道路交通的生态影响研究综述

道路网络广泛分布于各种景观中,其在增进社会财富、方便人们生活的同时,也会产生不同方面和程度的生态学影响:在区域尺度上,道路网络对不同生态系统的景观格局形成明显的切割作用,破坏了生态系统的完整性和连通性;道路建设导致物种生境丧失和柄息地破碎,并引起生境中诸如水、土壤、大气、光照、噪音等理化环境变化;道路交通增加动植物死亡率,导致种群数量下降,并阻碍动物个体在同种种群间的交流以及在互补性资源问的周期性迁移;提供一些物种道路边缘柄息生境,并沿道路边缘扩散,造成生物入侵.道路生态影响研究已成为生态学和道路建设与管理一个重要交叉研究领域.     

珠江三角洲地区高速公路沿线景观格局变化研究

根据1995年和2005年土地利用数据,借助地理信息系统软件和景观生态学方法研究珠江三角洲区域发展轴线——广深高速公路和广珠高速公路运营前后沿线区域的土地利用和景观格局变化,并进一步对比分析相同功能等级道路的生态效应差异。结果表明：（1）高速公路运营后,沿线区域建设用地增加迅速,耕地大量流失且迅速向建设用地转化;（2）公路的建设运营使得沿线区域人工干扰强度加大,景观斑块密度增加、面积减少、斑块形状趋向复杂,景观破碎化加剧;（3）道路途径区域的社会经济条件以及原有的景观格局特征是导致道路生态破碎效应差异的重要原因;（4）公路对自然景观的影响效应远大于其对人工景观的影响效应。     

生态安全:基于多尺度的考察

生态安全是内涵丰富的概念,包含生态系统、区域、全球等多重尺度,理解生态安全的尺度,是有效进行生态安全研究,进而构建全面的生态安全体系的基础。生态安全具有空间地域性、空间差异性和空间外溢性,每个尺度生态安全都有自身特征,同时尺度间又相互关联。全球尺度生态安全关系人类整体生存发展,区域尺度生态安全较容易在相应管治单元得到政策或工程的支持,生态系统尺度生态安全是理解生态安全机制最重要的尺度。不同尺度的生态安全均受自然和社会因素共同影响,根据尺度差异,全球尺度及区域尺度更关注社会因素影响,生态系统尺度更关注自然因素影响。不同生态介质的变化及影响特征,形成不同尺度生态安全问题。由于尺度不同,全球尺度生态安全评估主要采用模型法,区域尺度生态安全主要采用综合评价法、生态模型法和景观生态学方法等,生态系统生态安全尺度主要采用生态指标法和生态系统模型法。     

草海湿地区域景观生态脆弱性时空变化特征

生态脆弱性作为生态学研究的热点和重要方向,对区域环境保护、土地利用规划及可持续发展具有重要指导意义。利用3S技术,基于景观生态学理论和方法构建景观脆弱度指数,从整体上对贵州草海湿地区域的景观类型及景观脆弱度变化特征进行分析。以研究区53个行政村作为评价单元,从较小尺度和可控单元出发,研究草海区域景观生态脆弱性变化及其时空分异特征。结果表明:(1)1995—2015年间草海湿地区域林地、草地面积减少较多,建设用地和水域面积持续增加;研究区景观脆弱度指数范围逐渐变大,但各景观类型脆弱度指数排序不变,由大到小依次为草地、林地、耕地、建设用地和水域。(2)1995—2015年间处于重度脆弱区、中度脆弱区的行政村主要集中在研究区四周,且数量有所减少;处于一般脆弱区和潜在脆弱区的行政村集中在研究区中部区域,数量有所增加。(3)各行政村的景观生态脆弱性水平呈现显著自相关,但景观生态脆弱性接近的行政村在空间上表现出的聚集性有所降低。(4)研究区行政村的景观生态脆弱性空间分布由低-低聚集类型转为高-高聚集类型,大部分行政村的空间自相关属于"不显著"类型,并没有出现低-高聚集区。     

滨海新区规划对区域生态网络结构的影响分析

以滨海新区2008年卫星影像、《滨海新区城市总体规划（2005-2020）》和《滨海新区城市空间发展战略研究（2005-2050）》为基础,在GIS技术下运用景观格局分析、网络结构分析及斑块间的相互作用力分析法研究了滨海新区规划对区域生态网络结构的影响。结果表明：滨海新区2008年生态网络景观破碎化严重且连通性差;《总体规划》侧重于斑块间的廊道连接,但大尺度斑块比例小;《战略研究》侧重于大尺度斑块的构建,但连通性较差;根据景观生态学原理,提出了滨海新区的生态网络结构改进建议。     

景观格局演变及其生态效应研究进展

区域景观格局演变及生态效应研究一直是景观生态学研究的重点,对人类、自然的可持续发展具有重要的意义.文章从景观格局-过程-生态效应的相互驱动机制及当前的研究进展进行了系统的分析,综述了国内外景观格局及其生态效应研究相关进展,集中分析了当前研究中的热点和难点.景观分类是景观格局研究的基础,空间统计分析、转移矩阵分析和景观指数分析是研究景观格局演变的主要手段,新兴的元胞自动机理论和方法在景观格局演变研究中有很大的发展空间.景观格局演变驱动力研究需对自然驱动力、社会驱动力进行综合考虑.不同时空尺度下,景观格局与生态过程的内在机制也不一样.在此基础上,提出了今后研究的一些方向,重点是:(1)景观格局演变的内在驱动机制研究;(2)多尺度下景观格局和生态过程(如土壤侵蚀、养分流失等)的耦合研究;(3)"3S"技术、野外调查监测与格局-过程演变模拟模型结合的应用推广潜力.     

城乡建设用地景观格局多尺度差异

以郑州市域内1989、2000和2009年的典型城市与农村样地（25 km×25 km）为例,应用空间自相关、半方差、以及九项轨迹方差分析方法,对城市与农村建设用地景观多尺度上的空间格局特征与动态差异进行研究,结果表明,（1）城市建设用地景观聚集强度较高,斑块规模较大,而农村建设用地景观在大部分尺度上呈随机或均匀分布,斑块规模较小。（2）随着尺度的增加,城市及农村建设用地景观分布状态都由聚集向均匀过渡,但前者过渡较为平缓,而后者在小尺度范围（0~2km）变化速度较快,在较大尺度（3~16 km）上其分布状态的波动较小。（3）1989-2009年,城市与农村建设用地景观动态特征有较大差异,并表现出尺度依赖性。城市较小尺度上（0~4 km）建设用地景观的分布状态表现出聚集-分散的趋势,在较大尺度上（8~14 km）表现出分散-聚集的变化趋势。农村小尺度上（0~4 km）建设用地景观的分布状态也表现出聚集-分散的趋势,但大尺度（4~16 km）上状态变化很小且没有规律。     

区域生态安全格局规划研究进展及规划技术流程探讨

区域生态安全格局规划是化解生态保护与经济发展之间矛盾冲突的有效途径,进行区域生态安全格局规划研究具有重要理论和现实意义。但是,目前尚缺少对区域生态安全格局规划概念内涵、支撑理论、技术方法等相关文献的系统梳理和归纳总结。鉴于此,通过查阅大量文献资料、总结分析国内外相关研究成果,厘清了生态安全格局相关概念之间的逻辑关系,给出了区域生态安全格局规划的确切定义,对景观生态分类与适宜性评价、景观格局演变分析与动态模拟、生态安全预测预警、空间规划决策技术方法等区域生态安全格局规划相关支撑理论和技术方法,研究成果总结发现：景观生态分类指标构建理论和分类结果可靠性验证研究较为薄弱;应用较多的景观生态适宜性评价方法有“千层饼”法、层次分析法等传统方法和人工神经网络、遗传算法、元胞自动机等现代人工智能方法;景观格局变化驱动因子定量识别相对缺乏,各驱动因子间相互作用关系探讨不深入,常忽视景观格局本身对驱动因子的自适应和反馈作用;在众多景观格局动态演变模拟模型中, CA-Markov模型综合了CA和Markov模型的优点,可实现研究对象时空演变信息的精确挖掘;生态安全预警可弥补传统生态安全评价不能揭示生态环境质量长期动态变化状况的不足,能反映区域生态安全状况动态变化过程,是生态安全格局规划的重要基础;常见的空间规划决策技术方法主要有多准则数量优化法、空间分析技术方法、情景分析法、人工智能优化法和综合优化法,在综合优化法中 CLUE-S 模型能综合土地利用变化各驱动因子对不同时空尺度下的土地利用变化进行预测模拟,集成模型能集成多个模型优点来解决一些复杂空间格局优化问题,两者对进行区域生态安全格局规划方法探讨皆具有重要参考价值和借鉴意义。在此基础上,依据现阶段比较成熟的景观生态学理论、景观生态规划原理,综合集成现行空间规划决策技术方法,将区域生态安全格局规划技术流程概括为景观生态分类、景观格局演变分析、景观生态适宜性评价、景观格局演变动态模拟、生态安全预测预警、生态安全需求预测、多情景模式构建和总体规划目标确定、生态安全格局规划、多种规划方案比选、方案试点效果监测与评价、规划实施与执行监管等14个步骤。今后加强区域生态安全格局规划基础理论、技术方法、实践应用这3方面研究是未来该领域研究的重要方向。     

基于道路网络特征的建设用地扩张及其对林地景观的影响——以深圳市为例

道路作为景观廊道,与建设用地景观、林地景观之间存在着复杂的生态学联系。在道路网络迅猛扩展的同时,深圳市建设用地迅速扩张,并对林地景观产生了一定影响。基于土地利用变更调查数据,对1996-2008年快速城市化地区深圳市道路密度与建设用地扩张强度、道路密度与建设用地-林地边界动态的相互关系进行了研究。结果表明,建设用地规模与道路密度、建设用地扩张强度与道路拓展强度呈相关关系,道路网络对城市的社会经济发展有着重要的支撑能力。另一方面,研究期间深圳市林地退化严重,与建设用地接触的单个林地斑块的平均边界长度（林建边界长度）增加,建设用地-林地边界呈现出复杂化的趋势。林建边界长度与道路密度成相关关系,道路密度小于2.5 km.km-2时,道路密度越大,林建边界长度越大,建设用地景观和林地景观的生态学作用越剧烈。     

郑州市道路网络结构特征对大气颗粒物污染的影响及尺度效应

交通排放是大气颗粒物(PM)污染主要来源之一,从道路网络空间结构探究大气颗粒物污染缓解途径,对治理城市空气污染具有重要意义。该研究数据来源于郑州市GF-2遥感影像及建成区8个空气质量监测点(AQMS)的日监测数据。以AQMS为中心建立1 km×1 km(Scale1)-6 km×6 km(Scale6)空间尺度的样方,运用主成分分析法和线性混合效应模型,探讨不同空间尺度下影响PM10、PM2.5质量浓度的关键性路网结构特征,为郑州市路网结构规划和空气污染治理提供科学依据。结果表明,(1)郑州市建成区各监测点的颗粒物质量浓度及变异性都有冬高夏低的特征。(2)郑州市路网结构对PM10质量浓度的影响程度高于PM2.5。(3)主干道面积占比与PM10在Scale1、Scale3-Scale5尺度正相关,与PM2.5仅在Scale5正相关;总道路及次干道面积占比与PM10在Scale2-Scale6均正相关,但与PM2.5仅在Scale5、Scale6尺度正相关。在Scale5的空间尺度下控制总道路及次干道面积占比、减少主干道面积占比,可以有效缓解PM10、PM2.5的污染。(4)路网连通复杂度在Scale2与PM10负相关,在Scale2尺度提升路网环通复杂度可以促进PM10污染的有效缓解。(5)节点与廊道数量水平在Scale1、Scale2与PM10负相关,在Scale1、Scale5与PM2.5负相关。通过在Scale1尺度提升节点与廊道数量水平可以同时有效缓解PM10、PM2.5污染。     

Estimate of the Area Affected Ecologically by the Road System in the United States

Abstract: In view of an extensive road system, abundant and rapidly growing vehicular traffic, and a scattered literature indicating that some ecological effects of roads extend outward for > 100 m, it seems likely that the cumulative ecological effect of the road system in the United States is considerable. Two recent studies in The Netherlands and Massachusetts ( U.S.A.) evaluated several ecological effects of roads, including traffic noise effects, and provide quantitative evidence for a definable "road-effect zone." Based on the approximate width of this asymmetric convoluted zone, I estimate that about one-fifth of the U.S. land area is directly affected ecologically by the system of public roads. I identify a series of assumptions and variables suggesting that over time this preliminary estimate is more likely to rise than drop. Several transportation planning and policy recommendations, ranging from perforating the road barrier for wildlife crossings to closing certain roads, offer promise for reducing this enormous ecological effect.     

The Ecological Road-Effect Zone of a Massachusetts (U.S.A.) Suburban Highway

Abstract: Ecological flows and biological diversity trace broad patterns across the landscape, whereas transportation planning for human mobility traditionally focuses on a narrow strip close to a road or highway. To help close this gap we examined the "road-effect zone" over which significant ecological effects extend outward from a road. Nine ecological factors—involving wetlands, streams, road salt, exotic plants, moose, deer, amphibians, forest birds, and grassland birds—were measured or estimated near 25 km of a busy four-lane highway west of Boston, Massachusetts. The effects of all factors extended > 100 m from the road, and moose corridors, road avoidance by grassland birds, and perhaps road salt in a shallow reservoir extended outwards > 1 km. Most factors had effects at 2–5 specific locations, whereas traffic noise apparently exerted effects along most of the road length. Creating a map of these effects indicates that the road-effect zone averages approximately 600 m in width and is asymmetric, with convoluted boundaries and a few long fingers. We conclude that busy roads and nature reserves should be well separated, and that future transportation systems across landscapes can provide for ecological flows and biological diversity in addition to safe and efficient human mobility.     

青岛市区道路交通噪声及其控制对策研究

本文介绍了青岛市区道路交通及其噪声特点，分析了构成青岛市区道路交通噪声的主要影响因素，指出必须在合理规划道路、科学效能管理的基础尖的降噪技术措施，才能确定达到控制道路交通噪声的目的。     

A Concentric Analysis of the Impact of Urbanization on the Threatened European Tree Frog in an Agricultural Landscape

Abstract:  Pond-breeding amphibians are affected by site-specific factors and regional and landscape-scale patterns of land use. Recent anthropogenic landscape modifications (drainage, agriculture intensification, larger road networks, and increased traffic) affect species by reducing the suitable habitat area and fragmenting remaining populations. Using a robust concentric approach based on permutation tests, we evaluated the impact of recent landscape changes on the presence of the endangered European tree frog ( Hyla arborea ) in wetlands. We analyzed the frequency of 1 traffic and 14 land-use indices at 20 circular ranges (from 100-m up to 2-km radii) around 76 ponds identified in western Switzerland. Urban areas and road surfaces had a strong adverse effect on tree frog presence even at relatively great distances (from 100 m up to 1 km). When traffic measurements were considered instead of road surfaces, the effect increased, suggesting a negative impact due to a vehicle-induced effect. Altogether, our results indicate that urbanization and traffic must be taken into account when pond creation is an option in conservation management plans, as is the case for the European tree frog in western Switzerland. We conclude that our easy-to-use and robust concentric method of analysis can successfully assist managers in identifying potential sites for pond creation, where probability of the presence of tree frogs is maximized.     

Assessing effects of land use on landscape connectivity: loss and fragmentation of western U.S. forests

Effects of land-use change on the conservation of biodiversity have become a concern to conservation scientists and land managers, who have identified loss and fragmentation of natural areas as a high-priority issue. Despite urgent calls to inform national, regional, and state planning efforts, there remains a critical need to develop practical approaches to identify where important lands are for landscape connectivity (i.e., linkages), where land use constrains connectivity, and which linkages are most important to maintain network-wide connectivity extents. Our overall goal in this paper was to develop an approach that provides comprehensive, quantitative estimates of the effects of land-use change on landscape connectivity and illustrate its use on a broad, regional expanse of the western United States. We quantified loss of habitat and landscape connectivity for western forested systems due to land uses associated with residential development, roads, and highway traffic. We examined how these land-use changes likely increase the resistance to movement of forest species in non-forested land cover types and, therefore, reduce the connectivity among forested habitat patches. To do so, we applied a graph-theoretic approach that incorporates ecological aspects within a geographic representation of a network. We found that roughly one-quarter of the forested lands in the western United States were integral to a network of forested patches, though the lands outside of patches remain critical for habitat and overall connectivity. Using remotely sensed land cover data (ca. 2000), we found 1.7 million km2 of forested lands. We estimate that land uses associated with residential development, roads, and highway traffic have caused roughly a 4.5% loss in area (20 000 km2) of these forested patches, and continued expansion of residential land will likely reduce forested patches by another 1.2% by 2030. We also identify linkages among forest patches that are critical for landscape connectivity. Our approach can be readily modified to examine connectivity for other habitats/ecological systems and for other geographic areas, as well as to address more specific requirements for particular conservation planning applications.     

生态规划在冕宁县城市总体规划中的作用研究

以冕宁县的生态规划为例,通过对冕宁县生态城市规划建设背景的研究,确定其生态城市建设的定位,通过分析冕宁县城市的现状,得出了冕宁县进行生态城市规划的总体思路.生态城市建设的重点是对城市的生态功能进行划分,生态功能划分的原则包括生态城市功能区划的原则、可持续发展原则、区域相关原则、部分与整体协调原则、相似性原则、环境容量和环境承载力原则以及区域特色原则等等.通过对冕宁县城市生态区域的划分,将生态规划彻底融入冕宁县的总体规划之中,进一步改善冕宁县生态环境、人居环境和发展环境,不断提高城乡人民生活质量,将冕宁建设成为生态县.     

New parameterization scheme for effective indices for emissions from road transport

The local to regional processes of chemical transformations, washout and dry deposition cannot be directly resolved in global scale models, they rather need to be parameterized. A suitable way to account for the non-linearity, e.g., in chemical transformation processes, is the use of effective emission indices (EEIs). EEI translate the actual (small scale) emissions into input for global scale models, partially accounting for unresolved processes occurring shortly after the release of the emissions.The emissions from the road traffic have some specifics, because of which the concept of deriving EEI from the interaction of an instantaneous plume with the ambient air is perhaps not so convenient. A new parameterization scheme for the EEI from the road transport is suggested in the present paper, based on few simplifying assumptions and introducing the adjoin equations approach, which makes it possible to achieve unified, not depending on the specific emission pattern, procedure for calculating the EEI from road traffic.     

Effects of Road Fencing on Population Persistence

Abstract:  Roads affect animal populations in three adverse ways. They act as barriers to movement, enhance mortality due to collisions with vehicles, and reduce the amount and quality of habitat. Putting fences along roads removes the problem of road mortality but increases the barrier effect. We studied this trade-off through a stochastic, spatially explicit, individual-based model of population dynamics. We investigated the conditions under which fences reduce the impact of roads on population persistence. Our results showed that a fence may or may not reduce the effect of the road on population persistence, depending on the degree of road avoidance by the animal and the probability that an animal that enters the road is killed by a vehicle. Our model predicted a lower value of traffic mortality below which a fence was always harmful and an upper value of traffic mortality above which a fence was always beneficial. Between these two values the suitability of fences depended on the degree of road avoidance. Fences were more likely to be beneficial the lower the degree of road avoidance and the higher the probability of an animal being killed on the road. We recommend the use of fences when traffic is so high that animals almost never succeed in their attempts to cross the road or the population of the species of concern is declining and high traffic mortality is known to contribute to the decline. We discourage the use of fences when population size is stable or increasing or if the animals need access to resources on both sides of the road, unless fences are used in combination with wildlife crossing structures. In many cases, the use of fences may be beneficial as an interim measure until more permanent measures are implemented.     

Evaluating the Potential for Conservation Development: Biophysical, Economic, and Institutional Perspectives

Abstract:  The widespread conversion of rural land to low-density residential development poses an immediate threat to biodiversity and to the provision of ecosystem services. Given that development will continue and environmental stakes are high, analyzing alternative growth strategies is critical. Conservation development is one such strategy that has the potential to benefit ecosystems and diverse stakeholders including developers, homebuyers, governments, and society as a whole. Conservation development clusters homes on one part of a property to manage the most ecologically important land for the conservation of biodiversity and ecosystem services. We draw on lessons learned from landscape ecology, open-space development, and regional planning to weigh the biophysical, economic, and institutional evidence for and against conservation development. Conservation development offers many potential environmental and economic advantages: relatively high home values and appreciation rates, lower development costs, and social and ecological benefits to society including landscape connectivity, protection and active stewardship of important ecological assets, and the maintenance of ecosystem services. But this approach also has shortcomings: it may require enlightened institutional regulations and regional planning (and/or ecologically aware developers), it is not always more profitable than conventional development and thus may require subsidies or incentives, and additional research is required to fully understand its benefits and drawbacks. With more information on the effects of clustering, the development of flexible zoning laws, and effective regional planning, conservation development could be a viable strategy for sustaining biodiversity and ecosystem services in changing landscapes.     

Urban ecological security assessment and forecasting,based on a cellular automata model: A case study of Guangzhou,China

Forecasting changes in urban ecological security could be important for the maintenance or improvement of the urban ecological environment. However, there are few references in this field and no landmark research work has been reported, particularly quantitative research. A forecasting model for ecological security based on cellular automata (CA) was developed using preliminary spatial data from an ecological security assessment of Guangzhou conducted previously (1990–2005). The model was constrained using transformation rules based upon proposed planning for 2010–2020. A simulation accuracy of 72.09% was acquired. Using a one-bit assessment grid for 2005 as the starting state for the simulation, the model was used to forecast ecological security for 2020. This revealed that although the ecological security status would be improved relative to current trends, there would still be an overall decline in ecological security over the next 15 years. Even if new urban plans were implemented, landscape pattern analysis suggested a more scattered and homogenous distribution in the urban landscape of Guangzhou and significant variation in landscape characteristics among districts. This suggests that further measures must be adopted to reverse the current trends in Guangzhou's ecological security. The model highlights the need to make ecological protection an integral part of urban planning. This study demonstrates the potential of CA models for forecasting ecological security. Such models could make an important contribution to decision-making for regional governors and to the development of urban planning incorporating assessment and prediction of ecological security.