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Travel Rates by Alberta Wildland Firefighters Using Escape Routes On

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Travel Rates by Alberta Wildland Firefighters Using Escape Routes On NOT Restricted to FERIC Members and Partners Vol. 5 No. 25 June 2004 Contents Travel rates by Alberta wildland 1 Introduction 2 Objective firefighters using escape routes on a 2 Previous research moderately steep slope 3 Methodology 4 Results and Abstract discussion When fire behaviour becomes threatening, firefighters disengage the fire and travel 8 Conclusions and imple- along escape routes to reach safety zones to avoid being entrapped or burned over. The mentation Forest Engineering Research Institute of Canada (FERIC) studied the travel rates of vari- 9 References ous types of Alberta fire suppression crews using simulated escape routes. This report 11 Acknowledge- focuses on the travel rates of Type I firefighters on a moderately steep slope (26%) in two ments different fuel complexes—grass on a powerline and a white spruce stand. This report also discusses the influences of using a marked trail or escape route and dropping one’s pack and tool on travel rates, and the effect of slope steepness on fire spread in relation to firefighter travel rates upslope. Keywords Escape routes, Fire behavior, Firefighters, Fire protection, Fire suppression, Fuel types, Safety, Travel rates, Wildfires. Authors Introduction Escape routes are predetermined pathways Greg Baxter and used by firefighters to reach a safety zone, Marty Alexander, Escape routes and safety zones are, along with establishing lookouts, anchor points which offers a refuge from being entrapped Wildland Fire Operations or burned over when threatening fire behav- Research Group and communications, integral components iour occurs (Beighley 1995). The safety mar- Gary Dakin, of the safety system for Alberta wildland fire- fighters (Thorburn and Alexander 2001). gin measures the ability of a wildland fire- Research Consultant fighter to reach a safety zone before being overtaken by spreading fire. Figure 1. The margin of A safety margin is defined mathemati- safety concept as cally as follows (Beighley 1995): described by Beighley Safety margin (+) = T1 – T2 (1995). where T1 = the time for a fire to reach the safety zone FF = firefighters SZ SZ = safety zone T1 T2 = the time for a firefighter to reach the safety zone T2 This concept is illustrated in Figure 1. FIRE T1 is dictated by the distance involved and FF the fire’s rate of spread. T2 depends not only on the fire crew’s rate of travel but other fac- tors such as the delay in recognizing the need to use an escape route as a result of a change or anticipated change in fire behaviour, and the time required to communicate this deci- sion to the crew members (Cheney et al. types and slope conditions. The following 2001). A positive (+) safety margin implies questions were initially posed: that the firefighter can reach the safety zone • At what rate does a fire crew travel? before being overtaken by the fire, whereas a • Do travel rates vary depending on crew negative (-) safety margin implies that the type? fire can overtake a firefighter before the fire- • Do travel rates differ for individuals with fighter can reach the safety zone. The greater and without equipment and packs? the positive difference between T1 and T2, • Do travel rates differ between an im- the greater the margin of safety. proved route and a natural escape route? Another approach to determining mar- • How does slope influence travel rates? gins of safety with respect to escape routes is • How closely do test results reflect an described in Butler et al. (2000), which com- individual’s maximum physical per- pares the rates of fire spread for various fuel, formance? slope, and weather combinations directly Field work undertaken in the fall of 2001 with firefighter travel rates to define the as described by Dakin (2002) addressed the boundary between positive and negative first four questions. This report further ad- margins of safety. This approach assumes that dresses them while focussing on the last two the fire and firefighters are equidistant to the questions. safety zone. FERIC undertook a project to investi- Previous research gate the travel rates of firefighters on escape Butler et al. (2000) used two published routes for several fuel and slope conditions wildfire case studies to determine general and crew characteristics. Dakin (2002) de- travel rates for firefighters over rough terrain. scribed the first-year results in an interim re- Firefighters working on the 1949 Mann port. This report supplements the interim Gulch fire in northwestern Montana trav- report, and documents the travel rates of Type 1 elled cross-slope and upslope (18%) at an I fire crews on a moderately steep slope in average rate of 51 m/min and at one point two of the four general fuel types studied in increased their rate to between 110 and 146 the interim report. Appendix I of this report m/min (Rothermel 1993). This latter rate is also includes data collected for Type III fire- presumed to be possible for only a short pe- fighters travelling through two fuel types on riod of time and is probably not sustainable level ground during the trials described by by most firefighters for any significant dis- Dakin (2002). The results can be used by tance when travelling upslope over rough ter- fire suppression personnel to determine when rain (Butler et al. 2000). Firefighters work- firefighters might be at risk by working too ing on the 1994 South Canyon fire in west- far away from their safety zones or other ar- central Colorado travelled at an average rate eas of safe refuge. of 73 m/min over the rough but relatively flat portions of the fireline they were using Objective The objective of the project was to docu- 1 Type I firefighters can be members of rappel crews or heli-attack crews and have more training and higher ment the travel rates of various types of Al- physical fitness requirements than Type II (contract) berta fire suppression crews in different fuel or Type III (emergency) firefighters. Forest Engineering Research Institute of Canada (FERIC) Eastern Division and Head Office Western Division Disclaimer 580 boul. St-Jean 2601 East Mall Advantage is published solely to disseminate information to FERIC’s mem- Pointe-Claire, QC, H9R 3J9 Vancouver, BC, V6T 1Z4 bers and partners. It is not intended as an endorsement or approval of any product or service to the exclusion of others that may be suitable. (514) 694-1140 (604) 228-1555 (514) 694-4351 (604) 228-0999 Copyright 2004. Printed in Canada on recycled paper. [email protected] [email protected] Vol. 5 No. 25 2 Advantage June 2004 ISSN 1493-3381 as an escape route (Butler et al. 1998). Their an adjacent white spruce stand, best corre- average rate of travel decreased to 55 m/min sponding to Canadian Forest Fire Behavior on the 10–30% upslope sections of the Prediction (FBP) System Fuel Types O-1b fireline and to 37 m/min on the steeper 30– (standing grass) and C-2 (boreal spruce), re- 50% slopes. spectively (Forestry Canada Fire Danger On the basis of the reconstructed travel Group 1992; De Groot 1993; Taylor et al. rates of firefighters involved in the Mann 1997). Gulch and South Canyon fires, Butler et al. Unlike the data collected by Dakin (2000) suggested that the average sustainable (2002) in forest stands, an improved course travel rates for firefighters over rough but flat route in the white spruce stand on the 26% terrain would average about 80 m/min, with slope in this portion of the study was not faster rates as high as 128 m/min possible undertaken (i.e., only a natural route was in- given stable footing. They pointed out that vestigated). The route was 250 m in length as the slope steepens, a firefighter’s rate of and firefighters travelled directly upslope. travel decreases proportionally. They consid- Therefore, neither downslope nor cross-slope ered an average rate of travel for a relatively rates of travel were examined in this study. gentle slope (i.e., 10–20%) to be approxi- Each firefighter made four runs in total. mately 55 m/min, and the average sustain- These consisted of two routes (i.e., the able rate for slopes of 20–40% to be approxi- powerline and the white spruce stand), each mately 37 m/min. For slopes greater than with and without a pack and tool. The runs 40%, they suggested that travel rates would were done in random order. A standard issue diminish to less than 18 m/min. These fire- pack consisting of 6.8 kg of gear and a fire fighter travel rates should be considered ap- shovel was carried as an equipment comple- plicable to daylight hours only. At night, rates ment. Travel times were measured at the 100- are affected by reduced heat stress and poorer m mark and again at the termination of the vision. 250-m run. Only one firefighter was on the course at any given time. Methodology Like the previous data collected as a part The methodology used to gather fire- of this project (Dakin 2002), all runs were conducted during daylight hours under mod- fighter travel rate data for a slope situation o was the same as described in Dakin (2002). erate ambient air temperatures (12–16 C A travel route near Hinton, Alberta was se- lected that had an average slope of 26% (Fig- 2 The elevation of the sites selected for the course runs ure 2). The site was situated at an elevation in the earlier work on this project as reported by Dakin of approximately 1220 m above mean sea (2002) were approximately: 813 m (FBP System Fuel 2 Type C-2), 760 m (FBP System Fuel Type O1-b), 760 level.
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