Igor Potocnik1
1 Biotechnical Faculty, Department of Forestry, Ljubljana, Slovenia.
Abstract
The article deals with the multiple use of forest roads. Fifteen of the most frequent uses were analysed from a sample of 1/6 of all forest roads in Slovenia. On an average the forest use is the most important but, from a local point of view, some other uses could be more important. Forest roads are classified on the basis of exploited transportability. The framed standards of maintenance, road equipment and way of use are defined according to the particular categories of forest roads.
Introduction
Roads are closely connected to humanity. Old cultures have been aware of the importance of good traffic connections for military and commercial purposes. The first road connections in Slovenia date back to the Roman period. In that time forests represented a source of energy that had great important up to the fourteenth century also for mining and iron works. Glass works also depended on the Slovenian forests. The introduction of the steam engine brought about a revolution and water sawmills were moved closer to the forests. Thus wood became a good. The first notes about forest roads are found in Trnovski gozd at the end of the nineteenth century. Planning of forest roads also starts in that period. After the second world war, railway and animal-driven carts were substituted by motor vehicles. Opening-up of the forests started with the introduction of mechanized construction of forest roads. Nowadays, there are approximately 12 650 km of forest roads in Slovenia that form a solid basis for good-quality forest management that cannot be realized without proper communications (Potocnik 1993).
Forest communications (especially by forest roads) are necessary for the management of the forests. Forest roads are the basis for connection among other means of communication within a forest. Traffic on forest roads rises from:
· management, which is the fundamental role of forest roads;· other uses of the forest space (hunting, cattle breeding, gathering, recreation, tourism, trekking, mountaineering, etc.);
· traffic through the forest space but not directly connected to it (opening-up of farms, hamlets, villages, hunting cottages, etc.).
Forest roads with heavier traffic load have to comply with higher demands in terms of quality, maintenance, and transportability. On the other hand, forest roads loaded with lighter traffic can be simpler.
Demands for social and ecological functions of the forests are increasing due to the development of society. Forest roads must adapt to demands - they perform many non-productive tasks which are the consequence of the modern way of living. The consequences of these trends indicate that traffic on forest roads will still increase and they will have to be able to meet this additional demand. A higher share of non-forestry uses of forest roads will require higher standards of transportability, road equipment and maintenance. As a result, standards of forest road maintenance, equipment and utilization should be classified according to each category of forest roads.
Working method
A decision had to be made between an analytical approach (with extensive field measurements of traffic load and traffic structure) and collection of information on the basis of different users of forest roads. A mixed type of research approach was adopted. The first part of the research analysed in detail the traffic on the forest roads. The second part of the research analysed the use of the forest roads. Two areas where selected near Ljubljana and traffic circumstances were observed during 1994. More than one-sixth of the forest roads in Slovenia was considered in the analysis.
Results
Analysis of forest roads' uses
Fifteen of the most important uses of forest roads were considered:
1. forestry use
2. opening-up of villages
3. hunting
4. opening of cottages
5. opening of farms
6. opening of hunting cottages
7. opening of wildlife reserves
8. opening of mountain cottages
9. transit use
10. tourist use
11. police use
12. agricultural use
13. military use
14. gathering use
15. sport and recreation
In a sample of 2 712.km of forest roads, the results were the following: 33 percent main roads, 32 percent first-level turning, 13 percent dead-end turning, 13 percent second-level turning, 6 percent transit forest roads, 2 percent third-level turning, 0 percent fourth-level turning. Therefore, the peculiarity in Slovenia is the fact that there are no wide forest areas but minor forest areas are incorporated in the urban landscape.
Apart from the different forest road uses, it is important to determine in general their practicability during the year. Therefore, we added a time dimension to measure their relative importance. We adopted as a unit the product between the length of the forest road and the duration of the particular use per year (daykm). On average, we found 3.8 uses for each of the forest roads analysed and we considered the two main uses as they contribute mostly to their total traffic load.
Table 1. Contribution of particular uses and situations of forest roads to their total traffic use
The forest use is the most important one, but other uses of forest roads are also significant such as the opening of farms and hunting. Main forest roads and first-level turnings have the highest traffic load (two-thirds of uses). Second-level turning and dead-end turnings represent approximately 11 percent of total use. Third and fourth-level turnings have the lowest traffic.
As a whole the forestry use of forest roads represent 40 percent of their total use. Hunting and opening of farms are relatively important uses. Together they represent 70 percent of total use.
Of the forestry use of forest roads, 16 percent is carried out on main roads and 12 percent on first-level turnings. Uses such as hunting and opening of farms are also significant on main roads and first-level turnings with hunting using also dead-end turnings.
Analysis of forest roads' transportability
The importance of forest roads and their particular use were determined on the basis of exploited transportability (Potocnik 1996). The main forest road uses exploit between 50 and 70 percent of their transportability. Opening of farms and villages represent the highest level of exploited transportability.
Main forest roads
Forest road uses for opening of farms and villages exploit their whole transportability. They are followed by uses such as forestry, hunting and police with three-quarters of exploited transportability. Two-thirds of available transportability exploit uses such as tourism, transit, opening of cottages and hunting cottages. One-third of available transportability exploit uses such as sport and recreation. military and opening up of wildlife reserves. Agriculture and gathering exploit one-third of forest road transportability.
First-level turning
Opening of farms and villages exploit transportability completely. Agriculture and gathering exploit one-fourth of available transportability. The combined major uses exploit less available transportability than in the case of main roads.
Second-level turning
The level of exploited transportability is similar to that of first-level turnings. Uses of opening up farms and villages exploit transportability almost completely. Two-thirds of exploited transportability is used for forestry, transit, police, military and opening up of wildlife reserves.
Third-level turning
Some uses exploit available transportability completely (opening up of farms and mountain cottages, military and police). On the other hand there are uses that exploit available transportability at a lower degree (i.e. forestry, hunting, gathering).
Fourth-level turning
The absence of main uses is significant. Opening up of farms and cottages exploit available transportability.
Dead-end turning
Transportability is well exploited for opening up of farms, villages, military but is less exploited for seasonal uses (agriculture and gathering). More than one-half of available transportability is exploited for police uses, opening up of cottages, hunting, tourism, forestry and opening up of hunting cottages.
Transit forest road
The main uses exploit between one-half and two-thirds of transportability. Opening up of cottages stands over the average and gathering stands below the average with one-fifth of exploited available transportability.
Classification of forest roads
On the basis of the above analysis, it could be concluded that forestry is the most important use and, accordingly, determines the requirements in terms of technical elements, road equipment and maintenance. However, a factor that would consider social interests in view of a particular use is not taken into account and that level is the level of exploited transportability of forest roads. Therefore, forest road uses were divided into four groups:
· The first group includes uses which exploit forest roads transportability by approximately 100 percent for opening up of villages and farms. It represents 10.7 percent of the roads analysed.· The second group includes uses which exploit forest roads transportability by more than 75 percent (opening up of mountain cottages and hunting cottages, military, police and transit. This group represents 9.8 percent of the forest roads analysed.
· The third group includes uses which exploit forest roads transportability by 66 percent (forestry, hunting, tourism, sport, recreation and opening up of wildlife reserves). It represents 75.5 percent of the forest roads analysed.
· The fourth group includes uses that exploit available transportability by less than 50 percent (seasonal uses for agriculture and gathering). It represents 4 percent of the total length of forest roads analysed.
According to Slovenian legislation, the above groups were merged into three main categories of forest roads.
Table 2. Combined forest road uses
|
Use |
Length of road |
Duration of use |
Exploited transportability |
|
Description |
|
(km) |
(daykm) |
(%) |
|||
|
Villages |
3.0 |
5.2 |
100.0 |
Category 1 |
Marked public use, high level of exploited transportability; local communities take over their management |
|
Farms |
7.7 |
13.0 |
99.1 |
||
|
Transit |
3.5 |
4.5 |
89.2 |
||
|
Mountain cottage |
0.4 |
0.5 |
87.9 |
||
|
Police |
1.4 |
1.8 |
93.4 |
Category 2 |
Important public use, level of exploited transportability is variable. |
|
Military |
0.9 |
1.2 |
86.6 |
||
|
Cottage |
2.0 |
2.3 |
79.2 |
||
|
Hunting cottage |
1.6 |
1.6 |
74.7 |
||
|
Tourism |
3.5 |
3.3 |
67.4 |
||
|
Sport and recreation |
2.8 |
2.4 |
61.1 |
||
|
Agriculture |
0.9 |
0.6 |
48.4 |
||
|
Gathering |
3.1 |
1.3 |
31.0 |
||
|
Hunting |
18.2 |
16.7 |
67.5 |
Category 3 |
Marked forest management use of forest roads including wildlife management |
|
Wildlife reserve |
8.2 |
6.3 |
57.7 |
||
|
Forestry |
42.8 |
39.2 |
65.3 |
Category 1: Mark GI/1. Public use of forest roads is stressed and predominant. Public traffic is present daily and is important for the life of the people. Uses such as opening up of farms, villages, mountain cottages and other tourist objectives and transit use are shown in this group. The level of exploited transportability is significant. This group represents 14.6 percent of the length of forest roads analysed. This would include 1 850 km of all the forest roads of Slovenia.
Category 2: Mark GI/2. Public use of forest roads is important but not such that local communities would take over their maintenance. Uses like tourism, sport, recreation, police, military, agriculture, gathering, opening up of hunting cottages and cottages are included. This group represents 16.2 percent of the length of forest roads analysed. The level of exploited transportability varies and has a local character. This group would include 2 050 km of the total forest roads of Slovenia.
Category 3: Mark GII. This group is the most extensive and represents 69.2 percent of the forest roads analysed (8 750 km). Uses are increasing due to the management of the forest ecosystem (not only forest management but also wildlife management). The combination of uses is professionally correct. Since this group is so large, it is reasonable to divide it into two subgroups: main forest roads (GII) and side forest roads (GIII). Average traffic load of 12 vehicles per day of forest exploitation is proposed as a borderline between main and side forest roads (counting at the intersection of a forest road with a public road).
Standards of forest roads maintenance, equipment and use
Forest roads have to comply with different requirements (technical elements, standards of maintenance and equipment) depending on the type of traffic. Therefore, framed standard of maintenance, equipment and use were defined according to the different categories.
Category GI/1
Public traffic is predominant. Due to the traffic characteristics, local communities take over their management. Regular maintenance and transportability during the whole year should be ensured. In case local communities are not available to take over their management, these roads are classified in category GI/2.
Category GI/2
Maintenance: roads should be practicable all year round. Regular maintenance of carriageway, culvert, ditches, etc., and winter maintenance (ploughing, sanding) should be ensured.
Road equipment: at the beginning of the forest road, it should be clearly marked as such with necessary signposts and other warnings (speed limit, general warnings, allowed axle pressure, etc.) In dangerous sites, signs of warning and metal parapets should be placed.
Way of use: no limits to personal traffic, possibility of truck traffic with temporary restrictions on axle pressure (after long rains and during the thawing period).
Category GII
Maintenance: roads should be practicable all year round. Regular maintenance of carriageway, culverts, ditches, etc., and winter maintenance (ploughing, sanding) should be ensure.
Road equipment: at the beginning of the forest road, it should be clearly marked as such, its category should be indicated, necessary sign posts and other warnings (speed limits, general warnings, allowed axle pressure, etc.) should be placed. In dangerous sites signs of warning and metal parapets should be placed.
Way of use: no limits to personal traffic, possibility of truck traffic with temporary restrictions to axle pressure (after heavy rains and during the thawing period).
Category GIII
Maintenance: only regular maintenance of culverts, ditches, etc., should be ensured. Maintenance of carriageway and winter maintenance are irregular, according to the needs of forest management. The roads are not necessarily practicable the whole year.
Road equipment: roads have no signs or other installations.
Way of use: roads can be closed to public traffic. Roads could be closed to truck traffic after heavy rains and during the thawing period.
References
Potocnik, I. 1993. Economic aspects of forest roads' maintenance. Zbornik gozdarstava in lesarstava (41): 155-171.
Potocnik, I. 1994. Periodic maintenance of forest rodas. Zbornik gozdarstva in lesarstava (44): 107-124.
Potocnik, I. 1996. The multiple use of forest roads as a criterion for their categorization. Dissertation thesis. Biotechnical Faculty, Ljubljana, XV + 241 pp.
Potocnik, I. 1996. Program razvoja gozdov v Sloveniji. Ur.l. R Slovenije, 14, pp. 981-994.
Potocnik, I. 1994. Zakon o gozdovih s komentarjem. RS Ministrstvo za kmetijstvo in gozdarstvo, Ljubljana. 43 pp.
