metro sogs Flashcards
B. A Different Approach from Routine Operations
A Metrorail emergency will be very different from routine operations. The potential number of victims is staggering. The tunnel is a foreign and hostile environment. Hose lines will be operating from standpipes. There will be very little traditional truck work. Truck companies will be concerned with safety supervision, emergency medical care, logistics, and support functions. Ventilation will be accomplished by built-in systems.
B. A Different Approach from Routine Operations
A Metrorail emergency will be very different from routine operations. The potential number of victims is staggering. The tunnel is a foreign and hostile environment. Hose lines will be operating from standpipes. There will be very little traditional truck work. Truck companies will be concerned with safety supervision, emergency medical care, logistics, and support functions. Ventilation will be accomplished by built-in systems.
D. Overall Strategy
The overall strategy for managing a Metro emergency can be organized into four steps. These four steps can be remembered by using the acronym ACRE.
ACRE
THE STRATEGY FOR MANAGING A METRO EMERGENCY
A. Access Locate the emergency and find the best access to the site. C. Control Control the emergency; manage the victims, remove the hazards, extinguish any fire, ventilate, and organize the scene.
R. Rescue Rescue any entrapped victims.
E. Evacuate&EMS Evacuate the site and provide emergency medical care as needed.
D. Overall Strategy
The overall strategy for managing a Metro emergency can be organized into four steps. These four steps can be remembered by using the acronym ACRE.
ACRE
THE STRATEGY FOR MANAGING A METRO EMERGENCY
A. Access Locate the emergency and find the best access to the site. C. Control Control the emergency; manage the victims, remove the hazards, extinguish any fire, ventilate, and organize the scene.
R. Rescue Rescue any entrapped victims.
E. Evacuate&EMS Evacuate the site and provide emergency medical care as needed.
B. Metro Station Box Alarms
A Metro Station Box Alarm will be dispatched for the report of a fire, smoke, or other major incident located in a station. A report of a derailment, crash, or potential mass casualty incident in a station will have a Metro Station Box Alarm dispatched. In addition, a 2nd rescue squad, a Mass Casualty Task Force, and additional EMS units based on the report will be added. The Hazmat Unit will be added for the report of an explosion, major hazmat, or multiple victims, cause unknown. A Metro Station Box Alarm has the following assignment:
B. Metro Station Box Alarms
A Metro Station Box Alarm will be dispatched for the report of a fire, smoke, or other major incident located in a station. A report of a derailment, crash, or potential mass casualty incident in a station will have a Metro Station Box Alarm dispatched. In addition, a 2nd rescue squad, a Mass Casualty Task Force, and additional EMS units based on the report will be added. The Hazmat Unit will be added for the report of an explosion, major hazmat, or multiple victims, cause unknown. A Metro Station Box Alarm has the following assignment:
5 Engines
2 — Trucks
1 — BFC’s — Ops (1 st due is Incident Commander)
1 — BFC-SpOps (if not available, a BFC-FFD is dispatched) Rescue Squad 1 — EMS Supervisor
1 -Basic EMS Unit
1 — Medic Unit
1 Safety Battalion Chief
5 Engines
2 — Trucks
1 — BFC’s — Ops (1 st due is Incident Commander)
1 — BFC-SpOps (if not available, a BFC-FFD is dispatched) Rescue Squad 1 — EMS Supervisor
1 -Basic EMS Unit
1 — Medic Unit
1 Safety Battalion Chief
All units except the fourth due engine will be dispatched to the main station entrance as announced. The fourth due engine will be dispatched to a specific alternate entrance or emergency exit in the case of single entry stations.
All units except the fourth due engine will be dispatched to the main station entrance as announced. The fourth due engine will be dispatched to a specific alternate entrance or emergency exit in the case of single entry stations.
C. Metro Surface Box Alarms and Metro Aerial Box Alarms
A Metro Surface or Aerial Box Alarm will be dispatched for the report of a fire, smoke, or other major incident located on a Metro surface or aerial right of way.
Units will be dispatched to the closest station or point of access that may be recommended by Metro OCC. Metro Surface and *Aerial Box Alarms will have the following assignment:
5 — Engines
2 Trucks
1 BFC’s — Ops (1 st due is Incident Commander)
1 BFC-Sp Ops (if not available, a BFC-FFD is dispatched)
I — Rescue Squad
I EMS Supervisor
1 Basic EMS Unit
1 — Medic Unit
1 Safety Battalion Chief
Tower-3 will be automatically dispatched as a 3 rd truck on a Metro
Aerial Box Alarm assignment. See the Metro Aerial Box Alarm SOG
Chapter XII, Section C and Chapter XIV, Section E for more information.
C. Metro Surface Box Alarms and Metro Aerial Box Alarms
A Metro Surface or Aerial Box Alarm will be dispatched for the report of a fire, smoke, or other major incident located on a Metro surface or aerial right of way.
Units will be dispatched to the closest station or point of access that may be recommended by Metro OCC. Metro Surface and *Aerial Box Alarms will have the following assignment:
5 — Engines
2 Trucks
1 BFC’s — Ops (1 st due is Incident Commander)
1 BFC-Sp Ops (if not available, a BFC-FFD is dispatched)
I — Rescue Squad
I EMS Supervisor
1 Basic EMS Unit
1 — Medic Unit
1 Safety Battalion Chief
Tower-3 will be automatically dispatched as a 3 rd truck on a Metro
Aerial Box Alarm assignment. See the Metro Aerial Box Alarm SOG
Chapter XII, Section C and Chapter XIV, Section E for more information.
Metro Tunnel Box Alarm Assignment
Primary Station Secondary Station 4 Engines 2 — Engines 2 — Trucks 1 — Truck 1 BFC-FFD 1 BFC-SpOps (if not available, a BFC-Ops will be sent) 1 — Rescue Squad 1 EMS Supervisor 1 — Basic Unit
1 Medic Unit
I Safety Battalion Chief
Metro Tunnel Box Alarm Assignment
Primary Station Secondary Station 4 Engines 2 — Engines 2 — Trucks 1 — Truck 1 BFC-FFD 1 BFC-SpOps (if not available, a BFC-Ops will be sent) 1 — Rescue Squad 1 EMS Supervisor 1 — Basic Unit
1 Medic Unit
I Safety Battalion Chief
The station closest to the incident will be designated the Primary Station, and the station most distant from the incident will be designated the Secondary Station.
Four (4) engines, two (2) trucks, two (2) BFC’s), one (1) rescue squad, one (1) ambulance, one (1) medic unit, and one (1) EMS Supervisor will be dispatched to the Primary Station.
Two (2) engines and one (1) truck will be dispatched to the Secondary Station.
The station closest to the incident will be designated the Primary Station, and the station most distant from the incident will be designated the Secondary Station.
Four (4) engines, two (2) trucks, two (2) BFC’s), one (1) rescue squad, one (1) ambulance, one (1) medic unit, and one (1) EMS Supervisor will be dispatched to the Primary Station.
Two (2) engines and one (1) truck will be dispatched to the Secondary Station.
E. Metro Local Alarm Assignment
1. Overview
The implementation of the Rail Operations Control Center (ROCC) Liaison position and the expansion of cameras throughout the system allows improved identification and location of emergencies. To ensure the appropriate resources are sent to mitigate an emergency the Department has created a Metro Local Alarm assignment. This Standard Operating Guideline (SOG) provides guidance for the initial actions of the Metro Local Alarm units. The goal is to first identify if the incident is an emergency or a maintenance issue. Then to either address the emergency or ensure that WMATA does not need assistance.
E. Metro Local Alarm Assignment
1. Overview
The implementation of the Rail Operations Control Center (ROCC) Liaison position and the expansion of cameras throughout the system allows improved identification and location of emergencies. To ensure the appropriate resources are sent to mitigate an emergency the Department has created a Metro Local Alarm assignment. This Standard Operating Guideline (SOG) provides guidance for the initial actions of the Metro Local Alarm units. The goal is to first identify if the incident is an emergency or a maintenance issue. Then to either address the emergency or ensure that WMATA does not need assistance.
The Metro Local Alarm consists of the following assignment: 3-Engines 2 Trucks 1 -BFC-Ops (Incident Commander) 1 Special Operations Battalion Chief
The Metro Local Alarm consists of the following assignment: 3-Engines 2 Trucks 1 -BFC-Ops (Incident Commander) 1 Special Operations Battalion Chief
- Strategy
A one station deployment strategy will be used and the entire alarm will respond to the primary station. The primary station will be the closest station to the reported location of the arcing insulator or other reported problem as confirmed by the ROCC Liaison.
- Strategy
A one station deployment strategy will be used and the entire alarm will respond to the primary station. The primary station will be the closest station to the reported location of the arcing insulator or other reported problem as confirmed by the ROCC Liaison.
. Recon of the secondary station may be conducted at the Incident Commander’s discretion by either the 3rd due Engine or remotely by the ROCC Liaison.
. Recon of the secondary station may be conducted at the Incident Commander’s discretion by either the 3rd due Engine or remotely by the ROCC Liaison.
A maintenance problem is an issue in which METRO Emergency Response Team (ERT) is working to resolve and the fire department will maintain incident command and provide support requested by the ERT leader. For example, an arcing insulator with METRO ERT on scene would be identified as a maintenance problem.
A maintenance problem is an issue in which METRO Emergency Response Team (ERT) is working to resolve and the fire department will maintain incident command and provide support requested by the ERT leader. For example, an arcing insulator with METRO ERT on scene would be identified as a maintenance problem.
An emergency response is for any event that is an immediate threat to the health and safety of responders or citizens. For example, a trash can fire on the platform would be identified as an emergency response.
An emergency response is for any event that is an immediate threat to the health and safety of responders or citizens. For example, a trash can fire on the platform would be identified as an emergency response.
RECON GROUP- First and Second Due Engines, First Due Truck, and Special Operation Battalion Chief assigned tasks:
One officer from the 1 st due Engine or the 1 st due Truck will be designated as the “Recon Group Supervisor” until the arrival of the Special Operations Battalion Chief and will be responsible for the Group’s actions, accountability, and as much as possible, the radio transmissions regarding same. The “Recon Group Supervisor” will be responsible for investigating the reported hazard and making a recommendation to the Incident Commander regarding any further action required.
RECON GROUP- First and Second Due Engines, First Due Truck, and Special Operation Battalion Chief assigned tasks:
One officer from the 1 st due Engine or the 1 st due Truck will be designated as the “Recon Group Supervisor” until the arrival of the Special Operations Battalion Chief and will be responsible for the Group’s actions, accountability, and as much as possible, the radio transmissions regarding same. The “Recon Group Supervisor” will be responsible for investigating the reported hazard and making a recommendation to the Incident Commander regarding any further action required.
For example, the Recon Group Supervisor may make contact with metro maintenance personnel who are working to repair an arching insulator with little or no smoke conditions and not require any assistance from the Fire Department and make the following transmission, “Recon Group to Operations 6, Metro Maintenance Personnel are on the scene ofan arcing insulator in the right of way between DuPont Circle and Farragut North, no smoke or fire conditions are present and they do not require any fire department assistance, recommend placing all units in service.” The truck officer is responsible for addressing safety concerns while operating within the Recon Group.
For example, the Recon Group Supervisor may make contact with metro maintenance personnel who are working to repair an arching insulator with little or no smoke conditions and not require any assistance from the Fire Department and make the following transmission, “Recon Group to Operations 6, Metro Maintenance Personnel are on the scene ofan arcing insulator in the right of way between DuPont Circle and Farragut North, no smoke or fire conditions are present and they do not require any fire department assistance, recommend placing all units in service.” The truck officer is responsible for addressing safety concerns while operating within the Recon Group.
First Due Engine — assigned tasks:
- Respond to the assigned station entrance as dispatched. The officer will give a size-up report on the assigned TAC Channel upon arrival.
- Stand by to supply the station standpipe. If needed the driver will supply the station standpipe system. Use the hand or reverse lay.
- The officer of the first due engine will notify the Incident Commander that they are entering the station.
- The officer and two firefighters will enter the station at the Entry Control Point. The UDC will be placed on the officer’s seat to be picked up by the Accountability Group (should one be established). The driver’s PAT will be removed and kept with the driver.
First Due Engine — assigned tasks:
- Respond to the assigned station entrance as dispatched. The officer will give a size-up report on the assigned TAC Channel upon arrival.
- Stand by to supply the station standpipe. If needed the driver will supply the station standpipe system. Use the hand or reverse lay.
- The officer of the first due engine will notify the Incident Commander that they are entering the station.
- The officer and two firefighters will enter the station at the Entry Control Point. The UDC will be placed on the officer’s seat to be picked up by the Accountability Group (should one be established). The driver’s PAT will be removed and kept with the driver.
- Carry in the assigned equipment.
- Obtain station keys located in the Knox Box. (The Knox Box is usually found on the right side of the station entrance, just inside the access gate.)
- Proceed to the kiosk closest to the tunnel involved and obtain information from a Metro representative, if available. Request all available information about the emergency to include:
Location of the emergency.
Status of third rail power on tracks in the area.
Train movement
Confirmation of ROCC contact with train operator
Ventilation system status
- Carry in the assigned equipment.
- Obtain station keys located in the Knox Box. (The Knox Box is usually found on the right side of the station entrance, just inside the access gate.)
- Proceed to the kiosk closest to the tunnel involved and obtain information from a Metro representative, if available. Request all available information about the emergency to include:
Location of the emergency.
Status of third rail power on tracks in the area.
Train movement
Confirmation of ROCC contact with train operator
Ventilation system status
- It is important that the Recon Group Supervisor, Operations, and all other units are made aware of the situation. If radio communication difficulties are encountered in the Metro system, the first due engine company officer must relay this information by whatever means available; such as telephone, department apparatus cell phone, the establishment of a “line of sight radio chain” on a “talk around channel” (015,016), or using a “runner.”
- It is important that the Recon Group Supervisor, Operations, and all other units are made aware of the situation. If radio communication difficulties are encountered in the Metro system, the first due engine company officer must relay this information by whatever means available; such as telephone, department apparatus cell phone, the establishment of a “line of sight radio chain” on a “talk around channel” (015,016), or using a “runner.”
- Meet the second due engine and the first due truck at the Kiosk or other appropriate position and form the Primary Station Recon Group. Ensure it is known who will be the Recon Group Supervisor (designated by the IC).
- Meet the second due engine and the first due truck at the Kiosk or other appropriate position and form the Primary Station Recon Group. Ensure it is known who will be the Recon Group Supervisor (designated by the IC).
- Fill station standpipe as necessary with hydrant pressure only. Slowly increase tol 50 psi if needed (Metro SOG Chapter 5, Section H.4).
- Fill station standpipe as necessary with hydrant pressure only. Slowly increase tol 50 psi if needed (Metro SOG Chapter 5, Section H.4).
Second Due Engine — assigned tasks:
- Respond to the assigned station entrance as dispatched.
- Place UDC’s on the officer’s seat of the first-due engine. The driver’s PAT will be removed and kept with the driver.
- The officer and two firefighters will enter the station at the Primary Station Entry Control Point.
- Meet the first due engine and the first due truck at the Kiosk or other appropriate position and form the Recon Group. Report to the Recon Group Supervisor (either the 1 st due engine officer or the 1 st due truck officer as designated by the
Second Due Engine — assigned tasks:
- Respond to the assigned station entrance as dispatched.
- Place UDC’s on the officer’s seat of the first-due engine. The driver’s PAT will be removed and kept with the driver.
- The officer and two firefighters will enter the station at the Primary Station Entry Control Point.
- Meet the first due engine and the first due truck at the Kiosk or other appropriate position and form the Recon Group. Report to the Recon Group Supervisor (either the 1 st due engine officer or the 1 st due truck officer as designated by the
First Due Truck — assigned tasks:
- Respond to the station; Park one block away.
- All thé members will gather the needed equipment and report to the Entry Control Point.
- Place the UDC on the officer’s seat of the 1 st due engine
- Enter the station at the Entry Control Point and proceed to the Kiosk or other location as announced and meet the first due engine as part of the Recon Group.
- Monitor the scene for hazards and ensure no companies enter the right of way or the track bed without permission of the IC.
First Due Truck — assigned tasks:
- Respond to the station; Park one block away.
- All thé members will gather the needed equipment and report to the Entry Control Point.
- Place the UDC on the officer’s seat of the 1 st due engine
- Enter the station at the Entry Control Point and proceed to the Kiosk or other location as announced and meet the first due engine as part of the Recon Group.
- Monitor the scene for hazards and ensure no companies enter the right of way or the track bed without permission of the IC.
Second Due Truck - Stage until assigned
Second Due Truck - Stage until assigned
The Third Due Engine Company on a Metro Local Alarm will remain uncommitted (2 blocks away in line of approach) and available to perform multiple tasks as directed by the IC including but not limited to the following:
Standby to assist the Recon Group to provide a communications relay. Standby to serve as the accountability officer at the Entry Control Point should the assignment be upgraded.
Standby to respond to the secondary station entrance or alternate entrance if incident is reported in a single-entry station.
Standby to respond to the Secondary Station and serve as the Secondary Station Recon Group Supervisor if the incident is reported to be in the right of way between two stations.
The Third Due Engine Company on a Metro Local Alarm will remain uncommitted (2 blocks away in line of approach) and available to perform multiple tasks as directed by the IC including but not limited to the following:
Standby to assist the Recon Group to provide a communications relay. Standby to serve as the accountability officer at the Entry Control Point should the assignment be upgraded.
Standby to respond to the secondary station entrance or alternate entrance if incident is reported in a single-entry station.
Standby to respond to the Secondary Station and serve as the Secondary Station Recon Group Supervisor if the incident is reported to be in the right of way between two stations.
A Metro Hazardous Materials/CB-EMIS Alarm response consists of the following assignment: 3 — Engines 1 — Truck 1 — SpOps BFC (if not available, a BFC-Ops will be sent) 1 — Rescue Squad 1 — EMS Supervisor 1 — Basic Unit 1 — Medic Unit 1 — Safety Battalion Chief
A Metro Hazardous Materials/CB-EMIS Alarm response consists of the following assignment: 3 — Engines 1 — Truck 1 — SpOps BFC (if not available, a BFC-Ops will be sent) 1 — Rescue Squad 1 — EMS Supervisor 1 — Basic Unit 1 — Medic Unit 1 — Safety Battalion Chief
Metro Rescue Alarm A Metro Rescue Alarm will be dispatched for persons injured or trapped anywhere in the Metro system that will require technical rescue capabilities. A Metro Rescue Alarm will have the following minimum assignment: I — Engine I — Truck I — SpOps BFC (if not available, a BFC-Ops will be sent) I — Rescue Squad I — EMS Supervisor I — Basic Unit I — Medic Unit 1 — Safety Battalion Chief
Metro Rescue Alarm A Metro Rescue Alarm will be dispatched for persons injured or trapped anywhere in the Metro system that will require technical rescue capabilities. A Metro Rescue Alarm will have the following minimum assignment: I — Engine I — Truck I — SpOps BFC (if not available, a BFC-Ops will be sent) I — Rescue Squad I — EMS Supervisor I — Basic Unit I — Medic Unit 1 — Safety Battalion Chief
Metro Medical Local Alarms
The Metro Medical Local response assignment will consist of the following:
• I st Responder Unit (i.e., engine, truck, or rescue squad)
EMS unit(s) (basic, medic, and/or a Supervisor, as appropriate.)
Units dispatched to Medical Local Alarms in Metro will be dispatched to the closest station or other point of access which may be recommended by Metro OCC. Medical emergencies which occur in the Metro system, but are not located in the right of way, such as a platform or mezzanine, do not involve control of 3 rd rail power to address, or do not involve entrapment on an escalator, etc. will be handled in accordance with normal Medical Local Alarm protocols. Units dispatched on such alarms that discover a victim is in the “right of way”, 3 rd rail power management is needed, or entrapment will immediately request appropriate assistance and take proper actions to ensure rescuer and victim safety is addressed to the best of their ability, until additional resources arrive.
Metro Medical Local Alarms
The Metro Medical Local response assignment will consist of the following:
• I st Responder Unit (i.e., engine, truck, or rescue squad)
EMS unit(s) (basic, medic, and/or a Supervisor, as appropriate.)
Units dispatched to Medical Local Alarms in Metro will be dispatched to the closest station or other point of access which may be recommended by Metro OCC. Medical emergencies which occur in the Metro system, but are not located in the right of way, such as a platform or mezzanine, do not involve control of 3 rd rail power to address, or do not involve entrapment on an escalator, etc. will be handled in accordance with normal Medical Local Alarm protocols. Units dispatched on such alarms that discover a victim is in the “right of way”, 3 rd rail power management is needed, or entrapment will immediately request appropriate assistance and take proper actions to ensure rescuer and victim safety is addressed to the best of their ability, until additional resources arrive.
111- I
111, SAFETY
A. General Safety Rules
1. All personnel entering any Metro right of way will wear full personal protective equipment (PPE), including self-contained breathing apparatus (SCBA), unless they are responding to a medical local alarm.
2. Personnel operating in the right of way must always be watching for unexpected train movement. Be aware that an approaching train may not be readily heard. A (WHAT?) is the greatest hazard.
111- I
111, SAFETY
A. General Safety Rules
1. All personnel entering any Metro right of way will wear full personal protective equipment (PPE), including self-contained breathing apparatus (SCBA), unless they are responding to a medical local alarm.
2. Personnel operating in the right of way must always be watching for unexpected train movement. Be aware that an approaching train may not be readily heard. A moving train is the greatest hazard.
- No one will enter the track bed until all of the following provisions have been met:
Permission has been granted by the Incident Commander.
Metro OCC has confirmed that all power has been removed and all train movement in the area has stopped.
The emergency trip switches (ETS) have been pushed for all affected sections of track.
The third rail has been tested with a volt probe. Refer to the Metrorail Emergency Services Training Manual for the proper procedure.
- No one will enter the track bed until all of the following provisions have been met:
Permission has been granted by the Incident Commander.
Metro OCC has confirmed that all power has been removed and all train movement in the area has stopped.
The emergency trip switches (ETS) have been pushed for all affected sections of track.
The third rail has been tested with a volt probe. Refer to the Metrorail Emergency Services Training Manual for the proper procedure.
The third rail is not one continuous rail. It consists of several independent sections of rail throughout the entire railroad. Each new section of third rail may be energized because it is on a different electrical circuit. Wherever you encounter a gap in the third rail, each new section must be tested, and de-energized. When an emergency trip switch (ETS) is pushed in a blue light box, the power is removed to the specific section or sections of third rail covered by that ETS. Blue light boxes and ETS’s are not placed at every end of each section of third rail. Personnel should realize that if they encounter a new section of third rail before coming to a blue light box, it may be energized. Personnel may have to walk past energized sections of the third rail in order to get to an ETS to remove the power.
The third rail is not one continuous rail. It consists of several independent sections of rail throughout the entire railroad. Each new section of third rail may be energized because it is on a different electrical circuit. Wherever you encounter a gap in the third rail, each new section must be tested, and de-energized. When an emergency trip switch (ETS) is pushed in a blue light box, the power is removed to the specific section or sections of third rail covered by that ETS. Blue light boxes and ETS’s are not placed at every end of each section of third rail. Personnel should realize that if they encounter a new section of third rail before coming to a blue light box, it may be energized. Personnel may have to walk past energized sections of the third rail in order to get to an ETS to remove the power.
There may be as many as (HOW MANY?) different sections of third rail in a switching area, crossover area, or interlocking. All Emergency Trip Switches (ETS) in the area must be operated in order to remove all third rail power. WSAD’s must be placed on each de-energized section of third rail. See Figure Ill-I.
There may be as many as six (6) different sections of third rail in a switching area, crossover area, or interlocking. All Emergency Trip Switches (ETS) in the area must be operated in order to remove all third rail power. WSAD’s must be placed on each de-energized section of third rail. See Figure Ill-I.
- Caution will be used when operating near any switches. Do not place feet, hands, tools, etc. in switch points. They operate instantly, without warning, and close with several hundred pounds of pressure. Hands and feet caught in a switch will be crushed and stuck in the switch until OCC can open it. The electrical power that controls these switches is independent from the third rail power. So, a switch is still dangerous, even if the third rail power is off. To work safely around switches, they will be placed in the “blocked” position with 4- inch x by 4-inch cribbing that is carried on the rescue squads. Cribbing may sometimes be found in the tunnels near the switches. See Figure Ill-I.
- Caution will be used when operating near any switches. Do not place feet, hands, tools, etc. in switch points. They operate instantly, without warning, and close with several hundred pounds of pressure. Hands and feet caught in a switch will be crushed and stuck in the switch until OCC can open it. The electrical power that controls these switches is independent from the third rail power. So, a switch is still dangerous, even if the third rail power is off. To work safely around switches, they will be placed in the “blocked” position with 4- inch x by 4-inch cribbing that is carried on the rescue squads. Cribbing may sometimes be found in the tunnels near the switches. See Figure Ill-I.
- Never touch a third rail current collector paddle or “pickup shoe” on any car. If any of these paddles are in contact with an energized third rail, all paddles on that car will be energized. If a car is in contact with two or more sections of third rail, each section must be de-energized and tested.
- Never touch a third rail current collector paddle or “pickup shoe” on any car. If any of these paddles are in contact with an energized third rail, all paddles on that car will be energized. If a car is in contact with two or more sections of third rail, each section must be de-energized and tested.
l l . Use four wheel chocks to chock a wheel on each side of a car. Chock in front of and behind each wheel.
l l . Use four wheel chocks to chock a wheel on each side of a car. Chock in front of and behind each wheel.
- “NO CLEARANCE” signs are displayed at locations where there is insufficient clearance between the train and the tunnel walls, or other immovable objects. Use extreme caution when operating in such areas.
- “NO CLEARANCE” signs are displayed at locations where there is insufficient clearance between the train and the tunnel walls, or other immovable objects. Use extreme caution when operating in such areas.
- Chopper controller cars, Rohr 1000 & 8000, Breda 3000 & 4000, and CAF / AAI 5000 Series numbered cars, can store electrical current in their resistor grids for up to (HOW MANY?) minutes after third rail power has been removed. This is a lethal hazard. The Filter Capacitor Discharge Switch (FCDS) that is located on the bottom of the chopper control box can be operated to discharge these capacitors. The electrical power should be discharged in about (HOWMANY?) seconds after the operation of the FCDS. If personnel will be working in the track bed near the undercarriage of the train, the FCDS must be operated. Refer to the Metrorail_Emergency Services Training Manual for the correct operation of the FCDS.
- Chopper controller cars, Rohr 1000 & 8000, Breda 3000 & 4000, and CAF / AAI 5000 Series numbered cars, can store electrical current in their resistor grids for up to 15 minutes after third rail power has been removed. This is a lethal hazard. The Filter Capacitor Discharge Switch (FCDS) that is located on the bottom of the chopper control box can be operated to discharge these capacitors. The electrical power should be discharged in about 15 seconds after the operation of the FCDS. If personnel will be working in the track bed near the undercarriage of the train, the FCDS must be operated. Refer to the Metrorail_Emergency Services Training Manual for the correct operation of the FCDS.
- Stray current is not lethal, but may cause a shock if a car or running rail and a grounded object are touched simultaneously. Stray current will remain after the third rail power is removed. Stray current may be higher when the third rail is wet.
- Stray current is not lethal, but may cause a shock if a car or running rail and a grounded object are touched simultaneously. Stray current will remain after the third rail power is removed. Stray current may be higher when the third rail is wet.
- Personnel will not enter any shaft except when it is also an emergency exit with a stairway, and permission has been granted to make such entry. Fan •and vent shafts which only have fixed ladders will not be used. These ladders are too steep and narrow to provide adequate safety, and do not always terminate at the track bed.
- Personnel will not enter any shaft except when it is also an emergency exit with a stairway, and permission has been granted to make such entry. Fan •and vent shafts which only have fixed ladders will not be used. These ladders are too steep and narrow to provide adequate safety, and do not always terminate at the track bed.
Personnel should be stationed on the perimeters of railway operations to watch for moving trains. Personnel will be
equipped with hand light and portable radios. They should be positioned as a signaler in a safe area approximately 750 feet on each side of the
incident for Metro trains.
Personnel should be stationed on the perimeters of railway operations to watch for moving trains. Personnel will be
equipped with hand light and portable radios. They should be positioned as a signaler in a safe area approximately 750 feet on each side of the
incident for Metro trains.
. When flagging is used for railroads, such as Amtrak, B&O, or CSX, the distance should be increased to two miles.
. When flagging is used for railroads, such as Amtrak, B&O, or CSX, the distance should be increased to two miles.
Flagging Procedure
B. Waning Strobe Alarm Device (WSAD) Procedures
The WSAD is a device used to alert personnel when power has been restored to a de-energized section of third rail. If you are in contact with the third rail when the power is restored, a WSAD will not protect you from electrical shock and you will be electrocuted. A WSAD will not be used to test the third rail. The WSAD will be tested and used in accordance with procedures established in the Metrorail Emergency Services Training Manual. These rules apply:
Flagging Procedure
B. Waning Strobe Alarm Device (WSAD) Procedures
The WSAD is a device used to alert personnel when power has been restored to a de-energized section of third rail. If you are in contact with the third rail when the power is restored, a WSAD will not protect you from electrical shock and you will be electrocuted. A WSAD will not be used to test the third rail. The WSAD will be tested and used in accordance with procedures established in the Metrorail Emergency Services Training Manual. These rules apply:
- WSADs are carried by all truck companies, rescue squads, Air Units, and the HazMat Unit.
- WSADs are carried by all truck companies, rescue squads, Air Units, and the HazMat Unit.
- At least one WSAD will be used whenever personnel are in the track bed area. At least one WSAD will be placed on each section of third rail that personnel are exposed to in the work area. This includes all third rail sections that are in contact with the involved train. At least one WSAD will be placed in front of and behind the involved train.
- At least one WSAD will be used whenever personnel are in the track bed area. At least one WSAD will be placed on each section of third rail that personnel are exposed to in the work area. This includes all third rail sections that are in contact with the involved train. At least one WSAD will be placed in front of and behind the involved train.
Crossovers and inter-locks may require four to six WSAD’s
- WSAD’s will be used in pairs if there are enough WSADs available. This will ensure protection in the unlikely event that one WSAD malfunctions.
- The unit acting as the safety company, usually the first due tuck, will be responsible for the placement of WSADs.
Crossovers and inter-locks may require four to six WSAD’s
- WSAD’s will be used in pairs if there are enough WSADs available. This will ensure protection in the unlikely event that one WSAD malfunctions.
- The unit acting as the safety company, usually the first due tuck, will be responsible for the placement of WSADs.
Personnel Accountability System
The Personnel Accountability System defines a “hazard zone” as any area that requires a SCBA or in which a firefighter is at risk of becoming lost, trapped, or injured by the environment or structure. All areas of Metro, especially stations and tunnels, will be considered a hazard zone.
Personnel Accountability System
The Personnel Accountability System defines a “hazard zone” as any area that requires a SCBA or in which a firefighter is at risk of becoming lost, trapped, or injured by the environment or structure. All areas of Metro, especially stations and tunnels, will be considered a hazard zone.
Level Ill Entry Control Accountability will be required on all Metro incidents.
Level Ill Entry Control Accountability mandates using only one point of entry. This may not be feasible at all Metro incidents. For example, at some incidents units will enter at two stations, and possibly an emergency exit or an elevator. To compensate, Level Ill Entry Control Accountability will be implemented at each main station entrance. The number of Entry Control Points will be kept to an absolute minimum. Generally, there should only be one or two Entry Control Points for an incident, and never more than three (HOW MANY?).
Level Ill Entry Control Accountability will be required on all Metro incidents.
Level Ill Entry Control Accountability mandates using only one point of entry. This may not be feasible at all Metro incidents. For example, at some incidents units will enter at two stations, and possibly an emergency exit or an elevator. To compensate, Level Ill Entry Control Accountability will be implemented at each main station entrance. The number of Entry Control Points will be kept to an absolute minimum. Generally, there should only be one or two Entry Control Points for an incident, and never more than three (3).
Personnel will enter only at a designated Entry Control Point.
If personnel do not enter at an Entry Control Point it will be very difficult to account for their safety. It must be emphasized that personnel will exit at the same Entry Control Point at which they entered. If circumstances prohibit this, the Accountability Officer(s) will be notified. This will ensure that accountability is maintained for all personnel.
Personnel will enter only at a designated Entry Control Point.
If personnel do not enter at an Entry Control Point it will be very difficult to account for their safety. It must be emphasized that personnel will exit at the same Entry Control Point at which they entered. If circumstances prohibit this, the Accountability Officer(s) will be notified. This will ensure that accountability is maintained for all personnel.
The point of entry and location of the Accountability Officer will be known as the Entry Control Point. The Entry Control Point(s) will be at the street level of the main station entrance(s). Initially, an Accountability Officer(s) will only be established at these Entry Control Points.
The point of entry and location of the Accountability Officer will be known as the Entry Control Point. The Entry Control Point(s) will be at the street level of the main station entrance(s). Initially, an Accountability Officer(s) will only be established at these Entry Control Points.
For incidents on a surface or aerial right of way, units will be dispatched to the closest station or other point of access recommended by Metro OCC. When the best access is determined by units on the scene, the Incident Commander will designate the Entry Control Point. In such cases, the Entry Control Point may be located in a station, portal, or right of way fence gate.
For incidents on a surface or aerial right of way, units will be dispatched to the closest station or other point of access recommended by Metro OCC. When the best access is determined by units on the scene, the Incident Commander will designate the Entry Control Point. In such cases, the Entry Control Point may be located in a station, portal, or right of way fence gate.
Accountability Officer assumes duty at an alternate Entry Control Point, the UDC’s will be picked up from the apparatus and maintained at the Entry Control Point.
Accountability Officer assumes duty at an alternate Entry Control Point, the UDC’s will be picked up from the apparatus and maintained at the Entry Control Point.
- Accountability Procedures for Multiple Points of Entry
Alternate Entry Control Points will only be staffed with Accountability Officers at the discretion of the Incident Commander. It is recommended that they be staffed when more than two units are ordered to enter at that point.
- Accountability Procedures for Multiple Points of Entry
Alternate Entry Control Points will only be staffed with Accountability Officers at the discretion of the Incident Commander. It is recommended that they be staffed when more than two units are ordered to enter at that point.
Prior to entering at an alternate Entry Control Point, officers will notify the Incident Commander of the unit and the number of personnel entering. As a general safety rule, two personnel will enter and two will standby outside. If and when this alternate Entry Control Point is staffed with an Accountability Officer, the Level Ill Entry Control Accountability procedures described here will be applied. Again, it must be emphasized that personnel will exit at the same Entry Control Point at which they entered.
Prior to entering at an alternate Entry Control Point, officers will notify the Incident Commander of the unit and the number of personnel entering. As a general safety rule, two personnel will enter and two will standby outside. If and when this alternate Entry Control Point is staffed with an Accountability Officer, the Level Ill Entry Control Accountability procedures described here will be applied. Again, it must be emphasized that personnel will exit at the same Entry Control Point at which they entered.
- Accountability/Command Unit
* * The 2nd due engine at the Secondary Station on a Tunnel Box Alarm is the Accountability/Contro\ Unit because they do not send any personnel to assist the Recon Branch Director.
- Accountability/Command Unit
* * The 2nd due engine at the Secondary Station on a Tunnel Box Alarm is the Accountability/Contro\ Unit because they do not send any personnel to assist the Recon Branch Director.
The officer in charge of accountability (third due engine ; 2nd due engine at the
Secondary Station on a Tunnel Box Alarm) will serve as the Accountability
Officer. At least one firefighter will assist. On a Station, Surface, or Aerial Box Alarm uncommitted personnel from the third due engine will assist the Recon Branch Director.
The officer in charge of accountability (third due engine ; 2nd due engine at the
Secondary Station on a Tunnel Box Alarm) will serve as the Accountability
Officer. At least one firefighter will assist. On a Station, Surface, or Aerial Box Alarm uncommitted personnel from the third due engine will assist the Recon Branch Director.
On a tunnel incident, there will only be one firefighter from the third due engine available to assist the Recon Branch Director. This is because the driver will be assigned to supply a tunnel standpipe.
On a tunnel incident, there will only be one firefighter from the third due engine available to assist the Recon Branch Director. This is because the driver will be assigned to supply a tunnel standpipe.
At the Secondary Station on a Tunnel Box Alarm, the second due engine, who is the Accountability/Control Unit at that entrance, will pick-up the UDC’s of prior arriving units (first due engine and truck at the Secondary Station) from the officer’s seat of the first due engine located there.
At the Secondary Station on a Tunnel Box Alarm, the second due engine, who is the Accountability/Control Unit at that entrance, will pick-up the UDC’s of prior arriving units (first due engine and truck at the Secondary Station) from the officer’s seat of the first due engine located there.
Since there is not a BFC with an accountability board dispatched initially to the Secondary Station, the UDC’s will be placed in the second due engine’s Metro Bag which will be kept at the Secondary Station Entry Control Point.
Since there is not a BFC with an accountability board dispatched initially to the Secondary Station, the UDC’s will be placed in the second due engine’s Metro Bag which will be kept at the Secondary Station Entry Control Point.
Once the Accountability Officers are in place, the commanding officers of all companies entering the Metrorail system will bring their UDC’s with PAT’s and give them to the Accountability Officer at their Entry Control Point.
Once the Accountability Officers are in place, the commanding officers of all companies entering the Metrorail system will bring their UDC’s with PAT’s and give them to the Accountability Officer at their Entry Control Point.
d. Assist with Roll Call
When the Incident Commander orders a roll call, the Accountability Officer at each Entry Control Point will maintain the position, and the assisting firefighter will:
1. Make a list of all the units that have entered at their Entry Control Point.
d. Assist with Roll Call
When the Incident Commander orders a roll call, the Accountability Officer at each Entry Control Point will maintain the position, and the assisting firefighter will:
1. Make a list of all the units that have entered at their Entry Control Point.
Accountability Unit at the Secondary Station on a Tunnel Box Alarm and/or another remote entry control point that was later established at an emergency exit as an example, the list of companies that entered can be made verbally via radio.
Accountability Unit at the Secondary Station on a Tunnel Box Alarm and/or another remote entry control point that was later established at an emergency exit as an example, the list of companies that entered can be made verbally via radio.
To assist in reducing radio traffic, use “face to face” communication, when possible.
All units will advise the officer they report to of their location and accountability for members they are responsible for. (i.e., units in Groups/Divisions will advise their Supervisor, Supervisors will advise their Branch Directors, Branch Directors will advise their Section Chief, Section Chiefs will advise the Incident Commander.)
To assist in reducing radio traffic, use “face to face” communication, when possible.
All units will advise the officer they report to of their location and accountability for members they are responsible for. (i.e., units in Groups/Divisions will advise their Supervisor, Supervisors will advise their Branch Directors, Branch Directors will advise their Section Chief, Section Chiefs will advise the Incident Commander.)
. Results of roll call
If any unit or member found to be unaccounted for, two attempts will be made to ascertain their accountability and location. If after two attempts contact has not been made, a “MAYDAY” will be declared and handled per Departmental policy.
. Results of roll call
If any unit or member found to be unaccounted for, two attempts will be made to ascertain their accountability and location. If after two attempts contact has not been made, a “MAYDAY” will be declared and handled per Departmental policy.
. Communications in the Metro System
A key component to the effective management of any emergency is communications. Communications for a Metro incident will be hampered by the large number of resources needed, a possible large area incident, and the construction and location of stations and tunnels. Face to face communications are encouraged, when possible, to assist with eliminating radio traffic when there are many units operating at an incident.
. Communications in the Metro System
A key component to the effective management of any emergency is communications. Communications for a Metro incident will be hampered by the large number of resources needed, a possible large area incident, and the construction and location of stations and tunnels. Face to face communications are encouraged, when possible, to assist with eliminating radio traffic when there are many units operating at an incident.
C. Radio Communications for Subsurface Incidents
The Department’s transition to the 800 MHz digital trunking radio system greatly improved the ability of radios in subsurface Metro locations to communicate with those located on the surface.
C. Radio Communications for Subsurface Incidents
The Department’s transition to the 800 MHz digital trunking radio system greatly improved the ability of radios in subsurface Metro locations to communicate with those located on the surface.
Due to these improvements, the use of the 800 MHz radio system in subsurface Metro locations will follow the same guidelines and procedures as detailed in
“Communications Operations Bulletin No. 1.” This would include the use of assigned Fireground TAC Channels, the “Vehicle Repeater System” (VRS) and “talkaround channels” (015, 016, A15, A16).
Due to these improvements, the use of the 800 MHz radio system in subsurface Metro locations will follow the same guidelines and procedures as detailed in
“Communications Operations Bulletin No. 1.” This would include the use of assigned Fireground TAC Channels, the “Vehicle Repeater System” (VRS) and “talkaround channels” (015, 016, A15, A16).
These alternative methods, as detailed below, can be used in conjunction with, or in place of the 800 MHz radio system if it is ineffective.
1. Command Conference Line
These alternative methods, as detailed below, can be used in conjunction with, or in place of the 800 MHz radio system if it is ineffective.
1. Command Conference Line
Step 1:
Obtain a dial tone.
Step 2:
Dial 202-962-2890, you will receive a greeting from WMATA conference line, wait 10-15 seconds, the conference line will designate your call in the order it was received and place you into conference. Example “you are caller three, you are now in conference”.
Step 1:
Obtain a dial tone.
Step 2:
Dial 202-962-2890, you will receive a greeting from WMATA conference line, wait 10-15 seconds, the conference line will designate your call in the order it was received and place you into conference. Example “you are caller three, you are now in conference”.
Rules for Conference Line:
- If you are not actively using the Command Conference Line, cover the mouthpiece or place the phone on “Hold” until you need to participate again.
- Do not place your phone on “Speaker” when using the Command Conference Line.
Rules for Conference Line:
- If you are not actively using the Command Conference Line, cover the mouthpiece or place the phone on “Hold” until you need to participate again.
- Do not place your phone on “Speaker” when using the Command Conference Line.
Telephones can be found:
in blue light boxes located every 800 feet along the Metro right of way.
in Kiosks.
at the base of emergency exit shafts.
near the fan control panel at all fan shafts.
in some service rooms.
You can reach any telephone within the Metro system by dialing its four or five digit telephone number. Telephone numbers for kiosks are listed on the Emergency Response Maps.
Telephones can be found:
in blue light boxes located every 800 feet along the Metro right of way.
in Kiosks.
at the base of emergency exit shafts.
near the fan control panel at all fan shafts.
in some service rooms.
You can reach any telephone within the Metro system by dialing its four or five digit telephone number. Telephone numbers for kiosks are listed on the Emergency Response Maps.
- Kiosk
There are two telephone lines in the Kiosk that we can use. Only one line can be used at a time, since there is only one handset. The second line (second button to the right of the hold button) should be used to make outgoing calls. This is to keep the first line open for incoming calls. The first line is the only line which rings for incoming calls. Outside calls can be made from this phone by dialing 0, requesting an outside line, and then dialing the number
- Kiosk
There are two telephone lines in the Kiosk that we can use. Only one line can be used at a time, since there is only one handset. The second line (second button to the right of the hold button) should be used to make outgoing calls. This is to keep the first line open for incoming calls. The first line is the only line which rings for incoming calls. Outside calls can be made from this phone by dialing 0, requesting an outside line, and then dialing the number
- Public Telephones
Public or pay telephones are also available in all Metro stations. They may be found at the mezzanine level near fare-card machines and kiosks, and on platforms. OUC can be reached by dialing 911.
- Public Telephones
Public or pay telephones are also available in all Metro stations. They may be found at the mezzanine level near fare-card machines and kiosks, and on platforms. OUC can be reached by dialing 911.
The Passenger Emergency Reporting System (PERS) is an intercom system connecting the kiosk and the station platform. The intercom is located in a pylon on the platform approximately 200 feet from the ends of the platform. This is a good means of communication between the kiosk and personnel operating on the platform.
The Passenger Emergency Reporting System (PERS) is an intercom system connecting the kiosk and the station platform. The intercom is located in a pylon on the platform approximately 200 feet from the ends of the platform. This is a good means of communication between the kiosk and personnel operating on the platform.
- Metro Radios
Station managers, Metro Transit Police officers, train operators and other Metro employees have portable radios that can contact OCC. Fire/EMS personnel can contact OCC and relay messages to OUC via those Metro radios.
- Metro Radios
Station managers, Metro Transit Police officers, train operators and other Metro employees have portable radios that can contact OCC. Fire/EMS personnel can contact OCC and relay messages to OUC via those Metro radios.
Each train is equipped with a radio and a public address system. The train operator also has a Metro portable radio. Those radios can contact OCC and relay messages to our OUC. The public address system can be used to communicate with the passengers in the train. It can be operated by either the train operator or OCC.
Each train is equipped with a radio and a public address system. The train operator also has a Metro portable radio. Those radios can contact OCC and relay messages to our OUC. The public address system can be used to communicate with the passengers in the train. It can be operated by either the train operator or OCC.
A. Considerations for Water Supply to Metro Standpipes
Although pre-connected lines are an option for stations and other surface areas, almost all attack lines in Metro facilities will be operating from standpipes. Supplying the correct standpipes and doing it efficiently will be critical. Factors concerning water supply are the location of standpipe siamese connections, proximity of fire hydrants, and personnel requirements. Company officers will take these factors into consideration when preplanning Metro facilities.
A. Considerations for Water Supply to Metro Standpipes
Although pre-connected lines are an option for stations and other surface areas, almost all attack lines in Metro facilities will be operating from standpipes. Supplying the correct standpipes and doing it efficiently will be critical. Factors concerning water supply are the location of standpipe siamese connections, proximity of fire hydrants, and personnel requirements. Company officers will take these factors into consideration when preplanning Metro facilities.
B. Hand Laying Supply Lines
In most cases, hydrants and Metro Siamese connections are located close together. Wagon drivers should hand lay lines to the siamese connections whenever possible, and position the wagon at the hydrant.
B. Hand Laying Supply Lines
In most cases, hydrants and Metro Siamese connections are located close together. Wagon drivers should hand lay lines to the siamese connections whenever possible, and position the wagon at the hydrant.
C. Siamese Connection to Hydrant Reverse Layout
If the hydrant is too far away from the siamese connection(s) to hand lay lines, or the nearest hydrant is out of service, the siamese connection to hydrant reverse layout will be used. In this procedure, the wagon connects directly to the Metro standpipe siamese connection (one or two lines), and reverse lays to a hydrant.
C. Siamese Connection to Hydrant Reverse Layout
If the hydrant is too far away from the siamese connection(s) to hand lay lines, or the nearest hydrant is out of service, the siamese connection to hydrant reverse layout will be used. In this procedure, the wagon connects directly to the Metro standpipe siamese connection (one or two lines), and reverse lays to a hydrant.
E. The Hydrant to Siamese Connection or Hydrant to Fire Layout
This method will not be used
E. The Hydrant to Siamese Connection or Hydrant to Fire Layout
This method will not be used
F. Station versus Tunnel Standpipe Siamese Connections
At some Metro facilities the siamese connections for the station and tunnel standpipes are located next to each other. They are not interconnected. Subsurface standpipes have a plaque attached which indicates the vertical drop and maximum horizontal run. See Figure V-I for examples. The Water Supply Group Supervisor will ensure that both standpipes are supplied, when appropriate.
F. Station versus Tunnel Standpipe Siamese Connections
At some Metro facilities the siamese connections for the station and tunnel standpipes are located next to each other. They are not interconnected. Subsurface standpipes have a plaque attached which indicates the vertical drop and maximum horizontal run. See Figure V-I for examples. The Water Supply Group Supervisor will ensure that both standpipes are supplied, when appropriate.
. Water Supply for Metro Tunnel Standpipes
Establishing a water supply to the appropriate standpipe(s) is critical. Tunnel standpipes are dry and are not interconnected. There may be more than five different, independent standpipes in a section of tunnel. Metro OCC will report the fire location by chain marker number. The current Metrorail Emergency Response Maps show each standpipe, the area it covers, and the location of its siamese connection.
. Water Supply for Metro Tunnel Standpipes
Establishing a water supply to the appropriate standpipe(s) is critical. Tunnel standpipes are dry and are not interconnected. There may be more than five different, independent standpipes in a section of tunnel. Metro OCC will report the fire location by chain marker number. The current Metrorail Emergency Response Maps show each standpipe, the area it covers, and the location of its siamese connection.
STANDPIPES TO BE SUPPLIED FOR A TUNNEL INCIDENT
- The tunnel standpipe covering the train location (given by OCC,)
- The tunnel standpipe on the inbound side of the incident,
- The tunnel standpipe on the outbound side of the incident,
- The Primary Station standpipe, and
- The Secondary Station standpipe.
STANDPIPES TO BE SUPPLIED FOR A TUNNEL INCIDENT
- The tunnel standpipe covering the train location (given by OCC,)
- The tunnel standpipe on the inbound side of the incident,
- The tunnel standpipe on the outbound side of the incident,
- The Primary Station standpipe, and
- The Secondary Station standpipe.
Tunnel standpipe outlets have identification numbers marked on or near each outlet, such as VD-9 or FA-6. When attack crews connect a hose line to a standpipe outlet, the officer will relay the identification number to the Water Supply Group Supervisor. The Water Supply Group Supervisor will verify that the appropriate standpipes have been supplied.
Tunnel standpipe outlets have identification numbers marked on or near each outlet, such as VD-9 or FA-6. When attack crews connect a hose line to a standpipe outlet, the officer will relay the identification number to the Water Supply Group Supervisor. The Water Supply Group Supervisor will verify that the appropriate standpipes have been supplied.
assignment. See Figure V-4.
Figure V-4
Standpipe Assignments Chart
Supply station Supply Primary Supply Secondary
1 st Due Engine standpipe at main Station standpipe Station standpipe station entrance. at main entrance. at main entrance.
2 nd Due Engine Standby to assist Supply assigned Standby to assist other en ines. tunnel stand i e. other en ines.
3rd Due Engine No standpipe Supply assigned Not applicable. assi nment. tunnel stand i e.
Supply station
4th Due Engine standpipe at Supply assigned Not applicable. tunnel standpipe. alternate entrance.
5th Due Engine No standpipe Not applicable Not applicable. assi nment.
assignment. See Figure V-4.
Figure V-4
Standpipe Assignments Chart
Supply station Supply Primary Supply Secondary
1 st Due Engine standpipe at main Station standpipe Station standpipe station entrance. at main entrance. at main entrance.
2 nd Due Engine Standby to assist Supply assigned Standby to assist other en ines. tunnel stand i e. other en ines.
3rd Due Engine No standpipe Supply assigned Not applicable. assi nment. tunnel stand i e.
Supply station
4th Due Engine standpipe at Supply assigned Not applicable. tunnel standpipe. alternate entrance.
5th Due Engine No standpipe Not applicable Not applicable. assi nment.
- Respond to the Station Entrance
Respond to the station entrance as dispatched and drop off the crew. If the company is responsible for a station standpipe, go to step 2. If the company is responsible for a tunnel standpipe, meet the Water Supply Group Supervisor, receive a standpipe assignment, respond to the assigned location, and then go to Step 2. Companies that are not responsible for station or tunnel standpipes will drop off the crew and stage one or more blocks away from the station entrances. Those wagon drivers will standby to assist any companies that are unable to accomplish their assignment. Always position the wagon so as not to block the EMS Loading Zone.
- Respond to the Station Entrance
Respond to the station entrance as dispatched and drop off the crew. If the company is responsible for a station standpipe, go to step 2. If the company is responsible for a tunnel standpipe, meet the Water Supply Group Supervisor, receive a standpipe assignment, respond to the assigned location, and then go to Step 2. Companies that are not responsible for station or tunnel standpipes will drop off the crew and stage one or more blocks away from the station entrances. Those wagon drivers will standby to assist any companies that are unable to accomplish their assignment. Always position the wagon so as not to block the EMS Loading Zone.
- Choose the Hand Lay or Siamese Connection to Hydrant Reverse Layout
If there is a hydrant close enough to the assigned siamese connection for a hand lay, position the engine at the hydrant and go to step 3. If the hydrant is too far for a hand lay, stop at the siamese connection, connect a three inch line to it, and reverse lay from the siamese connection to the hydrant.
As previously mentioned, sometimes station and tunnel standpipes are located next to each other. If the company has been assigned to charge both these standpipes, and will be using the siamese connection to hydrant layout, use the same procedure as used for a dual reverse layout. Connect hose lines to the two siamese connections as you would to another wagon for a dual reverse layout.
- Choose the Hand Lay or Siamese Connection to Hydrant Reverse Layout
If there is a hydrant close enough to the assigned siamese connection for a hand lay, position the engine at the hydrant and go to step 3. If the hydrant is too far for a hand lay, stop at the siamese connection, connect a three inch line to it, and reverse lay from the siamese connection to the hydrant.
As previously mentioned, sometimes station and tunnel standpipes are located next to each other. If the company has been assigned to charge both these standpipes, and will be using the siamese connection to hydrant layout, use the same procedure as used for a dual reverse layout. Connect hose lines to the two siamese connections as you would to another wagon for a dual reverse layout.
- Charge the Hydrant
Connect a soft sleeve to and open the hydrant. This will be done prior to doing a hand lay. If doing a siamese connection to hydrant reverse lay, the hydrant will be opened prior to breaking the three inch supply line in the hosebed and connecting it to a discharge outlet. This will facilitate laying to another hydrant if that hydrant is dead. Note the static pressure on the suction or intake gauge.
- Charge the Hydrant
Connect a soft sleeve to and open the hydrant. This will be done prior to doing a hand lay. If doing a siamese connection to hydrant reverse lay, the hydrant will be opened prior to breaking the three inch supply line in the hosebed and connecting it to a discharge outlet. This will facilitate laying to another hydrant if that hydrant is dead. Note the static pressure on the suction or intake gauge.
- Fill the Standpipe
Open the discharge to the standpipe supply line. Fill the standpipe with hydrant pressure only. Additional pressure will not be applied until ordered. If ordered to increase pressure, slowly build up to a pump pressure of 150 psi.
- Fill the Standpipe
Open the discharge to the standpipe supply line. Fill the standpipe with hydrant pressure only. Additional pressure will not be applied until ordered. If ordered to increase pressure, slowly build up to a pump pressure of 150 psi.
- Monitor the intake gauge
When the standpipe is completely filled, the water inside will stop flowing and become static again. The pressure indicated on the intake gauge should rise back toward the initial static reading. If this does not occur within 15 minutes, and attack lines are not being supplied from this standpipe, there may be an open valve or a rupture in the standpipe. Notify the Water Supply Group Supervisor on the fireground channel. If the Water Supply Group Supervisor does not answer the radio, notify Operations.
- Monitor the intake gauge
When the standpipe is completely filled, the water inside will stop flowing and become static again. The pressure indicated on the intake gauge should rise back toward the initial static reading. If this does not occur within 15 minutes, and attack lines are not being supplied from this standpipe, there may be an open valve or a rupture in the standpipe. Notify the Water Supply Group Supervisor on the fireground channel. If the Water Supply Group Supervisor does not answer the radio, notify Operations.
A. Ventilation Strategy
Another important factor in the management of a Metro fire is ventilation. Properly coordinated ventilation will establish a constant direction of air flow, move the smoke and heat away from attacking firefighters and exiting passengers confine the heat and smoke to a limited area, and facilitate fire extinguishment.
A. Ventilation Strategy
Another important factor in the management of a Metro fire is ventilation. Properly coordinated ventilation will establish a constant direction of air flow, move the smoke and heat away from attacking firefighters and exiting passengers confine the heat and smoke to a limited area, and facilitate fire extinguishment.
a. “Automatic”
In this position fans are remotely confrolled by OCC and locally controlled by thermostats. Fans will activate when temperatures rise above preset values. They may move air in either direction. OCC can only override thermostatic control when the local fan switch is in “Automatic”. A green light will be lit when the switch is in the “Automatic” position.
a. “Automatic”
In this position fans are remotely confrolled by OCC and locally controlled by thermostats. Fans will activate when temperatures rise above preset values. They may move air in either direction. OCC can only override thermostatic control when the local fan switch is in “Automatic”. A green light will be lit when the switch is in the “Automatic” position.
b. “Emergency Supply”
In this mode fans will move air into the station or tunnel. A red light will be lit when the switch is in the “Emergency Supply” position.
b. “Emergency Supply”
In this mode fans will move air into the station or tunnel. A red light will be lit when the switch is in the “Emergency Supply” position.
c. “Emergency Exhaust”
In this mode fans will move air out of the station or tunnel. A red light will be lit when the switch is in the “Emergency Exhaust” position.
c. “Emergency Exhaust”
In this mode fans will move air out of the station or tunnel. A red light will be lit when the switch is in the “Emergency Exhaust” position.
d. “Off”
The “Off’ position is not on all local fan control panels.
d. “Off”
The “Off’ position is not on all local fan control panels.
. Unless there is a very good reason, OCC’s initial ventilation direction should not be altered. This applies even if OCC has made an incorrect ventilation decision. Up to 1 ,600 passengers may be evacuating the train away from the heat and smoke. Changing the direction of the smoke may cause disastrous consequences.
. Unless there is a very good reason, OCC’s initial ventilation direction should not be altered. This applies even if OCC has made an incorrect ventilation decision. Up to 1 ,600 passengers may be evacuating the train away from the heat and smoke. Changing the direction of the smoke may cause disastrous consequences.
Fans can be controlled remotely by OCC, or manually at local fan control panels.
a. Controlling ventilation at the supervisory control console at OCC.
One method is controlling ventilation through the supervisory control console at OCC. The Metro Liaison officer at OCC during the emergency could assist with the implementation of ventilation decisions. Keep in mind that OCC can only control fans at the supervisory control console if the local control switches are left in “automatic” and the green lights are on.
Fans can be controlled remotely by OCC, or manually at local fan control panels.
a. Controlling ventilation at the supervisory control console at OCC.
One method is controlling ventilation through the supervisory control console at OCC. The Metro Liaison officer at OCC during the emergency could assist with the implementation of ventilation decisions. Keep in mind that OCC can only control fans at the supervisory control console if the local control switches are left in “automatic” and the green lights are on.
Controlling ventilation at the local fan control panel.
The other method is controlling ventilation at the local fan control panel. A consideration here is the time required to send personnel to manually operate all the local fan control switches. This may be a time consuming operation, but by doing so, the fire service will have sole control of the ventilation system and there should be no unexpected changes.
Controlling ventilation at the local fan control panel.
The other method is controlling ventilation at the local fan control panel. A consideration here is the time required to send personnel to manually operate all the local fan control switches. This may be a time consuming operation, but by doing so, the fire service will have sole control of the ventilation system and there should be no unexpected changes.
As units advance towards the emergency they will observe and report the direction of smoke movement. When units reach the fan shaft, the fans may already be operating. Upon arrival at the local control panel they will give a size-up. Units will report the fan status and standby for orders. If OCC has control of the fans, only the green light on the panel will be lit, and the direction of flow (supply or exhaust) will be obvious. When the local control switch is placed in a manual mode, a red light will come on and indicate the direction of flow. Units will not take control of, or change the direction of a fan without orders. The only exception is when units are ordered to enter a combination fan and emergency exit shaft.
As units advance towards the emergency they will observe and report the direction of smoke movement. When units reach the fan shaft, the fans may already be operating. Upon arrival at the local control panel they will give a size-up. Units will report the fan status and standby for orders. If OCC has control of the fans, only the green light on the panel will be lit, and the direction of flow (supply or exhaust) will be obvious. When the local control switch is placed in a manual mode, a red light will come on and indicate the direction of flow. Units will not take control of, or change the direction of a fan without orders. The only exception is when units are ordered to enter a combination fan and emergency exit shaft.
Dispersal of Vented Smoke, Heat, and Gases
Consideration must be given to where smoke, heat, and gases go to when they are exhausted from underground areas. Fan shafts terminate at ground level in busy sidewalks and streets near occupied buildings. These areas may require isolation, evacuation, and additional ventilation
Dispersal of Vented Smoke, Heat, and Gases
Consideration must be given to where smoke, heat, and gases go to when they are exhausted from underground areas. Fan shafts terminate at ground level in busy sidewalks and streets near occupied buildings. These areas may require isolation, evacuation, and additional ventilation
Ventilation during Extrication Operations
Air quality in stations and tunnels must also be monitored during non-fire incidents. The Haz Mat Unit is an excellent resource to perform this function. Gasoline powered tools used during extrication will pollute the air with smoke and carbon monoxide exhaust.
Ventilation during Extrication Operations
Air quality in stations and tunnels must also be monitored during non-fire incidents. The Haz Mat Unit is an excellent resource to perform this function. Gasoline powered tools used during extrication will pollute the air with smoke and carbon monoxide exhaust.
The Under Platform Exhaust System (UPE) The UPE control panels are located in mechanical equipment rooms at each end of the station platform. Each panel controls the UPE system in one half of the station. To place the entire station UPE in a particular mode, it is necessary to operate the switches at both ends of the station. Controls for station fans operate the same way as those for tunnel fans. They may be operated remotely by OCC at the supervisory control console, or manually at the local control panels. The UPE in the following stations can only operate in the supply mode: Dupont Circle Farragut North Metro Center Gallery Place Judiciary Square Union Station
The Under Platform Exhaust System (UPE) The UPE control panels are located in mechanical equipment rooms at each end of the station platform. Each panel controls the UPE system in one half of the station. To place the entire station UPE in a particular mode, it is necessary to operate the switches at both ends of the station. Controls for station fans operate the same way as those for tunnel fans. They may be operated remotely by OCC at the supervisory control console, or manually at the local control panels. The UPE in the following stations can only operate in the supply mode: Dupont Circle Farragut North Metro Center Gallery Place Judiciary Square Union Station
Venting the Platform Area
To ventilate the platform level of a station, the fans in the fan shafts at both ends of the station, and the under platform exhaust system, will be placed in the “exhaust” mode. This will pull fresh air down the escalators and push smoke into the tunnels and out the fan and vent shafts.
Venting the Platform Area
To ventilate the platform level of a station, the fans in the fan shafts at both ends of the station, and the under platform exhaust system, will be placed in the “exhaust” mode. This will pull fresh air down the escalators and push smoke into the tunnels and out the fan and vent shafts.
Venting the Mezzanine Area
A fire on the mezzanine level could block passenger escape routes to the escalators. For this reason, when there is a fire on the mezzanine level all fans are placed in the “supply” mode. The goal is to force the smoke up the escalators, out of the station, and keep the platform and tunnel clear. If the escalators are blocked and the platform is relatively clear, trains can be used to move passengers through the affected station and on to the next station.
Venting the Mezzanine Area
A fire on the mezzanine level could block passenger escape routes to the escalators. For this reason, when there is a fire on the mezzanine level all fans are placed in the “supply” mode. The goal is to force the smoke up the escalators, out of the station, and keep the platform and tunnel clear. If the escalators are blocked and the platform is relatively clear, trains can be used to move passengers through the affected station and on to the next station.
Emergency Ventilation of Metro Tunnels
Ventilation will be a critical factor with a fire in a tunnel. An air flow direction will be created in the tunnel either by the draft caused by the fire or by OCC’s manipulation of the ventilation system. If a draft has established an air flow direction, the built-in ventilation system may be used to enhance this direction of flow, or it may be used to attempt to reverse the direction of flow based on OCC’s information or pre-plan. This may not be possible with a major fire that has created a strong draft. Generally, a direction of air flow will probably be established by the time we arrive and we should not attempt to change it.
Emergency Ventilation of Metro Tunnels
Ventilation will be a critical factor with a fire in a tunnel. An air flow direction will be created in the tunnel either by the draft caused by the fire or by OCC’s manipulation of the ventilation system. If a draft has established an air flow direction, the built-in ventilation system may be used to enhance this direction of flow, or it may be used to attempt to reverse the direction of flow based on OCC’s information or pre-plan. This may not be possible with a major fire that has created a strong draft. Generally, a direction of air flow will probably be established by the time we arrive and we should not attempt to change it.
As with any Metro ventilation strategy, this is only a theory designed and tested by engineers in a laboratory. There has never been a significant fire in Metro to reveal how the ventilation system will actually perform in a real situation.
As with any Metro ventilation strategy, this is only a theory designed and tested by engineers in a laboratory. There has never been a significant fire in Metro to reveal how the ventilation system will actually perform in a real situation.
When there is a fire in a tunnel, fan shafts on both sides of the fire will be used. The dampers on nearby vent shafts will be closed. The fans on one side of the fire will be placed in “supply” and the fans on the other side of the fire will be in “exhaust.” This will result in a “push and pull” effect. The strategy is to push the smoke away from the evacuation route and the uninvolved part of the train. See
When there is a fire in a tunnel, fan shafts on both sides of the fire will be used. The dampers on nearby vent shafts will be closed. The fans on one side of the fire will be placed in “supply” and the fans on the other side of the fire will be in “exhaust.” This will result in a “push and pull” effect. The strategy is to push the smoke away from the evacuation route and the uninvolved part of the train. See
Venting an Area under a Fan Shaft
If there were a fire directly under a fan shaft, those fans would be placed in “exhaust” and the next fans on either side of the fire would be placed in “supply” This would provide two routes of access and egress. See Figure VI-4.
Venting an Area under a Fan Shaft
If there were a fire directly under a fan shaft, those fans would be placed in “exhaust” and the next fans on either side of the fire would be placed in “supply” This would provide two routes of access and egress. See Figure VI-4.
UNITS WILL ONLY ENTER FAN/EMERGENCY EXIT SHAFTS IF:
a. the fans are not exhausting smoke or heat,
b. the fan shaft is located in an emergency exit,
c. the fans can be placed in the “manual supply” or “manual off’ mode, and
d. they are ordered to enter.
UNITS WILL ONLY ENTER FAN/EMERGENCY EXIT SHAFTS IF:
a. the fans are not exhausting smoke or heat,
b. the fan shaft is located in an emergency exit,
c. the fans can be placed in the “manual supply” or “manual off’ mode, and
d. they are ordered to enter.
When units enter such a shaft, the fans will be manually placed in” supply” or “off.” If the fans are in the “automatic supply” mode (green light on and air flowing in) they will be placed in the “manual supply” mode (red light on and air flowing in.) If the fans are in the “automatic off’ mode (green light on with fans off) they will be placed in the “manual off’ mode (red light on and fans off). Note that some local fan control panels do not have an “off’ position. If units find the fans off, but there is no “manual off” mode, they will immediately exit the shaft and make proper notification. If the fans can not manually be placed off, we do not have full control over them, and they could go into the exhaust mode unexpectedly. Units will not enter a fan / emergency exit shaft with a fan operating in the exhaust mode.
When units enter such a shaft, the fans will be manually placed in” supply” or “off.” If the fans are in the “automatic supply” mode (green light on and air flowing in) they will be placed in the “manual supply” mode (red light on and air flowing in.) If the fans are in the “automatic off’ mode (green light on with fans off) they will be placed in the “manual off’ mode (red light on and fans off). Note that some local fan control panels do not have an “off’ position. If units find the fans off, but there is no “manual off” mode, they will immediately exit the shaft and make proper notification. If the fans can not manually be placed off, we do not have full control over them, and they could go into the exhaust mode unexpectedly. Units will not enter a fan / emergency exit shaft with a fan operating in the exhaust mode.
In an underground emergency, Metro will attempt to bring the train to a station, or to the surface. This requires that third rail power be left on until the involved train has been moved.
In an underground emergency, Metro will attempt to bring the train to a station, or to the surface. This requires that third rail power be left on until the involved train has been moved.
Consider this as allowing Metro to bring the emergency to us, rather than us going to the emergency.
Consider this as allowing Metro to bring the emergency to us, rather than us going to the emergency.
“Rescue Train”
Another tactic which Metro may use is that of a “rescue train.” In this procedure, an unaffected train, or “rescue train,” will be moved to the train in trouble.
“Rescue Train”
Another tactic which Metro may use is that of a “rescue train.” In this procedure, an unaffected train, or “rescue train,” will be moved to the train in trouble.
Another option available to the Incident Commander is placing fire service personnel on board a “rescue train.” This would require considerable coordination with Metro.
Another option available to the Incident Commander is placing fire service personnel on board a “rescue train.” This would require considerable coordination with Metro.
“Breakaway” Operation
Train operators have the ability to uncouple any of the cars in a train. If a car was derailed or on fire, the train operator could move all the passengers out of the involved car and into unaffected cars.
“Breakaway” Operation
Train operators have the ability to uncouple any of the cars in a train. If a car was derailed or on fire, the train operator could move all the passengers out of the involved car and into unaffected cars.
Evacuation by Foot
Passengers on a disabled train can be evacuated on foot, as a last resort, but the third rail power has to be removed. This would have to be accomplished by either Metro personnel, such as OCC or the train operator, or by fire service personnel.
Evacuation by Foot
Passengers on a disabled train can be evacuated on foot, as a last resort, but the third rail power has to be removed. This would have to be accomplished by either Metro personnel, such as OCC or the train operator, or by fire service personnel.
Procedure for Units Operating at Emergency Exits
After engines that are assigned to charge standpipes have completed this task, they will open the doors to the emergency exit. This will facilitate the exit of any passengers or firefighters who may use this exit. The firefighter or firefighters operating at an emergency exit will assist any evacuating passengers.
Procedure for Units Operating at Emergency Exits
After engines that are assigned to charge standpipes have completed this task, they will open the doors to the emergency exit. This will facilitate the exit of any passengers or firefighters who may use this exit. The firefighter or firefighters operating at an emergency exit will assist any evacuating passengers.
Diesel Work Locomotives
Metro has some diesel work locomotives which could be used at major incidents. The locomotive could take up to four hours to arrive. These locomotives could be used as deemed appropriate by the Incident Commander and Metro authorities.
Diesel Work Locomotives
Metro has some diesel work locomotives which could be used at major incidents. The locomotive could take up to four hours to arrive. These locomotives could be used as deemed appropriate by the Incident Commander and Metro authorities.
Vlll. MASS CASUALTY INCIDENTS
A. Overview
One eight-car Metro train has the capacity to carry as many as 1,800 passengers.
Vlll. MASS CASUALTY INCIDENTS
A. Overview
One eight-car Metro train has the capacity to carry as many as 1,800 passengers.
