Au Canada, on prévoit que les changements climatiques auront une incidence considérable sur l'industrie forestière. Les routes d'accès sont particulièrement vulnérables aux effets immédiats et à court terme des changements climatiques. Des stratégies d'adaptation pour les routes d'accès et les infrastructures doivent être élaborées et leur mise en œuvre doit commencer, afin de s'assurer que les infrastructures routières nécessaires pour accéder à la forêt soient maintenues et résistent aux effets des changements climatiques. Ce rapport présente les risques et la vulnérabilité des routes d'accès aux changements climatiques, ainsi que des méthodes et pratiques recommandées pour s'y adapter.
The changes to climatic conditions in Canada are anticipated to have a significant impact on the Canadian forest industry. Resource roads are considered particularly vulnerable to the immediate and short-term impacts of climate change. Adaptation strategies for resource roads and infrastructure must be developed and implementation initiated to ensure that the road infrastructure required for forest access is maintained and made resilient to climatic impacts. This report presents the risks and vulnerabilities of resource roads to climate change and suggested adaptation methods and practices.
Système de contrôle de la pression des pneus (TPCS)
Coûts
Performance
Abstract
Les systèmes de contrôle de pression (TPCS) ou de gonflement central des pneus (CTI) deviennent de plus en plus populaires dans les opérations forestières canadiennnes comme moyen d'accroître la mobilité des camions grumiers et de prolonger la saison de transport. Cependant, il existe très peu d'information quant à leurs coûts de possession et de fonctionnement. FERIC a observé les systèmes TPCS Redline-Eltek et TPCS Eaton durant une période de trois ans. L'étude portait sur 24 camions grumiers de configurations variées, localisés dans six endroits différents de l'ouest du Canada. Le rapport présente les coûts de possession et de fonctionnement des systèms TPCS pour ces 24 camions et décrit comment le taux d'utilisation du camion affecte les coûts de possession du TPCS et du camion.
FLNRO, with technical assistance from the B.C. Ministry of Transportation and Infrastructure and FPInnovations, conducted a case study of the vulnerability to climate change of infrastructure on the 70 km-long in-SHUCK-ch forest service road. The workshop participants followed a process established by the Public Infrastructure Engineering Vulnerability Committee (PIEVC). This case study provided both meaningful analysis of the risks and opportunities faced by the in-SHUCK-ch FSR corridor and the communities it provides access to, and establishes a benchmark for future iterations of the process with resource roads.
A series of recommendations are made that arise from the PIEVC analysis. These recommendations included the need to streamline and focus the PIEVC process specifically for resource roads, capacity building actions by road managers and maintainers, a review of emergency preparedness plans for the communities accessed by the FSR, actions to safeguard FSR infrastructure and residential development on lakeshore debris fans, a general review and inspection of drainage structures, actions to review and improve the resiliency of stream crossing structures and, finally, a recommendation to review the scope and size of the road maintenance program.
This report presents a case study of the vulnerability to climate change of infrastructure on the Tum Tum Forest Service Road using the Public Infrastructure Engineering Vulnerability Committee (PIEVC) protocol. This case study provided analysis of the risks and opportunities faced by the road, recommendations to mitigate the identified risks, and established a benchmark for future iterations of the process with resource roads.
FPInnovations, in cooperation with Alberta Transportation and the Laval University i3C Chair, undertook a review of the starting threshold for initiating winter weight hauling in Alberta. The objective of this project was to conduct an engineering analysis of freezing pavements to determine the minimum frost depth at which log hauling at winter weight premiums (WWP) in Alberta could start without compromising pavement service life. The report describes literature on freezing pavement engineering, Canadian winter weight policies, a controlled trafficking simulation of an instrumented pavement as it was frozen, and subsequent modeling to valiidate results and extrapolate results ot a wider range of pavement structures. It was recommended that the current 1.0 m starting frost depth threshold be reduced to a depth of 700 mm.
The objectives of this presentation are to bring awareness to the relationship between roads and climate change; definite resource road resiliency and adaption; understand the process to identify risks and vulnerabilities to resource roads; review the results from three case studies in BC; and to highlight key learnings and future efforts.
Between the 1950s and mid-1990s many forestry roads in B.C. were inadequately
constructed with a lack of or poorly managed drainage, subsequently were incorrectly or not at all deactivated, and now pose landslide hazards and an increased risk to the public and the environment. This study defines and tests a preliminary stability indicator that can be used to screen large areas for the relative debris slide hazard from these legacy roads using two fundamental landslide factors: slope and flow (specific catchment area). Using a 2 m-resolution digital elevation model, the stability indicator was applied to a case study area that had previously been the subject of a terrain stability assessment. The stability
indicator proved to be a good predictor of road hazard ratings at a 15% level of significance. This quantitative approach to identifying road hazards may prove useful for prioritizing terrain stability assessments (TSAs) of areas with legacy roads by land managers and could provide additional insight to professionals for TSAs.
The main objective of the present work is to respond to the second work area and complete LCAs focused on resource roads and transportation products and processes. Two LCA studies will be conducted; one study on resource road bridges and one study on hybridization of logging and biomass trucks. The present report undertakes an LCA of three resource road bridges.
