Adoption of emergent technology for forest road management in New Zealand
Adoption of emergent technology for forest road management in New Zealand
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新西兰森林道路管理采用新兴技术
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通讯作者：
R. Visser
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作者：
K. Brown;R. Visser
2018年4月完成了对活跃的森林道路管理人员的有针对性的调查，以更好地了解林业当前道路建设计划的特点，森林道路规划和管理中使用的实践，以及应用于森林道路问题的新兴技术的吸收。18份调查答复表明，年收获量为1 020万立方米，新道路建设长度为426公里。在新的国家种植园林业环境标准（NES-PF）中，约有180公里（42%）的新道路建设将建在高度易受侵蚀的地形上。支线公路几乎占新公路长度的三分之二。在道路路面施工方面，振动压路机是最常用的压实机械，总骨料厚度（即基层加面层）平均约为300毫米。受访者指出了管理其道路施工方案方面的主要挑战，包括在收获队之前（例如六个月）规划、设计和建造基础设施，以及控制陡峭地形的施工成本。平均而言，支线和二级公路的成本分别为72，000美元/公里和90，000美元/公里，其中砾石和挖掘是最大的成本组成部分。新兴技术，如基于激光雷达的数字地形模型（DTM）和几何设计软件的集成，在应对这些挑战方面发挥着关键作用。管理人员表示，完整的几何设计与特别困难的路段（即陡峭和/或不稳定的斜坡和之字形）有关，他们强调了激光雷达数据和几何设计软件在这些情况下的实用性。管理人员还能够在办公室内详细测试多条道路路线的可行性。他们可以执行完整的几何设计，并估计可拆卸体积（NES-PF下的要求）和成本。虽然基于办公室的设计仍需要实地验证，但其好处包括更有针对性的实地调查、降低建筑成本和改善环境绩效。然而，许多管理人员表示，很少有道路需要完整的几何设计，在大多数情况下，道路中心线的标记往往足以让筑路承包商建造道路。这项研究表明，新西兰的道路管理人员正在利用新兴技术。近一半（44%）的道路管理人员经常使用基于激光雷达的DTM来规划和设计森林道路。61%的道路管理人员使用软件包来帮助道路位置规划和设计。Softree RoadEng是最常用的程序。无人驾驶飞行器（UAV）最常见的应用包括监测森林采石场的库存量（39%的管理者）和道路对水道的影响（17%的管理者）。
A targeted survey of active forest roading managers was completed in April 2018 to better understand the characteristics of the forest industry’s current road construction programme, practices used in forest road planning and management, and uptake of emergent technologies applied to forest roading problems. The 18 survey responses represented an annual harvest volume of 10.2 million m3 and length of new road construction of 426 km. About 180 km of this new road construction (42%) will be built on highly erodible terrain as defined by the Erosion Susceptibility Classification (ESC) system within the new National Environmental Standards for Plantation Forestry (NES-PF). Spur roads represent almost two-thirds of the new road length. In terms of road pavement construction, vibratory rollers were the most commonly used machines for compaction and total aggregate thickness (i.e. basecourse plus topcourse) averaged about 300 mm. Respondents identified major challenges in managing their roading programmes, including planning, designing and constructing infrastructure well in advance of harvesting crews (e.g. six months) and controlling construction costs in steep terrain. On average, spur and secondary roads cost $72,000/km and $90,000/km respectively, with gravel and excavation representing the greatest cost components. Emergent technology, such as the integration of LiDAR-based digital terrain models (DTMs) and geometric design software, is playing a key role in addressing these challenges. Managers indicated that full geometric designs were associated with particularly difficult road sections (i.e. steep and/or unstable slopes and switchbacks), and they emphasised the utility of LiDAR data and geometric design software for these situations. Managers have also been able to test the feasibility of multiple road routes in the office with a high level of detail. They can perform complete geometric designs, and estimate earthwork volumes (a requirement under the NES-PF) and costs. While the office-based designs still require field validation, the benefits include more targeted field surveys, reduced construction costs and improved environmental performance. However, many managers indicated that few roads required a full geometric design, and in most cases marking of the road centreline was often sufficient for roading contractors to build the road. This study demonstrated that New Zealand’s roading managers are utilising emergent technologies. Almost half (44%) of roading managers frequently used LiDAR-based DTMs to plan and design forest roads. Sixty-one percent of roading managers used a software package to aid road location planning and design. Softree RoadEng was the most commonly used program. The most common applications of unmanned aerial vehicles (UAVs) included monitoring stockpile volumes at in-forest quarries (39% of managers) and road impacts on waterways (17% of managers).