The emergency response to a case when a high-speed train caught fire in tunnel and the way of passengers evacuation before the train stopped were analyzed first.It is suggested that passengers in the burning coach should evacuate to adjacent coaches before the train stops instead of breaking the windows of the burning coach and the train on fire should keep on moving forward until it leaves the tunnel or arrives at the nearest emergent rescue station.A CRH1 train fire occurring in the Shiziyang Tunnel of the Guangzhou-Shenzhen-Hongkong Passenger Dedicated Line was taken as an example to simulate the case of passenger evacuation when a train on fire was forced to stop in a tunnel.Smoke spread and the passenger evacuation process for the worst-case scenario in the tunnel were simulated,the rationality of setting of the parameters such as the rescue passage width,cross passage entrance width and cross passage spacing was evaluated.The results show as follows:A fire occurring in the middle part of a train is more dangerous,the danger to passengers is mainly from the toxicity and opacity of smoke;the rescue passage width of 1.5 m,the cross passage entrance width of 1.5 m and the maximum cross passage spacing of 500 m can satisfy safety evacuation requirements,however,crowding occurs near the train and the safety factor of evacuation is low;for newly built tunnels of passenger dedicated lines,It is recommended that both rescue passage width and cross passage entrance width are more than 2.0m.%对客运专线隧道发生火灾时,高速列车停止前旅客的疏散方式及高速列车的应急处置方式进行分析,认为起火车厢旅客在列车停止之前不要砸窗逃生,应向相邻车厢疏散；列车应向前驶离隧道或驶至紧急救援站再进行疏散.当列车迫停于隧道内进行疏散时,以广深港客运专线狮子洋隧道CRH1列车火灾为例,对最不利情况下隧道内火灾烟气蔓延和人员疏散过程进行模拟,对隧道救援通道宽度、横通道入口宽度以及横通道间距等参数设置的合理性进行评估.结果表明:火灾发生在列车中部危险性较大,火灾危害主要体现在烟气的毒性和遮光性；1.5m的救援通道宽度、1.5m的横通道入口宽度以及最大500 m的横通道间距能够满足安全疏散的要求,但在列车附近出现拥挤,安全系数较低；建议新建客运专线隧道的救援通道宽度和横通道入口宽度均不小于2.0 m.
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