Chicago Fire Department Subway Incident Response Manual PDF

For Government Use Only - Confidential and Sensitive CHICAGO FIRE DEPARTMENT BUREAU OF OPERATIONS SUBWAY INCIDENT RESPONSE MANUAL OCT 2005 (Revised: February 2022) February 2022 Revision updates policy and procedure for chaining out of the third rail only. CTA Red...

For Government Use Only - Confidential and Sensitive CHICAGO FIRE DEPARTMENT BUREAU OF OPERATIONS SUBWAY INCIDENT RESPONSE MANUAL OCT 2005 (Revised: February 2022) February 2022 Revision updates policy and procedure for chaining out of the third rail only. CTA Red Line subway car as it prepares to leave the station. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 2 of 23  FOREWORD The purpose of this document is to develop a procedure that can be used by Chicago Fire Department (CFD) personnel to prepare for any emergency, which may occur on the Chicago Transit Authority (CTA) subway rail system. The environment of a subway rail transit system lends itself to some unusual and challenging rescue operations. Large numbers of people in the subterranean enclosure of the subway presents complex life safety predicaments. Fires and accidents occurring within subways have attracted national attention, due to the location of the incidents and the resultant danger to passengers evacuating trains through darkened subway tunnels. Most CTA Rail System (subway and elevated) incidents can be classified as follows: 1) Fires Train (railcar body and/or incorporated electrical equipment) Right-of-way materials (ties, footwall, rubbish, etc.) 2) Accidents Collision of trains Person(s) trapped under or between railcars Person(s) in contact with the third rail Derailment Foreign objects on rail systems (i.e. vehicles) 3) Miscellaneous Power failures Equipment malfunction 4) Terrorist Acts SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 3 of 23 Some of the problems that rescue personnel may encounter in dealing with incidents in a subway system include but are not limited to (in no specific order): Locating an incident Panic, noise & confusion Safety of rescue personnel Evacuation Extrication Logistics, bringing the proper equipment to the scene Radio communication Protection from the third rail Weather conditions Ventilation and lighting Access to the incident scene Coordination with CTA authority personnel and other involved agencies Controlling the incident Subways are very unique and their areas have specific characteristics. As a result, no two locations are the same and for the most part, no two incidents are alike. Company and Chief Officers are urged to become familiar with various subway access points, emergency exit locations, water supply availability, accessibility, and ventilation capabilities, which exist in the subway. Portable radio operations should be tested at various points along a subway route so that their limitations can be detected before an incident occurs. The CFD Incident Command Management System, integrated with the City of Chicago Unified Command Plan, will be utilized for most subway incidents. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 4 of 23  TABLE OF CONTENTS FOREWORD THE THIRD RAIL SUBWAY OPERATIONS 1. INTRODUCTION 2. POLICY 3. GENERAL OPERATIONS 4. SUBWAY FIRES 5. SUBWAY TRAIN ACCIDENTS 6. MISCELLANEOUS ACCIDENTS APPENDIX A: STATE STREET/DAN RYAN SUBWAY APPENDIX B: DEARBORN/MILWAUKEE SUBWAY APPENDIX C: MILWAUKEE/KIMBALL SUBWAY and TOLLWAY SUBWAY APPENDIX D: O’HARE SUBWAYS APPENDIX E: CTA TRAIN EQUIPMENT APPENDIX F: CTA PASSENGER CARS IN SERVICE APPENDIX G: CTA SOP 7039-EVACUATION OF A TRAIN NOTE: February 2022 Revision updates policy and procedure for chaining out of the third rail only. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 5 of 23 THE THIRD RAIL The CTA uses direct current (DC) electricity to power the passenger railcars, similar to most transit rail systems throughout the country. The major difference is that the CTA Rail System uses a live contact rail (third rail) energized at approximately 600 volts direct current (VDC) to supply electricity to each passenger railcar, as opposed to an overhead wire (catenary) or a diesel locomotive. The backbone of the system that supplies electricity to the third rail is the substation. There are 58 substations located throughout the rail system at approximately 1½ to 2- mile intervals. Each substation is energized with a nominal value of 12,600 volts alternating current (VAC) electricity from ComEd. The 12,600VAC feeds the primary coil of a step-down transformer (through an AC switchgear) that decreases this voltage to 480 VAC. This voltage (480VAC) from the secondary coil of the transformer feeds a rectifier which converts this AC electricity into DC, with a nominal value of 600VDC. This 600VDC is distributed through a DC switchgear to the various sections of track via large cables that could be underground or suspended on the elevated structure. The 600VDC electricity is collected from the contact rail (third rail) by moving contacts (third rail shoes) and is used to propel the trains. All third rail sections of track directly responsible for providing power to the trains can be powered by two different substations from either end of the rail. Therefore, the current in the third rail can come from two different directions! The current (+600VDC) is picked up and passed to the traction motors of the railcar by current collectors or third rail shoes. Each car has four (4) of these shoes, two (2) on each side. Each shoe is attached to a trolley-block assembly. All four (4) trolley-block assemblies are wired or tied together. When one shoe is in contact with the third rail, all of the trolley-blocks are energized, and all of the cars are receiving 600 VDC. The running rails are used as the negative return conductor for the current (-600 VDC) to the rectifier in the substation. The third rail sits on insulator chairs that are 6 ½” higher than the running rails and are placed at about 8 ft. intervals along the tracks. The running rails are the rails on which the wheels ride (See figure 1). There are gaps in the third rail that span up to 40 feet. This is enough distance for the third rail shoes of one car (which are approximately 34 ft. apart) to be off the third rail, while the other cars of a train remain energized. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 6 of 23  At stations, the third rail is situated to the opposite side of the platform to protect a person, from contacting the third rail if they fall off the platform. Between stations, the third rail is more often than not repositioned away from what would be an initial point of entry (e.g. over the Jersey wall) for civilians, workers, or fire personnel, but this is not always the case. There are points where the third rail would be the first rail of contact. Be careful. Be alert. When power to the third rail is removed or the Operator shuts off the railcar, the DC- AC inverters, battery charger, traction blower motors and air conditioners shut down and the train becomes quiet. Approximately 20 seconds later, the interior lights go off and the emergency interior lights (above the side doors), energized from the battery, are illuminated. CFD personnel can also use the following methods to determine whether a rail car is energized with 600 volts: Sight: If the main interior lights are on, the car is still energized by the 600VDC system. If there is a single light on above each side exit door, then the 600VDC may be off on that car. (This is the emergency interior lighting system previously mentioned). Sound: If the sound of motors can be heard, the car(s) is/are energized with 600 VDC. The motors cool the traction motors and ventilate and cool the car. If the motors are not running, one of the following has happened: 1) The Operator has shut down the train 2) The 600 VDC system has been shut down Feel: Feeling the car for vibrations will indicate whether or not the motors are running. The above indicators must be used collectively to find out if the 600VDC system is still operational. It is also necessary to check the second car of a "married pair" (see figure of train cars in Appendix E), because it could be sitting between a 40 ft. gap in the third rail and not be energized, but the third rail could still be energized. Note: The CTA has installed a 600VDC trainline on the railcars. This trainline keeps the inverters running on both cars of a "married pair" when either car has at least one third rail shoe in contact with a live third rail. Therefore, train cars parked on a third rail gap will have interior lights, air conditioning running and the batteries charging if the other car is on a live third rail. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 7 of 23  Figure 1 The third (contact) rail sits on an insulator chair mounted on a railroad tie. This causes the third rail to be higher than the two running rails. Note the cutout in the tunnel wall. This could be used for the safety of transit personnel who may be working on the tracks when a train approaches. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 8 of 23  SUBWAY OPERATIONS 1. INTRODUCTION Because fires and other emergencies will occur in the subway system. the CFD will be called upon to operate in the track area of the subway. There are general hazards prevalent within the system which must be identified and evaluated by the Incident Commander and Company Officers operating at the scene of a subway incident. This manual will establish Department policy and general guidelines to achieve safe and efficient operations. 2. POLICY The primary concern of the CTA is the safe movement of a great number of commuters with as little interruption as possible. As a result, CTA personnel are concerned with the task of maintaining operation schedules and transporting large numbers of people that use the subway facilities. On occasion, CTA is reluctant to shut off power to the third rail. Not only does this create unsafe conditions for CFD personnel but also makes tactical decisions very difficult for the Incident Commander. 2.1 CFD personnel will never be permitted to operate on track areas unless assured that the power to the third rail has been shut off and a secondary hold is confirmed. This rule may be disregarded only if life is in imminent peril and direct and immediate action is necessary. Even when immediate action is required, every possible precaution will be taken to minimize the risk. 2.2 CFD personnel will never be permitted under train cars until the train is immobilized electrically by de-energizing the power source and mechanically by means of blocking. 2.3 Whenever it becomes necessary to evacuate passengers from a train that is not in a station, the power will be ordered shut off. All efforts will be made to prevent panic and to keep people clear of the tracks until this is accomplished. 2.4 When confirmation has been given and verified that the power has been shut off and a secondary hold is in place, operations will continue with extreme caution. The Incident Commander must anticipate the possibility of unexpected train traffic, inadvertent restoration of power, or sudden panic. 2.5 Subway operations will be conducted with the minimum level of manpower deemed necessary and with a maximum level of supervision. 2.6 Personnel working at the track level must avoid stepping on the third rail, despite the appearance of, or notification that, the power is shut down. If it is necessary to cross this rail, step OVER the rail rather than on it! SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 9 of 23 3. GENERAL OPERATIONS 3.1 When the services of the CFD are requested for a fire or other emergency event in the subway system, it is imperative that CTA personnel provide as much information possible as to the exact location, type of incident, direction of travel, etc. to CFD personnel. Often this information is limited to a report of a fire or emergency at a particular station or street location. 3.2 The Incident Commander's first consideration upon arriving at a subway fire or incident involving track bed operations is to determine when power to the third rail should be shut off. If a situation dictates that immediate power shut down is required, the Incident Commander will relate this to the CTA Control Center. This action may enable trains traveling between stations in the subway to reach the nearest station before losing lights, air conditioning, etc., which could cause a panic situation. Requests for power shut down to the third rail will be accomplished as follows: 3.2.1 The Incident Commander may communicate directly with the Fire Alarm Office via fire radio, telephone, or CTA portable radios. (The radio frequencies utilized by the CFD are not to be considered reliable radio communications in the subway. A portable radio relay may be required in certain areas to establish and maintain communications between the Incident Commander and the Fire Alarm Office.) 3.2.2 The Incident Commander may communicate directly with the CTA Control Center, via CTA portable radios carried by supervisors, customer assistants or the rail operators on trains that operate in the subway, or by the emergency CTA telephone system (Dial 22222 or 28030), located throughout the subway. (A blue light in the subway indicates an emergency telephone nearby.) (See figure 2). SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 10 of 23 Figure 2. An emergency telephone to the CTA Control Center. A blue light in the subway tunnel indicates a nearby telephone. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 11 of 23 3.2.3 The person requesting third rail power shut down will provide the following information to the Fire Alarm Office or CTA Control Center: Name and rank; Present location (i.e., Dearborn Street Subway at Monroe Street); Exact location and nature of incident (i.e., person under a train, southbound track, Dearborn Subway, Monroe Street Station); What the Incident Commander wants shut down (i.e. only the southbound track between Washington and Jackson Blvd.); If possible, state when and for how long power is to be shut down. (i.e., immediately for about 20 minutes). The Incident Commander must maintain communication with the CTA Control Center, either directly or through the Fire Alarm Office, to confirm that the power to the third rail has indeed been shut down. 3.2.4 If the Incident Commander has been informed that the power to the third rail has been shut down prior to the arrival of the CFD, the following action will be taken: If a situation requires a power shut down, the Incident Commander will order the power to be shut down (Secondary Hold) even though non-CFD personnel have already done this. The CTA refers to this action as a secondary hold on the power and it gives the Incident Commander the assurance that there should not be an inadvertent restoration of power by the person who initially requested the power shut down (Lock out/Tag out). 3.2.5 After receiving verification that the power has been shut down, the Incident Commander will order the effected tracks be chained out before operations begin. This measure, though not condoned by the CTA, is a safeguard. It assures that the power shut down and gives warning if power is inadvertently restored to the third rail. Chains should never be used to short out the third rail! SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 12 of 23  3.2.5.1 Rev. FEB 2022: "Chaining Out" procedures should be initiated at least 50 feet in front of and 50 feet behind the incident location. This is most important because the incident may encompass more than one (1) power section of the third rail. Tie the chain with a clove hitch around the running rail furthest from the third rail. Then, using only the fiberglass pike pole designated for CTA use, wrap the chain around the third rail (see illustration below). 3.2.5.2 The third rail is at a potential of 600 volts and is capable of supplying tremendous current. If the power is on when the chaining out procedure takes place, an enormous flash (accompanied by a possible explosion) and noise may occur. All personnel should avoid looking at the points of contact and keep a safe distance. 3.2.6 When track bed operations have been completed, all CFD personnel will proceed to a subway platform. The Incident Commander will see that all personnel are accounted for, and tools and equipment have been removed from the track area. 3.2.7 Before leaving the scene, the Incident Commander will give approval for the restoration of power to the third rail. If the Incident Commander is responsible for a Secondary Hold on the power, the Incident Commander will release that hold before leaving the scene. 3.2.8 The person who ordered the power to be shut down is the only person who can have the power restored. Rev. FEB 2022 1. Tie the chain with a clove 2. Wrap the chain twice hitch to the running rail around the third rail and hook furthest from the third rail. the chain back onto itself. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 13 of 23 Rev. FEB 2022: Because power may come from two different directions along the track, chaining out the third rail should be done at least 50 feet in front of and 50 feet behind the incident location, and within the power shut-off zone. For instance, if a victim is trapped underneath a train, the incident location is the actual location of the victim and chaining out should be done approximately 50 feet in front of and 50 feet behind the victim’s location. Remember, however, that it is most important to use common sense and situational awareness when deciding where to place chains. Fifty feet in both directions is a good guideline but is not a hard and fast rule and should often be increased or decreased depending on the situation. For example: If the incident location is anywhere along a station platform, chain out the track to include the full length of the platform, as well as sufficient safety zones beyond the front and rear of the train, as needed. If the incident is near a track switch, chain out before the switch if possible. In all instances, ensure that the chained-out area: is large enough to provide a zone of protection for anyone on the track level. is fully contained within the power shut-off zone specified by CTA Control. This zone is usually identified by the nearest cross street in both directions. 4. SUBWAY FIRES 4.1 Subway fires not involving trains, (rubbish in tunnel or station areas etc.), will have a still alarm response assignment dispatched. For fires involving trains, a still and box alarm response will be dispatched. Smoke in a subway tunnel will limit visibility, creating a panic situation among frightened and disoriented passengers. 4.1.1 The Incident Commander will gather as much information from the Fire Alarm Office and CTA personnel on the scene, as to the exact location of the fire and what is involved. Upon receiving this information, the Incident Commander will determine if the power to the third rail has been shut down and if so, at what points. If the power has not been shut down, the Incident Commander must decide if power removal is necessary, at what SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 14 of 23  locations, and for how long. If the power has been shut down prior to the arrival of the CFD and the Incident Commander decides that fire-fighting operations will require the power to remain off, an order for a Secondary Hold on the power will be made. (Refer to paragraph 3.2.4) 4.1.2 The personnel of the first arriving engine and truck will be the Fire Investigation Team. The Fire Investigation Team will proceed to the reported fire location. The leader of the Fire Investigation Team will be the Truck Company Officer. Upon confirmation of a fire, the Fire Investigation Team (FIT) will become the Fire Attack Team (FAT). The second engine and second truck will proceed to the platform area and standby for orders. Upon confirmation of a fire, the second engine will assist the first engine with placing the attack line in operation. The second truck will assist with search, rescue, and evacuation operations. 4.2 Communications 4.2.1 If a fire situation dictates that a command post needs to be set up, the Still Alarm Battalion Chief will take such action and function as the Incident Commander until relieved by a ranking Chief Officer. If convenient, the command post will be established in the area of the station near the “customer assistance booth” on the mezzanine level (at the discretion of the Incident Commander, the command post may be relocated to the Communications Van or the supervisor’s booth on the platform). 4.2.2 Due to the unreliable nature of fire department handi-talkie communications in the subway, a portable radio relay will be set up. It is advisable to position a portable radio not more than every 100-150 ft. from the command post to the area of the incident. A portable radio from this command post to the grade level may also be necessary (depending on the location of the incident, it may be necessary to utilize additional portable radios from responding box alarm company personnel to achieve this objective). The Incident Commander will utilize the engineer of the second arriving engine company to maintain a line of communication with the Fire Alarm Office until the arrival of a Communications Van. Sound powered megaphones, carried in some battalion vehicles, may be useful in communicating with personnel in the subway. 4.2.3 If necessary, the Incident Commander and the Fire Attack Chief (Box Chief) will use a portable radio carried by CTA Supervisors, rail operators and customers assistants to communicate with the Fire Alarm office SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 15 of 23  and/or the CTA Control Center. 4.3 Firefighting Equipment 4.3.1 Members of the Fire Investigation Team will carry a minimum of 200 ft. of 2 ½ inch hose with a 1-1/4 inch shut off Pipe, 2 1/2" adjustable fog nozzle, and ansul extinguishers to the fire scene. The second engine and truck will carry 100 ft. of 2 ½ inch hose with a 1-1/4 inch shut off pipe, 2 1/2" adjustable fog nozzle, 100 ft. of 1 ¾ inch hose, 150/50 adjustable fog nozzle, and ansul extinguishers to the platform area. 4.3.2 All necessary forcible entry tools, thermal imaging cameras, and chains will be brought to the incident. The Incident Commander will consider the use of generators, lights, and portable fans. 4.3.3 Dry pipe systems exist in certain areas of the subway system. (See Appendix for specific locations.) 4.3.4 All fire suppression personnel working in the subway fire area will wear full protective firefighting gear, self-contained breathing apparatus (SCBA), and be equipped with operable flashlights. 4.4 Unit Operations 4.4.1 Engine companies will not connect to a hydrant until the fire is located. The engineer of the first engine will stand-by and monitor the fire ground channel for operating instructions. Determining the most direct means to the fire will be made before a hose line is stretched. It may be necessary to drop a hose line down a ventilation shaft to reach the fire. 4.4.2 Emergency exits may prove to be the most direct means of access to the fire area. However, evacuating passengers will always be given priority use of this means of egress. (Consider using the emergency exit directly opposite the one being used for evacuation). 4.4.3 All fire operations may require more than one (1) engine company due to inaccessible locations. All efforts will be made to put one (1) hose line in operation before back-up lines are ordered. 4.4.4 Consideration should be given to an in-line operation if the fire is a considerable distance from a subway entrance or ventilation shaft, using these openings for the lead-out. The first engine should be positioned as close to the subway entrance or ventilation shaft as possible. A second engine will lead out and charge a four-inch supply line to the first engine. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 16 of 23  The CFD personnel of the supply engine will join those of the first engine in leading out an attack line to the fire scene. 4.4.5 Subsequent responding fire suppression companies not given a specific assignment will go to the staging area established by the Incident Commander. Officers of these units will report their arrival to the Communications Van or Incident Commander via the fire ground channel. When possible, especially when there is heavy radio traffic, arriving Company Officers will report their arrival and status to the Incident Commander or Communications Van, in person. Additionally, only the Company Officer will report in person. The remaining members of the company will stand by their apparatus, prepared for deployment. Officers will monitor the apparatus and portable radios for assignments. 4.4.6 The Fire Attack Chief will maintain constant contact with the Fire Attack Team and make tactical decisions based on information received. 4.4.7 The Fire Attack Chief will keep the Incident Commander apprised of conditions at the fire scene in a timely manner. 4.4.8 The Incident Commander will provide progress reports to the Fire Alarm Office in accordance with Incident Command procedures. 4.4.9 If feasible, the Fire Attack Chief/Incident Commander will utilize the following to establish sides of the incident: Side A - the platform side of the train/incident. Side B - left side of train/incident. Side C - wall side of train/incident. Side D - right side of train/incident. 4.4.10 If necessary, the Incident Commander will establish rest areas for firefighting personnel exiting the fire area, as well as primary and secondary support areas (for advancement of tools, air bottles etc.) at convenient locations. 4.4.11 If a fire condition (i.e. rubbish) does not require third rail power shut down, reconnaissance will be conducted by an Officer and a Firefighter from the FIT, operating from a platform or catwalk only. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 17 of 23 4.5 Life Hazard 4.5.1 In some subway fire situations, there may be the need for evacuation of large amounts of people, some of whom may have physical challenges. Depending on the location of the incident, an evacuation operation may be very difficult and time consuming. Some persons may have to be transported considerable distances to a station platform, or up an emergency exit. As previously mentioned, some may be affected from smoke, darkness and unfamiliar environment. Many will have no concept of the danger of the third rail. In this instance, the Incident Commander should consider shutting down power in both directions. 4.5.2 Fire Suppression personnel will have the responsibility of evacuating passengers from the subways as soon as possible. It may be necessary to form “human chains” to guide people to the closest exit. Incident Commanders should consider placing portable lights along an exit path to facilitate evacuation operations. Subway catwalks (footwalks) are very narrow. If a mass evacuation becomes necessary, it may be safer to use the track bed once the power has been shut down, rather than risk people falling from a damaged catwalk. Firefighters may also be required to search the subway in dark, smoky conditions for civilians. Firefighters must attempt to calm passengers, while reassuring them that they are safe and that they will be evacuated soon. Firefighters along an evacuation route should provide encouragement, and continuously inform the evacuees of the approximate distance to the exit. 4.5.3 The Incident Commander may also consider the use of an empty train for evacuation purposes. This operation can be quite risky because it involves restoring power to the third rail. It would require very close cooperation between the Incident Commander and the CTA Control Center to make this a success. It may, however, be a viable option in order to remove stranded passengers from remote subway locations (i.e. under the river or a great distance between two (2) stations). 4.5.4 Severe weather conditions, especially during the summer and winter months, may have an adverse impact on firefighting and evacuation operations. For this reason, consideration should be given to setting up EMS Treatment Areas in the subway with medical equipment available for civilian and CFD personnel. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 18 of 23  4.5.5 The Incident Commander will be aware that an EMS Response Plan may be necessary. Fire suppression personnel will make all necessary removals from the subway to a safe area for treatment and transportation by EMS personnel. EMS personnel will not be allowed in a hazardous location. The Incident Commander will utilize Firefighter Paramedics in hazardous areas. The potential of a medical crisis and/or large evacuation may require the Incident Commander to request an extra alarm, initiate or upgrade an EMS Response Plan and request additional ALS fire companies. 4.6 Ventilation Fans 4.6.1 Train movement accounts for most of the natural air circulation in the subway system. A moving subway train pushes air ahead of itself out of subway gratings, stations, stairways, and other openings. The train also pulls in fresh air from the same opening, as it passes. This piston action is generally sufficient to provide enough air movement through stations for patron comfort. However, when train traffic is stopped, ventilation is greatly decreased. 4.6.2 During a subway fire, piston action from trains still operating in adjacent subway tubes (or considerable distances away), may overcome or cancel desired emergency fan airflow. 4.6.3 Sections of the subway system are equipped with a series of "exhaust only" and reversible fans, which are controlled at the CTA Control Center. This ventilation system may have a significant impact on CFD operations at subway fires, especially if a fire occurs under the river. In most instances, the fans will be shut down. However, if a fire occurs, CTA personnel may request that the fans be activated before the arrival of the CFD. Incident Commanders should be aware of this system and must decide if it is to remain operational or be shut down during firefighting operations. It is advisable for Incident Commanders to contact the CTA Control Center as to the status of these ventilation fans. Additionally, a series of ventilation shafts are positioned throughout the system (See Appendix sections for locations in specific subways). 4.6.4 The CFD Mobile Ventilation Unit (MVU), portable fans and smoke ejectors will augment smoke removal from the subway. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 19 of 23 5. SUBWAY TRAIN ACCIDENTS 5.1 Accidents in the subway may involve a collision between two (2) trains and/or a derailment involving one (1) or more cars. The Fire Alarm Office will send a full still and box alarm response to the incident. 5.1.1 The Incident Commander will gather as much information from the Fire Alarm Office and any CTA personnel, as to the exact location of the accident and what is involved. The Incident Commander will determine if power to the third rail has already been shut down and if so, at what points. If the power has not been shut down, the Incident Commander must decide if power shut down is necessary, at what locations, and for how long. If the power has been shut down prior to the arrival of the CFD and the Incident Commander decides that rescue operations will require the power to remain off, a request for a secondary hold on the power will be made. (Refer to paragraph 3.2.4) The Incident Commander will consider shutting down power in both directions. 5.1.2 The personnel of the first arriving engine and truck will be the Investigative Team and will proceed to the confirmed location. The leader of the team will be the Truck Company Officer. 5.2 Communications 5.2.1 If an accident situation dictates that a command post be set up, the Still Alarm Battalion Chief will function as the Incident Commander, until relieved by a ranking Chief Officer. If convenient, the command post will be established in the area of the station near the “customer assistance booth” on the mezzanine level. (At the discretion of the Incident Commander, the command post may be relocated to the Communications Van.) Like a fire situation, a portable radio relay will be set up. (Refer to paragraph 4.2.2) 5.2.2 If necessary, the Suppression Chief operating below grade will use a portable radio carried by CTA supervisors, rail operators and customer assistants to communicate with the Fire Alarm Office and/or the CTA Control Center. 5.3 Equipment 5.3.1 If fire is not involved, members of the Investigative Team will bring all tools necessary for extrication, forcible entry, blocking, chocking, and SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 20 of 23  chaining out the third rail, etc. 5.3.2 All personnel working in the subway area will wear full protective firefighting gear, self-contained breathing apparatus (SCBA) and be equipped with operable flashlights. 5.3.3 The Incident Commander will consider the use of generators, lights, and portable fans. 5.3.4 The Suppression Chief will provide timely progress reports to the Incident Commander. These reports will be as detailed as possible. 5.3.5 The Incident Commander will update the Fire Alarm Office, as to existing conditions, whether additional alarms will be necessary and if an EMS Response Plan is required or an existing plan upgraded. 5.3.6 If an EMS Response Plan is in effect, EMS Command Personnel will report to the Incident Commander at the command post, for a situation appraisal. A triage area will be set up in an area most advantageous for the treatment and transportation of injured passengers. 5.3.7 EMS Command Personnel will keep the Incident Commander advised of conditions, communicate their observations, and recommend actions, from a medical viewpoint. 5.4 Unit Operations 5.4.1 Subsequently responding fire suppression units not given a specific assignment will go to the staging area established by the Incident Commander. Officers of these units will report their arrival to the Communications Van or Incident Commander, via the fire ground channel. When possible, especially when there is heavy radio traffic, arriving Company Officers will report their arrival and status to the Incident Commander or Communications Van, in person. Additionally, only the Company Officer will report in person. The remaining members of the company will stand by their apparatus, prepared for deployment. Officers will monitor the apparatus and portable radios for assignments. 5.4.2 If feasible, the Suppression Chief will utilize the same sectors as in a fire situation. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 21 of 23 5.5 Evacuation 5.5.1 As in a fire situation evacuation of the subway may be very difficult and time consuming. The major difference will be the absence of a smoke condition. Some persons may have to be carried considerable distances to a station platform or up an emergency exit. Many people will have no concept of the danger of the third rail. 5.5.2 Fire Suppression personnel will have the responsibility of evacuating passengers from the subways as soon as possible. It may be necessary to form human chains to guide people to the closest exit. Incident Commanders should consider placing portable lights along an exit path to facilitate evacuation operations. Subway catwalks (foot walks) are very narrow. If a mass evacuation becomes necessary, it may be safer to use the track bed once the power has been shut down, rather than risk people falling from a damaged catwalk. Firefighters may also be required to search the subway as well as adjacent subway tubes for civilians. Firefighters must attempt to calm passengers, while reassuring them that they are safe and that they will be evacuated soon. Firefighters along an evacuation route should provide encouragement, and continuously inform the evacuees of the approximate distance to the exit. 5.5.3 The Incident Commander may consider the use of an empty train for an evacuation operation. (Refer to paragraph 4.5.3) 5.5.4 If a severe weather condition (heat, cold, humidity etc.) is having an adverse impact on a subway evacuation, consideration should be given to establishing EMS Treatment Areas/Relief Stations in the subway area. Medical equipment, and refreshments could be made available for civilian and CFD personnel. 5.5.5 Fire Suppression personnel will make all necessary removal of injured persons from the incident scene to a safe area for treatment and transportation by EMS personnel. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 22 of 23 6. MISCELLANEOUS ACCIDENTS 6.1 Miscellaneous subway accidents mostly involve person(s) under a train, struck by a train, pinned by equipment or in direct contact with the third rail. 6.1.1 The Incident Commander will ensure that the applicable procedures and safety measures listed in Sections 2 and 3 of this manual, are followed. 6.1.2 If a situation requires using hydraulic jacks and other equipment, to raise a subway car, it is advisable to jack up the car at the trucks assembly (jack pads). Chocking the remaining wheels of the car is mandatory! 6.1.3 If possible, and if time is not a critical factor, coordinate a jacking operation with CTA maintenance personnel on the scene. 6.1.4 The Incident Commander will consider the use of generators, lights, and portable fans. SUBWAY INCIDENT RESPONSE MANUAL – OCT 2005 (Rev. FEB 2022) Page 23 of 23