metro emergency services manual Flashcards
Passenger stations are constructed of non-combustible materials with a fire resistive rating of at least two hours. The interior finish of all public areas is of Class A material rated for flame spread of
25 or less
There are three basic types of stations: What are they?
- Sub-surface or underground
- Surface or at grade
- Aerial or elevated
Most subway stations are approximately how long. height and wide? And capable of handling how many cars?
Most subway stations are approximately 60 ft wide with 600 foot long platforms, 30 to 35 ft in height capable of handling an 8 car train
The entrance to each Metrorail Station is marked by a…
The entrance to each Metrorail Station is marked by a…
The Fire/Rescue “Knox Box” where sets of Metro keys are secured for that particular station are also found on the…
mezzanine level near the main entrance of the station.
What is the PERS located in the kiosk?
Passenger Emergency Reporting System
Where are emergency trip station (ETS) phones located?
Emergency trip station (ETS) phones are located at each end of the station platforms.
Where are standpipe connection located in a metro station?
Along the floor of the platforms there are manholes, marked “standpipe” that access the fire standpipe hose valve. Standpipe access can also be made at the ends of the platforms in the red fire equipment cabinets where installed.
For incidents in restricted rooms who do you contact?
contact Operations Control Center (OCC) for instructions.
Where are mechanical equipment rooms located in a metro station?
Mechanical equipment rooms are located at each end of platform for underground stations or at one end of the station platform for at-grade and aerial stations. These rooms in underground stations may contain manual emergency ventilation fan control panels.
What is located in the communications room in a metro station?
Communications rooms contain radio equipment for the Metro system and can also accommodate repeaters for Fire/Rescue radio systems.
where are Traction Power Substations and/or Tie-breaker Stations?
They may be located at the station, or in close proximity to the station along the right-of-way, depending on the required spacing for the line.
What is the primary means for evacuation in a metro emergency?
Escalators are considered the primary means of emergency evacuation. Control of the direction of travel can be accomplished by utilizing the escalator key control at the Kiosk end of the escalator
All stations provide passengers with two means of egress. Should a single passenger entry station experience an emergency the secondary means of exit will be where?
through one of the emergency exits or vent shafts that supply the station. This requires that passengers walk up the emergency stairs to reach street level. Directing passengers to an emergency exit will require assistance from Fire/Rescue personnel and possibly handlights to illuminate the access to the exit way
what 2 types of elevators are used in metro?
In all cases either hydraulically powered elevators or electric traction elevators are used to transport passengers to and from street level and to and from platform level in the Metro system.
The exception is at the Forest Glen station where the great depth of the station precludes the use of escalators. At Forest Glen high speed electric traction elevators are employed as the primary means of entry to the station.
To access the elevator machine room use?
the Metro key ring. The “Master Key” will open the door.
Car between landings. Hydraulic elevators can be safely lowered to the bottom landing how?
First communicate with the entrapped passengers and advise them of the actions being taken
Shut down the main electric power supply, then remove the panel covering the hydraulic pump and locate the emergency lowering valve. This valve will be red and have a “T” shaped handle. Slowly open the valve by turning it counter-clockwise to release the hydraulic fluid from the jack, this will lower the elevator.
The electric traction elevators used in the Metro system operate with a hoisting motor, alternating current motor brakes to slow the cars and a counterweight system that is how much heavier than the weight of the car and its expected maximum load?
40% greater
The station manager will attempt to free trapped passengers prior to the arrival of the Fire/Rescue units. After conferring with the station manager to see what efforts have been attempted, Fire/rescue personnel should ensure?
that an elevator mechanic has been dispatched to the scene.
Contact should be made with those passengers that are in the elevator, utilizing the elevator intercom system, to appraise them of the actions that are being taken to remove them and to assess their condition.
Fire/Rescue personnel should never attempt to lower or raise an electric traction elevator. This is an extremely dangerous procedure. An elevator mechanic should be summoned to the scene to assist in elevator movement.
Fire/Rescue personnel should never attempt to lower or raise an electric traction elevator. This is an extremely dangerous procedure. An elevator mechanic should be summoned to the scene to assist in elevator movement.
A pressure switch continues to be located at each of these points to stop the escalator should it detect something caught between the sidewall panel and the step. They require how many pounds of pressure to activate?
They require 150 pounds of pressure to activate.
he average width of the escalators is 40 inches, and they rise at an incline angle of 30 degrees. The normal speed of the escalators is approximately how many feet per minute?
90 feet per minute
in the event that an escalator must be stopped immediately; there are two methods that can be used. It should be remembered that there are no escalator shut down buttons in the Kiosk. .
First Method
Depress the “Emergency Stop” button located either under the right hand rail (on older model Westinghouse Escalators) or on the upper right side of the side panel near the hand rail.
Second Method
Utilize the escalator key (marked ESC) on the key ring; insert the key in the key hole and turn it in the direction marked for stopping. Again it is important to notify any passengers on the escalator that you are going to stop the escalator so that they can brace themselves.
Right-of-way can best be described as ?
the areas between the fences and tunnel walls, where the track bed is located. It includes at grade, aerial or elevated, and tunnel track ways. Access to these areas is restricted and requires coordination with OCC to enter.
TRACK BED
The track bed contains?
the rails that the trains run on. It may consist of concrete or ballast and ties. In at grade locations you will find ballast of stones and gravel. Ties made of wood or concrete to support the running rails are set on the ballast.
SHUNT, INTERLOCKING, OR CROSSOVER
These are all terms used for?
switches
Should it be necessary to work in the interlocking you must?
“block” the switch. This can be accomplished by using a piece of cribbing (2”x4”, 4”x4” or 6”x6” angled to a point at one end) and placing it in between the switch rails to prevent them from closing. When this action or intervention is preformed OCC must be notified immediately.
Chain markers are a system of measurements along the right-of-way. A marker is located every?
one hundred feet along the line. Measurements start from a center point or hub of the line.
A typical marker contains the following
A - Letter to identify the route. 1 - Number to identify the track
number, (Red) - Color to identify the line.
- Numbers to identify the
distance you are from the center or hub of the line. These markers are found on enameled signs mounted on post positioned between in bound and out bound tracks along the “at grade” or “elevated” right-of-way, or mounted on the tunnel walls in the underground portions of the system.
HIGH VOLTAGE No Trespassing
WMATA
These signs are located approximately every
250 feet along the right-of-way on fences and gates to provide warning of electrical hazard.
NO CLEARANCE
These signs are located in areas where insufficient clearance exist. This may be in tunnels or along the sides of a station to indicate areas where personnel should not be as a train passes. The signs will appear every
50 feet in the areas of no clearance.
STANDPIPE SIAMESE CONNECTION SIGNS
These signs show the location of, type, vertical drop, and the horizontal run of the standpipe. They also indicate the shaft identification number when appropriate. The four types of systems are:
Wet Standpipe Systems for underground stations. 2. Dry Standpipe Systems for at-grade stations.
Dry Standpipe Systems for aerial stations Dry Standpipe Systems for tunnels
BELOW GRADE RIGHT-OF-WAY
The below grade portion of the system consist of tracks mounted to the concrete floors of various types of tunnels. The three types of tunnels are?
circular, horseshoe, and box (cut and cover) and maybe in single, double, stacked or any combination of the three.
CIRCULAR
Tunnels that are bored through earth and rock. They are 16 feet 6 inches wide.
CIRCULAR
Tunnels that are bored through earth and rock. They are 16 feet 6 inches wide.
HORSESHOE
Tunnels carved out of rock. They are 15 feet wide for single track tunnels. They also may be double track widths used for crossovers and side by side track running underground. They will be equipped with a safety walk if found in the side by side configuration. The safety walk is typically 22 inches in width.
HORSESHOE
Tunnels carved out of rock. They are 15 feet wide for single track tunnels. They also may be double track widths used for crossovers and side by side track running underground. They will be equipped with a safety walk if found in the side by side configuration. The safety walk is typically 22 inches in width.
BOX (CUT AND COVER)
Tunnels dug from the surface down and then covered with earth. They are 13 feet 9 inches wide for single track configuration. They also are configured in double track widths that have a poured concrete wall between the tracks and crossover access every 25 feet of run. The double width tunnel is 29 feet wide,
BOX (CUT AND COVER)
Tunnels dug from the surface down and then covered with earth. They are 13 feet 9 inches wide for single track configuration. They also are configured in double track widths that have a poured concrete wall between the tracks and crossover access every 25 feet of run. The double width tunnel is 29 feet wide,
All tunnels are equipped with safety walkways. These walkways are?
22 inches wide and usually are located opposite the third rail. Fluorescent lights are located over the walkways to provide lighting
TUNNEL EMERGENCY EXIT SHAFTS
Are provided throughout the tunnel systems. At single entry underground stations there will be an emergency exit shaft located?
opposite the main station entrance
In the tunnels proper, emergency exit shafts maybe located in vent shafts, fan shafts, or in single use “emergency exit shafts” between stations. The maximum travel distance to any emergency exit shaft will be?
1250 feet
All tunnels are equipped with fluorescent lights. They are spaced at forty foot intervals above the safety walkways. In the event electrical power is lost every fourth fluorescent light (160 feet) is fed by emergency battery power. This battery power is designed to operate for up to three hours.
All tunnels are equipped with fluorescent lights. They are spaced at forty foot intervals above the safety walkways. In the event electrical power is lost every fourth fluorescent light (160 feet) is fed by emergency battery power. This battery power is designed to operate for up to three hours.
ELECTRICAL OUTLETS IN THE TUNNELS
110-volt, 30 ampere three prong outlets are located under every other fluorescent light. These outlets do not operate when electrical power is lost, they are not onnected to the emergency back-up battery system.
ELECTRICAL OUTLETS IN THE TUNNELS
110-volt, 30 ampere three prong outlets are located under every other fluorescent light. These outlets do not operate when electrical power is lost, they are not onnected to the emergency back-up battery system.
Prior to evacuating passengers into the tunnel all third rail power must be shut down between the emergency scene and the planned exit locations. This will require contact with OCC, and testing with a volt probe and monitoring of the third rail with a WSAD once electrical power is shut down in the evacuation route.
Prior to evacuating passengers into the tunnel all third rail power must be shut down between the emergency scene and the planned exit locations. This will require contact with OCC, and testing with a volt probe and monitoring of the third rail with a WSAD once electrical power is shut down in the evacuation route.
The walkways provided in the tunnels are 22 inches in width. They are sufficient only for single file evacuation. Because of obstacles in the walkway area and the potential problems of passengers striking these obstructions, it is advisable that the passengers walk in the track bed either between the tracks or on the outside of the tracks opposite the third rail. Again this type of evacuation will require sufficient emergency personnel to point out obstructions and directions to the evacuees.
The walkways provided in the tunnels are 22 inches in width. They are sufficient only for single file evacuation. Because of obstacles in the walkway area and the potential problems of passengers striking these obstructions, it is advisable that the passengers walk in the track bed either between the tracks or on the outside of the tracks opposite the third rail. Again this type of evacuation will require sufficient emergency personnel to point out obstructions and directions to the evacuees.
In these emergencies control of the ventilation system is of critical importance to evacuation. Passengers should be moved in the direction where fresh air is being supplied, and away from smoke removal.
In these emergencies control of the ventilation system is of critical importance to evacuation. Passengers should be moved in the direction where fresh air is being supplied, and away from smoke removal.
AT-GRADE RIGHT-OF-WAY
The at-grade right-of-way consists of tracks running at surface level. These tracks are attached to wooden or concrete ties that are resting on a ballast made of rocks. The right-of-way is protected by six foot chain-link fences with barbed wire mounted on top. Emergency access gates are located approximately every
800 feet along the at-grade right-of-way. Each gate is locked with a padlock. Fire/Rescue personnel can access the lock with either a #2595 or A389 key found on the Metro key ring. ETS boxes are normally located in close proximity to the access gates. ETS boxes are normally located in close proximity to the access gates.
Discharging passengers into the at-grade right-of-way should only be attempted as a last resort. It is best to protect the passengers in the train if at all possible. When it is necessary to move passengers, first attempt to place them in unaffected cars of the consist or utilize a rescue train. If it is not possible to protect the passengers in either manner, they can be discharged into the right-of-way and moved to safety by walking to the nearest station or the the nearest access gate and out of the track bed. Third rail power will have to be shut down the entire length of the evacuation route to prevent passengers from coming in contact with the traction power system.
Discharging passengers into the at-grade right-of-way should only be attempted as a last resort. It is best to protect the passengers in the train if at all possible. When it is necessary to move passengers, first attempt to place them in unaffected cars of the consist or utilize a rescue train. If it is not possible to protect the passengers in either manner, they can be discharged into the right-of-way and moved to safety by walking to the nearest station or the the nearest access gate and out of the track bed. Third rail power will have to be shut down the entire length of the evacuation route to prevent passengers from coming in contact with the traction power system.
A common corridor is a?
a section of Metrorail tracks alongside of or between railroad main line tracks, railroad yard tracks or vehicle traffic lanes.
INTRUSION DETECTION AND WARNING SYSTEM (IDW SYSTEM)
in areas where Metrorail tracks run in a common corridor an Intrusion Detection and Warning System is used to provide warning if something penetrates the right-of-way. The system is attached to the fences that are on both sides of the right-of-way. Should vehicles or train cars break through the fence or cause the fence to tilt more than?
30 degrees from vertical, an alarm is sounded at Operations Control Center (OCC) and the computer automatic train control system for that area of track, stops train movement.
Water supply for fire fighting operations will also be a problem. With the exception of the Potomac River bridge on the L Route (Yellow Line) between L’Enfant Plaza and Pentagon, which is equipped with a dry standpipe system, all other elevated right-of way have no water supply systems. The Fire/Rescue units must provide their own water supply to the track bed. This will normally require the use of an aerial ladder and either a flying standpipe or hose line over the ladder to provide a water supply on the elevated structure.
Water supply for fire fighting operations will also be a problem. With the exception of the Potomac River bridge on the L Route (Yellow Line) between L’Enfant Plaza and Pentagon, which is equipped with a dry standpipe system, all other elevated right-of way have no water supply systems. The Fire/Rescue units must provide their own water supply to the track bed. This will normally require the use of an aerial ladder and either a flying standpipe or hose line over the ladder to provide a water supply on the elevated structure.
Evacuating passengers on the aerial right-of-way should only be attempted as a last resort. Whenever possible protect the passengers in the train. Attempt to move passengers to unaffected cars in the consist or utilize a rescue train to move passengers to safety.
Evacuating passengers on the aerial right-of-way should only be attempted as a last resort. Whenever possible protect the passengers in the train. Attempt to move passengers to unaffected cars in the consist or utilize a rescue train to move passengers to safety.
if these methods of evacuation are unavailable, the passengers will have to be discharged onto the aerial right-of-way. To accomplish this passengers should be moved to the safety walkway from the cars. This can be accomplished by insuring that third rail power is shut down and using side door #9 of the rail car (only if it is not over the third rail) or the front bulkhead door of the rail car using the emergency evacuation ladder from the front of the car.
if these methods of evacuation are unavailable, the passengers will have to be discharged onto the aerial right-of-way. To accomplish this passengers should be moved to the safety walkway from the cars. This can be accomplished by insuring that third rail power is shut down and using side door #9 of the rail car (only if it is not over the third rail) or the front bulkhead door of the rail car using the emergency evacuation ladder from the front of the car.
Rail car maintenance and repair facilities are located along many of the system’s lines. Their exact location can be identified by referring to the Emergency Response Maps provided by Metro. These facilities operate outside the control of OCC. They have separate control towers and fall under the control of the yardmaster for that facility. Yard limits normally will be marked by separate chain markers with either the identifier “YT” for yard track or “LT” for lead track. Where these markers appear the control of third rail power and train movement are
the responsibility of the facility yardmaster.
OCC will not be able to cut third rail power to the yard, this must be done from the yard tower via the yardmaster. A yardmaster is on duty 24 hours a day at each facility.
Service and Inspection Shop Usually the largest building in the complex containing rail car maintenance and repair facilities. These buildings contain a “stinger” 750 volt system that allows power to be supplied to the rail cars to move them in and out of the building
The “stinger” is a spring clip that attaches to one of the third rail collector shoe on the rail car. The 750 volt “DC” line that supplies the “stinger” is located along the ceiling of the shop. “Stinger” power is controlled by a switch mounted on the cable from the overhead 750 volt “DC” power track. Power controls for the “stinger system are mounted on the wall of the shop.
Due to the overhead electrical hazard. Fire/Rescue personnel should refrain from using metal ladders inside of the shop building.
Due to the overhead electrical hazard. Fire/Rescue personnel should refrain from using metal ladders inside of the shop building.
Traction Power Substation 750 volt “DC” power supply for tracks in the yard. Because of the size of the facilities they contain a separate substation with third rail power under the control of the facility yardmaster. The yard areas do not contain emergency trip stations (ETS) boxes. Power control for each segment of the yard is located in the yard tower. The only area of the shop complex that contains ETS boxes is the rail car wash rack area.
Traction Power Substation 750 volt “DC” power supply for tracks in the yard. Because of the size of the facilities they contain a separate substation with third rail power under the control of the facility yardmaster. The yard areas do not contain emergency trip stations (ETS) boxes. Power control for each segment of the yard is located in the yard tower. The only area of the shop complex that contains ETS boxes is the rail car wash rack area.
Each rail car is 75 feet in length, 10 feet wide and 1 0 feet 10 inches in height. A rail car weighs from 36 tons to 40 tons dependent upon manufacturer.
Each rail car is 75 feet in length, 10 feet wide and 1 0 feet 10 inches in height. A rail car weighs from 36 tons to 40 tons dependent upon manufacturer.
The cars are identified by letter “A” car, which
carry even numbers and “B” car, which carry odd numbers in the set. The Metro system is designed to handle up to 4 sets of married pairs in one train. This constraint is due to the maximum length of each station platform of?
(600 feet in length)
The exterior roof is constructed with corrugated sheeting and will support loads of 250 pounds as long as they are spread at 30 inch intervals along the top of the car.
The exterior roof is constructed with corrugated sheeting and will support loads of 250 pounds as long as they are spread at 30 inch intervals along the top of the car.
The operator’s compartment contains sliding windows on each side of the car to allow the train operator to look down the side of the train. They are set in metal frames, and contain a barrel key lock on the inside. To access the window from inside use the “XX” key on the Metro key ring. In an emergency the window can be removed by using a heavy blow from a forcible entry tool. The window and frame will collapse. This can be done from the
exterior or the interior of the car.
The operator’s compartment contains sliding windows on each side of the car to allow the train operator to look down the side of the train. They are set in metal frames, and contain a barrel key lock on the inside. To access the window from inside use the “XX” key on the Metro key ring. In an emergency the window can be removed by using a heavy blow from a forcible entry tool. The window and frame will collapse. This can be done from the
exterior or the interior of the car.
In an emergency if you do not have Metro keys you can use a slender person to slide between the cars at the married pair connection and access these bulkhead doors to gain access to the interior of a rail ca(·(as long as they are unlocked).
In an emergency if you do not have Metro keys you can use a slender person to slide between the cars at the married pair connection and access these bulkhead doors to gain access to the interior of a rail ca(·(as long as they are unlocked).
The car body rests on four pneumatic air spring.;, two on eac truck. (See diagram item # 16 on page 7-11) This suspension system keeps the rail car 40 inches above the running rail
The car body rests on four pneumatic air spring.;, two on eac truck. (See diagram item # 16 on page 7-11) This suspension system keeps the rail car 40 inches above the running rail
Four current collector shoes are
on each rail car, two on each truck. When any one collector shoe is in contact with live third rail qll four collector shoes on that rail car are live.
Four current collector shoes are
on each rail car, two on each truck. When any one collector shoe is in contact with live third rail qll four collector shoes on that rail car are live.
Each truck on a rail car contains two traction motors, one on each axle, that propel the car along the tracks. (See diagram item # 4 on page 7-11) These motors supply between how much horsepower?
150 and 175 horsepower to the axles that they are attached to.
The resistor grid changes the electricity into thermal heat tor ui5 iµc2t1on. The coils that make up the resistor grid may reach?
reach 800 degrees Fahrenheit or more and will maintain this heat for several hours after shutting down.
The batteries on all rail cars are connected in parallel. The battery system will supply power for up to two hours to run the emergency lighting (one light over each door), communications equipment, running lights, and electric doors. The battery unit is a nominal 32 volt, 240 ampere hour nickel cadmium alkaline storage battery.
WARNING: The nickel-cadmium storage batteries contain a very strong caustic base and electrolyte (potassium hydroxide) which is poisonous and corrosive and will burn or injure skin, eyes and property. Use extreme caution when it is necessary to work on or near the batteries in a rail car.
The voltage used for the trainlines is 37.5 volts DC. This is the only electrical power transmitted from car set to car set. Third rail power (7 50 volt DC) is not transmitted from car to car.
The voltage used for the trainlines is 37.5 volts DC. This is the only electrical power transmitted from car set to car set. Third rail power (7 50 volt DC) is not transmitted from car to car.
The anti-climber is located above the coupler on the operators compartment end of each rail car. This stainless steel device is provided so that cars under compressive force will mate in a manner which prevents one car from climbing into the other (telescoping).
When compressive forces exceed?
125,000 pounds, an “emergency release mechanism” incorporated in the draft gear assembly shears allowing the two cars to come together, anti climber to anti-climber thus preventing one car from telescoping into the other car.
The emergency evacuation ladder for Rohr cars is located under the first side facing seat next to door #7. The ladder is made of wood and hinged in the middle. The ladder is equipped with two pins at one end. These pins are used to attach the ladder to the top of the anti-climber at the front of the rail car. When extended the ladder is 57 inches in length and 13 inches wide.
The emergency evacuation ladder for Rohr cars is located under the first side facing seat next to door #7. The ladder is made of wood and hinged in the middle. The ladder is equipped with two pins at one end. These pins are used to attach the ladder to the top of the anti-climber at the front of the rail car. When extended the ladder is 57 inches in length and 13 inches wide.
Breda rail cars contain air bags as their secondary suspension system. This system differs from the Rohr cars because it can be disabled in an emergency. The system keeps the car floor level, 40 inches from the top of the running rail no matter how heavy the weight load is. This is necessary to have the rail car floor match the height of the station platforms.
Breda rail cars contain air bags as their secondary suspension system. This system differs from the Rohr cars because it can be disabled in an emergency. The system keeps the car floor level, 40 inches from the top of the running rail no matter how heavy the weight load is. This is necessary to have the rail car floor match the height of the station platforms.
FILTER CAPACITOR DISCHARGE SWITCH
There are individual filter capacitor discharge switches for
. the AC control box and the DC control box. The discharge switches are located directly to the right of each co·ntrol box at the top of the box. These switches differs from other filter capacitor discharge switches. If you are looking at a switch, you wiU
notice two settings, one will have one line (I) this is the run mode. The other setting has two lines (II) this is the discharge mode. To activate toe switch turn it from (I) towards (II). This will discharge traction power from the control box. If you operate the discharge switch·on the AC box you should also operate the switch on the DC box. This will discharge all power from the car.
In a field test of the system, when third rail power was removed from the 5000 series cars, the power dropped from 750 volts to 100 volts DC in 15 seconds. At 2 minutes the power was at 50 volts DC. At 5 minutes the voltage was·below 10 volts. It is important to note that this power reduction was accomplished without operating the filter capacitor discharge switches.
In a field test of the system, when third rail power was removed from the 5000 series cars, the power dropped from 750 volts to 100 volts DC in 15 seconds. At 2 minutes the power was at 50 volts DC. At 5 minutes the voltage was·below 10 volts. It is important to note that this power reduction was accomplished without operating the filter capacitor discharge switches.
The DC power system in the 5000 series cars is used to power the auxiliary electrical system for the cars. The system is
230 Volts DC and supplies power to the heating, ventilation, and air conditioning systems. This DC- power is transmitted between cars in a married pair. In an emergency you must insure that both car’s DC power systems are shut down. This can be insured by removing third rail power to both cars in the married· pair.
The DC power system in the 5000 series cars is used to power the auxiliary electrical system for the cars. The system is
230 Volts DC and supplies power to the heating, ventilation, and air conditioning systems. This DC- power is transmitted between cars in a married pair. In an emergency you must insure that both car’s DC power systems are shut down. This can be insured by removing third rail power to both cars in the married· pair.
The Metrorail system has three distinct types of electrical systems. they are?
The first and most important to the fire/rescue service is the traction power system. This system conducts the electrical power to propel the rail cars. The second is the AC power system. This system provides the electrical power to run lighting, ventilation and any of the other services not directly involved in propelling the rail cars. The final type of electrical service is the battery power system needed for emergency operations. Battery power is found where ever emergency lighting is needed and also for the communications systems to keep them operational when normal electrical power is interrupted.
How much and what type of electricity powers metro rail cars?
Traction power is used to propel the rail cars. It is also known as third rail power because of the conductor used to supply the power. AC (alternating current) voltage received from the local utilities is converted to 750 volts DC (direct current) for transmission to the rail cars.
Traction power substations are normally located about every mile throughout the Metrorail system.
Traction power substations are normally located about every mile throughout the Metrorail system.
TRACTION POWER SUBSTATIONS (TPSS)
Traction power substations can be found above or below ground. The transformers are located in concrete and/or block structures with a minimum fire rating of two hours. There are no sources of combustibles in the substations. They contain heat detectors, ionization detectors, and intrusion alarms for protection and notification. Each transformer is monitored by a sophisticated system that can shut down the transformer within 30 milliseconds when a problem arises
TIE-BREAKER STATIONS (TBS)
Tie-breaker stations contain circuit breakers. The tiebreaker stations located in between the traction power substations. Their function is to allow flexibility in the management of traction power. If a traction power substation fails, or incoming power is interrupted the tie breaker station switches over (“jumps”) to other substations to maintain continuous power.
The third rail is located next to the regular running rails on which the rail cars wheels rest. It is approximately 4-1/2 inches higher than the regular rail.
A gray protective fiberglass cover is located over the third rail. This cover is rated to withstand 250 pounds per inch of force. Do not sit, lean, or step on the third rail cover.
A third rail is not one continuous rail. Therefore you will find it in many segments. (The maximum length of a section of third rail is 800 feet.)
. It is absolutely imperative that vou check the ETS box diagram or visually inspect the rail cars to see how many segments of third rail are in contact with the pick-up shoes of the entire train! (This will tell you which segments of third rail to shut down during an emergency so that you can safely approach the rail cars.)
Emergency Trip Station (ET S) Boxes ETS boxes are located at lengths approximately 800 feet along the mainline, and at each end of every Metrorail station.
Emergency Trip Station (ET S) Boxes ETS boxes are located at lengths approximately 800 feet along the mainline, and at each end of every Metrorail station.
EMERGENCY TRIP SWITCH (RED BUTTON)
In the ETS box is a red mushroom button. This button is used to trip breakers in the traction power substation to shut down electrical power. This button should only be pushed when there is an imminent threat to life safety. At all times contact OCC via the phone in the ETS box to request or confirm that power is shut down.
EMERGENCY TRIP SWITCH (RED BUTTON)
In the ETS box is a red mushroom button. This button is used to trip breakers in the traction power substation to shut down electrical power. This button should only be pushed when there is an imminent threat to life safety. At all times contact OCC via the phone in the ETS box to request or confirm that power is shut down.
. To insure that alt power is removed in the area of the emergency you must pick up the phone. dial “O” and talk directly with OCC. This will insure that you get power removed in atl the areas that you need.
. To insure that alt power is removed in the area of the emergency you must pick up the phone. dial “O” and talk directly with OCC. This will insure that you get power removed in atl the areas that you need.
Once OCC has confirmed that power to the third rail has been shut down it must be tested by on scene personnel prior to allowing operations to begin in the track bed. Every section of third rail must be tested and confirmed down
Once OCC has confirmed that power to the third rail has been shut down it must be tested by on scene personnel prior to allowing operations to begin in the track bed. Every section of third rail must be tested and confirmed down
Testing of the third rail requires the use of a volt probe. The volt probe should be tested on a known electric source before being used on the third rail. This will confirm that the volt probe is operational before being used on the third rail. 1 I O volt receptacles are located through out the Metro system. They are found under every other fluorescent light in the tunnels (this is approximately every 80 feet), and under every other bench on the station platforms, as well as in walls and occasionally in the floor of the station platforms.
Testing of the third rail requires the use of a volt probe. The volt probe should be tested on a known electric source before being used on the third rail. This will confirm that the volt probe is operational before being used on the third rail. 1 I O volt receptacles are located through out the Metro system. They are found under every other fluorescent light in the tunnels (this is approximately every 80 feet), and under every other bench on the station platforms, as well as in walls and occasionally in the floor of the station platforms.
For areas where no known electric sources are available, use two different volt probes simultaneously to test third rail.
When contact is made over the ETS phone, for the purpose of shutting down electrical power, OCC will comply by utilizing a computer control to take power down in the area requested. This is known as a “supervisory power outage”.
Should power need to be shut down for an extended period of time Metro employees will then report to the appropriate traction power sub-station or tiebreaker station and complete a fail safe procedure called “Red Tag”.
RED TAG
This procedure is followed for extended power down operations
STRAY CURRENT
In the Metro system the principle used for electric distribution to run the rail cars is positive from third rail and negative return to the running rails. This negative is not a true earth ground.
Current can be conducted by a metal object in contact with the rails or rail cars or somebody making contact with one of these items. The voltage involved can be as great as 60 volts. Although this voltage is not lethal it can be shocking.
ABNORMAL CONDITIONS
There are two conditions that may exist that conceivably could create lethal voltage and current levels to present.
1 . Whenever a traction power substation is down for regular maintenance. In this situation current has to travel much further distances to return to the substation ground. This increases the resistance which is the negative electricity that has to be overcome and this current will seek the path of least resistance, and possibly seek easier route to ground.
2. Whenever yard power is supplied by a mainline traction power substation. Again the electrical current travel distance may be great and the same problem could occur as described above.
START-UP OPERATIONS
During the pre-revenue phase testing of a new line, third rail power will be energized and under the control of “Start-up Operations”. OCC will not have control of the third rail during these pre-revenue operations.
. During an emergency operation the only way to shut down third rail power is to depress the red mushroom button in the ETS box or have Metro power personnel rack the breakers at a traction power substation or tie-breaker station.
There are three separate types of electrical toads found in the Metro system. Each has a distinct purpose and priority with which it supplies electrical power.
NON-ESSENTIAL LOADS
These are electrical supplies that are not necessary to the basic operation of the system.
ESSENTIAL LOADS
These are electrical loads that are required to operate basic services to the system.
EMERGENCY LOADS
These electric loads are absolutely necessary for safe operations.
TUNNEL EMERGENCY POWER
In the tunnels, emergency battery power will operate 25% of the lighting (every 4th light) above the safety walk. These batteries are designed to supply emergency power for up to three hours. Communications systems are also wired to the emergency battery power system in the tunnels, allowing phone and radio communications to continue in the absence of AC power.
STATION EMERGENCY POWER
In stations emergency battery power will supply lighting and communications for up to three hours. Emergency lighting in the stations is about 25 percent of normal lighting. Lights at the top and bottom of stairways and escalators as well as phones and radios will also operate with emergency battery power. Elevator communications systems will operate during power outages
Any incidents in the vards or on yard trackaqe must be coordinated throuah the vardmaster. OCC does have communications with the yardmaster and can assist in contacting them in an emergency.
Any incidents in the vards or on yard trackaqe must be coordinated throuah the vardmaster. OCC does have communications with the yardmaster and can assist in contacting them in an emergency.
The underground portions of the system also contain antennae that support communication over some Fire/Rescue radio frequencies. Public telephones can also be used to communicate with OCC from outside the system and patched into a conference call with personnel operating at the emergency scene. The underground portions of the system have been retrofitted with cellular phone antennae to allow cell phone use in tunnels. This system can also be utilized to communicate with Fire/Rescue personnel or OCC during an emergency.
The underground portions of the system also contain antennae that support communication over some Fire/Rescue radio frequencies. Public telephones can also be used to communicate with OCC from outside the system and patched into a conference call with personnel operating at the emergency scene. The underground portions of the system have been retrofitted with cellular phone antennae to allow cell phone use in tunnels. This system can also be utilized to communicate with Fire/Rescue personnel or OCC during an emergency.
Those portions of the system that are not open for revenue operations fall under the control of “Start-up”. In the final phases of construction, when testing is being done, “Start-up” will control the operation of that section of track right-of-way.
Those portions of the system that are not open for revenue operations fall under the control of “Start-up”. In the final phases of construction, when testing is being done, “Start-up” will control the operation of that section of track right-of-way.
WAYSIDE TELEPHONE SYSTEM
These telephones are found in the ETS (blue light) boxes located along the track right-of-way at approximately (blank______) foot intervals, as well as at each end of every station platform and occasionally in some service rooms.
WAYSIDE TELEPHONE SYSTEM
These telephones are found in the ETS (blue light) boxes located along the track right-of-way at approximately 800 foot intervals, as well as at each end of every station platform and occasionally in some service rooms.
PRIVATE AUTOMATIC BRANCH EXCHANGE (PABX) SYSTEM
PABX phones are those that are not part of the wayside telephone system. They are found in the service rooms, fan shafts and also part of the station Kiosk phone links. PABX is a separate phone system used to dial numbers in the Metro phone system. They are normally tan in color.
PRIVATE AUTOMATIC BRANCH EXCHANGE (PABX) SYSTEM
PABX phones are those that are not part of the wayside telephone system. They are found in the service rooms, fan shafts and also part of the station Kiosk phone links. PABX is a separate phone system used to dial numbers in the Metro phone system. They are normally tan in color.
PASSENGER EMERGENCY REPORTING SYSTEM (PERS)
Passengers can also communicate with the Kiosk by using the “Passenger Emergency Reporting System” (PERS). PERS units are mounted on the pylons or stanchions throughout all stations. They are marked with graphics and in braille for easy identification. By depressing the talk button you can communicate with the station Kiosk to seek assistance. The PERS can also be utilized by the Fire/Rescue personnel to communicate with the Kiosk.
PASSENGER EMERGENCY REPORTING SYSTEM (PERS)
Passengers can also communicate with the Kiosk by using the “Passenger Emergency Reporting System” (PERS). PERS units are mounted on the pylons or stanchions throughout all stations. They are marked with graphics and in braille for easy identification. By depressing the talk button you can communicate with the station Kiosk to seek assistance. The PERS can also be utilized by the Fire/Rescue personnel to communicate with the Kiosk.
The normal ventilation of the underground portion of the Metro system results from train movement in the tunnels and the use of mechanical fans to assist fresh air exchange during operations. Ventilation during emergency conditions is accomplished mechanically. Fans are used in either the supply mode or the exhaust mode, depending upon need
The normal ventilation of the underground portion of the Metro system results from train movement in the tunnels and the use of mechanical fans to assist fresh air exchange during operations. Ventilation during emergency conditions is accomplished mechanically. Fans are used in either the supply mode or the exhaust mode, depending upon need
The vent shafts contain thermostatically controlled louvers and fans that allow air movement. They also work in conjunction with emergency ventilation fans in case of a fire. As long as the fans are in the “automatic operation” mode the thermostats will operate the fans. During emergencies OCC can remotely activate the fans from their computers.
The vent shafts contain thermostatically controlled louvers and fans that allow air movement. They also work in conjunction with emergency ventilation fans in case of a fire. As long as the fans are in the “automatic operation” mode the thermostats will operate the fans. During emergencies OCC can remotely activate the fans from their computers.
Tunnel ventilation is achieved by four different modes of operation:
- Low temperature mode (below 50 degrees Fahrenheit) Dampers and fans are not operating. Train movement provides all ventilation.
- Normal temperature mode (50 to 95 degrees Fahrenheit) Dampers are open, but fans are not operating. Train movement provides ventilation.
- High temperature mode (above 95 degrees Fahrenheit) Dampers open and fans operating in the exhaust setting.
- Em-ecg.ency..-m.Qde - Dampers open and fans are operating under the control of OCC in the direction necessary. When the
Fire/Rescue services arrive, fan control becomes the responsibility of the Incident Commander.
STATIONS ventilation
The fans are part of the station air exchange system by which cool air is supplied to the station when the temperature exceeds 70 degrees Fahrenheit
When the outside air temperature drops below 70 degrees, thermostatic controls automatically stop the fans and close the dampers.
There are 20 platform air conditioning units per platform.
20 air conditioning units per platform
Emergency ventilation fan shafts have been installed to assist in the movement of smoke and air underground. The fans used are power operated and reversible. The fan shafts contain from two to seven 60 inch, 50,000 cfm (cubic feet per minute) exhaust or 35,000 cfm supply fans.
Emergency ventilation fan shafts have been installed to assist in the movement of smoke and air underground. The fans used are power operated and reversible. The fan shafts contain from two to seven 60 inch, 50,000 cfm (cubic feet per minute) exhaust or 35,000 cfm supply fans.
In the fan control box you will find settings to control the direction of the fans. They are:
“Emergency exhaust” - Fan manually operating to exhaust.
“Emergency supply” - Fan manually operating to supply air.
“Automatic operation” - Fan operating by the thermostat or under the control of OCC. Can be in either supply or exhaust mode as needed.
“Off’ - Fan manually stopped. Some of the older fans in the system do not contain “Off” positions.
In the fan control box you will find settings to control the direction of the fans. They are:
“Emergency exhaust” - Fan manually operating to exhaust.
“Emergency supply” - Fan manually operating to supply air.
“Automatic operation” - Fan operating by the thermostat or under the control of OCC. Can be in either supply or exhaust mode as needed.
“Off’ - Fan manually stopped. Some of the older fans in the system do not contain “Off” positions.
The controls of the fans are electric/pneumatic. When activation is requested, it normally take 40 to 60 seconds for the fans to actually start. Since OCC controls the fans from their computer screens, it may be necessary for Fire/Rescue personnel to confirm the operation and direction of the fans with them.
The controls of the fans are electric/pneumatic. When activation is requested, it normally take 40 to 60 seconds for the fans to actually start. Since OCC controls the fans from their computer screens, it may be necessary for Fire/Rescue personnel to confirm the operation and direction of the fans with them.
During emergencies, the station ventilation fans can be utilized to supply fresh air or exhaust the products of combustion. Fans in the station dome can also be used to exhaust smoke. Underplatform fans can also exhaust or supply air. OCC will react to the report of a fire at the platform level by activating ventilation fans in the exhaust mode. Hopefully this will clear an evacuation path for passengers by bringing air in through the escalator way, and forcing smoke into the tunnel. If a fire is reported at the mezzanine level, OCC will activate the station fans in the supply mode and force the smoke out of the station and away from the evacuation routes.
During emergencies, the station ventilation fans can be utilized to supply fresh air or exhaust the products of combustion. Fans in the station dome can also be used to exhaust smoke. Underplatform fans can also exhaust or supply air. OCC will react to the report of a fire at the platform level by activating ventilation fans in the exhaust mode. Hopefully this will clear an evacuation path for passengers by bringing air in through the escalator way, and forcing smoke into the tunnel. If a fire is reported at the mezzanine level, OCC will activate the station fans in the supply mode and force the smoke out of the station and away from the evacuation routes.
SUPPLY MODE
When you are supplying air into the tunnel, consider where it will be exhausted. The exhaust could block an exit needed to evacuate passengers.
It is advisable to have fresh air pushed into the exit route for evacuations. This prevents the evacuees from having to travel through a smoke filled atmosphere.
SUPPLY MODE
When you are supplying air into the tunnel, consider where it will be exhausted. The exhaust could block an exit needed to evacuate passengers.
It is advisable to have fresh air pushed into the exit route for evacuations. This prevents the evacuees from having to travel through a smoke filled atmosphere.
EXHAUST MODE
Only use the exhaust fan shaft as a last resort for either entrance or evacuation. If a fire is involved, the products of combustion will be traveling up the shaft and could endanger either Fire/Rescue personnel or passengers. For the same reason evacuation in the exhaust direction should not be the primary route.
EXHAUST MODE
Only use the exhaust fan shaft as a last resort for either entrance or evacuation. If a fire is involved, the products of combustion will be traveling up the shaft and could endanger either Fire/Rescue personnel or passengers. For the same reason evacuation in the exhaust direction should not be the primary route.
OFF MODE
In the event of a chemical or biological release it may be necessary to completely shut down all ventilation systems to prevent contamination of areas not directly effected by the initial release.
OFF MODE
In the event of a chemical or biological release it may be necessary to completely shut down all ventilation systems to prevent contamination of areas not directly effected by the initial release.
THERMOSTAT OPERATIONS
On some occasions the fans may operate even when instructions have been given OCC not to operate them. During times of high heat (above 95 degrees Fahrenheit) thermostats control the fan operation. To prevent the fans from operating by the thermostat, have OCC place the fans in the “Emergency Stop” mode.
THERMOSTAT OPERATIONS
On some occasions the fans may operate even when instructions have been given OCC not to operate them. During times of high heat (above 95 degrees Fahrenheit) thermostats control the fan operation. To prevent the fans from operating by the thermostat, have OCC place the fans in the “Emergency Stop” mode.
COMBINATION FIXED-TEMPERATURE AND TEMPERATURE RATE-OF-RISE DETECTORS
These detectors activate if the ambient temperature exceeds 135 degrees Fahrenheit or if the temperature rises greater that 15 degrees Fahrenheit in one minute.
COMBINATION FIXED-TEMPERATURE AND TEMPERATURE RATE-OF-RISE DETECTORS
These detectors activate if the ambient temperature exceeds 135 degrees Fahrenheit or if the temperature rises greater that 15 degrees Fahrenheit in one minute.
FIXED-TEMPERATURE DETECTORS
The fixed-temperature detectors are used exclusively in fan and vent shafts. They activate when the ambient temperature exceeds 135 degrees Fahrenheit.
FIXED-TEMPERATURE DETECTORS
The fixed-temperature detectors are used exclusively in fan and vent shafts. They activate when the ambient temperature exceeds 135 degrees Fahrenheit.
Right-of-way detection systems are located every 800 feet along with the ETS boxes and at ROW gates.
Right-of-way detection systems are located every 800 feet along with the ETS boxes and at ROW gates.
ALARM RESPONSE
An alarm is transmitted by the sensor if ambient vapor levels are exceeded. The system is calibrated so that a warning is transmitted if 20 percent of the lower flammable limit for the product is reached. An alarm is transmitted when 40 percent of the lower flammable limit is reached. It is amplified and transmitted to the system monitor in the communications room serving the area. The alarm is then relayed to OCC.
ALARM RESPONSE
An alarm is transmitted by the sensor if ambient vapor levels are exceeded. The system is calibrated so that a warning is transmitted if 20 percent of the lower flammable limit for the product is reached. An alarm is transmitted when 40 percent of the lower flammable limit is reached. It is amplified and transmitted to the system monitor in the communications room serving the area. The alarm is then relayed to OCC.
The Intrusion Detection and Warning (IDW) system runs along the sides of the Metro right-of-way. Generally every fourth fence post is equipped with a tilt switch that activates if the fence post tilts more than 30 degrees.
The Intrusion Detection and Warning (IDW) system runs along the sides of the Metro right-of-way. Generally every fourth fence post is equipped with a tilt switch that activates if the fence post tilts more than 30 degrees.
FIRE SUPPRESSION SYSTEMS
Both automatic and manual fire suppression systems are used in the Metro system. Automatic systems include sprinklers, Halon, and FM 200.
HALON SYSTEMS
During fire conditions halogenated agents breakdown and form toxic products. The decomposition of the agent begins with exposure to flame or temperatures above 900 degrees Fahrenheit. Areas that have experienced a fire and discharge of halogenated agents should not be entered without adequate respiratory protection. Ventilation of the area is necessary. Halon 1301, the agent used by Metro, is heavier than air and must be removed by mechanical ventilation.
Discharge nozzles are located every 50 vertical feet along the escalator pan. Each nozzle is rated at 5 gallons per minute discharge.
Discharge nozzles are located every 50 vertical feet along the escalator pan. Each nozzle is rated at 5 gallons per minute discharge.
STANDPIPE SYSTEMS
Standpipe systems are provided for all stations and underground portions of the right-of-way. Station and tunnel standpipe systems are not interconnected
STANDPIPE SYSTEMS
Standpipe systems are provided for all stations and underground portions of the right-of-way. Station and tunnel standpipe systems are not interconnected
NOTE: The Rhode Island Avenue Station is not equipped with a standpipe system.
SUB-SURFACE STATION STANDPIPE SYSTEMS
Standpipes in sub-surface stations are connected to the municipal water system (wet systems). The supply siamese connections are marked with the Metro logo to identify them. Transfer stations, those with two platform levels, have the standpipe systems interconnected so that both levels are supplied simultaneously.
SUB-SURFACE STATION STANDPIPE SYSTEMS
Standpipes in sub-surface stations are connected to the municipal water system (wet systems). The supply siamese connections are marked with the Metro logo to identify them. Transfer stations, those with two platform levels, have the standpipe systems interconnected so that both levels are supplied simultaneously.
Standpipe outlets are also located in the platform floor every? _______. They can be accessed by removing the manhole cover. The manhole cover will be engraved with the word “standpipe” on it to identify which manholes contain the hose valves.
Standpipe outlets are also located in the platform floor every 200 feet. They can be accessed by removing the manhole cover. The manhole cover will be engraved with the word “standpipe” on it to identify which manholes contain the hose valves.
SURFACE AND AERIAL STATIONS
Standpipes in surface and aerial stations are not connected to the municipal water system, they are dry systems.
SURFACE AND AERIAL STATIONS
Standpipes in surface and aerial stations are not connected to the municipal water system, they are dry systems.
SURFACE AND AERIAL STATIONS
Standpipes in surface and aerial stations are not connected to the municipal water system, they are dry systems. Supply siamese connections will be located close to the station and marked with the Metro logo to identify them.
SURFACE AND AERIAL STATIONS
Standpipes in surface and aerial stations are not connected to the municipal water system, they are dry systems. Supply siamese connections will be located close to the station and marked with the Metro logo to identify them.
Whenever the surface or aerial standpipes are filled with water, Metro personnel MUST be notified. This will insure that the system is properly drained and placed back in service after use, and to prevent freezing and broken pipes.
Whenever the surface or aerial standpipes are filled with water, Metro personnel MUST be notified. This will insure that the system is properly drained and placed back in service after use, and to prevent freezing and broken pipes.
TUNNEL STANDPIPE SYSTEMS
Each tunnel has a dry standpipe installed in it. The piping runs along the wall of the tunnel opposite the safety walkway, which normally means it is located directly above the third rail. Tunnel standpipes are not interconnected. To insure that you are connected to the proper segment of standpipe, use the Emergency Response Maps to verify the standpipe locations. The piping is painted red and outlets are located every 200 feet.
TUNNEL STANDPIPE SYSTEMS
Each tunnel has a dry standpipe installed in it. The piping runs along the wall of the tunnel opposite the safety walkway, which normally means it is located directly above the third rail. Tunnel standpipes are not interconnected. To insure that you are connected to the proper segment of standpipe, use the Emergency Response Maps to verify the standpipe locations. The piping is painted red and outlets are located every 200 feet.
Testing of the third rail requires the use of a volt probe. The volt probe should be tested on a known electric source before being used on the third rail.
1 10 volt receptacles are located through out the Metro system. They are found under every other fluorescent light in the tunnels (this is approximately every 80 feet), and under every other bench on the station platforms, as well as in walls and occasionally in the floor of the station platforms.
During the testing of the third rail someone should stand by to protect the tester from being bumped or pushed. This will allow the tester to focus completely on the task at hand. If the test shows that power is down, it is recommended that the volt probe be retested on a known electric source to confirm that it has worked properly.
During the testing of the third rail someone should stand by to protect the tester from being bumped or pushed. This will allow the tester to focus completely on the task at hand. If the test shows that power is down, it is recommended that the volt probe be retested on a known electric source to confirm that it has worked properly.
WARNING STROBE AND ALARM DEVICE (WSAD)
Once third rail power is tested and confirmed down, a
Warning Strobe and Alarm Device (WSAD) should be affixed to the third rail to ensure that power remains shut down. This unit will provide an audible and visual alarm if third rail power is reenergized
WARNING STROBE AND ALARM DEVICE (WSAD)
Once third rail power is tested and confirmed down, a
Warning Strobe and Alarm Device (WSAD) should be affixed to the third rail to ensure that power remains shut down. This unit will provide an audible and visual alarm if third rail power is reenergized
TUNNELS
Emergency ventilation fan shafts have been installed to assist in the movement of smoke and air underground. The fans used are power operated and reversible. The fan shafts contain from two to seven 60 inch, HOW MUCH? cfm (cubic feet per minute) exhaust or HOW MUCH? cfm supply fans.
TUNNELS
Emergency ventilation fan shafts have been installed to assist in the movement of smoke and air underground. The fans used are power operated and reversible. The fan shafts contain from two to seven 60 inch, 50,000 cfm (cubic feet per minute) exhaust or 35,000 cfm supply fans.
The controls of the fans are electric/pneumatic. When activation is requested, it normally take 40 to 60 seconds for the fans to actually start.
The controls of the fans are electric/pneumatic. When activation is requested, it normally take 40 to 60 seconds for the fans to actually start.
SUPPLY MODE
It is advisable to have fresh air pushed into the exit route for evacuations. This prevents the evacuees from having to travel through a smoke filled atmosphere. If the supply fan shaft is an evacuation exit, it may be advisable to utilize another fan shaft to supply air and prevent passengers from having to fight their way up the supplying fan shaft.
SUPPLY MODE
It is advisable to have fresh air pushed into the exit route for evacuations. This prevents the evacuees from having to travel through a smoke filled atmosphere. If the supply fan shaft is an evacuation exit, it may be advisable to utilize another fan shaft to supply air and prevent passengers from having to fight their way up the supplying fan shaft.
EXHAUST MODE
Only use the exhaust fan shaft as a last resort for either entrance or evacuation. If a fire is involved, the products of combustion will be traveling up the shaft and could endanger either Fire/Rescue personnel or passengers. For the same reason evacuation in the exhaust direction should not be the primary route.
EXHAUST MODE
Only use the exhaust fan shaft as a last resort for either entrance or evacuation. If a fire is involved, the products of combustion will be traveling up the shaft and could endanger either Fire/Rescue personnel or passengers. For the same reason evacuation in the exhaust direction should not be the primary route.
The power is supplied by two utility companies in the following voltages:
1 ). 1 3,800 volts is supplied from Potomac Electric Power Company (PEPCO)
2). 34,500 volts if supplied by Virginia Power.
The power is supplied by two utility companies in the following voltages:
1 ). 1 3,800 volts is supplied from Potomac Electric Power Company (PEPCO)
2). 34,500 volts if supplied by Virginia Power.
Traction power substations are normally located about every mile throughout the Metrorail system.
Traction power substations are normally located about every mile throughout the Metrorail system.
Tie-breaker stations contain circuit breakers. The tiebreaker stations located in between the traction power substations.
Tie-breaker stations contain circuit breakers. The tiebreaker stations located in between the traction power substations.
A gray protective fiberglass cover is located over the third rail. This cover is rated to withstand 250 pounds per inch of force.
A gray protective fiberglass cover is located over the third rail. This cover is rated to withstand 250 pounds per inch of force.
A third rail is not one continuous rail. Therefore you will find it in many segments. (The maximum length of a section of third rail is 800 feet.) These segments are normally found on the mainline portions of the rail system.
A third rail is not one continuous rail. Therefore you will find it in many segments. (The maximum length of a section of third rail is 800 feet.) These segments are normally found on the mainline portions of the rail system.
Emergency Trip Station (ET S) Boxes ETS boxes are located at lengths approximately 800 feet along the mainline, and at each end of every Metrorail station.
Emergency Trip Station (ET S) Boxes ETS boxes are located at lengths approximately 800 feet along the mainline, and at each end of every Metrorail station.
To remove power from a portion of the third rail, pick up the phone in the ETS box, contact OCC, by dialing “O”, and advise them of the reason why third rail power needs to be removed. OCC will require the caller to identify themselves by name, rank, and if needed unit number.
To remove power from a portion of the third rail, pick up the phone in the ETS box, contact OCC, by dialing “O”, and advise them of the reason why third rail power needs to be removed. OCC will require the caller to identify themselves by name, rank, and if needed unit number.
REMOVING THIRD RAIL POWER
Third rail power can safely be removed in two different ways. The preferred way is by contacting OCC via telephone. But in an emergency situation the use of the red mushroom button in the ETS box can be utilized. The proper method for each of these actions will be described below.
REMOVING THIRD RAIL POWER
Third rail power can safely be removed in two different ways. The preferred way is by contacting OCC via telephone. But in an emergency situation the use of the red mushroom button in the ETS box can be utilized. The proper method for each of these actions will be described below.
To insure that alt power is removed in the area of the emergency you must pick up the phone. dial “O” and talk directly with OCC. This will insure that you get power removed in atl the areas that you need.
To insure that alt power is removed in the area of the emergency you must pick up the phone. dial “O” and talk directly with OCC. This will insure that you get power removed in atl the areas that you need.
. 1 I O volt receptacles are located through out the Metro system. They are found under every other fluorescent light in the tunnels (this is approximately every 80 feet), and under every other bench on the station platforms, as well as in walls and occasionally in the floor of the station platforms.
. 1 I O volt receptacles are located through out the Metro system. They are found under every other fluorescent light in the tunnels (this is approximately every 80 feet), and under every other bench on the station platforms, as well as in walls and occasionally in the floor of the station platforms.
If the WSAD activates during use by either restoration of third rail power or by malfunction the unit must be returned to Metro via the Metro Liaison Officer for servicing.
If the WSAD activates during use by either restoration of third rail power or by malfunction the unit must be returned to Metro via the Metro Liaison Officer for servicing.
outage”. This is the method that will initially be used to remove power. Should power need to be shut down for an extended period of time Metro employees will then report to the appropriate traction power sub-station or tiebreaker station and complete a fail safe procedure called “Red Tag”.
RED TAG
This procedure is followed for extended power down operations. Metro employees will rack the breakers out in the traction power substation, or tie breaker station to ensure power can not inadvertently be restored. When this action is completed the “red tag” number will be given to the Fire/Rescue Incident Commander to control for the remainder of the emergency.
outage”. This is the method that will initially be used to remove power. Should power need to be shut down for an extended period of time Metro employees will then report to the appropriate traction power sub-station or tiebreaker station and complete a fail safe procedure called “Red Tag”.
RED TAG
This procedure is followed for extended power down operations. Metro employees will rack the breakers out in the traction power substation, or tie breaker station to ensure power can not inadvertently be restored. When this action is completed the “red tag” number will be given to the Fire/Rescue Incident Commander to control for the remainder of the emergency.
