Bonded, and Molded Urethane Foams
transportation vehicles. Such methods could include changes to
D3675 Test Method for Surface Flammability of Flexible
the materials, components, products, assemblies, or systems Cellular Materials Using a Radiant Heat Energy Source
involved in the construction of the rail transportation vehicle or
D5424 Test Method for Smoke Obscuration of Insulating
changes in the design features of the vehicle, including the Materials Contained in Electrical or Optical Fiber Cables
number and location of automatically activated fire safety
When Burning in a Vertical Cable Tray Configuration
devices present (see 4.4.4 for further details). D5537 Test Method for Heat Release, Flame Spread, Smoke
Obscuration, and Mass Loss Testing of Insulating Mate-
1.6 This guide is intended, among other things, to be of
rials Contained in Electrical or Optical Fiber Cables When
assistance to personnel addressing issues associated with the
Burning in a Vertical Cable Tray Configuration
following areas.
D6113 Test Method for Using Cone Calorimeter to Deter-
1.6.1 Design and specification of rail transportation ve-
mine Fire-Test-Response Characteristics of Insulating Ma-
hicles.
terials Contained in Electrical or Optical Fiber Cables
1.6.2 Fabrication of rail transportation vehicles.
E119 Test Methods for Fire Tests of Building Construction
1.6.3 Supply of assemblies, subassemblies, and component
and Materials
materials, for use in rail transportation vehicles.
E162 Test Method for Surface Flammability of Materials
Using a Radiant Heat Energy Source
1.6.4 Operation of rail transportation vehicles.
E176 Terminology of Fire Standards
1.6.5 Provision of a safe environment for all occupants of a
E603 Guide for Room Fire Experiments
rail transportation vehicle.
E648 Test Method for Critical Radiant Flux of Floor-
1.7 The techniques provided in this guide are based on
Covering Systems Using a Radiant Heat Energy Source
specific assumptions in terms of rail transportation vehicle
E662 Test Method for Specific Optical Density of Smoke
designs, construction and fire scenarios. These techniques can
Generated by Solid Materials
be used to provide a quantitative measure of the fire hazards
E814 Test Method for Fire Tests of Penetration Firestop
from a specified set of fire conditions, involving specific
Systems
materials, products, or assemblies. Such an assessment cannot
E906 Test Method for Heat and Visible Smoke Release
be relied upon to predict the hazard of actual fires, which
Rates for Materials and Products Using a Thermopile
involve conditions, or vehicle designs, other than those as-
Method
sumed in the analysis. In particular, the fire hazard may be
E1321 Test Method for Determining Material Ignition and
affected by the anticipated use pattern of the vehicle.
Flame Spread Properties
E1354 Test Method for Heat and Visible Smoke Release
1.8 This guide can be used to analyze the estimated fire
Rates for Materials and Products Using an Oxygen Con-
performance of the vehicle specified under defined specific fire
sumption Calorimeter
scenarios. Under such scenarios, incidents will begin either
E1355 Guide for Evaluating the Predictive Capability of
inside or outside a vehicle, and ignition sources can involve
Deterministic Fire Models
vehicle equipment as well as other sources. The fire scenarios
E1472 Guide for Documenting Computer Software for Fire
to be used are described in detail in Section 5.3.
Models (Withdrawn 2011)
1.8.1 Fires with more severe initiating conditions than those
E1474 Test Method for Determining the Heat Release Rate
assumed in an analysis may pose more severe fire hazard than
of Upholstered Furniture and Mattress Components or
that calculated using the techniques provided in this guide. For
Composites Using a Bench Scale Oxygen Consumption
this reason severe fire conditions must be considered as part of
Calorimeter
an array of fire scenarios.
E1537 Test Method for Fire Testing of Upholstered Furni-
1.9 This fire standard cannot be used to provide quantitative
ture
measures.
1.10 This international standard was developed in accor-
dance with internationally recognized principles on standard-
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
ization established in the Decision on Principles for the
Standards volume information, refer to the standard’s Document Summary page on
Development of International Standards, Guides and Recom-
the ASTM website.
mendations issued by the World Trade Organization Technical
The last approved version of this historical standard is referenced on
Barriers to Trade (TBT) Committee. www.astm.org.
E2061 − 23
E1546 Guide for Development of Fire-Hazard-Assessment UL 1581: Reference Standard for Electrical Wires, Cables,
Standards and Flexible Cords, 1160 Vertical Tray Flame Test
E1590 Test Method for Fire Testing of Mattresses UL 1685: Standard Vertical Tray Fire Propagation and
E1591 Guide for Obtaining Data for Fire Growth Models Smoke Release Test for Electrical and Optical Fiber
E1623 Test Method for Determination of Fire and Thermal Cables
Parameters of Materials, Products, and Systems Using an UL 1975: Standard Fire Tests for Foamed Plastics Used for
Intermediate Scale Calorimeter (ICAL) Decorative Purposes
E1740 Test Method for Determining the Heat Release Rate 2.7 Canadian Standards Association Standards:
and Other Fire-Test-Response Characteristics of Wall
CSA Standard C22.2 No. 3, Test Methods for Electrical
Covering or Ceiling Covering Composites Using a Cone Wires and Cables, Vertical Flame Test—Cables in Cable
Calorimeter
Trays/FT4
F1534 Test Method for Determining Changes in Fire-Test-
2.8 Institute of Electrical and Electronic Engineers Stan-
Response Characteristics of Cushioning Materials After
dards:
Water Leaching
IEEE Standard 383, Standard for Type Tests of Class 1E
2.2 NFPA Standards:
Electric Cables, Field Splices, and Connections for
NFPA 70 National Electrical Code Nuclear Power Generating Stations
NFPA 130 (2023) Standard for Fixed Guideway Transit
2.9 National Electrical Manufacturing Association Stan-
Systems
dards:
NFPA 262 Standard Method of Test for Flame Travel and
NEMA WC 3/ICEA S-19, Rubber-Insulated Wire and Cable
Smoke of Wires and Cables for Use in Air-Handling
for the Transmission and Distribution of Electrical Energy
Spaces
ICEA S-73–532/NEMA WC-57 Standard for Control, Ther-
NFPA 265 Standard Methods of Fire Tests for Evaluating
mocouple Extension, and Instrumentation Cables
Room Fire Growth Contribution of Textile Wall Coverings
ICEA S-95–658/NEMA WC-70 Nonshielded Power Cables
NFPA 901 Uniform Coding for Fire Protection
Rated 2000 Volts or Less for the Distribution of Electrical
2.3 ISO Standards: Energy
ISO 13943 Fire Safety: Vocabulary 2.10 CA Standards:
ISO 4880 Burning Behaviour of Textiles and Textile Prod-
CA Technical Bulletin 129, Flammability Test Procedure for
ucts Mattresses for Use in Public Buildings (withdrawn)
ISO 9705 Full Scale Room Fire Test for Surface Products
CA Technical Bulletin 133, Flammability Test Procedure for
Seating Furniture for Use in Public Occupancies (with-
2.4 Federal Aviation Administration Standards:
FAR 25.1359 Federal Aviation Administration 60° Bunsen drawn)
Burner Test for Electric Wire 2.11 AATCC Standards:
FAR 25.853 (a) Federal Aviation Administration Vertical Test Method 86 - 2005 Drycleaning: Durability of Applied
Bunsen Burner Test Designs and Finishes
FAR 25.853 (c) Federal Aviation Administration Oil Burner Test Method 124 - 2006 Appearance of Fabrics after Re-
Test for Seat Cushions peated Home Laundering
7 14
2.5 Other Federal Standards: 2.12 IEC Standards:
Americans with Disabilities Act IEC 60331-11 Tests for electric cables under fire conditions
FED STD 191A Textile Test Method 5830 – Circuit integrity – Part 11: Apparatus – Fire alone at a
test temperature of at least 750°C
2.6 Underwriters Laboratories Standards:
UL 44: Standard for Safety for Thermoset-Insulated Wires
3. Terminology
and Cables
3.1 Definitions—For terms related to fire used in this guide,
UL 83: Standard for Safety for Thermoplastic-Insulated
Wires and Cables refer to Terminology E176 and ISO 13943. In case of conflict,
UL 1581: Reference Standard for Electrical Wires, Cables,
and Flexible Cords, 1080 (VW-1 (Vertical Wire) Flame
Available from the Canadian Standards Associations, 178 Rexdale Blvd.,
Test)
Rexdale, Ontario, Canada M9W 1R3.
Available from the Institute of Electrical and Electronic Engineers, Inc., 345
East 47th Street, New York, NY 10017.
4 11
Available from the National Fire Protection Association (NFPA), 1 Battery- Available from National Electrical Manufacturers Association, 1300 North
march Park, Quincy, MA, 02269–9101. 17th St., Ste 1847, Rosslyn, VA 22209.
5 12
Available from International Organization for Standardization (ISO), 1 rue de Available from Bureau of Household Goods and Service (BHGS), State of
Varembé, Case postale 56, CH-1211, Geneva 20, Switzerland or American National California, Department of Consumer Affairs, 3485 Orange Grove Avenue, North
Standards Institute (ANSI), 25 W. 43rd St., 4th Floor, New York, NY 10036. Highlands, CA 95660–5595. (http://www.bhgs.dca.ca.gov/industry/tb129 and http://
Available from the Federal Aviation Administration, Technical Center, Atlantic www.bhgs.dca.ca.gov/industry/tb133).
City International Airport, Atlantic City, NJ 08405. Available from American Association of Textile Chemists and Colorists
Available from General Services Administration, Specifications Activity, (AATCC), One Davis Dr., P.O. Box 12215, Research Triangle Park, NC 27709-
Printed Materials Supply Division, Building 197, Naval Weapons Plant, 2215.
Washington, DC 20407. Available from International Electrotechnical Commission (IEC), 3, rue de
Available from Underwriters Laboratories, Inc., 333 Pfingsten Rd., Northbrook, Varembé, 1st Floor, P.O. Box 131, CH-1211, Geneva 20, Switzerland, http://
IL 60062. www.iec.ch.
E2061 − 23
the terminology in Terminology E176 shall prevail. For terms 3.1.5 flashover, n—the rapid transition to a state of total
relating to textiles used in this guide, refer to Terminology surface involvement in a fire of combustible materials within
D123 or to ISO 4880. In case of conflict, the terminology in an enclosure.
Terminology D123 shall prevail. 3.1.5.1 Discussion—Flashover occurs when the surface
temperatures of an enclosure and its contents rise, producing
3.1.1 fire-characteristic profile, n—an array of fire-test-
combustible gases and vapors, and the enclosure heat flux
response characteristics, all measured using tests relevant to
becomes sufficient to heat these gases and vapors to their
the same fire scenario, for a material, product, or assembly to
ignition temperatures. This commonly occurs when the upper
address, collectively, the corresponding fire hazard. (See also
layer temperature reaches 600 °C or when the radiant heat flux
fire hazard.)
at the floor reaches 20 kW ⁄m (see Terminology E176).
3.1.1.1 Discussion—An array of fire-test response charac-
teristics is a set of data relevant to the assessment of fire hazard 3.1.6 heat release rate, n—the heat evolved from the
in a particular fire scenario. In other words, all the fire tests specimen, per unit of time.
used would have a demonstrated validity for the fire scenario in
3.1.7 smoke, n—the airborne solid and liquid particulates
question, for example, by having comparable fire intensities.
and gases evolved when a material undergoes pyrolysis or
The fire-characteristic profile is intended as a collective guide
combustion (see Terminology E176).
to the potential fire hazard from a material, product, or
3.2 Definitions of Terms Specific to This Standard:
assembly involved in a fire that could be represented by the
3.2.1 product, n—material, component, or complete end-use
laboratory test conditions.
product, in use in rail transportation vehicles.
3.1.2 fire hazard, n—the potential for harm associated with
4. Significance and Use
fire.
3.1.2.1 Discussion—A fire may pose one or more types of 4.1 This guide is intended for use by those undertaking the
hazard to people, animals, or property. These hazards are
development of fire hazard assessments for rail transportation
associated with the environment and with a number of fire- vehicles and products contained within rail transportation
test-response characteristics of materials, products, or assem-
vehicles.
blies including but not limited to ease of ignition, flame spread,
4.2 This guide provides information on an approach to
rate of heat release, smoke generation and obscuration, toxicity
develop a fire hazard assessment, but fixed procedures are not
of combustion products, and ease of extinguishment (see
established. Any limitations in the availability of data, of
Terminology E176).
appropriate test procedures, of adequate fire models, or in the
3.1.3 fire performance, n—response of a material, product, advancement of scientific knowledge, will place significant
constraints upon the procedure for the assessment of fire
or assembly in a particular fire, other than in a fire test
involving controlled conditions (different from fire-test- hazard.
response characteristics, q.v.).
4.3 A fire hazard assessment developed following this guide
3.1.3.1 Discussion—The ASTM policy on fire standards
must specify all steps required to determine fire hazard
distinguishes between the response of materials, products, or
measures for which safety thresholds or pass/fail criteria can be
assemblies to heat and flame “under controlled conditions,”
meaningfully set by responsible authorities. It is preferred that
which is fire-test-response characteristic, and “under actual fire
such exercises have input from various sources.
conditions,” which is fire performance. Fire performance
4.4 Outcomes: Use and Application. A fire hazard assess-
depends on the occasion or environment and may not be
ment developed as a result of using this guide should be able
measurable. In view of the limited availability of fire-
to assess a new product being considered for use in a certain
performance data, the response to one or more fire tests,
rail transportation vehicle and reach one of the conclusions
approximately recognized as representing end-use conditions,
listed in 4.4.1 – 4.4.4.
is generally used as a predictor of the fire performance of a
4.4.1 New Product Safer than Product Currently in Use.
material, product, or assembly (see Terminology E176).
The new product is safer, in terms of predicted fire
3.1.4 fire scenario, n—a detailed description of conditions,
performance, than the one in established use. In this case, the
including environmental, of one or more of the stages from
new product is desirable, from the point of view of fire safety.
before ignition to the completion of combustion in an actual
4.4.2 New Product Equivalent in Safety to Product Cur-
fire, or in a full scale simulation.
rently in Use. There is no difference between the predicted fire
3.1.4.1 Discussion—The conditions describing a fire safety of the new product and of the one in established use. In
scenario, or a group of fire scenarios, are those required for the this case, use of the new product provides neither advantage
testing, analysis, or assessment that is of interest. Typically nor disadvantage, from the point of view of fire safety.
they are those conditions that can create significant variation in 4.4.3 New Product Less Safe than Product Currently in Use.
the results. The degree of detail necessary will depend upon the The new product is less safe, in terms of predicted fire
intended use of the fire scenario. Environmental conditions performance, than the one in established use. In this case, a
may be included in a scenario definition but are not required in direct substitution of products would provide a lower level of
all cases. Fire scenarios often define conditions in the early safety and the new product would be undesirable, and should
stages of a fire while allowing analysis to calculate conditions not be used, from the point of view of fire safety, without other
in later stages (see Terminology E176). compensatory changes being made.
E2061 − 23
the maximum temperatures which human beings can withstand (1-3),
4.4.3.1 New Product Different in Safety to Product Cur-
the maximum convected heat humans can tolerate (4), the heat flux
rently in Use. A new product that is less safe, in terms of
required to blister or burn skin (5-8), the restrictions to escape imposed by
predicted fire performance, can nevertheless be made accept-
smoke obscuration (9, 10), the effects of the primary toxic gases (11-16),
able if, and only if, it is part of a complete, comprehensive, fire
the overall effects of smoke toxicity (17-20) and various ways to combine
safety design for the rail transportation vehicle. Such redesign
one or more of these effects (4, 21 and 22).
of the vehicle should include other features such as use of an
(2) If no levels of tenability are chosen, the default tenability
alternative layout or increased use of automatic fire protection
criteria should be the values specified in the documentation for
systems, that demonstrably produce the same or better safety
HAZARD (21, 22)
for the complete design. In such cases, a more in-depth fire
5.1.2 A secondary fire safety objective is to prevent flash-
hazard assessment would have to be conducted to ensure that
over inside the rail transportation vehicle.
the entire design achieves the safety goals, and the new product
5.1.3 The user shall consider inclusion of a third fire safety
would be acceptable only as part of the larger, approved design.
objective, which is to maintain a safe working environment for
4.4.4 The new product could offer some safety advantages
safety personnel, including fire fighters.
and some safety disadvantages over the item in established use.
5.2 Considerations of Design Factors in Calculations for
An example of such an outcome could be increased smoke
Estimates of Fire Hazard
obscuration with decreased heat release. In such cases, a more
5.2.1 The issue of design of products or entire rail transpor-
in-depth fire hazard assessment would have to be conducted to
tation vehicles can have significant impact on fire safety.
ensure that the advantages outweigh the disadvantages, and the
Design specifications can be used as input into the calculation
resulting overall level of safety is no less than that provided by
methods of a fire hazard assessment; however, for design
the traditional approach (see Table X1.1 and Appendix X1).
specifications to be useful, they cannot be expressed in vague
4.5 Following the analysis described in 4.4, a fire hazard
terms but must be expressed as either numerical values or as
assessment developed following this guide would reach a
other instructions, for example, equations compatible with the
conclusion regarding the desirability of the new product
fire hazard assessment calculation method used.
studied. It is essential for the results of the assessment to lead
5.2.1.1 Once expressed as numerical or other specific
to a design that is at least as safe as the one being replaced.
values, design specifications are a source for input variables for
fire hazard assessment. For example, design specifications will
5. Procedure
include specification of the materials or components to be used
5.1 Fire Safety Objectives
in the vehicle compartment linings, including ceilings, walls,
5.1.1 The primary fire safety objective is to ensure the safe
and floors. The calculations required to assess whether flash-
(unharmed) evacuation of all occupants of a rail transportation
over will be prevented in the vehicle (an objective specified in
vehicle in the event of a fire.
5.1.2) will require heat absorption parameters for the compart-
5.1.1.1 This is achieved if the time required, in the event of
ment linings. These heat absorption parameters will not be
a fire, to evacuate the vehicle is less than the time for the fire
identical to the design specifications for the compartment
to create untenable conditions, preferably for the fire not to
lining materials but will be derivable from these specifications
create conditions that cause harm to people, whenever possible,
by reference to data from established test methods. Because
in the passenger compartment. The evacuation time includes
this guide does not specify the models as calculation methods
the time required for the occupants to reach, or be transported,
to be used, it follows that it cannot list the input variables that
to a safe location and notification time.
will be required or the appropriate procedures to use in
5.1.1.2 The time to untenability shall be the shortest time
deriving those input variables from design specifications.
until untenable conditions are created for any occupant starting
5.2.1.2 A fire hazard assessment is an evaluation of a
at any location within the vehicle or along the evacuation path.
complete design that addresses certain fire safety objectives;
5.1.1.3 If the fire scenario involves a vehicular accident,
therefore, the design specifications used must address and
then the assessment shall assume evacuation is achieved
include all relevant products and design features used, includ-
through rescue by emergency personnel. The fire hazard
ing those specified by conventional prescriptive practices. A
assessment needs to recognize that the accident may take place
fire hazard assessment of a retrofit, rebuild, or repair cannot be
in an area (or at a time) when such rescue is difficult. Examples
limited to the parts of the design being changed. Rather, a fire
of conditions of difficult access are tunnels, bridges, remote
hazard assessment of a retrofit carried out according to the
locations, and unfavorable weather.
practices presented in this guide must address the resulting car,
5.1.1.4 Tenability is assessed on the basis of fire effects on
including contents, in its entirety.
the occupants, including both direct effects, such as heat, toxic
5.2.1.3 This guide does not address minor changes to
gases, or oxygen deprivation, and indirect effects, such as
vehicles designed using components or materials that are
reduced visibility due to smoke obscuration. A tenable
defined originally by property lists, such as those described in
environment, therefore, will prevent loss of life and reduce the
5.7.8. In such cases, the techniques presented in this guide will
likelihood of harm, including nonfatal injury to individuals.
have less applicability and may present fewer, if any, economic
(1) Levels of tenability should be set by the developer of the
benefits than continuing the use of the lists described in 5.7.8.
fire hazard assessment generated from using this guide or by
the specific.
The boldface numbers in parentheses refer to the list of references at the end
NOTE 1—Investigations of the tenability in a fire scenario have shown of this standard.
E2061 − 23
5.2.2 In connection with this guide, the term “design” refers tion of fire hazard assessment. Manufacturers of such products
both to the general arrangement of the vehicle (for example, normally cannot be expected to have developed data on
size, location of doors and windows, the nature of emergency characteristics that are not part of existing sets of requirements
exits, the number and configuration of levels and compart- or recommendations for their products. Similarly, suppliers of
ments) and to the materials, components, and products used to individual materials cannot be expected to identify or provide
fabricate the vehicle. The development of such designs often materials, components, or products, based exclusively on the
involves decisions that include tradeoffs and ad-hoc benefit kinds of design specifications required for fire hazard assess-
analyses and is a traditional approach. ment; therefore, suppliers of such products may require the
translation of the performance specifications into conventional
5.2.2.1 An example of such a decision are trade-offs con-
specifications for the individual materials. A prescriptive ap-
sidered between using traditional glazing materials, which are
proach to achieve fire safety objectives should always exist as
not combustible but have high mass and low impact resistance.
The use of these materials may compromise passenger and staff an alternative. In the case of rail transportation vehicles, such
an approach would be through use of the traditional methods as
security, due to the hazard of projectiles. An alternative, to
address hazards posed by projectiles to noncombustible, but exemplified by the requirements in Table X1.1 and Appendix
X1 or in Table X3.1 and Appendix X3. The hazard assessment
friable, glazing is the use of more impact resistant materials,
approach becomes an option available to those manufacturers
which are combustible.
who prefer to seek alternative means of achieving acceptable
NOTE 2—The use of plastic glazing materials with high impact
levels of fire safety inside rail transportation vehicles.
resistance is a common practice in the transportation industry and has been
since the 1970s.
5.3 Fire Scenarios
5.3.1 Fire Scenario 1 is a fire that originates within the rail
5.2.3 Design specifications for products, components, and
transportation vehicle.
materials will include fire-test-performance characteristics.
5.3.1.1 Any one of the Type 1 fire scenarios (where the fire
Appendix X5 provides a list of test methods from which the
test methods to be used should be chosen. Appendix X1 and starts inside the rail transportation vehicle) becomes more
severe if the fire occurs when the rail transportation vehicle is
Tables X1.1 and X2.1 (23, 24) provide alternative test methods,
based on the requirements of the Federal Railroad Administra- in a location where escape and rescue is particularly difficult,
for example a tunnel (see also 5.4.2).
tion (FRA), which generate fire-test-response characteristics,
albeit ones that cannot be used for fire safety engineering 5.3.1.2 Moreover any of the Type 1 fire scenarios becomes
calculations. more severe if the vehicle is in motion between stations, at the
maximum distance from any station. Note, however, that in fire
5.2.3.1 The test methods in Table X1.1 are those needed to
scenario 1f the fire starts only after the vehicle has become
measure the fire-test-response characteristics required by the
stationary.
FRA (23). Similar recommendations or guidelines had been
5.3.1.3 Fire Scenario 1a, specified as the highest-challenge
issued earlier by the FRA (24, 25), the Federal Transit
likely scenario of this type (see also 5.4.2), begins as an
Administration (FTA) (26) and Amtrak (27). They have also
incendiary ignition involving the use of accelerants and prior
been summarized in research by the National Institute for
damage exposing the fillings of the two upholstered seats
Standards and Technology (28). The requirements issued by
nearest the point of ignition (see also Appendix X3).
the National Fire Protection Association (NFPA 130) in 2001
are shown in Table X3.1. 5.3.1.4 Fire Scenario 1b, specified as one of the most
common scenarios, is a trash fire that begins under a seat
(1) The choice of any test method is nonmandatory, and the
developer of a fire hazard assessment will need to provide assembly and spreads to that seat assembly, in a passenger
compartment, within the rail transportation vehicle.
evidence of its validity for use in testing of rail transportation
system components or composites (see also 5.7.7.1). Design
5.3.1.5 If cooking is permitted on any passenger vehicle, an
and quality control of component materials critically affects the
additional fire scenario, to be called Scenario 1c, also must be
precision of composite fire test results; therefore, manufactur-
assessed. Fire Scenario 1c is a cooking fire originating at the
ers should ensure consistency in the fire performance of
cooking equipment and involving initial ignition of cooking
components which are assessed as part of a composite system, fuel, if equipment is gas-fueled, or cooking oil, if equipment is
preferably by testing the components.
not gas-fueled.
(2) Note that testing of individual materials does not
5.3.1.6 If there are one or more vehicles provided for
indicate the potential effects of antagonistic or synergistic fire
overnight sleeping, Fire Scenario 1d also must be assessed,
behavior of materials found for some combinations.
where Fire Scenario 1d is a small open-flame ignition of
5.2.3.2 The test methods referenced in Appendix X5 have
bedding in an unoccupied bed in a vehicle, with other beds
been designed to yield results in fire safety engineering units, occupied by sleeping people.
which are appropriate for fire hazard assessment, and measure
5.3.1.7 If there are one or more vehicles provided for cargo
heat release rate, which has been demonstrated to be an
(or cargo storage space is provided within a passenger vehicle),
essential component of fire hazard assessment (29, 30).
Fire Scenario 1e also must be assessed, where Fire Scenario 1e
5.2.3.3 It is likely that design specifications of any finished consists of small open-flame ignition of a combustible, for
product with different component materials will not be avail- example trash, in a fully-filled cargo vehicle. The assumed fuel
able normally (from the suppliers of the individual materials or load shall be the maximum allowed, including the highest
components that go into them) in a form suitable for applica- quality of hazardous materials possible under the planned
E2061 − 23
operating procedures. Openings connecting the cargo vehicle example, some will be assumed to be impaired by alcohol, or
to an assumed adjacent passenger vehicle shall be assumed to drugs, or by age-related limitations.
be open to the maximum degree permitted by the design.
5.4.1.1 Assumptions regarding numbers and abilities of
disabled persons shall incorporate relevant provisions of the
5.3.1.8 If the rail transportation vehicle overturns and then
Americans with Disabilities Act.
catches on fire, Scenerio 1f, it is possible that different
considerations apply as a function of the way the vehicle ends 5.4.1.2 Assumptions regarding age distributions of the oc-
cupants shall reflect data on age patterns among users of the
up. If it remains in its normal orientation, the earlier scenarios
apply, but if it falls on its side or if it turns around completely, rail system. Assumptions regarding the capabilities of older or
younger occupants shall reflect patterns in the general
to end up upside down, they represent different scenarios. In
both cases, fire begins while the vehicle is stationary between population, or known applications to the specific rail transpor-
tation scenario chosen, if they differ, and shall be documented
stations, at the maximum distance between stations.
as to sources of data.
5.3.2 Fire Scenario 2 is a fire that originates outside the rail
5.4.1.3 Assumptions regarding alcohol or drug impairment
transportation vehicle, penetrates the rail transportation
among occupants shall be documented as to source data and
vehicle, and endangers the evacuation route from the vehicle
shall be based on patterns in the general population, weighted
through the spread of flames or smoke into the evacuation
to reflect the age and economic distribution of users of the rail
route.
system. If such data are not available, conservatively assume
5.3.2.1 Any one of the Type 2 fire scenarios (where the fire
that 10 % of adult occupants are impaired by alcohol.
starts outside the rail transportation vehicle) becomes more
5.4.1.4 If the rail vehicles provide sleeping
severe if the fire occurs when the rail transportation vehicle is
accommodations, assume that fire occurs when the maximum
in a tunnel, at a point maximally distant from a place of safe
number of occupants will be sleeping. If there are no data
refuge (see also 5.4.2).
available to determine the maximum fraction of people
5.3.2.2 Fire Scenario 2a, specified as the highest-challenge
sleeping, assume all passengers are sleeping.
likely scenario of this type, begins with ignition of a fuel spill
5.4.2 Other necessary assumptions that affect the severity of
following a collision in which there are survivors. Fire begins
the calculated hazard shall also be made for analysis purposes
in a tunnel, where the vehicle has stopped due to the collision.
so as to pose the greatest challenge to the fire safety objective.
Evacuation is to a place of safe refuge.
In particular, any fire scenario requiring evacuation of an actual
5.3.2.3 If the vehicles are individually electrically powered,
vehicle will pose a more severe challenge in a location where
Fire Scenario 2b must be assessed, where Fire Scenario 2b is
escape and rescue are particularly difficult, for example, a
an electrical fire that causes the vehicle to stop in a tunnel. The
tunnel, and so shall be assumed to occur in such a location (see
interruption of electrical power also affects operation of the
5.3.1.1 and 5.3.2.1).
vehicle doors, in accordance with the vehicle’s design. The
5.5 Required Calculations
point of origin is assumed to be whatever point in the electrical
5.5.1 The fire hazard assessment involves using one or more
system will lead to the fastest spread of smoke and toxic gases
calculation procedures to determine whether the fire safety
to the vehicle interior. Evacuation is to a place of safe refuge.
objectives in Section 5.1 will be met if the design specified in
5.3.2.4 Fire Scenario 2c, where a trash fire occurs outside
Section 5.2 experiences each of the fires of the scenarios
the rail transportation vehicle is more frequent than Fire
specified in Section 5.3, and given the additional assumptions
Scenario 2a but Fire Scenario 2a is likely to be more severe.
specified in Section 5.4.
5.3.3 The specification of fire scenarios included in this
5.5.1.1 This guide does not assign a specific choice of
section assumes that other fire scenarios either are less severe,
calculation procedure just as it does not assign a specific test
and therefore, will lead to achievement of fire safety objectives
method. It simply gives guidance on the types of procedures
if the design achieves the objectives for the specified fire
available and on the required output to generate a valid fire
scenarios, or are sufficiently unlikely that they need not be
hazard assessment.
considered as part of the overall fire hazard assessment,
5.5.1.2 Use Guide E1546 when developing the procedure.
although they may be considered individually.
5.5.1.3 Use NFPA 901 if needed for overall coding of
5.3.3.1 The fire scenarios that are appropriate for a certain
materials or products.
rail system may not be adequate for a different rail system.
5.5.2 Because the fire safety objectives are all stated in
Additional or different fire scenarios may be needed in certain
terms of specified fire effects by location and time, the fire
cases.
hazard assessment calculation procedures must support the
5.4 Additional Model Assumptions
calculations in 5.5.2.1 – 5.5.2.5.
5.4.1 Occupancy of the rail transportation vehicle and any 5.5.2.1 Translate the fire scenario specifications into a
other relevant occupiable spaces, such as the station platform description of the fire in its initial stages, as a function of time
(or any other place of safe refuge) to which occupants may in the initially involved space. The fire-test-response charac-
move to evacuate, shall be set for analysis purposes so as to teristics of the materials, components, or products initially
pose the greatest challenge to the fire safety objectives. A involved that should be considered for such a description are
logical assumption would be occupancy to capacity and a mix rate of heat release, rate of mass loss, total heat release (if
of occupants of different abilities, where some will have burned to completion, or cumulative heat release to end of
various physical or mental disabilities, and capabilities, for burning otherwise), flame spread, cumulative full-scale smoke
E2061 − 23
obscuration and toxic potency of the products of combustion methods and the required criteria for complying with the
released. A thorough analysis of the actual rail transportation requirements of the FRA (24) and NFPA 130, respectively. The
vehicle fire scenario should result in a final decision on the use of the test methods and criteria in Table X1.1 or in Table
properties required for the fire hazard assessment. If the X3.1, in their entirety, is an alternative method for conducting
product under consideration is a structural component, assess a fire hazard assessment. The Fire Protection Research Foun-
also its fire endurance. dation of NFPA has issued, in 2004, a “White Paper on Fire and
Transportation Vehicles-State of the Art of Regulatory Require-
5.5.2.2 Assess and evaluate the vehicle design specifications
to develop and describe foreseeable characteristics of the fuel ments and Guidelines” (31); Chapter 6 of that white paper
addresses rail transportation vehicles (rail, intercity trains and
load environment near the initial fire. Use these and the
time-based description of the initial fire as a function of time to surface trains) and Chapter 7 addresses underground fixed
guideway vehicles (subways). That white paper provides a
calculate the spread of fire to secondary items and the ignition
of those secondary items. guide to other types of regulations and requirements beyond
those of the FRA.
5.5.2.3 For each space, or potential fire compartment, cal-
5.6.2 Following the steps in Section 5.7, the final step in a
culate the timing of major fire events, including the onset of
fire hazard assessment procedure should be the development of
flashover, as well as, fire spread from one space to an adjacent
a detailed procedure to ensure consistent quality control over
space, whether through barriers or not, particularly from
time. In the absence of prescriptive small-scale tests that
outside a rail vehicle to inside the vehicle. The calculation of
dictate the minimum fire-test response characteristics required
fire spread from one space to another will require measurement
for each material, component, or product, alternative means
of barrier fire resistance characteristics.
should be described so that the fire safety of the rail transpor-
5.5.2.4 For each potentially exposed occupant, calculate the
tation vehicle can be ensured without having to conduct full
time to reach safe refuge and compare it to
...
This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
Designation: E2061 − 20 E2061 − 23 An American National Standard
Standard Guide for
Fire Hazard Assessment of Rail Transportation Vehicles
This standard is issued under the fixed designation E2061; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
INTRODUCTION
The traditional approach to codes and standards is the specification of individual fire-test-response
requirements for each material, component, or product that is found in a given environment and is
deemed important to maintain satisfactory levels of fire safety. This practice has been in place for so
long that it gives a significant level of comfort; manufacturers know what is required to comply with
the specifications and specifiers simply apply the requirements. The implicit assumptions are not
stated, but they are that the use of the prescribed requirements ensures an adequate level of safety.
There is no need to impose any change on those manufacturers who supply safe systems meeting
existing prescriptive requirements; however, as new materials, components, and products are
developed, manufacturers, designers, and specifiers often desire the flexibility to choose how overall
safety requirements are to be met. It is the responsibility of developers of alternative approaches to
state explicitly the assumptions being made which result in a design having an equivalent level of
safety. One way to generate explicit and valid assumptions is to use a performance-based approach,
based on test methods that provide data in engineering units, suitable for use in fire safety engineering
calculations, as this guide provides.
This fire hazard assessment guide focuses on rail transportation vehicles. Such a fire hazard
assessment requires developing all crucial fire scenarios that must be considered and consideration of
the effect of all contents and designs within the rail transportation vehicle, which will potentially affect
the resulting fire hazard. The intention of this guide is that rail transportation vehicles be designed
either by meeting all the requirements of the traditional prescriptive approach or by conducting a fire
hazard assessment, that needs to provide adequate margins of error, in which a level of safety is
obtained that is equal to or greater than the level of safety resulting from the traditional approach.
1. Scope
1.1 This is a guide to developing fire hazard assessments for rail transportation vehicles. It has been written to assist professionals,
including fire safety engineers, who wish to assess the fire safety of rail transportation vehicles, during or after their design (see
also 1.6). This guide is not in itself a fire hazard assessment nor does it provide acceptance criteria; thus, it cannot be used for
regulation.
1.2 Hazard assessment is a process that results in an estimate of the potential severity of the fires that can develop under defined
scenarios, once defined incidents have occurred. Hazard assessment does not address the likelihood of a fire occurring. Hazard
assessment is based on the premise that an ignition has occurred, consistent with a specified scenario, and that potential outcomes
of the scenario can be reliably estimated.
This guide is under the jurisdiction of ASTM Committee E05 on Fire Standards and is the direct responsibility of Subcommittee E05.17 on Transportation.
Current edition approved July 1, 2020June 15, 2023. Published August 2020July 2023. Originally approved in 2000. Last previous edition approved in 20182020 as
E2061 – 18.E2061 – 20. DOI: 10.1520/E2061-20.10.1520/E2061-23.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
E2061 − 23
1.3 Consistent with 1.2, this guide provides methods to evaluate whether particular rail passenger designs provide an equal or
greater level of fire safety when compared to designs developed based on the traditional applicable fire-test-response characteristic
approaches currently widely used in this industry. Such approaches have typically been based on prescriptive test methodologies.
The following are examples of such lists of prescriptive tests: the requirements by the Federal Railroad Administration (FRA)
(Table X1.1), the former guidelines of the FRA, the requirements of NFPA 130 (Table X3.1), and the recommended practices of
the Federal Transit Administration (FTA). Selective use of parts of the methodology in this guide and of individual
fire-test-response characteristics from Table X1.1 (or any other set of tests) does not satisfy the fire safety objectives of this guide
or of the table. This guide shall be used in its entirety to develop a fire hazard assessment for rail transportation vehicles or to aid
in the design of such vehicles.
1.4 This guide includes and applies accepted and clearly defined fire safety engineering techniques and methods consistent with
both existing, traditional prescriptive codes and standards and performance based fire codes and standards under development
throughout the world.
1.5 This guide provides recommended methods to mitigate potential damage from fires in rail transportation vehicles, by assessing
the comparative fire hazard of particular products, assemblies, systems or overall designs intended for use in rail transportation
vehicles. Such methods could include changes to the materials, components, products, assemblies, or systems involved in the
construction of the rail transportation vehicle or changes in the design features of the vehicle, including the number and location
of automatically activated fire safety devices present (see 4.4.4 for further details).
1.6 This guide is intended, among other things, to be of assistance to personnel addressing issues associated with the following
areas.
1.6.1 Design and specification of rail transportation vehicles.
1.6.2 Fabrication of rail transportation vehicles.
1.6.3 Supply of assemblies, subassemblies, and component materials, for use in rail transportation vehicles.
1.6.4 Operation of rail transportation vehicles.
1.6.5 Provision of a safe environment for all occupants of a rail transportation vehicle.
1.7 The techniques provided in this guide are based on specific assumptions in terms of rail transportation vehicle designs,
construction and fire scenarios. These techniques can be used to provide a quantitative measure of the fire hazards from a specified
set of fire conditions, involving specific materials, products, or assemblies. Such an assessment cannot be relied upon to predict
the hazard of actual fires, which involve conditions, or vehicle designs, other than those assumed in the analysis. In particular, the
fire hazard may be affected by the anticipated use pattern of the vehicle.
1.8 This guide can be used to analyze the estimated fire performance of the vehicle specified under defined specific fire scenarios.
Under such scenarios, incidents will begin either inside or outside a vehicle, and ignition sources can involve vehicle equipment
as well as other sources. The fire scenarios to be used are described in detail in Section 5.3.
1.8.1 Fires with more severe initiating conditions than those assumed in an analysis may pose more severe fire hazard than that
calculated using the techniques provided in this guide. For this reason severe fire conditions must be considered as part of an array
of fire scenarios.
1.9 This fire standard cannot be used to provide quantitative measures.
1.10 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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2. Referenced Documents
2.1 ASTM Standards:
C1166 Test Method for Flame Propagation of Dense and Cellular Elastomeric Gaskets and Accessories
D123 Terminology Relating to Textiles
D2724 Test Method for Bond Strength of Bonded, Fused, and Laminated Apparel Fabrics
D3574 Test Methods for Flexible Cellular Materials—Slab, Bonded, and Molded Urethane Foams
D3675 Test Method for Surface Flammability of Flexible Cellular Materials Using a Radiant Heat Energy Source
D5424 Test Method for Smoke Obscuration of Insulating Materials Contained in Electrical or Optical Fiber Cables When
Burning in a Vertical Cable Tray Configuration
D5537 Test Method for Heat Release, Flame Spread, Smoke Obscuration, and Mass Loss Testing of Insulating Materials
Contained in Electrical or Optical Fiber Cables When Burning in a Vertical Cable Tray Configuration
D6113 Test Method for Using Cone Calorimeter to Determine Fire-Test-Response Characteristics of Insulating Materials
Contained in Electrical or Optical Fiber Cables
E119 Test Methods for Fire Tests of Building Construction and Materials
E162 Test Method for Surface Flammability of Materials Using a Radiant Heat Energy Source
E176 Terminology of Fire Standards
E603 Guide for Room Fire Experiments
E648 Test Method for Critical Radiant Flux of Floor-Covering Systems Using a Radiant Heat Energy Source
E662 Test Method for Specific Optical Density of Smoke Generated by Solid Materials
E814 Test Method for Fire Tests of Penetration Firestop Systems
E906 Test Method for Heat and Visible Smoke Release Rates for Materials and Products Using a Thermopile Method
E1321 Test Method for Determining Material Ignition and Flame Spread Properties
E1354 Test Method for Heat and Visible Smoke Release Rates for Materials and Products Using an Oxygen Consumption
Calorimeter
E1355 Guide for Evaluating the Predictive Capability of Deterministic Fire Models
E1472 Guide for Documenting Computer Software for Fire Models (Withdrawn 2011)
E1474 Test Method for Determining the Heat Release Rate of Upholstered Furniture and Mattress Components or Composites
Using a Bench Scale Oxygen Consumption Calorimeter
E1537 Test Method for Fire Testing of Upholstered Furniture
E1546 Guide for Development of Fire-Hazard-Assessment Standards
E1590 Test Method for Fire Testing of Mattresses
E1591 Guide for Obtaining Data for Fire Growth Models
E1623 Test Method for Determination of Fire and Thermal Parameters of Materials, Products, and Systems Using an
Intermediate Scale Calorimeter (ICAL)
E1740 Test Method for Determining the Heat Release Rate and Other Fire-Test-Response Characteristics of Wall Covering or
Ceiling Covering Composites Using a Cone Calorimeter
F1534 Test Method for Determining Changes in Fire-Test-Response Characteristics of Cushioning Materials After Water
Leaching
2.2 NFPA Standards:
NFPA 70 National Electrical Code
NFPA 130 (2023) Standard for Fixed Guideway Transit Systems
NFPA 262 Standard Method of Test for Flame Travel and Smoke of Wires and Cables for Use in Air-Handling Spaces
NFPA 265 Standard Methods of Fire Tests for Evaluating Room Fire Growth Contribution of Textile Wall Coverings
NFPA 901 Uniform Coding for Fire Protection
2.3 ISO Standards:
ISO 13943 Fire Safety: Vocabulary
ISO 4880 Burning Behaviour of Textiles and Textile Products
ISO 9705 Full Scale Room Fire Test for Surface Products
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
The last approved version of this historical standard is referenced on www.astm.org.
Available from the National Fire Protection Association (NFPA), 1 Batterymarch Park, Quincy, MA, 02269–9101.
Available from International Organization for Standardization (ISO), 1 rue de Varembé, Case postale 56, CH-1211, Geneva 20, Switzerland or American National
Standards Institute (ANSI), 25 W. 43rd St., 4th Floor, New York, NY 10036.
E2061 − 23
2.4 Federal Aviation Administration Standards:
FAR 25.1359 Federal Aviation Administration 60° Bunsen Burner Test for Electric Wire
FAR 25.853 (a) Federal Aviation Administration Vertical Bunsen Burner Test
FAR 25.853 (c) Federal Aviation Administration Oil Burner Test for Seat Cushions
2.5 Other Federal Standards:
Americans with Disabilities Act
FED STD 191A Textile Test Method 5830
2.6 Underwriters Laboratories Standards:
UL 44: Standard for Safety for Thermoset-Insulated Wires and Cables
UL 83: Standard for Safety for Thermoplastic-Insulated Wires and Cables
UL 1581: Reference Standard for Electrical Wires, Cables, and Flexible Cords, 1080 (VW-1 (Vertical Wire) Flame Test)
UL 1581: Reference Standard for Electrical Wires, Cables, and Flexible Cords, 1160 Vertical Tray Flame Test
UL 1685: Standard Vertical Tray Fire Propagation and Smoke Release Test for Electrical and Optical Fiber Cables
UL 1975: Standard Fire Tests for Foamed Plastics Used for Decorative Purposes
2.7 Canadian Standards Association Standards:
CSA Standard C22.2 No. 3, Test Methods for Electrical Wires and Cables, Vertical Flame Test—Cables in Cable Trays/FT4
2.8 Institute of Electrical and Electronic Engineers Standards:
IEEE Standard 383, Standard for Type Tests of Class 1E Electric Cables, Field Splices, and Connections for Nuclear Power
Generating Stations
2.9 National Electrical Manufacturing Association Standards:
NEMA WC 3/ICEA S-19, Rubber-Insulated Wire and Cable for the Transmission and Distribution of Electrical Energy
ICEA S-73–532/NEMA WC-57 Standard for Control, Thermocouple Extension, and Instrumentation Cables
ICEA S-95–658/NEMA WC-70 Nonshielded Power Cables Rated 2000 Volts or Less for the Distribution of Electrical Energy
2.10 CA Standards:
CA Technical Bulletin 129, Flammability Test Procedure for Mattresses for Use in Public Buildings (withdrawn)
CA Technical Bulletin 133, Flammability Test Procedure for Seating Furniture for Use in Public Occupancies (withdrawn)
2.11 AATCC Standards:
Test Method 86 - 2005 Drycleaning: Durability of Applied Designs and Finishes
Test Method 124 - 2006 Appearance of Fabrics after Repeated Home Laundering
2.12 IEC Standards:
IEC 60331-11 Tests for electric cables under fire conditions – Circuit integrity – Part 11: Apparatus – Fire alone at a test
temperature of at least 750°C
3. Terminology
3.1 Definitions—For terms related to fire used in this guide, refer to Terminology E176 and ISO 13943. In case of conflict, the
terminology in Terminology E176 shall prevail. For terms relating to textiles used in this guide, refer to Terminology D123 or to
ISO 4880. In case of conflict, the terminology in Terminology D123 shall prevail.
3.1.1 fire-characteristic profile, n—an array of fire-test-response characteristics, all measured using tests relevant to the same fire
scenario, for a material, product, or assembly to address, collectively, the corresponding fire hazard. (See also fire hazard.)
3.1.1.1 Discussion—
An array of fire-test response characteristics is a set of data relevant to the assessment of fire hazard in a particular fire scenario.
In other words, all the fire tests used would have a demonstrated validity for the fire scenario in question, for example, by having
comparable fire intensities. The fire-characteristic profile is intended as a collective guide to the potential fire hazard from a
material, product, or assembly involved in a fire that could be represented by the laboratory test conditions.
3.1.2 fire hazard, n—the potential for harm associated with fire.
Available from the Federal Aviation Administration, Technical Center, Atlantic City International Airport, Atlantic City, NJ 08405.
Available from General Services Administration, Specifications Activity, Printed Materials Supply Division, Building 197, Naval Weapons Plant, Washington, DC 20407.
Available from Underwriters Laboratories, Inc., 333 Pfingsten Rd., Northbrook, IL 60062.
Available from the Canadian Standards Associations, 178 Rexdale Blvd., Rexdale, Ontario, Canada M9W 1R3.
Available from the Institute of Electrical and Electronic Engineers, Inc., 345 East 47th Street, New York, NY 10017.
Available from National Electrical Manufacturers Association, 1300 North 17th St., Ste 1847, Rosslyn, VA 22209.
Available from California Bureau of Home Furnishings and Thermal Insulation,Household Goods and Service (BHGS), State of California, Department of Consumer
Affairs, 3485 Orange Grove Avenue, North Highlands, CA 95660–5595. (http://www.bhgs.dca.ca.gov/industry/tb129 and http://www.bhgs.dca.ca.gov/industry/tb133).
Available from American Association of Textile Chemists and Colorists (AATCC), One Davis Dr., P.O. Box 12215, Research Triangle Park, NC 27709-2215.
Available from International Electrotechnical Commission (IEC), 3, rue de Varembé, 1st Floor, P.O. Box 131, CH-1211, Geneva 20, Switzerland, http://www.iec.ch.
E2061 − 23
3.1.2.1 Discussion—
A fire may pose one or more types of hazard to people, animals, or property. These hazards are associated with the environment
and with a number of fire-test-response characteristics of materials, products, or assemblies including but not limited to ease of
ignition, flame spread, rate of heat release, smoke generation and obscuration, toxicity of combustion products, and ease of
extinguishment (see Terminology E176).
3.1.3 fire performance, n—response of a material, product, or assembly in a particular fire, other than in a fire test involving
controlled conditions (different from fire-test-response characteristics, q.v.).
3.1.3.1 Discussion—
The ASTM policy on fire standards distinguishes between the response of materials, products, or assemblies to heat and flame
“under controlled conditions,” which is fire-test-response characteristic, and “under actual fire conditions,” which is fire
performance. Fire performance depends on the occasion or environment and may not be measurable. In view of the limited
availability of fire-performance data, the response to one or more fire tests, approximately recognized as representing end-use
conditions, is generally used as a predictor of the fire performance of a material, product, or assembly (see Terminology E176).
3.1.4 fire scenario, n—a detailed description of conditions, including environmental, of one or more of the stages from before
ignition to the completion of combustion in an actual fire, or in a full scale simulation.
3.1.4.1 Discussion—
The conditions describing a fire scenario, or a group of fire scenarios, are those required for the testing, analysis, or assessment
that is of interest. Typically they are those conditions that can create significant variation in the results. The degree of detail
necessary will depend upon the intended use of the fire scenario. Environmental conditions may be included in a scenario definition
but are not required in all cases. Fire scenarios often define conditions in the early stages of a fire while allowing analysis to
calculate conditions in later stages (see Terminology E176).
3.1.5 flashover, n—the rapid transition to a state of total surface involvement in a fire of combustible materials within an enclosure.
3.1.5.1 Discussion—
Flashover occurs when the surface temperatures of an enclosure and its contents rise, producing combustible gases and vapors, and
the enclosure heat flux becomes sufficient to heat these gases and vapors to their ignition temperatures. This commonly occurs
when the upper layer temperature reaches 600°C600 °C or when the radiant heat flux at the floor reaches 20 20 kW kW/m⁄m (see
Terminology E176).
3.1.6 heat release rate, n—the heat evolved from the specimen, per unit of time.
3.1.7 smoke, n—the airborne solid and liquid particulates and gases evolved when a material undergoes pyrolysis or combustion
(see Terminology E176).
3.2 Definitions of Terms Specific to This Standard:
3.2.1 product, n—material, component, or complete end-use product, in use in rail transportation vehicles.
4. Significance and Use
4.1 This guide is intended for use by those undertaking the development of fire hazard assessments for rail transportation vehicles
and products contained within rail transportation vehicles.
4.2 This guide provides information on an approach to develop a fire hazard assessment, but fixed procedures are not established.
Any limitations in the availability of data, of appropriate test procedures, of adequate fire models, or in the advancement of
scientific knowledge, will place significant constraints upon the procedure for the assessment of fire hazard.
4.3 A fire hazard assessment developed following this guide must specify all steps required to determine fire hazard measures for
which safety thresholds or pass/fail criteria can be meaningfully set by responsible authorities. It is preferred that such exercises
have input from various sources.
4.4 Outcomes: Use and Application. A fire hazard assessment developed as a result of using this guide should be able to assess
a new product being considered for use in a certain rail transportation vehicle and reach one of the conclusions listed in 4.4.1 –
4.4.4.
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4.4.1 New Product Safer than Product Currently in Use. The new product is safer, in terms of predicted fire performance, than
the one in established use. In this case, the new product is desirable, from the point of view of fire safety.
4.4.2 New Product Equivalent in Safety to Product Currently in Use. There is no difference between the predicted fire safety of
the new product and of the one in established use. In this case, use of the new product provides neither advantage nor disadvantage,
from the point of view of fire safety.
4.4.3 New Product Less Safe than Product Currently in Use. The new product is less safe, in terms of predicted fire performance,
than the one in established use. In this case, a direct substitution of products would provide a lower level of safety and the new
product would be undesirable, and should not be used, from the point of view of fire safety, without other compensatory changes
being made.
4.4.3.1 New Product Different in Safety to Product Currently in Use. A new product that is less safe, in terms of predicted fire
performance, can nevertheless be made acceptable if, and only if, it is part of a complete, comprehensive, fire safety design for
the rail transportation vehicle. Such redesign of the vehicle should include other features such as use of an alternative layout or
increased use of automatic fire protection systems, that demonstrably produce the same or better safety for the complete design.
In such cases, a more in-depth fire hazard assessment would have to be conducted to ensure that the entire design achieves the
safety goals, and the new product would be acceptable only as part of the larger, approved design.
4.4.4 The new product could offer some safety advantages and some safety disadvantages over the item in established use. An
example of such an outcome could be increased smoke obscuration with decreased heat release. In such cases, a more in-depth
fire hazard assessment would have to be conducted to ensure that the advantages outweigh the disadvantages, and the resulting
overall level of safety is no less than that provided by the traditional approach (see Table X1.1 and Appendix X1).
4.5 Following the analysis described in 4.4, a fire hazard assessment developed following this guide would reach a conclusion
regarding the desirability of the new product studied. It is essential for the results of the assessment to lead to a design that is at
least as safe as the one being replaced.
5. Procedure
5.1 Fire Safety Objectives
5.1.1 The primary fire safety objective is to ensure the safe (unharmed) evacuation of all occupants of a rail transportation vehicle
in the event of a fire.
5.1.1.1 This is achieved if the time required, in the event of a fire, to evacuate the vehicle is less than the time for the fire to create
untenable conditions, preferably for the fire not to create conditions that cause harm to people, whenever possible, in the passenger
compartment. The evacuation time includes the time required for the occupants to reach, or be transported, to a safe location and
notification time.
5.1.1.2 The time to untenability shall be the shortest time until untenable conditions are created for any occupant starting at any
location within the vehicle or along the evacuation path.
5.1.1.3 If the fire scenario involves a vehicular accident, then the assessment shall assume evacuation is achieved through rescue
by emergency personnel. The fire hazard assessment needs to recognize that the accident may take place in an area (or at a time)
when such rescue is difficult. Examples of conditions of difficult access are tunnels, bridges, remote locations, and unfavorable
weather.
5.1.1.4 Tenability is assessed on the basis of fire effects on the occupants, including both direct effects, such as heat, toxic gases,
or oxygen deprivation, and indirect effects, such as reduced visibility due to smoke obscuration. A tenable environment, therefore,
will prevent loss of life and reduce the likelihood of harm, including nonfatal injury to individuals.
(1) Levels of tenability should be set by the developer of the fire hazard assessment generated from using this guide or by the
specific.
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NOTE 1—Investigations of the tenability in a fire scenario have shown the maximum temperatures which human beings can withstand (1-3), the
maximum convected heat humans can tolerate (4), the heat flux required to blister or burn skin (5-8), the restrictions to escape imposed by smoke
obscuration (9, 10), the effects of the primary toxic gases (11-16), the overall effects of smoke toxicity (17-20) and various ways to combine one or more
of these effects (4, 21 and 22).
(2) If no levels of tenability are chosen, the default tenability criteria should be the values specified in the documentation for
HAZARD (21, 22)
5.1.2 A secondary fire safety objective is to prevent flashover inside the rail transportation vehicle.
5.1.3 The user shall consider inclusion of a third fire safety objective, which is to maintain a safe working environment for safety
personnel, including fire fighters.
5.2 Considerations of Design Factors in Calculations for Estimates of Fire Hazard
5.2.1 The issue of design of products or entire rail transportation vehicles can have significant impact on fire safety. Design
specifications can be used as input into the calculation methods of a fire hazard assessment; however, for design specifications to
be useful, they cannot be expressed in vague terms but must be expressed as either numerical values or as other instructions, for
example, equations compatible with the fire hazard assessment calculation method used.
5.2.1.1 Once expressed as numerical or other specific values, design specifications are a source for input variables for fire hazard
assessment. For example, design specifications will include specification of the materials or components to be used in the vehicle
compartment linings, including ceilings, walls, and floors. The calculations required to assess whether flashover will be prevented
in the vehicle (an objective specified in 5.1.2) will require heat absorption parameters for the compartment linings. These heat
absorption parameters will not be identical to the design specifications for the compartment lining materials but will be derivable
from these specifications by reference to data from established test methods. Because this guide does not specify the models as
calculation methods to be used, it follows that it cannot list the input variables that will be required or the appropriate procedures
to use in deriving those input variables from design specifications.
5.2.1.2 A fire hazard assessment is an evaluation of a complete design that addresses certain fire safety objectives; therefore, the
design specifications used must address and include all relevant products and design features used, including those specified by
conventional prescriptive practices. A fire hazard assessment of a retrofit, rebuild, or repair cannot be limited to the parts of the
design being changed. Rather, a fire hazard assessment of a retrofit carried out according to the practices presented in this guide
must address the resulting car, including contents, in its entirety.
5.2.1.3 This guide does not address minor changes to vehicles designed using components or materials that are defined originally
by property lists, such as those described in 5.7.8. In such cases, the techniques presented in this guide will have less applicability
and may present fewer, if any, economic benefits than continuing the use of the lists described in 5.7.8.
5.2.2 In connection with this guide, the term “design” refers both to the general arrangement of the vehicle (for example, size,
location of doors and windows, the nature of emergency exits, the number and configuration of levels and compartments) and to
the materials, components, and products used to fabricate the vehicle. The development of such designs often involves decisions
that include tradeoffs and ad-hoc benefit analyses and is a traditional approach.
5.2.2.1 An example of such a decision are trade-offs considered between using traditional glazing materials, which are not
combustible but have high mass and low impact resistance. The use of these materials may compromise passenger and staff
security, due to the hazard of projectiles. An alternative, to address hazards posed by projectiles to noncombustible, but friable,
glazing is the use of more impact resistant materials, which are combustible.
NOTE 2—The use of plastic glazing materials with high impact resistance is a common practice in the transportation industry and has been since the 1970s.
5.2.3 Design specifications for products, components, and materials will include fire-test-performance characteristics. Appendix
X5 provides a list of test methods from which the test methods to be used should be chosen. Appendix X1 and Tables X1.1 and
X2.1 (23, 24) provide alternative test methods, based on the requirements of the Federal Railroad Administration (FRA), which
generate fire-test-response characteristics, albeit ones that cannot be used for fire safety engineering calculations.
5.2.3.1 The test methods in Table X1.1 are those needed to measure the fire-test-response characteristics required by the FRA (23).
The boldface numbers in parentheses refer to the list of references at the end of this standard.
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Similar recommendations or guidelines had been issued earlier by the FRA (24, 25), the Federal Transit Administration (FTA) (26)
and Amtrak (27). They have also been summarized in research by the National Institute for Standards and Technology (28). The
requirements issued by the National Fire Protection Association (NFPA 130) in 2001 are shown in Table X3.1.
(1) The choice of any test method is nonmandatory, and the developer of a fire hazard assessment will need to provide evidence
of its validity for use in testing of rail transportation system components or composites (see also 5.7.7.1). Design and quality
control of component materials critically affects the precision of composite fire test results; therefore, manufacturers should ensure
consistency in the fire performance of components which are assessed as part of a composite system, preferably by testing the
components.
(2) Note that testing of individual materials does not indicate the potential effects of antagonistic or synergistic fire behavior
of materials found for some combinations.
5.2.3.2 The test methods referenced in Appendix X5 have been designed to yield results in fire safety engineering units, which
are appropriate for fire hazard assessment, and measure heat release rate, which has been demonstrated to be an essential
component of fire hazard assessment (29, 30).
5.2.3.3 It is likely that design specifications of any finished product with different component materials will not be available
normally (from the suppliers of the individual materials or components that go into them) in a form suitable for application of fire
hazard assessment. Manufacturers of such products normally cannot be expected to have developed data on characteristics that are
not part of existing sets of requirements or recommendations for their products. Similarly, suppliers of individual materials cannot
be expected to identify or provide materials, components, or products, based exclusively on the kinds of design specifications
required for fire hazard assessment; therefore, suppliers of such products may require the translation of the performance
specifications into conventional specifications for the individual materials. A prescriptive approach to achieve fire safety objectives
should always exist as an alternative. In the case of rail transportation vehicles, such an approach would be through use of the
traditional methods as exemplified by the requirements in Table X1.1 and Appendix X1 or in Table X3.1 and Appendix X3. The
hazard assessment approach becomes an option available to those manufacturers who prefer to seek alternative means of achieving
acceptable levels of fire safety inside rail transportation vehicles.
5.3 Fire Scenarios
5.3.1 Fire Scenario 1 is a fire that originates within the rail transportation vehicle.
5.3.1.1 Any one of the Type 1 fire scenarios (where the fire starts inside the rail transportation vehicle) becomes more severe if
the fire occurs when the rail transportation vehicle is in a location where escape and rescue is particularly difficult, for example
a tunnel (see also 5.4.2).
5.3.1.2 Moreover any of the Type 1 fire scenarios becomes more severe if the vehicle is in motion between stations, at the
maximum distance from any station. Note, however, that in fire scenario 1f the fire starts only after the vehicle has become
stationary.
5.3.1.3 Fire Scenario 1a, specified as the highest-challenge likely scenario of this type (see also 5.4.2), begins as an incendiary
ignition involving the use of accelerants and prior damage exposing the fillings of the two upholstered seats nearest the point of
ignition (see also Appendix X3).
5.3.1.4 Fire Scenario 1b, specified as one of the most common scenarios, is a trash fire that begins under a seat assembly and
spreads to that seat assembly, in a passenger compartment, within the rail transportation vehicle.
5.3.1.5 If cooking is permitted on any passenger vehicle, an additional fire scenario, to be called Scenario 1c, also must be
assessed. Fire Scenario 1c is a cooking fire originating at the cooking equipment and involving initial ignition of cooking fuel, if
equipment is gas-fueled, or cooking oil, if equipment is not gas-fueled.
5.3.1.6 If there are one or more vehicles provided for overnight sleeping, Fire Scenario 1d also must be assessed, where Fire
Scenario 1d is a small open-flame ignition of bedding in an unoccupied bed in a vehicle, with other beds occupied by sleeping
people.
5.3.1.7 If there are one or more vehicles provided for cargo (or cargo storage space is provided within a passenger vehicle), Fire
Scenario 1e also must be assessed, where Fire Scenario 1e consists of small open-flame ignition of a combustible, for example
trash, in a fully-filled cargo vehicle. The assumed fuel load shall be the maximum allowed, including the highest quality of
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hazardous materials possible under the planned operating procedures. Openings connecting the cargo vehicle to an assumed
adjacent passenger vehicle shall be assumed to be open to the maximum degree permitted by the design.
5.3.1.8 If the rail transportation vehicle overturns and then catches on fire, Scenerio 1f, it is possible that different considerations
apply as a function of the way the vehicle ends up. If it remains in its normal orientation, the earlier scenarios apply, but if it falls
on its side or if it turns around completely, to end up upside down, they represent different scenarios. In both cases, fire begins
while the vehicle is stationary between stations, at the maximum distance between stations.
5.3.2 Fire Scenario 2 is a fire that originates outside the rail transportation vehicle, penetrates the rail transportation vehicle, and
endangers the evacuation route from the vehicle through the spread of flames or smoke into the evacuation route.
5.3.2.1 Any one of the Type 2 fire scenarios (where the fire starts outside the rail transportation vehicle) becomes more severe if
the fire occurs when the rail transportation vehicle is in a tunnel, at a point maximally distant from a place of safe refuge (see also
5.4.2).
5.3.2.2 Fire Scenario 2a, specified as the highest-challenge likely scenario of this type, begins with ignition of a fuel spill following
a collision in which there are survivors. Fire begins in a tunnel, where the vehicle has stopped due to the collision. Evacuation is
to a place of safe refuge.
5.3.2.3 If the vehicles are individually electrically powered, Fire Scenario 2b must be assessed, where Fire Scenario 2b is an
electrical fire that causes the vehicle to stop in a tunnel. The interruption of electrical power also affects operation of the vehicle
doors, in accordance with the vehicle’s design. The point of origin is assumed to be whatever point in the electrical system will
lead to the fastest spread of smoke and toxic gases to the vehicle interior. Evacuation is to a place of safe refuge.
5.3.2.4 Fire Scenario 2c, where a trash fire occurs outside the rail transportation vehicle is more frequent than Fire Scenario 2a
but Fire Scenario 2a is likely to be more severe.
5.3.3 The specification of fire scenarios included in this section assumes that other fire scenarios either are less severe, and
therefore, will lead to achievement of fire safety objectives if the design achieves the objectives for the specified fire scenarios,
or are sufficiently unlikely that they need not be considered as part of the overall fire hazard assessment, although they may be
considered individually.
5.3.3.1 The fire scenarios that are appropriate for a certain rail system may not be adequate for a different rail system. Additional
or different fire scenarios may be needed in certain cases.
5.4 Additional Model Assumptions
5.4.1 Occupancy of the rail transportation vehicle and any other relevant occupiable spaces, such as the station platform (or any
other place of safe refuge) to which occupants may move to evacuate, shall be set for analysis purposes so as to pose the greatest
challenge to the fire safety objectives. A logical assumption would be occupancy to capacity and a mix of occupants of different
abilities, where some will have various physical or mental disabilities, and capabilities, for example, some will be assumed to be
impaired by alcohol, or drugs, or by age-related limitations.
5.4.1.1 Assumptions regarding numbers and abilities of disabled persons shall incorporate relevant provisions of the Americans
with Disabilities Act.
5.4.1.2 Assumptions regarding age distributions of the occupants shall reflect data on age patterns among users of the rail system.
Assumptions regarding the capabilities of older or younger occupants shall reflect patterns in the general population, or known
applications to the specific rail transportation scenario chosen, if they differ, and shall be documented as to sources of data.
5.4.1.3 Assumptions regarding alcohol or drug impairment among occupants shall be documented as to source data and shall be
based on patterns in the general population, weighted to reflect the age and economic distribution of users of the rail system. If
such data are not available, conservatively assume that 10 % of adult occupants are impaired by alcohol.
5.4.1.4 If the rail vehicles provide sleeping accommodations, assume that fire occurs when the maximum number of occupants
will be sleeping. If there are no data available to determine the maximum fraction of people sleeping, assume all passengers are
sleeping.
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5.4.2 Other necessary assumptions that affect the severity of the calculated hazard shall also be made for analysis purposes so as
to pose the greatest challenge to the fire safety objective. In particular, any fire scenario requiring evacuation of an actual vehicle
will pose a more severe challenge in a location where escape and rescue are particularly difficult, for example, a tunnel, and so
shall be assumed to occur in such a location (see 5.3.1.1 and 5.3.2.1).
5.5 Required Calculations
5.5.1 The fire hazard assessment involves using one or more calculation procedures to determine whether the fire safety objectives
in Section 5.1 will be met if the design specified in Section 5.2 experiences each of the fires of the scenarios specified in Section
5.3, and given the additional assumptions specified in Section 5.4.
5.5.1.1 This guide does not assign a specific choice of calculation procedure just as it does not assign a specific test method. It
simply gives guidance on the types of procedures available and on the required output to generate a valid fire hazard assessment.
5.5.1.2 Use Guide E1546 when developing the procedure.
5.5.1.3 Use NFPA 901 if needed for overall coding of materials or products.
5.5.2 Because the fire safety objectives are all stated in terms of specified fire effects by location and time, the fire hazard
assessment calculation procedures must support the calculations in 5.5.2.1 – 5.5.2.5.
5.5.2.1 Translate the fire scenario specifications into a description of the fire in its initial stages, as a function of time in the initially
involved space. The fire-test-response characteristics of the materials, components, or products initially involved that should be
considered for such a description are rate of heat release, rate of mass loss, total heat release (if burned to completion, or cumulative
heat release to end of burning otherwise), flame spread, cumulative full-scale smoke obscuration and toxic potency of the products
of combustion released. A thorough analysis of the actual rail transportation vehicle fire scenario should result in a final decision
on the properties required for the fire hazard assessment. If the product under consideration is a structural component, assess also
its fire endurance.
5.5.2.2 Assess and evaluate the vehicle design specifications to develop and describe foreseeable characteristics of the fuel load
environment near the initial fire. Use these and the time-based description of the initial fire as a function of time to calculate the
spread of fire to secondary items and the ignition of those secondary items.
5.5.2.3 For each space, or potential fire compartment, calculate the timing of major fire events, including the onset of flashover,
as well as, fire spread from one space to an adjacent space, whether through barriers or not, particularly from outside a rail vehicle
to inside the vehicle. The calculation of fire spread from one space to another will require measurement of barrier fire resistance
characteristics.
5.5.2.4 For each potentially exposed occupant, calculate the time to reach safe refuge and compare it to the calculated time until
exposure to an unacceptable potential for harm (hazard). The former requires calculation of occupant alerting response, travel
speed, and other behavior. For occupants requiring rescue, calculations will need to estimate the size, capabilities, and arrival time
of fire department or other rescue personnel. The latter can be calculated as time to exposure to an untenable cumulative dose of
fire effects or conservatively calculated as time to first exposure to unacceptably hazardous fire conditions. Calculations will be
required for the area of fire origin, any occupied spaces, and any spaces that are part of escape or rescue routes.
5.5.2.5 When making the calculations described in 5.5.2.3 and 5.5.2.4, incorporate the activation and effects of any fire protection
systems, including automatic or manual fire suppression, detection, and smoke control systems. Consider that, once a collision has
occurred, electrical
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