Knowledge Resource Center for Ecological Environment in Arid Area
| 青藏道路建设对沿线生态系统的干扰研究 | |
| 其他题名 | Disturbances of Road Construction on Ecosystems alongside Qinghai-Xizang Highway and Railway |
| 陈辉 | |
| 出版年 | 2004 |
| 学位类型 | 博士 |
| 导师 | 郑度 |
| 学位授予单位 | 中国科学院地理科学与资源研究所 |
| 中文摘要 | 自20世纪以来，人类对土地资源的开发利用日益活跃，极大地改变了土地利用与土地覆被状况。人类通过改变土地利用与土地覆被方式（包括土地利用强度变化、土地用途的改变等）来改变生态系统格局、组成，进而影响生态系统功能演化方向。本文运用地理学、生态学、环境科学等相关理论与方法，借助遥感、GIS等技术手段，在搜集大量社会经济、气候及其它环境背景数据，并结合野外实地调查数据的基础上，以青藏公路铁路沿线生态系统为研究对象，通过土地利用／覆被变化（包括青藏公路铁路的修建、青藏公路铁路沿线缓冲区土地利用结构的改变及植被盖度的改变等），从不同视角、不同尺度水平上，分析青藏公路铁路建设对沿线生态系统结构、生态过程的直接影响，通过辐射作用对沿线缓冲区土地利用／覆被变化的间接影响，探讨自然和人为因素（特别是人为因素）对高寒生态系统的干扰作用，并针对干扰现象提出生态建设和管理建议。主要结论如下：（1）以青藏公路铁路沿线植被生态系统分类为基础，引人景观生态学概念，分析青藏公路铁路建设对沿线植被生态系统景观结构和生物量、生产力的影响。认为青藏公路铁路建设对沿线植被生态系统产生直接的切割作用，使景观破碎化；在道路两侧50m范围内，损失总生物量614060.09～1999788.34t，损失总狰初级生产量42899.02t／yt。（2）生态风险是表征生态系统生态过程的一个重要指标，本文采用人工神经网络技术对青藏公路铁路沿线生态系统进行综合生态风险评价。研究表明，不同自然地带（青藏公路铁路穿越综合自然区划的六个自然地带：青东祁连山地草原地带、柴达木山地荒漠地带、青南高寒草甸草原地带、羌塘高寒草原地带、果洛那曲高寒灌丛草甸地带和藏南山地灌丛草原地带）生态风险值各不相同：柴达木山地荒漠地带风险值最大，为3.1037；青南高寒草甸草原地带居次，为2.6531；青东祁连山地草原地带风险值第三。为2.4844。各生态系统类型生态风险也不相同：无植被地段风险值最大，为3.1330；荒漠生态系统风险值居次，为3.0685；针叶林生态系统风险值第三，为28351。年均降水量、干燥度和生物多样性（生物量）是该区域生态风险的主要控制因素，人为因素相对影响较弱（道路密度只在柴达木山地荒漠区影响程度在前3位）。（3）青藏公路铁路对沿线土地利用／覆被的辐射作用通过土地利用程度指数、土地利用动态度和植被指数opVI）来反映。道路修建对土地利用程度的影响只限于很窄的范围内（5km），在距离公路7～10km范围内土地利用动态度明显较高，在距离公路6～10km范围内的耕地、草地和城乡、工矿、居民用地变化率明显高于全区；林地、水域和未利用土地没有发现明显的规律性。研究表明，NDVI与公路距离之间存在较强相关关系，一定程度上反映了公路对NDW的辐射作用，但降水、气温也与公路距离存在较强相关关系，要区分公路（作为人为因素）和自然因素在NDVI分布、变化中所起的作用，需要长时间序列、较高分辨率（1km）的NDVI数据支持，目前尚难实现。（4）在路基两侧50～150m范围内形成了以取土为主要形式的生态破坏，破坏了沿线生态景观，植被恢复总体状况不佳。在荒漠区，取土坑沙质疏松，形成沿青藏公路的带状沙源地。青藏铁路与青藏公路基本平行，距离很近，可在青藏铁路修建期间，填补或平整青藏公路建设中遗留下来的取土坑，把铁路修建过程中铲除的原生植被就近恢复到公路沿线修整过的取土坑部位。在柴达木盆地，青藏公路对两侧5～7km范围的土地利用／覆被具有辐射作用，因此在计划进行较大规模的工程建设时，应该重点开展这一区域的土地利用规划。（5）从整体看，在影响青藏公路铁路沿线生态系统生态过程、土地利用／覆被变化的自然和人为因子中，自然因子是主要因素，道路修建是次要因素；但在青藏公路铁路所穿越的荒漠区，道路修建表现为主要影响因子。青藏高寒生态系统是脆弱的生态系统，要减小生态风险、防止生态破坏就必须控制道路建设的密度和其它类型的人为干扰。 |
| 英文摘要 | Human exploit and use land resources increasingly and human activities induce conversions of land cover and changes in land use greatly since the 20th century. Human activities can alter the structure and composing of ecosystems, moreover influence the function and succession direction of ecosystems. On the grounds of technologies of remote sensing and GIS (geographical information system) and theories of geography, ecology(disturbance and ecological restoration) and environment sciences, based on plenty of data collecting of social economy, weather and other environment background and field survey, the impacts of Qinghai-Xizang highway and railway construction on ecosystems along the roadside are studied from different horizons of view and scales. Through the phenomena of changes of land use and land cover (including the constructing of Qinghai-Xizang highway and railway and the changes of land use and land cover in the buffers of the road), the impacts of Qinghai-Xizang highway and railway construction on ecosystem structure and eco-processes and changes of land use and land cover are analyzed and the disturbances of natural and artificial factors (especially the artificial factors) on high cold ecosystems are discussed. Finally, the suggestion of ecological restoration is put forward aiming at the disturbance phenomena. Major conclusions of this thesis are as follows: (1) Based on the classification of vegetation ecosystems alongside Qinghai-Xizang highway and railway, integrating the former and the field survey data and introducing the concept of landscape ecology, the influences of Qinghai-Xizang highway and railway construction on landscape structure of vegetation ecosystems and the biomass and the net primary productivity along the roadside are analyzed. Qinghai-Xizang highway and railway span six physical geographic regions: East Qinghai and Qilian mountain steppe region, Qaidam mountain desert region, South Qinghai alpine meadow steppe region, Qiangtang alpine steppe region, Golog-Nagqu alpine shrub meadow region and South Xizang mountain shrub steppe region. There are many kinds of ecosystems, which have different characteristics. The construction of Qinghai-Xizang highway and railway destroyed natural vegetation and landscape, especially in 50m-wide bufFer regions along both sides of the road, it is estimated that the net primary productivity deceased by about 42899.02t/yr and the gross biomass deceased by 614060.09-1999788.34t. (2) Ecological risk is an important index for indicating the eco-processes. The artificial network GRNN (Generalized Regression Neural Network) model is adopted to evaluate the ecological risk of ecosystems alongside the Qinghai-Xizang highway and railway. The ecosystems span six different natural regions and the average ecological risk value is biggest (3.1037)in the Qaidam mountain desert region, and the second (2.6531) in the south Qinghai-Xizang alpine meadow steppe region and he third(2.4844) in the east Qinghai and Qilian mountain steppe region. There are ten Ecosystems in the 50km-wide regions and the ecological risk values of them are different: land without vegetation ecosystem is the biggest(3.1330), desert ecosystem is the second (3.0685) and needle-leaved forest is the third(2.8351). Annual average precipitation, aridity and biodiversity (biomasp) are main risk-control factors and the artificial factors are minor; (only in the Qaidam mountain desert region, the influence of, road density is in the first three indices.) |
| 中文关键词 | 青藏公路铁路 ; 生态系统 ; 干扰 ; 景观破碎 ; 生态风险 ; 土地利用／覆被变化 ; 自然因素 ; 人为因素 |
| 英文关键词 | Qinghai-Xizang highway and railway disturbance landscape fragmentation ecological risk land use and land cover change natural factors artificial factors |
| 语种 | 中文 |
| 国家 | 中国 |
| 来源机构 | 中国科学院地理科学与资源研究所 |
| 资源类型 | 学位论文 |
| 条目标识符 | http://119.78.100.177/qdio/handle/2XILL650/286340 |
| 推荐引用方式 GB/T 7714 | 陈辉. 青藏道路建设对沿线生态系统的干扰研究[D]. 中国科学院地理科学与资源研究所,2004. |
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