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U.S. DEPARTMENT OF COMMERCE/National Bureau of Standards

Fire Tests

of Amtrak

Passenger Rail Vehicle

Interiors
NATIONAL BUREAU OF STANDARDS

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Fire Tests of Amtrak Passenger

Rail Vehicle Interiors

'NATIONAL EUP.EAl OF STANDARDS

LIBRARY

R. D. Peacock

E. Braun

Center for Fire Research

National Engineering Laboratory

National Bureau of Standards

Washington, DC 20234

Partially sponsored by:

Federal Railroad Administration

U.S. Department of Transportation

Washington, DC 20590

-t»T OF C)a,

U.S. DEPARTMENT OF COMMERCE, Malcolm Baldrige, Secretary

NATIONAL BUREAU OF STANDARDS, Ernest Ambler, Director

Issued May 1 984
National Bureau of Standards Technical Note 1 1 93

Natl. Bur. Stand. (U.S.), Tech. Note 1 193, 1 15 pages (May 1984)

CODEN: NBTNAE

U.S. GOVERNMENT PRINTING OFFICE

WASHINGTON: 1984

For sale by the Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402
TABLE OF CONTENTS

Page

List of Tables iv

List of Figures v

Abstract 1

1INTRODUCTION 2

2. REVIEW OF PREVIOUS WORK 5

2.1 Fire Accidents 6

2.2 Current Flammability Guidelines 8

2.3 Laboratory Scale Tests 9

2.3.1 Ignition Resistance Test, Federal Aviation

Regulation FAR-25.853 10

2.3.2 Flame Spread Test, ASTM E 162 11

2.3.3 Floor Covering Test, NFPA 253-1978 12

2.3.4 Smoke Emission Test, NFPA 258-1976 13

2.3.5 Heat Release Rate Tests 14

2.4 Large Scale Tests 16

3. FULL-SCALE MOCK-UP TESTS 18

3.1 Experimental Configuration 18

3.2 Instrumentation 19

3.3 Test Program 21

3.4 Full-Scale Mock-Up Test Results 24

3.5 Discussion of Full-Scale Mock-Up Tests 25

3.5.1 Hazard Levels 25

3.5.2 Gas Temperatures and Heat Release Rate 28

3.5.3 Smoke Levels 29

3.5.4 Gas Concentrations 30

4. SEATING CALORIMETER TESTS 31

5LABORATORY SCALE TEST RESULTS 33

5.1 Smoke Measurements 34

5.2 Flame Spread Tests 37

5.3 Critical Radiant Flux 38

5.4 Rate of Heat Release 38

6. DISCUSSION OF LARGE SCALE AND SMALL-SCALE TESTS 41

6.1 Small-Scale Tests Versus Large-Scale Tests 42

6.2 Adequacy of Existing Materials 43

7 . SUMMARY AND CONCLUSIONS 43

8 . ACKNOWLEDGEMENTS 46

9 . REFERENCES 47

in
Notes to

Table 2.

Table 3.

Table 4.

Table 5.

Table 6.

LIST OF TABLES

Page

Table 1. Recommendations for Testing the Flammability and

Smoke Emission Characteristics of Transit Vehicle

Materials « 52

Table 1 53

Summary of Selected Small-Scale Test Results on Transit Vehicle Components 54

Instrumentation for Mock-Up Test 1 55

Instrumentation for Mock-Up Test 2-4 56

Instrumentation for Mock-Up Tests 5-8 57

Materials and Test Conditions for Full-Scale

Mock-Up Tests 58

Table 7. Gas Temperature Levels During Mock-Up Tests with

Time to Reach Critical Temperatures 59

Table 8. Smoke Levels During Mock-Up Tests with Time to

Reach Critical Smoke Levels 60

Table 9. Peak Gas Concentrations and Time to Reach Critical

Gas Concentrations During Mock-Up Tests 61

Table 10. Peak Rate of Heat Release Through Exhaust Stack

During Mock-Up Tests 62

Table 11. Test Procedures and Evaluation Criteria for SmallScale Testing of Amtrak Furnishings 63

12. Small-Scale Tests Conducted on Amtrak Materials 64

13. NFPA 258 Optical Density Test Results for Amtrak

Interior Furnishing Components Under Flaming Exposure

Conditions 65

Table 14. ASTM E 162 Flame Spread Test Results on Amtrak

Interior Finishing Materials 66

Table 15. Characterization of Amtrak Materials By the Cone

Calorimeter, Average Value for Three Replicates

Tested at 25 kW/m2 67

Table 16. Results of Small-Scale Test Evaluation of Materials

Used in Fully Furnished Mock-Up Tests 68

Table

Table

-lv-
LIST OF FIGURES

Page

Figure 1. Cutaway view of Amtrak passenger car interior 69

Figure 2. Mock-up test room configuration 70

Figure 3. Instrumentation for full-scale mock-up test I 71

Figure 4. Instrumentation for full-scale mock-up tests 2 through 4 72

Figure 5. Instrumentation for full-scale mock-up tests 5 through 8 73

Figure 6. Temperatures measured at ceiling level and at passenger

level during full-scale mock-up test I 74

Figure 7. Temperatures measured at ceiling level and at passenger

level during full-scale mock-up test 2 75

Figure 8. Temperatures measured at ceiling level and at passenger

level during full-scale mock-up test 3 76

Figure 9. Temperatures measured at ceiling level and at passenger

level during full-scale mock-up test 4 77

Figure 10. Temperature profiles from floor to ceiling during

full-scale mock-up test 1 78

Figure 11. Temperature profiles from floor to ceiling during

full-scale mock-up test 2 79

Figure 12. Temperature profiles from floor to ceiling during

full-scale mock-up test 3 80

Figure 13. Temperature profiles from floor to ceiling during

full-scale mock-up test 4 81

Figure 14. Smoke obscuration measured at ceiling level and in

exhaust stack during full-scale mock-up test 1 82

Figure 15. Smoke obscuration measured at ceiling level,

passenger level, and in exhaust stack during full-scale

mock-up test 2 83

Figure 16. Smoke obscuration measured at ceiling level, passenger

level, and in exhaust stack during full-scale mock-up

test 3 84

Figure 17. Smoke obscuration measured at ceiling level, passenger

level, and in exhaust stack during full-scale mock-up

test 4 85

-v-
Figure 18. Concentrations of oxygen, carbon monoxide, and carbon

dioxide measured at ceiling level and at passenger level

during full-scale mock-up test I 86

Figure 19. Concentrations of oxygen, carbon monoxide, and carbon

dioxide measured at ceiling level and at passenger level

during full-scale mock-up test 2 87

Figure 20. Concentrations of oxygen, carbon monoxide, and carbon

dioxide measured at ceiling level and at passenger level

during full-scale mock-up test 3 88

Figure 21. Concentrations of oxygen, carbon monoxide, and carbon

dioxide measured at ceiling level and at passenger level

during full-scale mock-up test 4 89

Figure 22. Rate of heat release measured in exhaust stack during

full-scale mock-up test 1 90

Figure 23. Rate of heat release measured in exhaust stack during

full-scale mock-up test 2 91

Figure 24. Rate of heat release measured in exhaust stack during

full-scale mock-up test 3 92

Figure 25. Rate of heat release measured in exhaust stack during

full-scale mock-up test 4 93

Figure 26. Schematic layout of full-scale furniture calorimeter ... 94

Figure 27. Rate of heat release of seat cushion assemblies

measured in the furniture calorimeter 95

Figure 28. Specific optical density measured by the NFPA 258

test method for window masks used in the full-scale

mock-up tests 96

Figure 29. Specific optical density measured in the NFPA 258

test method for seat cushion materials used in the

full-scale mock-up tests 97

Figure 30. Specific optical density measured by the NFPA 258

test method for polycarbonate window glazing used

in the full-scale mock-up tests 98

Figure 31. Specific optical density measured by the NFPA 258

test method for wall lining materials used in the

full-scale mock-up tests 99

Figure 32. Specific optical density measured by the NFPA 258

test method for floor covering materials used in the

full-scale mock-up tests 100

-vi-
Figure 33. Influence of an underlayment on the laboratory-scale

smoke production of carpet B 101

Figure 34. Bi-modal burning behavior of covered seat cushioning

measured in the cone calorimeter 102

Figure 35. Small scale test results for all materials used in

fully furnished Amtrak mock-up tests 103

Figure 36. A comparison of small scale smoke measurement with

peak smoke levels measured during fully furnished

Amtrak mock-up tests 104

Figure 37. A comparison of small scale smoke measurements with

time to reach critical smoke levels measured during fully

furnished Amtrak mock-up tests 105

Figure 38. A comparison of small scale rate of heat release measured

by ASTM E162 with peak heat release rate measured during

fully furnished Amtrak mock-up tests 106

Figure 39. A comparison of small scale rate of heat release measured

by the cone calorimeter with peak heat release rate

measured during fully furnished Amtrak mock-up tests ... 107

-vii-

FIRE TESTS OF AMTRAK PASSENGER RAIL VEHICLE INTERIORS

Richard D. Peacock and Emil Braun

Abstract

A series of fire tests was conducted to assess the

burning behavior of the interior of passenger rail

vehicles. Three types of tests were performed:

(1) small-scale laboratory tests to study the flammability and smoke generation characteristics of the

individual materials, (2) full-scale calorimeter tests on

the seats to determine the rate of heat release from

burning seat assemblies, and (3) full-scale tests on

mock-ups of the interior of the cars to investigate the

potential for fire hazard in the fully furnished

vehicles.

A comparison of the results of the selected smallscale laboratory tests with the full-scale mock-up tests

shows that while the small-scale tests can be used to

screen individual materials, the geometry of the fullscale vehicle interior, and the interaction of materials

during the full-scale mock-up tests are critically important in predicting the potential for fire inside the

vehicle.

Key words: calorimeters; flame spread; full scale

tests; interior finishes; passenger vehicles; railroads;

smoke; transportation.

-1-
1 . INTRODUCTION

As part of an ongoing program to evaluate and improve the safety of rail

transportation in the United States, the Federal Railroad Administration has

sponsored studies at the Center for Fire Research to investigate the fire

behavior of materials used in the interior furnishing of railroad passenger

vehicles. A fire originating in the interior of a railroad passenger car may

represent a serious hazard to the car occupants if there is a possibility of

the rapid development of heat, smoke, or toxic combustion products, or if

evacuation is difficult [I] .

In general, a small number of fires appear to have originated in the

interiors of railroad passenger cars. However, current design concepts incorporate an increased emphasis on the aesthetic impact of the interior with an

attendant growth in the quantity of combustible materials. The relative

increase in the ease of ignition of these materials compared to those used in

earlier models of railroad passenger cars increases the likelihood of major

fires in the interior of the car [1]. Thus, it is important that these new

materials be evaluated in order to set reasonable guidelines to ensure an

acceptable level of fire safety.

As in any transportation system, a complete fire safety analysis would

include consideration of station design and placement, trackways, vehicle

storage and maintenance areas, and emergency egress provisions, in addition to

vehicle construction. This study is limited to the interior furnishing

Numbers in brackets refer to literature references listed at the end of this

report.

-2-
materials that may be used in passenger rail vehicles, with the goal of

assessing their potential fire and smoke hazards. The program was conducted

in three parts

• small-scale laboratory tests were performed on materials from

the various components used on the interior of the cars;

9 separate tests were conducted on full-size seat assemblies to

compare their contribution to a developing fire; and

• eight fire tests were conducted on a mock-up car interior in

order to determine the overall effects of an assembled system

as compared to the fire performance characteristics of the

individual components.

The work reported herein consists of a series of tests conducted to

study the full-scale burning behavior of the materials used as

furnishings for the interior of a passenger rail vehicle. Several

different combinations of materials were included to exemplify some of

the types that are currently used or that may be used in the future.

Tests were conducted on:

• four different seat cushioning materials,

• two different carpets for both the walls or ceilings and the

floor of the vehicles,

9 two different window glazings, and

• three different window mask materials.

-3-
In addition to the full-scale tests, samples of the individual materials

were evaluated using a number of standard laboratory-scale test methods

designed to measure individual fire-related properties of the materials.

Tests were included to evaluate:

© ignition and flame spread,

© smoke emission, and

© rate of heat release.

The study was designed to allow a comparison of the full-scale tests with

the evaluation of the material properties as measured in the small-scale

experiments. Areas of particular interest included:

© a comparison of large-scale and small-scale tests,

© a comparison of seating materials that may be used in the

vehicles

© the effects of changes in the geometry of the vehicle interior

on the burning behavior,

• temperature levels and smoke or gas concentrations to which

passengers may be exposed, and

• the adequacy of existing flammability guidelines.

Only the coach configuration of a vehicle was considered. No study was

made of other car configurations, such as sleeper cars, dining cars, and club

cars.

-4-
2. REVIEW OF PREVIOUS WORK

Few studies of the full-scale burning behavior of passenger rail car

interiors have been conducted. Limited efforts to investigate other similar

transportation vehicles are available. Considerable interest is evident in

publications on individual materials and on test methods for individual components. The highlights of these efforts are detailed below.

Interest in improving the fire safety of passenger vehicles on railroads

is certainly not new. From 1906 through 1928, the Pennsylvania Railroad

undertook an ambitious program to replace their wooden passenger car fleet

with all-steel passenger train cars due to a concern for safety and fire

prevention [2] . A total of 5501 all-steel passenger train cars including

baggage, mail, express, and dining cars were involved, representing an investment of approximately one hundred million dollars. More recently, emphasis on

passenger comfort and aesthetic appeal have led to the increased use of

synthetic materials [3] . Concern has been raised over the flammability of the

materials in the end-use configuration even though they may be acceptable in

small-scale tests [3] . According to a report by Arthur D. Little, Inc. for

the U.S. Department of Transportation [4], the introduction of non-metallic

materials in the vehicle interior can have a significant impact on the

vehicle's fire hazard potential. While non-metallic materials have traditionally been found in seat cushioning and upholstery, their use in other

system components such as coverings for floor, walls, and ceiling; window

glazing and window or door gasketing; and non-structural storage compartments

have increased the fire load within the vehicles. In addition to the flammability of the furnishing materials, the size, design, and structural integrity

5-
of the vehicle are all factors in determining the ultimate hazard to the

passengers due to a fire.

In addition to the interior furnishing materials, limited ventilation and

difficult egress compound the potential hazard in inter-city rail transportation. Ventilation in a rail car is typically 17,000 £/s (600 cfm) of fresh

makeup air. Exhaust is through leakage and, thus during evacuation, through

the same exits used by escaping passengers [4]

Thus, while the interior furnishings of the vehicle are only a part of

the total hazard, they provide a key location for purposeful ignition and

provide a significant fuel load for a developing fire within a vehicle.

2.1 Fire Accidents

The Federal Railroad Administration compiles data on accidents, injuries

and deaths involving railway equipment. The results seem to indicate that

there are relatively few reported cases of fires on inter-city passenger

trains. For passenger and freight train accidents involving more than $2,900

in damages to railroad on-track equipment, signals, track, track structures,

and roadbed, the following data are available for 1978 [5]

-6-
Type

No. of

Accidents

Damage

($)

Average

Damage/

Accident

($)

Damage/

Million

Train

Miles

($)

Accidents/

Million

Train

Miles

Collisions 1476 33,630,565 22,772 44,724 1.96

Derailments 8763 250,266,525 28,551 332,819 11.66

Grade Crossing 286 8,684,617 30,359

| Fire or Violent

Rupture 301 7,472,338 24,824

27,999 1.38

Other 451 4,897,382 10,859 )

Total 11,277 304,951,427 27,033 405,540 15.00

Thus, accidental fires account for only three percent of all accidents in

1978, with the average damage per accident comparable to derailments, collisions, and grade crossings. Fire is grouped with "Other" types of accidents

for damage per million train miles and accidents per million train miles. The

"Other" category is significantly smaller than collisions or derailments.

A similar group for casualties in 1978 by type of person injured for all

trains is shown below. In this case, fire accidents are also not listed

separately. They are included in the "Other" category:

Train Total No.

Accidents

Accidents

w/lnjuries

Injuries

Accidents Employees Passengers Other Total

Collisions 1476 1464 264 702 4 970

Derailments 8763 8753 342 98 185 625

Grade Crossing 286 225 89 16 130 235

Other 752 748 45 25 11 81

Total 11,277 11,190 740 841 330 1,911

-7-
Train Total No.

Accidents

Accidents

w/Fatalities

Fatalities

Accidents Employee Passenger Other Total

Collisions 1476 12 16 _ mm 16

Derailments 8763 10 10 4 27 41

Grade Cross ing 286 61 1 - 77 78

Other 752 4 2 - 2 4

Total 11,277 87 29 106 139

The "Other" category, which includes fire accidents, accounted for three

percent of all passenger injuries and no passenger fatalities.

2.2 Current Flammability Guidelines

The British Railways [6] and the National Academy of Sciences [7] have

provided general guidelines for the use of flammable materials in railway

transit vehicles. The British Railways Board quite simply specifies that new

materials must not present a greater risk than existing materials. The

National Academy of Sciences recommends the use of only those polymeric

materials that by testing and comparison, are judged to be the most fire

retardant and that have the lowest smoke and toxic gas emission rates.

Further they recommend these be used sparingly, consistent with comfort and

serviceability.

In 1973, the Urban Mass Transportation Administration (UMTA) initiated a

program to improve the fire safety of transit vehicles. As a part of this

program, the Transportation Systems Center developed "Guidelines for Flammability and Smoke Emission Specifications" for materials used in transportation

vehicles [8] . Table 1 illustrates the guidelines. Six laboratory scale tests

are recommended to evaluate the burning behavior and smoke emission characteristics of the materials used for seating, interior panels, flooring, insulation, and other miscellaneous materials [9-14] :

-8-
Materials

Tests Used to Evaluate

Flammability and Smoke Emission

Seating (cushion, frame, shroud, upholstery)

Panels (wall, ceiling, partition,

windscreen, HVAC ducting, window,

light diffuser)

Flooring (structural, covering)

Insulation (thermal, acoustic, elastomers)

Miscellaneous (exterior shell, component

box covers)

ASTM D 3675, NFPA 258,

ASTM E 162, FAR 25.853

ASTM E 162, NFPA 258

ASTM E 119, NFPA 253

ASTM E 162, NFPA 258

ASTM E 162, NFPA 258

2.3 Laboratory Scale Tests

Rakaczky [15] provides a survey of available literature on fire and

flammability characteristics of materials which could be used in rail

passenger cars. Limited information was available for materials that related

specifically to railroad passenger vehicles. Most of the literature reviewed

related to transportation was concerned primarily with aircraft, with a few

reports dealing with buses or automobiles. Many reports dealt with the flammability properties of upholstered furniture. From all these sources, he

reviews what he considers the most important flammability areas:

ignition related properties or ignitability

,

flame spread or flame propagation,

smoke emission,

heat release, and

the production of toxic gases (combustion or pyrolysis products).

-9-
Information on flammability tests used in the specifications for other rail

transportation systems is available from a number of sources. In tests to

evaluate the small scale burning behavior of materials used in a bus and

subway system, Braun [16-18] presents a screening of materials by several test

methods. The test results are shown in table 2. Of particular interest in

this study are the results of tests on the seat assemblies and interior lining

materials:

Material

Flame Spread Tests

FAR 25.853

Flame Time (s)

ASTM E 162

ASTM D 3675

Flame Spread

Index, I

Test Method

Floor Covering

Test

NFPA 253

Critical Radiant

Flux, (kW/m2

)

Smoke Generation

Test

NFPA 258

Maximum Optical

Density, D.m

Seat Cushions

Floor Carpeting

Wall Covering

0-9

8

51-181

6-11

205-678

319-694

211-710

These and other small-scale test results will be reviewed in greater detail

below in discussions of the individual test methods.

2.3.1 Ignition Resistance Test, Federal Aviation Regulation FAR-25.853

This standard, issued by the Federal Aviation Administration, defines

both a test procedure and acceptance criteria for small-scale fire performance

of interior materials used in transport category airplanes [12]. The test

procedure outlined in this standard is a vertical test with a 38 mm (1.5 in)

flame applied for either 12 s or 60 s (determined by the end use of the

material) to the lower edge of a 51 mm (2 in) wide by 305 mm (12 in) long

specimen. The test records the flame time, burn length, and flaming time of

dripping materials. The test criteria require that specimens self-extinguish

-10-
with a burn length not exceeding 150 to 200 mm (6 to 8 in) (depending again

upon the end use of the material), a flame time not exceeding 15 s after

removal of the burner, and flaming on the floor of the cabinet not to exceed 3

to 5 s (end use dependent). From table 2 results of tests of materials used

in other transit systems are detailed below [16-19] :

Results of Tests of Other Transit System Materials by FAR 25.853

Material

Burn Time

(s)

Burn Length

(mm/in) Drip

Floor Carpeting [16-17]

Seat Cushion Fabric [19]

Seat Cushion Foams [18]

Interior Wall Panel [16-17]

3.5

60

0-9

64/2.5

58-127/2.3-5.0

33-76/1.3-3.0

64/2.5

n.d.

n.d. = none detected - = data not recorded

2.3.2 Flame Spread Test, ASTM E 162

This method measures flame spread and energy release of (6 by 18 in)

specimens exposed to a varying radiant flux ranging from 40 kW/m down to

3 kW/m [9]. The flame spread factor, F_ , calculated from the flame spread

s velocity, and the heat evolution factor of the burning sample, Q, are combined

to yield a flammability index, I , defined as

h = Fs * Q

-li-
The higher the index, the greater is the flammability . There is, however, no

generally accepted level of performance based upon this test method since it

is not a prescriptive standard. Again, from table 2, results of tests of

materials from other transit systems are detailed below [16-18]:

Results of Test of Other Transit System Materials by ASTM E 162

Material Flammability Index, I {

Floor Carpeting [17]

Wall Carpeting [16]

Ceiling Carpeting [16]

Interior Wall Lining [17

8

181

51

51

2.3.3 Floor Covering Test, NFPA 253-1978

This test, the Standard Method of Test for Critical Radiant Flux of Floor

Covering Systems Using a Radiant Heat Energy Source, NFPA 253-1978, exposes a

specimen placed horizontally to a radiant energy source that varies across a

7 7 one meter length from a maximum of 11 kW/m down to 1 kW/m [14]. After

ignition by a small flame at the high energy end, the distance is determined

at which the burning flooring material extinguishes itself. This point

defines the critical radiant flux (CRF) necessary to support continued flame

spread. The higher the CRF, the better is the fire safety. of the carpeting.

Carpeting taken from several large fatal fires in which the carpeting was

determined to be the means of fire spread, tested according to this method,

o was found to have CRF's of less than 1 kW/m . A wood floor would have a CRF

9 of between 4 and 5 kW/m , while vinyl flooring systems have values greater

9 9 than 11 kW/m . Acceptance criteria of 2.5 kW/m for residential and

-12-
commercial occupancies and of 5 kW/m for health care facilities have been

suggested [20-23] . Carpeting tested from other transit systems meets both of

these criteria:

Results of Tests of Other Transit Systems Materials by NFPA 253-1978

Critical Radiant Flux

Material (kW/m2

)

Floor Carpeting [16] 6.6

Floor Carpeting [17] > 11

2.3.4 Smoke Emission Test, NFPA 258-1976

The smoke density chamber, NFPA 258-1976, measures the smoke generation

of solid specimens exposed to a radiant flux level of 25 kW/m [10]. The

smoke produced by the burning specimen is measured by a light sourcephotometer combination. The maximum attenuation of the light beam by the

smoke is a measure of the optical density or "quantity of smoke" that a

material will generate under the given conditions of the test. The maximum

optical density, D , is useful primarily in ranking relative smoke production

of materials, or in identifying likely sources of severe smoke production in a

large-scale fire. The results of smoke generation tests of materials used on

other transit systems are shown in table 2 and detailed below [16-19]:

-13-
Results of Tests of Other Transit System Materials by NFPA 258-1976

Material Overall

D

s 90 s 4 nan

Floor Carpeting [17,18]

Ceiling Carpeting

Seat Cushion Fabrics [17]

Seat Cushion Fabrics [19]

Seat Cushion Foam [17,18]

Interior Wall Lining [17]

319-694

211

67-83

111-678

710

10-64 33-127

no data reported

2.3.5 Heat Release Rate Tests

The rate of heat release for materials provides a measure of the contribution by the material to the growth of a fire. Unfortunately, no established

standard test method to measure the rate of heat release existed at the time

this report was written. Several tests have been proposed and are in the

process of adoption by standards organizations.

Smith [24-26] has proposed one test method that allows measurement of

rate of heat, smoke, and toxic gas release of materials. The apparatus

measures release rate, on a flow through system, of a material exposed to

various heat flux exposures. Release rates are determined by measuring

temperature, and smoke and toxic gas concentrations leaving a chamber

containing the sample. Smith has also proposed criteria and methodology for

testing of materials used in transit systems. Spieth and Trabold [19] , and

Jenkins [27] have reported on tests with this apparatus on seating materials

for transit systems:

-14-
Results of Tests of Seat Cushion Assemblies by a Modified OSU Calorimeter

Heat Release

Peak Total at 10 min

Material (kW/m2

) (kW-min/m2)

Nylon/Vinyl Upholstery

Polyurethane Foam 100 569

Wool/Nylon Upholstery 213

Polyamide Foam

Wool/Nylon Upholstery 58 115

Neoprene Sponge

Note: Seat cushion assemblies consisted of foam, backing and upholstery,

Data are from references [19] and [27].

Babrauskas [28] describes the development of a bench-scale apparatus for

measuring rates of heat release of flat materials by use of the oxygen

consumption principle. Huggett [29] , in an examination of a wide variety of

materials, concluded that the heat of combustion released per kg of oxygen

consumed is nearly a constant number. Thus, in theory, to measure the rate of

heat released by a specimen, it should be necessary only to measure the total

mass flow of oxygen in the combustion products and to compare that to the

initial inflow of oxygen [28] . The apparatus developed by Babrauskas utilizes

this technique. The design includes an open construction with a horizontal or

vertical specimen exposed to a temperature controlled electrical radiant

heating element capable of irradiance levels from zero to over 100 kW/m . He

reports repeatability to within 5% for both gases and solid fuels.

-15-
2.4 Large Scale Tests

Due to the effort and expense involved, few large scale studies of the

burning behavior of passenger rail vehicles have been performed. In an early

test, Hawthorne [6] reported on tests in a full-scale mock-up of a passenger

coach compartment. The construction of the mock-up consisted of glass fiber

reinforced polyester wall lining (two layers with urethane foam sandwiched

between) with wooden frame, horsehair cushioned seating. He concluded that

while the spread of fire was not as rapid as anticipated, the assembly

presented a greater fire hazard than an all steel vehicle. For several ignition sources, ranging from paper beneath a seat to diesel fuel on the walls,

he reported an easy to extinguish fire. The double-skinned structure of the

wall lining was effective in restricting the spread of fire through the compartments in his tests [13]. Little burning of the urethane foam sandwich was

noted.

However, in more recent studies [16,27], entire transit vehicles have

been destroyed by fires originating near a foam sandwich. In the January 1977

Trans-Bay Tube fire on the BART subway system in San Francisco, California,

most of the foam within an aluminum/urethane foam/aluminum sandwiched floor

assembly was consumed.

The fire hazard of fully furnished intra-city commuter buses was studied

by Braun [17]. He concludes that while all materials used in the interior

furnishing of the bus have burn rates below 102 mm/min (4 in/min) , in conformance with the Department of Transportation's Motor Vehicle Safety Standard

No. 302 [30] , fires of significant size can develop in short periods of time

-16-
with the vehicle. The seats were found to be the most probable source of

hazard in the tests. The urethane foam seats were ignited within four minutes

with paper trash and within a few seconds with the use of lighter fluid simulating purposeful ignition. Near zero visibility was noted within one to two

minutes. Air temperature levels above the seat where ignition occurs exceeded

700°C at points up to 0.9 m (3 ft) away.

A series of fire tests was conducted for the Washington Metropolitan Area

Transit Authority to assess the potential for fire hazard in newly delivered

subway cars [18]. The results of laboratory-scale tests were found inadequate

for this assessment. Full-scale tests on mock-ups of the interior showed that

the potential for hazard arose primarily from the seat padding (urethane foam)

and from the plastic wall lining (a polyvinyl chloride-acrylic construction).

Average ceiling temperatures for the tests involving urethane cushions ranged

from 138 to 288°C. By comparison, temperatures during tests of the polychloroprene seat assemblies reached only 55 to 92°C. Gas concentrations were

also measured during the tests:

Summary of CO, COo and Oo Concentrations

During Mock-Up Tests of a Subway Car Interior

Time of CO C0

2 2

Seat Peak Reading Maximum Maximum Minimum

Material (min) (%) (%) (%)

Urethane 9-18 0.7 - 2.5 1.9 - 6.6 14.0 - 19.1

Polychloroprene 8-9 0.4 - 0.5 0.7 - 0.8 19.1 - 20.1

Note: Readings are at ceiling level

A toxicological evaluation of the combustion products was also performed [31]

17-
During tests to study the ignition of bus seats, Barecki [32] concluded

that a vinyl upholstery/polychloroprene foam seat assembly sustained little

damage from a fire ignited on the seat from paper trash. A vinyl covered

urethane foam seat ignited readily and burned completely during the same

series of tests. Temperature levels of 120 to 540°C were noted above the

ignition source.

3. FULL-SCALE MOCK-UP TESTS

3.1 Experimental Configuration

All of the full-scale tests were conducted in a test enclosure to mock-up

a portion of the interior of an Amtrak passenger coach. A cutaway view of the

interior of an actual car is shown in figure 1. The mock-up consisted of

floor, wall, and ceiling panels plus two double seat assemblies. The configuration of the test enclosure and test sample are shown in figure 2. The 2.4 m

wide x 3.6 m long x 2.4 m high (8 ft x 12 ft x 8 ft) enclosure was constructed

of steel studding with a covering of perforated steel sheet on the walls and

ceiling. Wall and ceiling carpeting were glued directly to the perforated

steel sheet. The baggage rack, lined with the same carpeting used for the

walls and ceiling, extended to the rear of the second seat assembly in tests

1-3 and the entire length of the mock-up in tests 4-8. Window glazing and

window masks were provided similar to those used in the full size vehicles.

The only opening to the mock-up was an open doorway 0.76 m (2-1/2 ft) wide by

2.04 m (6-2/3 ft) high. Ambient conditions during the tests were a temperature of 20 to 25°C and a relative humidity of approximately 40 percent.

-18-
3.2 Instrumentation

The test enclosure was instrumented to measure environmental conditions

throughout the tests. Instrumentation, shown in tables 3 to 5 and figures 3

to 5, consisted of thermocouples for gas temperature measurement within the

mock-up and in the doorway, heat flux meters at floor level, velocity probes

in the doorway, gas sampling probes in the doorway to measure CO, CO2 and O2

levels, and smoke meters to measure optical density in the doorway.

Additional instrumentation in the exhaust stack allowed determination of total

smoke production and rate of heat release from the fires. All instrument data

were automatically recorded at regular intervals on a high-speed digital data

acquisition system. Data obtained included:

Temperature measurements . Chromel-alumel thermocouples 0.51 mm, 0.25 mm,

0.13 mm, and 0.05 mm (20 mil, 10 mil, 5 mil, and 2 mil) in diameter were

located in three vertical strings within the room and in one vertical string

in the center of the doorway.

Heat flux measurements . Gardon-foil type water-cooled heat flux meters

were used to measure heat flux incident near the center of the floor of the

mock-up enclosure.

Velocity measurements . Bidirectional, low-velocity probes were located

in the doorway to measure the flow both in and out of the test enclosure, as

well as in the exhaust stack. This type of probe was developed by Heskestad

[33] for obtaining low-velocity measurements under fire conditions. McCaffrey

and Heskestad [34] have provided calibration techniques for these probes. The

-19-
probes used were 12.7 mm (1/2 inch) in diameter, with construction details as

given in the above references. The basic equation for determining velocity

is:

/2AP/p

U

C(Re)

where AP is the measured differential pressure, p is the gas density (obtained

from temperature readings adjacent to the probe and the ideal gas law), u is

the gas velocity, and C(Re) is a constant dependent upon the Reynolds number.

For low velocities, the constant can be taken as C(Re) = 1.08, according to

the recommendations of McCaffrey and Heskestad [34].

Gas concentration measurements. Concentrations of CO, COo, and Oo were

measured at three locations in the doorway and in the exhaust stack. Gas

analysis for CO and C0? were made with non-dispersive infra-red analyzers.

Oxygen measurements were made with paramagnetic analyzers. The sampling lines

were fitted with a series of traps to remove particulates and water in the

samples to protect the instrumentation.

Smoke density measurements . Smoke density was measured by light attenuation at three locations in the doorway during tests 1 through 4. An additional measurement within the exhaust stack was made during all tests. The meters

were constructed following the design of Bukowski [35].

Rate of heat release measurement . Temperature, velocity, and oxygen

concentration measurements in the exhaust stack allow calculation of the total

rate of heat release [36]. The rate of heat release can be calculated as

-20-
ACL • h • v • A • T Q--2 = 2-

where Q is the rate of heat release in kW, A0„ is the oxygen depletion

expressed as a mole fraction, h is the heat of combustion of fuel per unit

volume of oxygen consumed at standard temperature and pressure (kJ/m ) , v is

the outflow gas velocity in m/s, A is the area of the opening in m , T_ is the

ambient gas temperature in K and T is the outflow gas temperature in K.

Several corrections and adjustments for carbon monoxide concentration, water

vapor, or the specific fuel burned may effect the calculation [37].

3.3 Test Program

All tests were conducted in the test room described above. For each

test, 50 double sheets (1.06 kg) of newspaper (100 sheets (2.12 kg) for tests

6 and 8) were placed on the rear window seat and ignited with a single book of

matches. Tests 1 through 4 were conducted with fully furnished mock-up

vehicles. Table 6 gives details of the tests. For tests 5 through 8, only

the wall and floor carpeting was installed, with newspaper ignition on a noncombustible seat assembly.

Te s t 1 : The mock-up was furnished with products typically found in

Amtrak Amfleet I coaches. The walls and ceiling were lined with acrylic

carpeting glued to a perforated sheet steel base material. The underside of

the baggage rack also was covered with the same acrylic carpeting. The floor

was covered with nylon carpeting over a polyurethane underlayment . The window

mask was glass-reinforced plastic and the window glazing was double-paned

glass. The seat frames were steel with the shrouds, back shells, and food

-21-
trays made of 10 percent glass-filled polycarbonate; the arm rests were selfskinning polyurethane. The seat upholstery material was a 90/10 wool/nylon

blend with a synthetic latex backing and vinyl trim. The seat cushions were a

combination of FAR 25.853 grade ("standard" transit grade) polyurethane and

fire retardant polyurethane; the headrests contained a small amount of

FR-polychloroprene and polyvinyl chloride stiffeners. The foam cushions were

covered with muslin.

Test 2 ; The mock-up was furnished with products found in a typical

"Amfleet II" configuration. The walls and ceiling were lined with modacrylic

carpeting glued to the perforated sheet steel base material. The baggage rack

was also covered with the same modacrylic carpeting. The floor was covered

with nylon carpeting over a polyurethane underlayment . The window mask was a

molded isophthalic polyester resin containing aluminum trihydrate filler and

1-inch chopped strand glass reinforcement. The window glazing was polycarbonate. The seat frames were steel with the shrouds, back shells, and food trays

made of 10 percent glass fiber-filled polycarbonate. The arm rests were

molded polychloroprene, and the seat upholstery material was a 90/10 wool/

nylon blend with a synthetic backing. For test 2, the seat foam was

polychloroprene

Test 3 : Like test 2, the mock-up was furnished with products found in a

typical "Amfleet II" configuration. All materials were the same, except the

seat foam was high-performance polyurethane.

-22-
Test 4 : The mock-up was furnished with products representing a

combination of "Amfleet I" and "Amfleet II" configurations. The walls and

ceiling were lined with an acrylic/modacrylic blend carpeting glued to the

perforated sheet steel base material. The baggage rack, extending the full

length of the mock-up, was covered with the same carpeting. The floor was

covered with a nylon carpeting over a polyurethane underlayment . The window

mask was a molded polyvinyl chloride/acrylic copolymer in a low smoke and fire

retarded formulation. The window glazing was polycarbonate. The seat frames

were steel with the shrouds, back shells, and food trays made of 10 percent

glass fiber-filled polycarbonate. The arm rests were self-skinning

polyurethane, and the seat upholstery material was a 90/10 wool/nylon blend

with a synthetic backing. Seat foam was a low-smoke formulation

polychloroprene

Tests 5-8 ; The mock-up was furnished with carpeting lining the floor,

walls, ceiling, and luggage rack. A glass window glazing was mounted on the

wall near the ignition seat. A non-combustible seat frame of steel and

calcium silicate board supported the newspaper for ignition. The tests were

conducted to isolate the carpeting as a single variable without the interaction of other materials. The tests were as follows:

Tests 5-8

Wall/ Ceiling/Luggage Ignition Source

Test Carpeting (sheets of newspaper)

5 Acrylic/Modacrylic Blend 50

6 Acrylic/Modacrylic Blend 100

7 Modacrylic 50

8 Modacrylic 100

-23-
i

3.4 Full-Scale Mock-Up Test Results

Temperature levels reached during the four fully furnished mockup tests

are presented in figures 6 through 9. In these figures, average temperatures

near the ceiling (thermocouples 150 mm (6 in) from the ceiling) and at approximately passenger head level (thermocouples 760 mm (2.5 ft) from ceiling) are

shown for the tests of fully furnished mock-ups (tests I to 4). For all

tests, peak temperatures and time to reach peak levels are tabulated in table

7. Temperature profiles in the interior of the mock-up from floor to ceiling

are presented in figures 10 through 13.

Smoke levels in the doorway and in the exhaust stack are presented in

figures 14 through 17 for the four fully furnished mock-up tests. Peak smoke

levels and time to reach peak levels are presented in table 8 for all tests.

Measured concentrations of Oo, CO2, and CO for the four fully furnished

mock-up tests are shown in figures 18 through 21. Maximum levels of COo and

CO and minimum concentration of 0^ are tabulated in table 9 along with time

required to reach the maximum or minimum levels.

The rate of heat released from the burning, fully furnished mock-up

assemblies, calculated from the oxygen depletion in the exhaust stack is

presented in figures 22 through 25. Peak rate of heat release and time to

reach the peak rate are shown in table 10 for all tests.

-24-
3.5 Discussion of Full-Scale Mock-Up Tests

3.5.1 Hazard Levels

Babrauskas has presented an analysis of the hazard to humans due to

burning mattresses [38] and to burning furniture items [39]. Quintiere et al.

[40] provide an analysis of hazard due to toxic gases. From these, hazard

limits can be developed for the current test series. The hazard to humans

exposed to a fire environment can be considered a combination of individual

elements such as:

• high temperatures and heat fluxes

,

• visibility obscuration by smoke, and

o toxic gases.

Appropriate levels of hazard for temperature and heat flux should be

separated into two regimes - a level which would produce unacceptable levels

of pain requiring evacuation and a second higher level indicative of impending

full room involvement or flashover. For human exposure, a range of threshold

levels leading to pain or burn is available [38]. Simms and Hinkley [41] and

Derksen, Monahan, and Delhery [42] have suggested limits of 1.2 kW/m . Dinman

[43] and Parker and West [44] concluded a higher level of 2.5 kW/m should be

considered a pain threshold for extended exposure. The latter value corresponds to a radiating black body at a temperature of 183°C; the former to one

at 110°C [41,42]. For the higher criterion of impending full room involvement, a number of studies of room fires have suggested conditions for flashover as gas temperatures greater than 500 to 600°C and heat flux levels

-25-
greater than about 20 kW/m [45-55]. A review of these efforts is presented

in reference [56].

Babrauskas [38] has suggested a limit of

k = 1.2 m

l

for smoke obscuration, where k is the extinction coefficient. His choice was

based upon studies by Jin [57-59] on visibility in a smoke filled environment.

Jin concludes an approximate relationship of

kV = 2,

where V is the visibility in meters. Proposed limits on k, based on walking

speed in a smoke filled environment being at least that of a blindfolded

subject in a smoke free environment, were suggested as k = 1.2 m for "nonirritating" smoke and k = 0.5 m for "irritating" smoke [57-59]. For this

study, two levels of hazard limits are presented - the limit proposed by

Babrauskas of k = 1.2 m~ and a lower threshold of k = 0.2 m~ corresponding

to the maximum level insuring visibility from the center of the car to the car

ends in a 24 m (80 ft) car.

Concentrations of carbon dioxide and carbon monoxide were measured in the

doorway during all the tests. While these are not the only products of

pyrolysis and combustion, carbon monoxide is one of the primary toxicants

generated in fires, and CO2/CO ratios can be used as an indication of the

completeness of combustion. As very high levels of COo are also toxic, these

-26-
concentrations can be used to indicate when tenability conditions are reached.

Based upon tabulations by Kimmerle [60] and Pryor and Yuill [61], a limit of

10 percent for CO2 is appropriate as a level which produces general discomfort

and labored breathing. Kimmerle [60] and Levin et al [62] have studied the

levels of CO necessary to cause a 50% lethality in laboratory animals. From

Kimmerle:

Carbon Monoxide Levels Necessary to Cause a 50%

Lethality in Laboratory Animals

Exposure Time CO Level CO Dose

(min) (%) (%-min)

10 0.88 8.8

20 0.61 12.2

30 0.55 16.5

60 0.47 28.0

Source: Reference [60]

Levin et al [62] present results for a 30 minute exposure similar to

Kimmerle' s with a level of 0.5% CO to cause a 50% lethality. However, since

the CO dose levels necessary to cause adverse effects changes so drastically

depending upon the time of exposure (from 8.8%-min to 28%-min for a 50%

lethality), a simpler criterion based on the CO level is sufficient. Since

the maximum time available for escape or rescue during all four fully

furnished mock-up tests would be 10 minutes or less, a level of 0.8% is

appropriate. In summary, the tenability limits used in the evaluation of the

full scale mock-up tests were:

27
Criteria

Tenability Criteria for Mock-Up Test Evaluation

Acceptable

Tenability Limit

Gas Temperature

Smoke Obscuration

Gas Concentrations

co2 CO dose

Oo

< 183°C

< 600°C

k < 0.2m

k < 1.2m

< 10%

< 0.8%

> 9%

-1

-1

(pain threshold)

(full room involvement)

(full car visibility)

(unacceptable mobility)

3.5.2 Gas Temperatures and Heat Release Rate

Peak gas temperatures during the eight mock-up tests ranged from 114 to

825°C (237 to 1517°F) near the ceiling and from 29 to 768°C (84 to 1414°F) at

1.5 m (5 ft) from the floor, the approximate passenger head height. During

two tests, critical temperatures were reached at both levels. During test 1,

a fully furnished mock-up with non-fire retarded polyurethane cushioning on

the ignition seat, temperature levels of 183°C (361°F) were reached in 315 s

and 411 s at ceiling level and at passenger height, respectively. The higher

critical temperature of 600°C (1112°F), indicating full room involvement, was

reached at 468 s and 478 s. Similar data from test 4, a fully furnished mockup with seating cushions of a low-smoke formulation polychloroprene, different

wall carpeting, ceiling carpeting, window mask, window glazing, and luggage

rack than test 1, showed a time of 200 s to reach 183°C (361°F) and of 270 s

to reach 600°C (1112°F) at ceiling level. The fire was extinguished prior to

attainment of critical temperatures at the passenger level. From these data

and figures 6 and 10, it is apparent that the growth of the fires is slow at

-28-
first, requiring 315 s and 200 s to reach 183°C, and growing rapidly after

these times to peak temperatures at 478 s and 275 s. This change from a

slowly growing fire to a more rapidly growing one corresponded visually to the

ignition of the carpeting covering the underside of the luggage rack.

The rate of heat released from the burning mock-up interiors shows

similar results. From figures 22 and 25, peak rates of heat release of 4.4 MW

during test 1 and 1.6 MW during test 4 are reached rapidly after a long

initial period of low heat output. Peak rate of heat release ranged from a

low of 40 kW to a high of 4.4 MW during the eight mock-up tests.

Thus, an ignition source that provides enough heat for a sufficient

period of time to ignite the carpeting beneath the luggage rack is likely to

lead to a serious fire. During test 1, the non-fire retarded polyurethane

cushioning and polyurethane armrest provided the necessary ignition energy.

During test 4, the extension of the luggage rack to the full length of the

mock-up allowed a larger percentage of the heat to be trapped beneath the

luggage rack leading to ignition by the newspaper, upholstery fabric and more

importantly, the polyurethane armrest. The lower rate of heat released from

the seat assemblies and the shortened luggage rack in tests 2 and 3 prevented

the attainment of untenable thermal conditions.

3.5.3 Smoke Levels

Peak smoke levels in the doorway during tests 1 to 4 previously were

shown in figures 14 to 17 and table 8. Times to reach an extinction coefficient of 0.2 m and 1.2 m were also shown in table 8. During all tests,

-29-
visibility was reduced below the level necessary to see the end of the car

(from the center of the car) quickly, with times to reach 0.2 m

-1 from 40 s to

134 s at the top of the door. At passenger height, times to reach 0.2 m were

considerably longer, 215 s to 2613 s. The higher critical value of 1.2 m~ , indicating a severe decrease in mobility and thus hampering evacuation,

occurred at passenger height only during two tests. During test 1, this level

was reached in 486 s and during test 4, in 225 s.

Like the gas temperature data, the smoke data show a rapid change in

tests where full room involvement was attained. For tests 1 and 4, only 10 to

25 s elapsed between the time to reach 0.2 m and the time to reach 1.2 m .

3.5.4 Gas Concentrations

Maximum concentrations of COo measured at the top of the doorway and at

passenger height ranged from 0.9 to 13.4% and 0.4 to 10.9%, respectively. For

CO, peak levels ranged from 0.1 to 3.9% and 0.1 to 3.1%. Minimum O2 concentrations ranged from 20.1 to 1.1%. Critical levels of On, COo , and CO were

reached only in tests 1 and 4:

Time to Reach Critical Gas Concentrations at Ceiling

Level During Tests 1 and 4

Time to Reach Time to Reach Time to Reach

9% 2 10% C0

2 0.8% CO

Test (s) (s) (s)

1 503 503 450

4 295 n.r. 270

-30-
Peak gas concentrations and critical levels of the gases measured were reached

at times corresponding to full room involvement for tests 1 and 4. The

rapidly changing environment within the room at these times leads to

unacceptable conditions at passenger level with little delay:

Time to Reach Critical Gas Concentrations at

Passenger Level During Tests I and 4

Time to Reach Time to Reach Time to Reach

9% 2 10% C0

2 0.8% CO

Test (s) (s) (s)

1 510 510 482

4 n.r. n.r. 275

For all other tests, none of the criteria were exceeded.

4. SEATING CALORIMETER TESTS

In order to ascertain the full-scale burning behavior of the seating

materials without the interaction of other materials or of changes in test

room geometry, full-size, upholstered specimens of the seat cushions and seat

backs were tested in a full scale calorimeter to measure the rate of heat

released from the burning seats. Details of the apparatus and test procedure

are presented in reference [63] . Briefly, the full size specimen is burned

beneath a hood collection system designed to contain all the combustion

products of the burning item. Rates of heat release are measured using the

oxygen consumption principle [28,29,37]. Figure 26 shows the design of the

calorimeter.

-31-
For the present tests, fully upholstered specimens of the seat cushions

and seat backs used in each of the four fully-furnished mock-up tests were

placed on a non-combustible seat frame simulating the configuration in a rail

car. Ignition was accomplished with the same ignition source used for the

mock-up tests — 50 sheets of newspaper (approximately 1.06 kg). Figure 27

shows the rate of heat release of the newspaper ignition source measured in

the furniture calorimeter using a non-combustible seat assembly. The peak

rate of heat release for the burning newspaper was 55 kW at 100 s after ignition.

The rate of heat release for the four seat cushion assemblies is also

shown in figure 27. Initial peaks from the burning newspaper are evident in

all tests with an average time to this first peak of 100 s, identical to the

peak observed for the burning newspaper alone. After this initial peak, the

burning behavior of the upholstered seats varied markedly. For the four

specimens tested, peak rates of heat release (after the initial newspaper

peak) were:

Peak Rate of Heat Release of Seating

Measured in the Furniture Calorimeter

Seating

Foam

Used in

Mock-Up Test

Heat Release

(kW)

Peak Rate of

Time to Peak

(s)

Polyurethane 1 FR polychloroprene 2

FR polyurethane 3

Low smoke polychloroprene 4

139

45

30

31

470

630

310

780

-32-
5. LABORATORY SCALE TEST RESULTS

The purpose of laboratory scale tests is to provide the researcher/

developer and the purchaser a means for selecting materials based on performance. In fire safety, the problem is compounded by the fact that system

design can have a significant effect on the fire performance of a single

component. A material developer typically relies on single parameter tests to

determine relative fire performance of one material against another, because

he is not in a position to specify the end use environment. The responsibility of integrating fire performance and system design rest on the system

design engineer. He must exercise a great deal of caution in using single

parameter test methods as a means for predicting large scale fire performance.

To assist the transit design engineer in developing a reasonably fire safe

vehicle, the Department of Transportation has developed and published for

comment, "Recommended Fire Safety Practices for Rail Transit Materials

Selection" [64].

As previously cited, six test methods are recommended for the evaluation

of component materials used in transit vehicles. The recommended test procedures and performance criteria for each functional component were summarized

in table 1. A subset of the recommended test procedures applicable to the

current testing program is tabulated in table 11 along with the performance

criteria for each functional group.

Four of these six test methods were used to evaluate the fire performance

of component materials used in the large scale tests. In addition, all of the

materials were tested to determine the rate of heat release according to the

-33-
method and apparatus developed by Babrauskas [28] . Component materials

involved the coverings for the wall, ceiling and floor, as well as seat

cushions, window masks, and window glazing. The following materials were not

evaluated in any laboratory scale tests: arm rests, non-metallic firepans and

trays, seat shroud, and upholstery fabric.

Table 12 describes the materials and their functional use in the interior

of the large scale test. The test procedures used to evaluate each material

are also indicated in table 12.

5.1 Smoke Measurements

The smoke density chamber, NFPA 258-1976, measures the decrease in light

transmission due to the smoke produced from a vertically mounted solid

specimen exposed to a heat source. The data reported here involved the use of

a 25 kW/m radiant heat source and a small burner flame system. The fraction

of light transmission (T) is used to compute the specific optical density, D

g

,

which is defined as

Ds=lL l0g (l/T)

where V = chamber volume

L = light beam path length

A = surface area of the specimen

D is used to designate the maximum value attained by D„. The test method m ° J s defines D , „,. as the difference between D and D , the specific optical m,corr m c' r r

density for a ventilated chamber at the end of a test exposure.

-34-
At least three replicates of each sample were tested. Figures 28 to 32

show the specific optical density, D , as a function of time for an individual

specimen. These figures represent the data obtained from the individual

specimen having the highest D value at 1.5 minutes from test initiation.

Each figure shows the data from one functional group. Figure 28 shows that

the window masks designated FRP II, produced less smoke at a lower rate than

either of the other two materials.

The seat cushion materials, figure 29, fall into two groups. There is

little practical difference within each group. The original polyurethane foam

and polychloroprene foam produced large quantities of smoke in a short period

of time. The FR-polyurethane and the low smoke polychloroprene produced

significantly smaller amounts of smoke over a longer period of time.

Two glazing materials were used in the large-scale tests, a 3 mm thick

polycarbonate sheet and a laminated plate glass of comparable thickness. Only

the polycarbonate glazing was tested by NFPA 258. Figure 30 shows the results

of those tests. The polycarbonate glazing required a long exposure to the

heat source before significant quantities of smoke were produced.

Figures 31 and 32 illustrate the test results for all carpet samples.

Figure 31 represents those carpets that were intended for use on the walls,

ceilings, and underside of the overhead luggage rack. These samples were

tested without an underlayment . Carpet D produced more smoke more rapidly

than carpets G and B.

•35-
The samples designated as floor covering materials were tested with a

polyurethane foam underlayment. Carpet F appears to be a significantly better

carpet, figure 32. Only one carpet was tested with and without an underlayment, carpet B. Figure 33 shows that the influence of the underlayment on the

smoke production characteristics of carpet B is only apparent late in the

test.

Table 13 summarizes the results of NFPA 258. Data are tabulated for the

average D corr as well as the D values for 1.5 minutes and 4.0 minutes as

recommended in the DOT guidelines. Within a functional group, the materials

are listed according to a decreasing D_ (1.5). It can be seen that the D„

s s (1.5) and D c (4.0) produce similar rankings. In two cases, FRPl/PVC-acrylic

and polyurethane/low smoke polychloroprene, the D corr values do not correlate with the D rankings.

DOT recommended D values for all materials and applications are:

D

g (1.5) <_ 100,

D

s (4.0) _< 200.

With the exception of the wall covering, each functional area had acceptable

materials. All carpet samples intended for use on the wall or ceiling of the

interior of a transit vehicle failed to meet DOT smoke production levels at 4

minutes. Only carpet F, intended for floor covering, had a D_ (4.0) less than

s 200. With the exception of carpet D, all carpet samples had D values within

m

a small range, 230 to 300. Carpet D had a D value of 470.

-36-
5.2 Flame Spread Tests

ASTM E 162 and D 3675 measure the ability of a material to resist flame

spread and heat evolution under the influence of an external radiant flux.

Both test methods yield a flame spread index, I , that is the product of a

flame spread factor and a heat evolution factor. The test methods are functionally identical. Minor differences exist in the manner in which specimens

are prepared for testing. ASTM D 3675 is intended for the evaluation of

flexible cellular materials that have a tendency to shrink and fall out of the

specimen holder. Specimen preparation, therefore, requires the use of a sheet

of 25 mm 20 gage hexagonal steel wire mesh over the exposed face of the

specimen. In all other aspects, the two test methods are identical.

Three replicates of each material were tested to determine a flame spread

index. The results of these tests are tabulated in table 14. The seat

cushions were tested according to ASTM D 3675, while the other materials were

tested following ASTM E 162 specifications. DOT recommended performance

criteria for each functional group are also listed. It can be seen that each

functional group has at least one material that meets the criterion.

Significant differences existed between all of the carpet samples tested.

Carpet B had the worst performance, I = 270, while carpet D failed to ignite

at all. Carpet D was the only wall covering material which met the DOT

criterion. In terms of performance, the two fiberglass reinforced plastic

window masks barely met the criterion, while the vinyl chloride/acrylic

copolymer was far superior as a window mask material.

-37-
5.3 Critical Radiant Flux

NFPA 253 exposes a specimen placed horizontally to a radiant energy

9 9 gradient that varies along a 1-meter length from 11 kW/m to 1 kW/m . The

specimen is ignited by a small flame at the high energy end. The distance

burned to the point at which the flooring material extinguishes itself determines the critical radiant flux (CRF) necessary to support continued flame

propagation. The higher the CRF, the better is the fire safety of the carpet.

The DOT recommended guidelines stipulate that floor coverings must have a

9 CRF greater than or equal to 5 kW/m . This is equivalent to performance

requirements placed on floor coverings used in corridors and exitways of

health care facilities.

Two carpet samples were tested to determine their CRF rating. Carpet B

was used in large-scale tests 2, 3, 4, 5, and 6, while carpet F was used in

tests 1, 7, and 8. Each carpet was tested with the underlayment used in the

large scale test, i.e., polyurethane foam. Carpet F performed very well. It

had a CRF of > 11 kW/m2

. Carpet B had a CRF of 5.5 kW/m2

. Both samples meet

or exceed DOT recommendations.

5.4 Rate of Heat Release

Two measurement techniques exist for the determination of the rate of

heat release. One method measures sensible heat in the exhaust gas, while the

other method utilizes the oxygen consumption principle. Smith [24-26,65]

employed the former method to calculate a fire hazard load value for a

-38-
furnished enclosure. The primary parameter was the total heat release at 3

minutes at a fixed external incident heat flux. Measurements were made over a

range of incident heat flux levels - 11 kW/m to 34 kW/m . The actual data

used depended on the end use of the material. Smith selected heat release

rate data at the upper exposure limit for ceiling and wall materials and lower

level exposure data for the evaluation of flooring materials.

Using the oxygen consumption principle, Krasny and Babrauskas [66] demonstrated the difficulties encountered in attempting one-to-one correlations

between bench scale and large-scale tests. While they were able to correlate

horizontal flame spread on upholstery furniture mockups with the time to

100 kW heat release rate in a full size furniture calorimeter, it was

necessary to compare maximum heat release rates in the furniture calorimeter

with cone calorimeter total heat release at 3 minutes normalized by the total

weight of the sample before equivalent material ranking could be achieved.

The cone calorimeter [28] was used to evaluate the component materials

used in the large-scale mockups. Three replicates of each material were

tested at an incident flux level of 25 kW/m . This is at the mid-range of

Smith's data and comparable to the incident flux level used by Krasny and

Babrauskas. The 3 minute values used by Smith and Krasny proved unsatisfactory because at 25 kW/m the rate of heat release for some samples was

bimodal with the broader peak biasing the three minute average. Therefore, a

fire hazard load value similar to Smith's could not be determined for all

materials.

-39-
The maximum rate of heat release per unit surface area, Q , was used as

an initial measure of material flammability. Table 15 summarizes the results

obtained from the cone calorimeter. Within functional groups the data are

listed according to decreasing Q . Also listed in table 15 are the time at

which the peak value was recorded, an approximate ignition delay time and the

total heat released at Q . P

The ignition delay time was determined from the output data rather than

actual observations and, therefore, are only approximate. The lowest Q was

n observed for the low smoke polychloroprene sample, 27 kW/m , and the highest

was the polyurethane foam cushion, 600 kW/m . One set of composite tests was

conducted to determine the effect of an upholstery material on the rate of

heat release. The polychloroprene was covered with samples from the upholstery

material used in the large scale test. It was found that while the polychloroprene alone released heat at a low rate, 32 kW/m , the inclusion of a

cover fabric raised this to 280 kW/m . In addition, Q occurred much sooner,

32 seconds versus 264 seconds, for the covered foam cushion. However, the

total heat released, QT

, by the covered foam cushion was less than the exposed

foam, 2.2 MJ/m for covered foam and 3.2 MJ/m for exposed foam. An interesting feature of the covered foam tests demonstrated a bi-modal burning

behavior, figure 34. First, the cover fabric burned with the rate of heat

release decaying to nearly zero before the foam began to contribute to the

rate of heat release.

The carpet samples had higher heat release rates than most of the other

component materials. Carpet F had the lowest Q , but it had the highest total

heat released. At 25 kW/m , carpet F was the most resistant to ignition with

-40-
only the fiberglass reinforced plastic materials having a longer ignition

delay time.

The polycarbonate glazing material would not ignite at 25 kW/m external

incident flux. Tests at 50 kW/m produced the following results:

. 2 = 480 kW/m at 153 seconds

QT

= 9.7 MJ/m2

Ignition = 123 seconds

6. DISCUSSION OF LARGE-SCALE AND SMALL-SCALE TESTS

Table 16 presents the results of the laboratory-scale tests arranged

according to the use in each full-scale mock-up test. Only the materials from

mock-up test 4 met the flame spread guidelines. None of the sets of materials

from the four fully furnished mock-up tests met the smoke emission guidelines

recommended by DOT. Since no recommended limits have been proposed for a rate

of heat release measurement, no notation is made in table 12 of acceptable

rate of heat release values. Figure 35 graphically presents the small-scale

flame spread and smoke emission measurements. While the multiple acceptable

limits under ASTM E 162 have been omitted for simplicity, all materials within

the dashed line box in figure 35 are considered acceptable under DOT guidelines.

-41-
6.1 Small-Scale Tests Versus Large-Scale Tests

As a more detailed comparison of the laboratory-scale tests and the fullscale mock-up tests, figures 36 to 39 show the laboratory-scale test results

plotted against selected full-scale test data. Results of smoke density

measurements in the laboratory-scale test are compared with peak smoke extinction coefficient (figure 36) and with time to reach the critical smoke extinction coefficient of 1.2m~ (figure 37). For the flame spread measurements,

the peak rate of heat release measured during the mock-up tests are compared

with test results from ASTM E 162 (figure 38) and with peak rate of heat

release measured by the cone calorimeter (figure 39). Results similar to

figures 38 and 39 could be obtained using gas temperature as a measure of fire

growth during the mock-up tests rather than rate of heat release.

All four figures (36 to 39) lead to similar trends comparing laboratoryscale and full scale measurements. First, consider only mock-up tests 1

through 3. The small-scale tests correctly predict that mock-up test 1 should

be more severe than tests 2 or 3. Smoke measurements and flame spread

measurements exhibit this trend. However, test 4 is not as easily predicted.

Small-scale flame spread measurements would indicate that the materials in

test 4 should behave equivalent to or better than tests 2 and 3. Clearly,

this was not observed in test 4. Laboratory-scale smoke measurements would

lead to the conclusion that test 4 would behave similarly to test 3, not test

1 as observed in the mock-up tests. Thus, small-scale tests appear to

adequately predict the effect of changes of materials within the same geometry

(as in tests 1 through 3), but cannot be used to predict full-scale performance of materials in different geometries (test 4).

-42-
6.2 Adequacy of Existing Materials

As previously stated, no set of materials used in any of the four fully

furnished mock-up tests completely met the DOT guidelines for flammability and

smoke emission. Smoke emission characteristics were typically further from

acceptable limits than flame spread characteristics. Carpeting used as wall

covering or floor covering was the only material in which none of the samples

tested exhibited acceptable smoke emission characteristics.

Of the materials evaluated in the small scale and large scale tests, the

most promising combinations of materials were:

• Window Mask — FRPII or PVC-Acrylic

• Glazing — glass

• Seat Cushions — Low smoke polychloroprene or FR polyurethane

• Wall Carpeting — None acceptable, Carpet G (modacrylic carpet) best

of those tested

• Floor Carpeting — Carpet F (nylon carpet)

7. SUMMARY AND CONCLUSIONS

A series of tests was conducted to assess the large-scale burning

behavior of materials used as furnishings for the interior of passenger rail

coach vehicles. Eight full-scale mock-up tests (four of these fully

furnished) were complemented with tests on the full seat assemblies and with

small-scale laboratory tests on individual materials from the various components used on the interior of the cars.

-43-
The four fully furnished mock-up tests could be divided into two

groups — those in which full room involvement was obtained (tests 1 and 4)

and those in which few, if any hazardous conditions were noted (tests 2 and

3). This distinct grouping was evidenced by peak gas temperatures (649°C to

825°C in tests 4 and 1; 114°C to 118°C in tests 2 and 3), smoke levels (17.3

m~ to 19.9 m~ in tests 4 and 1, 5.6 to 8.3 in tests 3 and 2), and gas

concentrations (CO concentration of 3.6 to 3.9 percent in tests 4 and 1, 0.2

to 0.4 percent in tests 2 and 3).

Results of the small-scale laboratory tests on individual materials were

found to be able to predict trends in full-scale fire performance for a given

full scale geometry. However, when the geometry of the full scale test room

was changed, the chosen small-scale tests failed to predict the effect of

these changes. Thus, a possible vehicle interior evaluation protocol is

evident:

• A small number (1 or 2) full size tests to determine a set of acceptable materials for the geometry of the full vehicle;

• A series of small-scale tests to evaluate alternative materials.

Materials which are equal or better in all tests to those tested in

the full-size vehicle could be substituted without further full-scale

testing.

Of course, changes in the physical layout of the vehicle interior (i.e. ,

the geometry of the vehicle interior) would necessitate additional full-size

tests.

-44-
Some specific recommendations can be made based upon the results of these

tests:

1) The extension of the full-carpeted luggage rack to the full

length of the vehicle in test 4 made ignition of the luggage

rack carpeting easier. FRA and Amtrak should study alternatives to the current luggage rack design to eliminate the

combustible covering and to prevent (potentially hot) gases

from being trapped beneath the luggage rack.

2) Padded armrests should be eliminated from the seat assemblies

to retard spread of fire from one seat to the next.

3) Particular attention should be paid to insure the material used

as a wall covering (carpeting or window mask) adjacent to

seating will resist ignition and subsequent spread of fire.

The tests reported herein represent only a limited number of tests on a

limited number of materials. Other materials or other combinations of

materials may lead to different test results. The larger volume of an entire

rail car (as opposed to the mock-up) would change the time response of the

total system. To insure acceptable behavior in the full size vehicle, additional full vehicle tests, preferably in a full car, should be performed.

Instrumentation for these tests would be similar to that used in the mock-up

tests — temperature measurements within the vehicle from floor to ceiling and

smoke density measurements and gas concentration measurements at several

locations within the vehicle. At least two tests should be performed on the

-45-
best combination of materials — one with all openings closed and one with

evacuation exits opened at a selected time during the test. These two tests

would allow evaluation of the positive or negative effects of vehicle evacuation and determination of conditions at the exits as the fire develops.

8 . ACKNOWLEDGEMENTS

D. Klein developed the test plan and conducted mock-up tests 1 and 2. M.

Womble, W. Bailey, S. Steel, C. Veirtz, 0. Owens, and T. Maher provided construction and instrumentation for the mock-up tests. R. Breese, J. R. Lawson,

E. Middlefehldt, T. Maher, R. Triplett, and M. Cavell conducted the smallscale tests. J. N. Breese and R. Breese provided computer data reduction of

the large and small scale tests. The following companies provided materials

or services for the program: National Railroad Passenger Corporation, Art

Craft Industries, Budd, Scott Paper Company, Coach and Car, Toyad Corporation,

General Electric Company, AMI Industries, Inc., Sumitomo Corporation of

America.

The contributions of all those involved in the project are gratefully

appreciated.

Funding for the project was provided by the Federal Railroad Administration. Their support and the efforts of the contract officer, D. Dancer is

appreciated.

-46-
9 . REFERENCES

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-47-
[14] Standard Method of Test for Critical Radiant Flux of Floor Covering

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in Rail Passenger Cars. A Literature Survey, U.S. Army Ballistic

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[17] Braun, E., Report of Fire Test on an AM General Metro Bus, Nat. Bur.

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[18] Braun, E., A Fire Hazard Evaluation of the Interior of WMATA Metrorail

Cars, Nat. Bur. Stand. (U.S.), NBSIR 75-971 (December 1975).

[19] Spieth, H.H. and Trabold, E.L. , Methodology for Fire Hazard Analysis of

Multilayer Seat Constructions, Textile Research Journal, Vol. 51, No. 3,

202-216 (March 1981).

[20] Hartzell, L.G. , Development of a Radiant Panel Test for Flooring

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[21] Benjamin, I. A. and Adams, C.H. , The Flooring Radiant Panel Test and

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[22] Benjamin, I. A. and Adams, C.H. , Proposed Criteria for Use of the

Critical Radiant Flux Test Method, Nat. Bur. Stand. (U.S.), NBSIR 75-950

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[23] Adams, C.H. and Davis, S., Development of the Flooring Radiant Panel

Test as a Standard Test Method, Nat. Bur. Stand. (U.S.), NBSIR 79-1959

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[24] Smith, E.E., Heat Release Rate of Building Materials, Symposium on Ignition, Heat Release, and Noncombustibility of Materials, ASTM STP 502

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-48-
[29] Huggett, C, Estimation of Rate of Heat Release by Means of Oxygen

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Pitts, B., Measurements and Observations of the Toxicological Hazard of

Fire in a Metrorail Interior Mock-Up, Nat. Bur. Stand. (U.S.), NBSIR

75-966 (February 1976).

[32] Barecki, C.J. , Ignition of Bus Seats, Journal of Consumer Product Flammability, Vol. 6, No. 2, 152-161 (June 1979).

[33] Heskestad, G. , Bidirectional Flow Tube for Fire-Induced Vent Flows in

Large-Scale Bedroom Fire Test, July 11, 1973, P. A. Croce and

H.W. Emmons, Eds., FMRC Serial 21011.4, 140-145, Factory Mutual

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[34] McCaffrey, B.J. and Heskestad, G. , A Robust Bidirectional Low-Velocity

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[35] Bukowski, R.W. , Smoke Measurements in Large and Small Scale Fire

Testing, Nat. Bur. Stand. (U.S.), NBSIR 78-1502 (October 1978).

[36] Fang, J.B. and Breese, J.N. , Fire Development in Residential Basement

Rooms, Nat. Bur. Stand. (U.S.), NBSIR 80-2120 (October 1980).

[37] Parker, W.J. , Calculations of the Heat Release Rate by Oxygen Consumption for Various Applications, Nat. Bur. Stand. (U.S.), NBSIR 81-2427-1

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Sources, Part 1. Full-Scale Tests and Hazard Analysis, Nat. Bur. Stand.

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Bur. Stand. (U.S.), Tech. Note 1103 (1979).

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Smoldering Fires In Closed Compartments and Their Hazard Due to Carbon

Monoxide, Nat. Bur. Stand. (U.S.), NBSIR 82-2556 (July 1982).

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Fire Research Special Report 3, Joint Fire Research Organization, HMSO,

London (1960).

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Associated with Radiant Energy Skin Burns In: Temperature — Its

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-49-
[43] Dinman, B.D. , Journal of the American Medical Association, Vol. 235,

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Forsvarets Forskningsanstalt , Stockholm (1974).

[50] Budnick, E.K. and Klein, D.P., Mobile Home Fire Studies: Summary and

Recommendations, Nat. Bur. Stand. (U.S.), NBSIR 79-1720 (1979).

[51] Lee, B.T. and Breese, J.N. , Submarine Compartment Fire Study - Fire

Performance Evaluation of Hull Insulation, Nat. Bur. Stand. (U.S.),

NBSIR 78-1584 (1979).

[52] Fang, J.B. and Breese, J.N. , Fire Development in Residential Basement

Rooms, Nat. Bur. Stand. (U.S.), NBSIR 80-2120 (1980).

[53] Quintiere, J.G. and McCaffrey, B.J. , The Burning of Wood and Plastic

Cribs in an Enclosure: Volume I, Nat. Bur. Stand. (U.S.), NBSIR 80-2054

(1980).

[54] McCaffrey, B.J. and Rockett, J. A., Nat. Bur. Stand. (U.S.), J. Res.,

Vol. 82, No. 2, 107-117 (1977).

[55] Thomas, P.H., Testing Products and Materials for Their Contribution to

Flashover in Rooms, Fire and Materials, Vol. 5, No. 3, 103-111

(September 1981).

[56] Peacock, R.D. , Computer Fire Modeling for the Prediction of Flashover,

Nat. Bur. Stand. (U.S.), NBSIR 82-2516 (May 1982).

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-50-
[58] Jin, T. , Visibility Through Fire Smoke, Part 5, Report of Fire Research

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Association of Fire Science and Engineering [1974).

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Toxicological Parameters During Fire Exposure, J. of Fire and

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the Acute Inhalation Toxicity of Combustion Products, Nat. Bur. Stand.

(U.S.), NBSIR 82-2532 (June 1982).

[63] Babrauskas, V., Lawson, J.R. , Walton, W.D. and Twilley, W.H.

,

Upholstered Furniture Heat Release Rates Measured With a Furniture

Calorimeter, Nat. Bur. Stand. (U.S.), NBSIR 82-2604 (December 1982).

[64] Recommended Fire Safety Practices for Rail Transit Materials Selection,

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Furniture Mockups, Submitted to Journal of Fire Sciences.

-51-
TABLE 1. Recommendations For Testing The Flammability And Smoke

Emission Characteristics Of Transit Vehicle Materials

Category

Function

of

Material

Test Procedure Performance Criteria

Seating

Cushion3 » b » e

Shroud3 >

(

Upholsterya ' b ' c » e

ASTM D 3675

NFPA 258

ASTM E 162

NFPA 258

ASTM E 162

NFPA 258 FAR 25853

NFPA 258

V 1 25 D

s (1.5) _<_ 100; Ds (4.0) <_ 200

I

s i.35

D

s (1.5) _<_ 100; Ds (4.0) <_ 200

I

s l 35 D

s (1.5) <_ 100; D

g (4.0) <_ 200

Flame Time < 10 sec; burn length <_ 6 inch

D

g (4.0) <_ 250 coated

D

s (4.0) <_ 100 uncoated

Panels

Wall a ' e

Ceilinga ' e

HVAC Ducting 3 » e

Windowd » e

Light Diffusere

ASTM

NFPA

ASTM

NFPA

ASTM

NFPA

ASTM

NFPA

ASTM

NFPA

ASTM

NFPA

ASTM

NFPA

E 162

258

E 162

258

E 162

258

E 162

258

E 162

258

E 162

258

E 162

258

I

s ± 35 D

s (1.5) <_ 100; Dg (4.0) <_ 200

Is <- 35

D

s (1.5) <_ 100; Ds (4.0) <_ 200

I

s l 35 D

s (1.5) ± 100; Ds (4.0) <_ 200

I

s l 35 D

s (1.5) ± 100; Ds (4.0) <_ 200

I

s l 35 D

s (4.0) <_ 100

I

s

<_ 100

D

s (1.5) <_ 100; Ds (4.0) <_ 200

I

s

<_ 100 D

s (1.5) _< 100; Ds (4.0) <_ 200

Flooring Structural

Covering^

ASTM E 119

NFPA 253

Pass

C.R.F. > 0.5 w/cm2

Insulation

Thermal a ' b ' e

Acoustica » b ' e

Elastomers3

ASTM E 162

NFPA 258

ASTM E 162

NFPA 258

ASTM C 542

I

s l 25 D

g (4.0) <_ 100

I

8 <- 25 D

s (4.0) _< 100

Pass

Miscellaneous

Exterior

Shell 3 » e

Component Box Coversa ' e

ASTM E 162

NFPA 258

ASTM E 162

NFPA 258

Is I 35 D

s (1.5) <_ 100; D

s (4.0) _<^ 200

I

s l 35 Ds (1.5) _< 100; D

s (4.0) _<_ 200

-52-
Notes to Table 1

a) Materials tested for surface flaramability should not exhibit any flaming

running, or flaming dripping.

b) Flammability and smoke emission characteristics should be demonstrated

to be permanent by washing, if appropriate, according to FED-STD-191A

Textile Test Method 5830.

c) Flammability and smoke emission characteristics should be demonstrated

to be permanent by dry-cleaning, if appropriate, according to AATCC86. Materials that cannot be washed or dry cleaned should so be labeled

and should meet the applicable performance criteria after being cleaned

as recommended by the manufacturer.

d) For double window glazing, the interior glazing should meet the

materials requirements specified herein, the exterior glazing need not

meet those requirements.

e) NFPA-258 maximum test limits for smoke emission (specified optical

density) should be measured in either the flaming or non-flaming mode,

depending on which mode generates the most smoke.

f) Structural flooring assemblies should meet the performance criteria

during a nominal test period determined by the transit property. The

nominal test period should be twice the maximum expected period of time,

under normal circumstances, for a vehicle to come to a complete, safe

stop from maximum speed, plus the time necessary to evacuate all

passengers from a vehicle to a safe area. The nominal test period

should not be less than 15 minutes. Only one specimen need be tested.

g) Carpeting should be tested in accordance with NFPA-253 with its padding,

if the padding is used in actual installation.

h) Symbols and abbreviations for acceptable performance criteria are described in detail in the individual test methods. Text of report

summarizes test methods.

-53-
TABLE 2.

Summary Of Selected Small-Scale Test

Results On Transit Vehicle Components

FAR 25 .853

MUSS Burn Flame ASTM NFPA NFPA

302 Length Time E-162 253 258

Material (mm/s) (mm) (sec) <I8

> (kW/m2) (Dm) Reference3

Wall Capetings DNIb 181 [17]

DNI 51 211 [17]

Floor Coverings DNI 64 3.5 8 6.6

11

319

694

[17]

[18]

Seat Cushion Foams

Polyurethane 33 9 632 [18]

Polychloroprene 76 678 [18]

Foam l

c 0.57 83 [17]

Foam 2 C 0.82 111 [17]

Foam 3

C 1.11 204 [17]

Interior Walls

PVC-Acrylic

Copolymer 64 51 710 [17]

Notes: a - see section 9 for reference

b - DNI = did not ignite

c - mixture of different foams, composition not specified

-54-
TABLE 3.

Instrumentation For Mock-Up Test 1

Doorway Gas Temperature

Interior Gas Temperature

South Wall

East Wall

West Wall

Exhaust Stack Gas Temperature

Smoke Optical Density Doorway

Doorway

Exhaust Stack

Gas Concentration

Doorway

CO, Co

2 ,02

Exhaust Stack

Exhaust Stack Gas Velocity

Heat Flux

100,170,510,850,900,1300,1780 mm

from top of doorway

30,50,80,100,150,760,1370,2130 mm

30,50,80,100,150,760 mm

30,50,80,100,150,760 mm measured

from ceiling

nine positions dividing cross section (for velocity calculations)

170,510,850 mm measured from top of

doorway

one position measured at centerline of

velocity/temperature grid

170,510,850 mm measured from top of

doorway

one position measured at centerline of

velocity/temperature grid

five positions dividing cross section

center of room at floor level

-55-
TABLE 4.

Instrumentation For Mock-Up Tests 2-4

Measurement

Doorway Gas Temperature

Interior Gas Temperature

South Wall

East Wall

West Wall

Exhaust Stack Gas Temperature

Smoke Optical Density

Doorway

Exhaust Stack

Gas Concentration - CO, COo, Oo

Doorway

Exhaust Stack

Exhaust Stack Gas Velocity

Heat Flux

Locations

100,170,850,1300,1930 mm measured

from top of doorway

150,760,1370,2130 mm

150,760,1370 mm

150,760,1370 mm measured from ceiling

nine positions dividing cross section

(for velocity calculations)

170,510,850 mm measured from top of

doorway

one position measured at centerline

of velocity/temperature grid

170,510,850 mm measured from top of

doorway

one position measured at centerline

of velocity/temperature grid

five positions dividing cross section

center of room at floor level

-56-
TABLE 5.

Instrumentation For Mock-Up Tests 5-8

Measurement

Doorway Gas Temperature

Interior Gas Temperature

East Wall

Center

Exhaust Stack Gas Temperature

Smoke Optical Density

Exhaust Stack

Gas Concentration - CCsCOojO^

Doorway

Exhaust Stack

Exhaust Stack Gas Velocity

Heat Flux

Locations

200,510,810,1120,1730 mm measured

from top of doorway

150,300,610,910,1220,1520,1830,2130 mm

150 ,300 ,610 ,910 ,1220 ,1520 ,1830 ,2130 mm

measured from ceiling

nine positions dividing cross section

(for velocity calculations)

one position measured at centerline of

velocity/temperature grid

168,510 mm measured from top of doorway

one position measured at centerline of

velocity/temperature grid

five positions dividing cross section

center of room at floor level

-57-
TABLE 6.

Materials And Test Conditions For Full-Scale Mock-Up Tests

MATERIALS Test 1

Carpeting

Wall

Ceiling

Baggage Rack

Acrylic

"G"

Floor Nylon

"F"

Window Mask FRPI

Test 2 Test 3 Test 4

Window Glazing

Seat Assembly

Armrest

Side Shroud

Back Shell

Food Tray

Cushions

Headrest

Upholstery

Glass

PIT

Glass-Filled

Polycarbonate"

PU

90/10 Wool Nylon,

Vinyl, Muslin

Undercover

Nylon

"B"

FRPII.

Polycarbonat<

PCP

PCP FR-PU

Aerylic/Modacrylie

"D"

Vinyl Chloride

Acrylic Copolymer

LS-PCP

TEST CONDITIONS

Temperature (°C)

Relative Humdity

(% RH)

24

45

23

42

27

40

24

43

a PU = Polyurethane, PCP = Polychloroprene, FR-PU = FR-Polyurethane,

LS-PCP = Low Smoke Polychloroprene, FRP = Glass Fiber Reinforced Polyester

-58-
Table 7.

Gas Temperature Levels During Mock-Up Tests With

Time To Reach Critical Temperatures

Peak Time to Reach Time to Reach Time to Reach

Temperature Peak 183°C/361°F 600'D C/1112°F

Test (°C) (s) (s) (s)

At Ceiling

1 825 478 315 468

2 114 674 n.r.

a n.r.

3 118 120 n.r. n.r.

4 649 275 200 270

5 113 200 n.r. n.r.

6 171 100 n.r. n.r.

7 123 100 n.r. n.r.

8 149 120 n.r. n.r.

At Passenger Height

1 768 493 411 478

2 86 687 n.r. n.r,

3 82 140 n.r. n.r,

4 542 270 n.r. n.r,

5 29 200 n.r. n.r,

6 36 120 n.r. n.r.

7 32 100 n.r. n.r,

8 38 140 n.r. n.r,

a - n.r. = not reached

-59-
TABLE 8.

Smoke Levels During Mock-Up Tests With Time

To Reach Critical Smoke Levels

Peak

Extinction Time to Time to Reach Time to Reach

Coefficieint Reach Peak 1.2 m

-1

0.2 m

_1

Test (m

-1

) (s) (s) (s)

At Top of Door

1 19.9 532 212

2 8.3 604 318

3 5.6 1990 356

4 17.3 295 90

5

6

78

99

134

89

40

At Passenger Height

1 13.1 500 486

2 0.5 795 r, »• 3 n.r

3 0.3 2613 n.r.

4

5

6

16.4

_b

290 225

78 M — -

471

407

2613

215

Notes:

a - n.r. = not reached

b - smoke levels not measured during tests 5 through 8

-60-
COCO CJrH

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mccccccG

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CM CM -h CN ^h CM CM

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-61-
TABLE 10.

Peak Rate of Heat Release Through Exhaust

Stack During Mock-Up Tests

Peak Rate of Time to

Heat Release Peak

2St (kW) (s)

1 4400 515

2 70 763

3 40 140

4 1600 302

5 60 230

6 170 140

7 80 120

8 90 140

-62-
TABLE 11.

Test Procedures And Evaluation Criteria For Small-Scale

Testing Of Amtrak Furnishings

Material Test Procedure Performance Criteria

Window Mask ASTM E 162

NFPA 258

I

s 135

D_ (1.5) < 100, DG (4.0) < 200

Window Glazing ASTM E 162

NFPA 258

I

s < 100

Dc (1.5) < 100, D c (4.0) < 200

o — o —

Wall Covering ASTM E 162

NFPA 258

!

s l 35

D

s (1 * 5) 1 100 > Ds (4,0) 1 20°

Floor Covering NFPA 253 CRF > 5 kW/m2

Seat Cushions ASTM D 3675

NFPA 258

I s < 25

D

s (1.5) <_100, Dg (4.0) <_ 200

-63-
TABLE 12

Small-Scale Tests Conducted On Amtrak Materials

Test Methods

Application Material Description

Density

kg/m3

ASTM

D-3675 E-162

NFPA RHR

258 253 Cone

Window Mask

Glazing

Wall Covering

Seat Cushions

Floor Covering

Fiberglass reinforced

plastic (I) 1.8 x 10 3 Fiberglass reinforced

plastic (II) 1.6 x 10 3

Vinyl Chloride 1.4 x 10 3

Acrylic Copolymer

Polycarbonate 2.61 x 10

Carpet D 3.9 x 10'

(Acrylic/Modacrylic)

Carpet G 3.7 x 10'

(Acrylic)

Carpet B 3.9 x 10' (Nylon)

Polyurethane 6.2 x 10; FR-Polyurethane 7.7 x 10; Polycloroprene 8.0 x 10

Low smoke t polycloroprene 1.5 x 10'

Carpet F 3.8 x 10'

(Nylon)

X

X

X

X

X

-64-
TABLE 13.

NFPA 258 Optical Density Test Results for Amtrak Interior

Furnishing Components Under Flaming Exposure Conditions

Application Material D

g (1.5) Ds (4.0) m,corr

Window Mask

FRP I 110 320 270

Vinyl Chic»ride 45 170 330

Acrylic Copolymer * FRP II * 41 170

Glazing

Polycarbonate * 64 350

Seat Cushions

Wall Covering

Polyurethane 320 620 620

Polychloroprene 260 410 410

FR-polyurethane* 87 170 160

Low Smoke Poly- 68 140 310

chloroprene*

Carpet D 200 460 470

Carpet G 69 250 250

Carpet B 8 250 230

Floor Covering

with underlayment

Carpet B

Carpet F * 260

170

300

280

* meets criteria in DOT guidelines

-65-
TABLE 14.

ASTM E-162 Flame Spread Test Results On Amtrak

Interior Finishing Materials

Application Material X

s DOT Guidelines

Window Mask 1

s

<- 35

FRPI * 34

FRPII * 35

Vinyl Chloride 3

Acrylic Copolymer *

Glazing I

s

<_ 100

Polycarbonate * 54

Wall Covering *

s ! 35

Carpet B 270

Carpet F 150

Carpet G 80

Carpet D

* DNI

Seat Cushions3X

s l 25

Polyurethane 960

FR-Polyure thane* < 5 Polychloroprene* < 5 Low Smoke Poly- < 5 chloroprene*

aASTM D-3675-76 standard test method was followed for flexible cellular

materials.

* meets criteria in DOT guidelines

-66-
TABLE 15.

Characterization Of Amtrak Materials By The Cone Calorimeter,

Average Value For Three Replicates Tested At 25 kW/m

Ignition Total

Peak Heat Delay Heat

Rel ease Rate Time Time Release

Application Material (kW/m2

) (sec) (sec) (MJ/m2

)

Window Mask

FRPI 370 157 137 6.1

FRPII 230 280 237 8.9

Vinyl Chloride 200 99 90 1.6

Acrylic Copolymer

Floor and Walls

Carpet G 410 57 48 3.1

Carpet B 380 141 95 13

Carpet F 350 228 117 21

Seat Cushions

Polyurethane 600 49 10 12

FR-Polyure thane 210 139 16 8.9

Polychloroprene 32 264 - 3.2

Low Smoke Poly- 27 634 - 10

chloroprene

-67-
TABLE 16.

Results Of Small-Scale Test Evaluation Of Materials

Used In Fully Furnished Mock-Up Tests

Mock-Up

Test Material

Flame Spread Smoke Emission

NFPA 253 (NFPA 258)

ASTM E162 CRF

(kW/m2

) D

g

@

1.5 min

D

g @

4 min

34* 110 320

0*

960 320 620

80* 69 250

>11* 170*

35* 41*

54* 2 64*

<5* 260 410

80 69 250

5, 5* 8 250

35* 41*

54* 2 64*

<5* 87 170*

80 69 250

5. 5* 8 250

3* 45 170*

54* 2 64*

<5* 68 140*

<5* 201 460

5. 5* 8 250

Heat Release Rate

(Cone Calorimeter)

Peak Rate

(kW/ro2

)

Window Mask

Glazing

Seat Cushions

Wall Covering

Floor Covering

Window Mask

Glazing

Seat Cushions

Wall Covering

Floor Covering

Window Mask

Glazing

Seat Cushions

Wall Covering

Floor Covering

Window Mask

Glazing

Seat Cushions

Wall Covering

Floor Covering

370

600

410

350

230

32

410

380

230

210

410

380

200

27

380

meets criteria in DOT guidelines

-68-
WINDOW

GLAZING

WINDOW

MASK

WALL CARPET

ON PERFORATED

METAL

Figure 1. Cutaway view of Amtrak Passenger car interior

-69-
4t

3.6

DOOR

(0.76 w x 2.04 h)

LUGGAGE RACK

EXTENDED FULL

LENGTH TEST 4 ONLY

*fc

2 ROWS DOUBLE SEATS

IGNITION

SEAT

All dimensions in meters

=**=

2.4

CARPETED WALLS & CEILING

LUGGAGE RACK (carpeted)

WINDOW

MASK

19-

Figure 2. Mock-up test room configuration

-70-
£•

A<MD

4t

4t

=**=

A sT T

• THERMOCOUPLE

A SMOKE METER

D GAS SAMPLING PROBE (CO, C0 2 , 2 ] O HEAT FLUX METER

I

Figure 3. Instrumentation for full-scale mock-up test 1

-71-
A«D

A<H3-

^

=ffc

=**=

-**- • THERMOCOUPLE

a SMOKE METER

D GAS SAMPLING PROBE (CO, C0 2 , 2 ) O HEAT FLUX METER

Figure 4. Instrumentation for full-scale mock-up tests 2 through 4

-72-
u

• THERMOCOUPLE

D GAS SAMPLING PROBE (CO, C0 2 , 2 ) O HEAT FLUX METER

Figure 5. Instrumentation for full-scale mock-up tests 5 through 8

-73-
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NBS-114A (rev. 2-ac) U.S. DEPT. OF COMM.

BIBLIOGRAPHIC DATA

SHEET (See instructions)

1. PUBLICATION OR

REPORT NO.

NBS TN 1193

2. Performing Organ. Report No 3. Publication Date

May 1984

4. TITLE AND SUBTITLE

Fire Tests of Amtrak Passenger Rail Vehicle Interiors

5. AUTHOR(S)

R. D. Peacock and E. Braun

6. PERFORMING ORGANIZATION (If joint or other than NBS, see instructions)

NATIONAL BUREAU OF STANDARDS

DEPARTMENT OF COMMERCE

WASHINGTON, D.C. 20234

7. Contract/Grant No.

8. Type of Report & Period Covered

Final 1978-1983

'• Partially sponsored by:

Federal Railroad Administration

U.S. Department of Transportation

Washington, DC 20590

10. SUPPLEMENTARY NOTES

^j Document describes a computer program; SF-185, FlPS Software Summary, is attached.

11. ABSTRACT (A 200-word or less factual summary of most significant information. If document includes a significant

bibliography or literature survey, mention it here)

A series of fire tests was conducted to assess the burning behavior of the

interior of passenger rail vehicles. Three types of tests were performed:

(1) small-scale laboratory tests to study the flammability and smoke generation characteristics of the individual materials, (2) full-scale calorimeter

tests on the seats to determine the rate of heat release from burning seat

assemblies, and (3) full-scale tests on mock-ups of the interior of the cars

to investigate the potential for fire hazard in the fully furnished vehicles.

A comparison of the results of the selected small-scale laboratory tests with

the full-scale mock-up tests shows that while the small-scale tests can be used

to screen individual materials, the geometry of the full-scale vehicle interior,

and the interaction of materials during the full-scale mock-up tests are critically important in predicting the potential for fire inside the vehicle.

12. KEY WORDS (Six to twelve entries; alphabetical order; capitalize only proper names; and separate key words by semicolons)

calorimeters; flame spread; full scale tests; interior finishes; passenger vehicles;

railroads; smoke; transportation.

13. AVAILABILITY

[X] Unlimited

fJ3) For Official Distribution. Do Not Release to NTIS

[X] Order From Superintendent of Documents, U.S. Government Printing Office, Washington, D.C. 20402.

f~J Order From National Technical Information Service (NTIS), Springfield, VA. 2216 I

14. NO. OF

PRINTED PAGES

115

15. Price

USCOMM-DC 6043-P80
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Federal Information Processing Standards Publications (FIPS

PUB)—Publications in this series collectively constitute the Federal Information Processing Standards Register. The Register

serves as the official source of information in the Federal Govern- ment regarding standards issued by NBS pursuant to the Federal Property and Administrative Services Act of 1949 as amended.

Public Law 89-306 (79 Stat. 1127), and as implemented by Executive Order 11717 (38 FR 12315, dated May 11, 1973) and Part 6

of Title 15 CFR (Code of Federal Regulations).

NBS Interagency Reports (NBSIR)—A special series of interim or

final reports on work performed by NBS for outside sponsors

(both government and non-government). In general, initial dis- tribution is handled by the sponsor; public distribution is by the National Technical Information Service , Springfield, VA 22161,

in paper copy or microfiche form.
U.S. Department of Commerce

National Bureau of Standards

Washington, D.C. 20234

Official Business

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