Rad obrađuje problematiku otvorenosti šuma mrežom primarne šumske prometne infrastrukture te dinamiku građenja, održavanja i rekonstrukcije šumskih cesta u Federaciji BiH od 2005. do 2020. godine. ...Otvorenost šuma u Federaciji BiH još je značajno ispod potrebne minimalne (15 m/ha za brdsko-planinska područja) za racionalno gospodarenje šumskim resursima. Građenje je novih šumskih cesta imperativ za šumarske tvrtke, međutim dinamika izgradnje novih cesta daleko je ispod potrebne razine. Također, rekonstrukcija postojećih šumskih cesta koje su većinom građene 70-ih i 80-ih godina prošloga stoljeća, a čija nosivost nije usklađena sa zahtjevima suvremenih kamionskih skupova, gotovo pa u potpunosti izostaje. Jedan od osnovnih problema za provođenje predmetne analize jest prikaz podataka šumarskih poduzeća u Federaciji BiH, koja rekonstrukciju, održavanje i redovitu sanaciju daju kao jedan podatak, zbog čega realne pokazatelje stvarno izvršenih radova za pojedinačne vrste radova nije moguće na pravi način opisati. Uz kvantitativne podatke koji su dani u radu, također su iskazani i financijski pokazatelji planiranih i realiziranih radova.
The need for the construction of new roads, as well as the maintenance and reconstruction of existing roads in the Federation of Bosnia and Herzegovina, is constantly present. The paper analyzes the period from 2005 to 2020, primarily on the basis of regular annual information on forest management in the Federation of Bosnia and Herzegovina, and from survey questionnaires that were conducted in forest enterprises for the preparation of the Forest Transport Infrastructure Development Study (2011) and the Forest Transport Infrastructure Development Master Plan (2020). Activities related to forest truck roads in the forestry of the Federation of Bosnia and Herzegovina have unfortunately shown a delayed trend for many years. The completion of construction works of new roads, as well as regular, periodic maintenance and reconstruction over a period of years, has mostly been below the plan, which specifically refers to the construction of new roads. Based on the analyzed data, a significant difference is noticeable between the planned and built forest truck roads in the analyzed period, where a total of 1213.9 km were planned for construction, while only 592.9 km or 48.84 % of the planned roads were completed. Also, when it comes to invested financial resources, a significantly smaller amount was spent than planned. The planned funds amounted to 41.85 million euro, and 14.75 million euro or 35.25 % of the planned amount was spent. The average investment was 24,879 euro/km. The lowest average costs were in 2014, amounting to 8029.5 euro/km, and the highest in 2009, amounting to 42,297.2 euro/km. There are significant differences when it comes to the openness of forests in FB&H based on data collected in different periods and based on different sources. According to Sokolović and Bajrić (2011), the openness is 10.8 m/ha, according to the data of the Master Plan for the Development of Forest Transport Infrastructure (2020), the openness is 7.83 m/ha, while according to the latest available data from the Information on forest management for the year 2020 and plans for the year 2021, the openness of the forests is 11.3 m/ha. The different results lie primarily in the fact that there is no single criterion for calculating the openness of forests in the Federation of Bosnia and Herzegovina. The openness of all forests in FB&H is not uniform, with the highest average in high forests and according to data from the Information on forest management for 2020 and plans for 2021, the same amount is 16.0 m/ha, in forest plantations it is 9.6 m/ha and in coppice forests 11.2 m/ha. When it comes to the funds invested in regular annual and periodic maintenance, as well as the reconstruction of forest truck roads, they are not shown in the correct way in the forestry operation (all works are shown as a single cost), so it is not possible to give a high-quality analysis of these costs.
Background and Purpose: Logging is an example of the strongest human influence on forest environment because it causes damages to the forest soil and residual trees. The damages that occur during ...logging are more frequent in the skidding phase compared to the felling and processing phase.
Material and Methods: The research was conducted in mixed stands of fir and spruce in the area of eastern Bosnia and Herzegovina. Felling was conducted by chainsaw and extraction by animals, i.e. by two oxen. The following data were collected: tree species, diameter at breast height, pre-bunching zone (0-30 m or 30-60 m), presence of damages, presence of old damages, number of damages, type of damage, damage position and the size of damage.
Results: Damages were recorded on 3.32% of residual trees. The average number of damages per damaged tree was 1.08. The same percentage share of damages was recorded on butt end and root collar (38.46%), while damages on root have a share of 23.08%. Stem damages were not recorded. The most common type of damage was debarked tree (61.54%), then squashed bark (23.08%) and debarked and damaged tree (15.38%). It was recorded that the size of damages varied between 60 and 570 cm2. The average size of damage was 222.54 cm2. Statistical analysis using χ2 test showed significant difference in the proportion of damaged trees among different pre-bunching methods, and did not show significant difference in the proportion of damaged trees between different pre-bunching zones.
Conclusions: It can be assumed that oxen logging causes insignificant damages to residual trees. The results of research will be used as a basis for future studies of residual trees’ damaging during wood skidding.
Chainsaw is the main tool for work in a phase of wood felling and processing of forest harvesting in BiH. The aim of the research was to determine fuel and lubricant consumption of the chainsaws
...Husqvarna 365
and
Dolmar PS – 7310
in the phase of felling and processing of wood assortments at the area of P.J. Forest Office „Zavidovići“, forest compartment 203. The volumetric method was applied for the measurement of fuel and lubricants consumption, with precise determination of fuel and lubricant quantity in chainsaw tanks. In total 140 trees of the sessile oak were felled (70 trees with
chainsaw
Husqvarna 365
and 70 trees with chainsaw
Dolmar PS – 7310
) during the research. The diameter at the breast height of felled trees ranged from 15 to 84 cm, while tree height ranged from 10,3 to 37,2 m. The total volume of processed assortments was 180,11 m3. The average fuel consumption per m3 processed assortments was 0,306 L/m3 for trees felled by chainsaw
Husqvarna 365
which is for 0,042 L/m3 larger in comparison to chainsaw
Dolmar PS – 7310
with average fuel consumption of 0,264 L/m3. The average lubricant consumption per m3 processed assortments was 0,102 L/m3 for trees felled by chainsaw
Husqvarna 365
which is for 0,012 L/m3 larger in comparison to chainsaw
Dolmar PS – 7310
with average lubricant consumption of 0,09 L/m3. Considering conducted research it can be assumed that there are differences in fuel and lubricant consumption between this two type of chainsaws for considered working conditions, but differences are not statistically significant.
U pridobivanju drva u BiH, u fazi sječe i izrade, motorna pila lančanica predstavlja glavno sredstvo rada. Cilj istraživanja je utvrditi potrošnju goriva i maziva motornih pila Husqvarna 365 i Dolmar PS – 7310, pri sječi i izradi šumskih drvnih sortimenata na području P.J. Šumarija „Zavidovići“, odjel 203. Kod mjerenja potrošnje goriva i maziva korištena je volumetrijska metoda s preciznim određivanjem sadržaja goriva i maziva u spremnicima motorne pile. U sklopu istraživanja ukupno je posječeno 140 stabala hrasta kitnjaka (po 70 stabala je posječeno sa motornim pilama Husqvarna 365 i Dolmar PS – 7310). Prsni promjer posječenih stabala kretao se od 15 do 84 cm, dok se visina posječenih stabala kretala u rasponu od 10,3 do 37,2 metara. Ukupni obujam izrađenih sortimenata iznosio je 180,11 m3. Izmjerena prosječna potrošnja goriva po obujmu izrađenih sortimenata za stabla koja su posječena motornom pilom Husqvarna 365 iznosi 0,306 L/m3 i veća je za 0,042 L/m3 u odnosu na motornu pilu Dolmar PS – 7310, sa potrošnjom od 0,264 L/m3. Prosječna potrošnja maziva izrađenih sortimenata za stabla posječena motornom pilom Husqvarna 365 iznosi 0,102 L/m3 i veća je za 0,012 L/m3 u odnosu na motorn pilu Dolmar PS – 7310, sa prosječnom potrošnjom 0,09 L/m3. Na osnovi provedenih istraživanja može se zaključiti da za dane uvjete rada postoje razlike u potrošnji goriva i maziva između ova dva tipa motornih pila, a koje statistički nisu značajne.
The primary network of forest roads consists of public and forest truck
roads. Public roads in one forest area have been mainly built due to needs of
local communities, access to rural areas, the ...development of tourism,
recreation and so on. Forest truck roads have been built and maintained by
those who manage forests (the forest management), while public roads have
been managed by the Directorate for Roads of the Federation of B&H and
cantonal and local governments. In the last twenty years, the sector for wood
assortments transport in the Federation of B&H is in charge of the private
transport operators which use vehicles of large capacities and high axle
loads for the purpose of transport of as large as possible quantities of
wooden mass per time unit. Due to this fact, the roads have deteriorated
faster. The accelerated deterioration of the roads used for the transport of
wooden assortments imposes the need for the allocation of larger funds for
their maintenance. Due to the increasing damages on the roads the
prohibitions of use of some public roads for wooden assortments transport
occur more frequently. The aim of the research is to determine the total
length of public roads which open Forest Management Units of Sarajevo Canton
(FMU of SC) and to investigate the possibility of using these categories of
roads for forestry. For examination and analysis possibilities of using
public roads for wooden assortments transport qualitative research - polls
methods have been applied within the framework of the key representatives of
the target groups such as forestry and the local community. In the
questionnaire, two sets of questions were specified, the first one which is
designed to determine the possible existence of problems of using public
roads for transport of wooden assortments and possible causes of occurrence
of the problems. The second group of questions gives some of the possible
solutions for solving the problems of using public roads for the purpose of
transport of wood assortments. The results of the survey show that the share
of public roads for opening forest truck roads of Canton Sarajevo amounts
44.94%. The given results illustrate that the cases of prohibition of use of
public roads for wood assortments transport are rare. The largest proportion
of respondents (65%) pleaded that there are no problems (conditions) for
using public roads within their territory. A share of 32% of respondents said
that there are some requirements for the use of public roads for the
transport of wood assortments in their territory and those are mostly demands
that FMU covers the costs of maintenance of these roads. A share of 58% of
respondents gave the answer that those requirements originate from
self-organized groups of citizens. A share of 42% of respondents gave the
answer that these requirements originate from the local community
(municipalities and lower levels). In the second group of questions, where
the proposal for resolving the problems of wood assortments transport in case
of inability of use the existing public roads have been given the majority of
respondents consider that the solution of problem is making agreement on the
mode of usage and application of more control of axle loads of truck which
transport wood assortments by public roads. The general conclusion of the
research is that the undisturbed use of public roads for forestry needs is
possible only with more consideration of the legal guidelines and with
continuous agreements of all stakeholders accompanied by constant control.
nema
Forest transport infrastructure is the key segment of rational forest
resource management. One of its constituent and inseparable segments are
skid roads and skid trails whose network density ...significantly exceeds the
primary network, i.e. truck roads. Skid road -skid trail network density in
high economic forests of FB&H is most often between 40 and 100 m/ha.
Simplified way of construction, non-existence of road construction, objects
for surface water drainage as well as significant longitudinal inclination
(up to 50%) in which they are constructed, makes them subject to erosion
processes. The lack of rehabilitation measures on skid roads - skid trails
causes significant damages in post-exploitation period, and very often to
the extent that the ones in the following exploitation round are unusable
for skidding. Utilization of skid roads - skid trails damaged by erosion
processes for forest operations often represents a significant expense. This
paper considers rehabilitation measures efficient from the point of
remedying erosion processes, and at the same time, acceptable from the point
of financial expenditure for forest operations.
nema
Bosna i Hercegovina ima pretežno brdsko-planinsku konfiguraciju terena, bogata je razvijenom hidrografskom mrežom. Pri projektiranju i izgradnji mreža šumskih cesta učestala je pojava presijecanja ...stalnih ili povremenih vodotoka pa je zato prijeko potrebno planirati i graditi vodopropusne objekte.Najrizičnija su mjesta, kada je u pitanju negativan utjecaj vodotoka na erozijske procese, upravo točke presijecanja šumske ceste rijekama i brdsko-planinskim vodotocima. Da bi se smanjio postotak neupotrebljivosti primarne mreže šumske transportne infrastrukture, treba pristupiti kvalitetnim rješenjima odvodnje površinskih voda i izgradnji prelazaka preko postojećih planinskih vodotoka. Vodna je erozija jedna od mogućih pojava, koja može nastati na kolničkoj konstrukciji, ako na odgovarajući način nije riješeno pitanje odvodnje površinskih i oborinskih voda.Procjena erozijskih procesa prilikom provođenja istraživanja utjecaja hidrografske mreže na primarnu mrežu šumske transportne infrastrukture obavlja se na osnovi terenskoga snimanja stanja vodopropusnih objekata i kolničke konstrukcije u njezinoj neposrednoj blizini.Prilikom istraživanja nisu analizirani tehnički elementi šumskih cesta (osim erodiranosti kolničke konstrukcije), aktivnosti su usmjerene na vodopropusne objekte, odnosno njihovo stanje i eventualni utjecaj na erodiranje kolničke konstrukcije. Istraživanja su provedena u GJ »Neretvica« u okviru ŠPP »Konjičko«.Analizirano je ukupno 129 različitih vodopropusnih objekata, od kojih su 16 mostova, 73 cijevna betonska propusta i 40 drugih tipova objekata. U okviru provedene analize vodopropusnih objekata obrađena je oštećenost i funkcionalnost vodopropusnih objekata te erodiranost kolničke konstrukcije u njezinoj neposrednoj blizini.
Water permeable structures on strip roads play a very important role in regulating the flow of surface water and rainwater. Although the
forestry operative of B&H does not use patterns that can be used to
correctly determine the dimensions of water-permeable structures, most often the selection of the dimensions of the structure that can ensure the smooth flow of water is done experientially.
Previous analyses show that investments in forest road infrastructure are insufficient (Sokolović and Bajrić 2011, 2013) and that this is the most common reason for the poor condition of forest road infrastructure. Erosion is a common occurrence on all unpaved roads, especially in heavy rain events and on steep slopes (Wang et al. 2021). Poor technical solutions, along with irregular maintenance of water-permeable structures, are a common cause of intensification of erosive processes and destruction of the road structure.
In the present study, a total of 129 water-permeable structures of various types were analyzed, of which 16 bridges, 73 concrete pipe culverts, and 40 ‘other’ types (improvised solutions of water-permeable structures, most often made of stone slabs). Bridges have the most efficient functionality, which allows water to flow freely through the flow profile. Also, concrete culverts of larger dimensions (Ø 80 and 100
cm) have better functionality than culverts of smaller dimensions (Ø 40
and 60 cm). Namely, in the case of specific small culverts, frequent partial blockages were observed, the maintenance of which was difficult due to the small dimensions of the culvert.
The worst functionality was observed with ‘other types’ of water-permeable structures, where collapses often occur, and as a result, they cannot be cleaned and have to be replaced instead. Of the total number of ‘other types’ of structures, 50% have difficult or disabled functionality, with 20% of the total number having disabled functionality. It is obvious that the choice of the type of water-permeable structures, as well as their dimensions, play a very important role when it comes to their future functionality.
Also, field research has determined the direct correlation between the functionality of water-permeable structures and the occurrence of erosive processes on the pavement structure in the immediate vicinity. That is, in the case of structures with impaired or disabled functionality, the water partially or completely overflows over
the pavement structure, whereby the surface rubs off the pavement and causes its erosion.
Šumske ceste kao trajni građevinski objekti zahtijevaju ispunjene minimalno propisane kvalitete i standarda tijekom izgradnje. Prema dostupnim podacima prosječni troškovi gradnje šumskih cesta u F ...BiH za 2019. godinu iznosili su 22.282,19 € po dužnom kilometru (Anon 2019a). Ovako niski troškovi gradnje nameću opravdano pitanje kvalitete novoizgrađenih šumskih cesta i potrebno mu je posvetiti odgovarajuću pozornost. Na području F BiH, zbog niza razloga, sve se više grade prilazne ili tzv. tehnološke šumske ceste, koje se zbog činjenice da se radi o vrsti šumskih cesta bez izvedene kolničke konstrukcije mogu koristiti samo po suhom vremenu te zbog toga ne ulaze u obračun klasične otvorenosti šuma. Osim toga, zbog nedostatka odvodnih jaraka i prevelikog uzdužnog nagiba nivelete na ovim cestama mogu nastati nesagledive ekološke posljedice. S obzirom da postojeća otvorenost šuma u F BiH nije na zadovoljavajućoj razini, cilj svih šumarskih poduzeća je njeno povećanje. Kako se gradnjom šumskih cesta bez izvedene kolničke konstrukcije ne utječe na povećanje otvorenosti, količina cesta koju je potrebno izgraditi za dostizanje ciljane klasične otvorenosti ostaje nepromijenjena. Kao rješenje za riješavanje navedene situacije, u praksi se u posljednje vrijeme sve više grade šumske ceste s elementima koji čine kombinaciju sporednih i prilaznih šumskih cesta. U ovom radu je izvršena analiza tehničkih i konstruktivnih elemenata za novoizgrađenu šumsku cestu „Braćinac - Doljanske stijene“ stacionaže 1,72 km. Na osnovi dobivenih rezultata, došlo se do saznanja o elementima koje na ovoj cesti treba unaprijediti kako bi se ista očuvala, odnosno kako bi se omogućilo njeno dugogodišnje korištenje. S tim u vezi evidentirana su odstupanja uzdužnog nagiba nivelete u odnosu na propisane veličine na 41% od ukupne dužine, na 26% od ukupne dužine nagibi škarpi usjeka nisu prilagođeni kategoriji materijala u kojoj su izgrađene, duž cijele šumske ceste nisu izgrađeni odvodni kanali. Navedena odstupanja daju za rezultat propadanje kolničke konstrukcije, s obzirom da su na 24% evidentirana manja, a na 9% veća oštećenja. Imajući u vidu da su mjerenja na terenu urađena samo godinu dana nakon izgradnje šumske ceste, nameće se zaključak da niska kvaliteta gradnje i nepridržavanje tehničkih propisia rezultira ubrzanim propadanje ceste.
Forest truck roads are permanent buildings thet require certain kind of quality and standard for its building. Due to lack of financial resources, the quality of newly constructed forests truck roads in FBiH is becoming weaker with time. The aim of this paper is determination of quantitative and qualitative features of newly constructed forest truck roads in the last 10 years in the area of the Managment Unit (MU) “Zujevina” , Forest Managment Region (FMR) „Igmansko“. The analysis of newly constructed forest roads was performed on the basis of data obtained by field measurements, which were then processed in the office and compared with the features prescribed by the Technical Regulations. In the last 10 years, two forest roads with macadam-type carriageway were built within the MU “Zujevina”, which increased the absolute accessibility of the managment unit, which now amounts to 9.45 m/ha and is significantly lower than the accessibility recommended for such areas and that is 15 m/ha. By analyzing the technical and constructive features of the newly constructed forest road “Braćinac - Doljanske stijene”, it can be concluded that the average width of the road and the road shoulder width are within the intervals of the prescribed values.In the length od 41% of the total length of the road, this road is characterized by deviations of the slope of vertical alignment in relation to the prescribed values. On 59% of the total length of the road, the measured longitudinal slope is in accordance with the Technical Regulations. Side dithces were not built on the analyzed forest road, which is reason why atmospheric precipitation flows on the road surface, so in certain sections the quality of the road surface is poor and erosion occurs on the upper layer of the road. The average cross slope of the road does not meet the prescribed values for that element. From the recordings of the cut slopes, we conclude that there are sections, about 9% of the total length of the road, which need to be cut, and sections in the length of 26% of the total length, which require construction work in order to adjust the slope of the cut slopes to the category of material in which they were built.Analyzing the structural features, we obtained data showing that 67% of the pavement surface is undamaged, minor damage was recorded on 24%, while major damage was recorded on 9% of the total surface of the road. Out of a total of five pipe culverts, four pipe culverts perform their function without interruption, while one needs cleaning of the entrance. Field measurements were made only one year after the construction of the forest pavement and before the transport of wood assortments from the department that opens the road. The obtained results show that the low quality of construction and non-compliance with technical regulations results in accelerated deterioration of the road. The damage recorded on the road can be attributed to the impact of increased atmospheric precipitation, which as a result of global climate change is becoming more frequent and should be taken into account when projecting and building forest truck roads.
The paper investigates the phenomenon of soil erosion on skid roads/trails. The aim was to discover how and to what extent different longitudinal slopes can influence the occurrence of erosion ...processes. For this purpose, a total of nine experimental plots were set up at three different sites. The length of the plots was 110 m, and at all localities, the research was carried out on different longitudinal slopes (up to 10%, 10 - 20% and over 20%) over the observed period of approximately two and a half years. The research focused on determining the volume of material removed and the dynamics of the development of erosion processes observed in phases (shifts) between recordings.
Forests are the most effective natural factor in protecting land from erosion, and if they are managed on the principles of sustainable management, the so-called "normal" erosion usually occurs. However, as it is necessary to build a relatively dense network of skid roads/trails for different phases of management, it makes them susceptible to more intensive erosion processes. If we take into account that they were built with very low criteria (technical elements) and without the existence of facilities that would ensure the drainage of surface and rainwater, and can be built with a large longitudinal slope, it creates optimal preconditions for the development of intensive erosion process.
The conducted research has obtained results that clearly show that erosion processes occur frequently, of varying intensity depending on the factors that prevail for a given locality.
The value of the volume of the removed material ranges from 1.278 m3, ie 0.0116 m3/m to 5.313 m3, or 0.0483 m3/m. The obtained minimum value of the volume of the removed material can be related to the strong water permeability of the parent substrate (limestone), which affects the reduction of surface runoff, as well as shallow soils that are formed on it. When it comes to the maximum value of the volume of removed material, which is 5.333 m3 or 0.0483 m3/m, it can be related to the continuous occurrence of surface runoff that causes surface sapping and removal of material from the skid roads/trails.
The performed statistical analyzes (through a linear model) indicate different correlations of investigated influencing factors (volume of transported material and length of skid roads/trails on different longitudinal slopes). The obtained correlation values range from r = 0,29 (weak correlation) to r = 0,79 (very strong correlation).
Length of the primary forest roads in the Federation of BiH is 11.821,00 km that includes the categories of public and forest truck roads. Cantonal Public companies for forest management in the ...Federation of BiH are responsible for the design, construction and maintenance of forest truck roads. The starting point in the analysis related to forest truck roads is to determine the quality and quantity of the existing forest road network. This paper deals with data for all forest truck roads in the territory of Federation of BiH that in total includes 2.907 forest truck roads. The following data were collected and analysed: pavement type, pavement width, longitudinal slope and traffic load per year per 24 h. The analysis of these elements can serve as the basis for categorizing of forest truck roads into primary, secondary and access roads, as well as starting point in planning process related to the maintenance works and future forest road construction.
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