依靠科技创新探索新疆农业可持续发展之路

耕地资源是土地资源中的精华,是我国农业及社会可持续发展的基础,耕地保有量是我国国民生存所必需的基本条件。随着经济社会发展,耕地减少与人口增长矛盾日益突出,自然、人为因素对耕地保护冲击力度持续增加,耕地质量堪忧,粮食安全、耕地保护面临严峻挑战。因此,重视耕地质量建设,依靠科技,实现耕地科学管理,在相当长的时期内都将是我国政     

我国耕地现状和对策

人多地少,耕地后备资源不足,是我国的突出国情。特别是近年来,我国耕地锐减,地力下降已成为发展农业生产的潜在障碍。切实保护和合理利用现有耕地,开发有限的土地资源潜力,稳定耕地面积,是当务之急。     

AHP-SWOT法在城市圈建设中耕地保护策略分析中的应用——以湖北赤壁为例

在实地调研湖北赤壁的基础上,探讨AHP-SWOT法在城市圈建设过程中的耕地保护策略分析中的应用.结果表明,耕地异地占补平衡是主要优势,耕地数量持续减少是主要劣势,新一轮土地利用总体规划是主要机遇,城市圈建设占用耕地是主要威胁,建议赤壁市在城市圈建设过程中应发挥耕地异地占补平衡优势,回避城市圈建设占用耕地的威胁.     

新时期高速公路建设节约用地创新性研究

"十一五"期间,我国提出了新版国家高速公路网络规划,新一轮的高速公路建设热潮正在展开,同时高速公路建设与节约土地资源,特别是高速公路建设与保护耕地资源之间的矛盾日益显著.结合国家现行土地利用政策,就今后在高速公路建设中如何有效节约土地资源,从政策机制、项目管理、施工技术等对建设高速公路节约用地提出了创新性思考和可行性建议.     

我国农村耕地利用及保护对策

论述了当前我国土地资源利用中存在的耕地数量减少、耕地质量下降、土地利用结构和布局不合理、土地资源未能得到有效配置等问题，分析了这些问题产生的原因，并在此基础上提出了相应的耕地保护对策。     

土地资源红线的内涵诠释与制度构建

我国划定土地资源红线是为了实现土地资源的节约利用而设定的土地资源总量和土地资源利用效率的控制目标,土地资源红线的内涵包括土地资源总量控制和土地环境质量维护。我国划定土地资源红线的价值在于为土地资源利用设置限值,维持土地生态价值。构建完备的土地资源红线制度体系,主要包括土地资源规划制度、土地分类管理制度、耕地利用制度和耕地资源保护制度。     

论我国耕地保护与粮食安全

耕地资源关系到国家经济发展、社会稳定和粮食安全。对我国而言，经济飞速增长，人地矛盾十分突出，每寸土地都显得弥足珍贵。在收集我国1997-2005年耕地面积变化的资料，并作相关分析的基础上，研究得出我国耕地资源呈现不断减少的趋势，其中生态退耕和非农建设用地占用耕地是其变化的主要原因。耕地资源的减少引起了粮食总产量和单产量的变化，而耕地复种指数也是影响耕地产量的主要原因之一。在此基础上分析了耕地保护和粮食安全的内在关系，并提出适合我国的耕地资源可持续利用与粮食安全的措施。     

西部大开发中四川耕地生态环境保护对策

四川耕地生态环境本来已存在严重问题，在西部大开发中四川耕地生态环境保护迎来了良好的发展机遇，更面临严峻的挑战，因此，应尽快编制四川省耕地生态环境保护专项规划，确定我省耕地生态环境保护目标、任务和原则，将其纳入各级政府的目标管理和耕地保护的议事日程，搞好生态环境的建设，促进耕地的可持续利用；同时耕地保护要从单纯数量保护逐步过渡到数量和质量并重，并在土地开发整理中既要努力增加耕地数量，又要注重生态环境保护。最后，应通过加强多部门协调配合，开展多学科综合研究，使耕地生态环境保护落实到具体工程项目。     

非农建设占用耕地的调控对策研究

根据我国非农建设占用耕地的问题,从经济、环境、政策、管理体制等方面,剖析了非农建设占用耕地的驱动因素,为保护耕地,限制非农建设占用耕地提出了调控措施。     

实现耕地资源总量动态平衡的措施

珍惜土地,保护耕地,是我国的一项基本国策。由于人口增加,耕地减少,我国人均占有耕地的数量不断下降。据统计,全国人均占有耕地面积从1949年的0.18ha,下降到1995年的0.08ha,特别是近10年,我国耕地呈大幅度减少的趋势。因此,国家土地管理局提出保护耕地的重要举措,即实现耕地总量动态平衡。要实现耕地资源总量的动态平衡,就必须弄清楚影响耕地资源总量减少的主要原因。1耕地资源总量减少的原因根据分析,我国耕地资源总量减少的主要原因是：①由于经济利益的引诱,农民种粮积极性降低,将耕地变为非耕地,耕地面积减少。随着改革开放的不断深入,…     

BR-319: Brazil’s Manaus-Porto Velho Highway and the Potential Impact of Linking the Arc of Deforestation to Central Amazonia

Brazil’s BR-319 Highway linked Manaus, in the state of Amazonas, to Porto Velho, Rondônia, until it became impassable in 1988. Now it is proposed for reconstruction and paving, which would facilitate migration from the “Arc of Deforestation” in the southern part of the Amazon region to new frontiers farther north. The purpose of the highway, which is to facilitate transport to São Paulo of products from factories in the Manaus Free Trade Zone, would be better served by sending the containers by ship to the port of Santos. The lack of a land connection to Manaus currently represents a significant barrier to migration to central and northern Amazonia. Discourse regarding the highway systematically overestimates the highway’s benefits and underestimates its impacts. A variety of changes would be needed prior to paving the highway if these potential impacts are to be attenuated. These include zoning, reserve creation, and increased governance in various forms, including deforestation licensing and control programs. More fundamental changes are also needed, especially the abandonment of the long-standing tradition in Brazil of granting squatters’ rights to those who invade public land. Organizing Amazonian occupation in such a way that road construction and improvement cease to lead to explosive and uncontrolled deforestation should be a prerequisite for approval of the BR-319 and other road projects for which major impacts are expected. These projects could provide the impetus that is needed to achieve the transition away from appropriation of public land by both small squatters and by grileiros (large-scale illegal claimants). A delay in reconstructing the highway is advisable until appropriate changes can be effected.     

我国土地市场公开交易存在的问题与对策——以徐州市土地市场服务中心为例

以徐州市为例,分析了土地公开交易中在土地需求主体、政府调控、出让方式、交易场所、交易制度和信息更新等方面存在亟需解决的问题,并提出坚持“走出去,引进来”、实行地产策划、加大“净地”出让、推行“网上竞价”、创新制度和土地市场信息系、统等具体,可行的措施。研究认为,我国土地市场建设还不够成熟,建立规范化土地市场是一个长期、复杂的过程,需要长时间实践、探索。     

Brazil’s Cuiabá- Santarém (BR-163) Highway: The Environmental Cost of Paving a Soybean Corridor Through the Amazon

Brazil’s Cuiabá-Santarém (BR-163) Highway provides a valuable example of ways in which decision-making procedures for infrastructure projects in tropical forest areas need to be reformulated in order to guarantee that environmental concerns are properly weighed. BR-163, which is slated to be paved as an export corridor for soybeans via the Amazon River, traverses an area that is largely outside of Brazilian government control. A climate of generalized lawlessness and impunity prevails, and matters related to environment and to land tenure are especially unregulated. Deforestation and illegal logging have accelerated in anticipation of highway paving. Paving would further speed forest loss in the area, as well as stimulate migration of land thieves (grileiros) to other frontiers. An argument is made that the highway should not be reconstructed and paved until after a state of law has been established and it has been independently certified that sufficient governance prevails to secure protected areas and enforce environmental legislation. A waiting period is needed after this is achieved before proceeding with the highway paving. Above all, the logical sequence of steps must be followed, whereby environmental costs are assessed, reported, and weighed prior to making de facto decisions on implementation of infrastructure projects. Deviation from this logical sequence is a common occurrence in many parts of the world, especially in tropical areas.     

Road Traffic and Nearby Grassland Bird Patterns in a Suburbanizing Landscape

An extensive road system with rapidly increasing traffic produces diverse ecological effects that cover a large land area. Our objective was to evaluate the effect of roads with different traffic volumes on surrounding avian distributions, and its importance relative to other variables. Grassland bird data (5 years) for 84 open patches in an outer suburban/rural landscape near Boston were analyzed relative to: distance from roads with 3000–8000 to >30,000 vehicles/day; open-habitat patch size; area of quality microhabitat within a patch; adjacent land use; and distance to other open patches. Grassland bird presence and regular breeding correlated significantly with both distance from road and habitat patch size. Distance to nearest other open patch, irrespective of size, was not significant. Similarly, except for one species, adjacent land use, in this case built area, was not significant. A light traffic volume of 3000–8000 vehicles/day (local collector street here) had no significant effect on grassland bird distribution. For moderate traffic of 8000–15,000 (through street), there was no effect on bird presence although regular breeding was reduced for 400 m from a road. For heavier traffic of 15,000–30,000 (two-lane highway), both bird presence and breeding were decreased for 700 m. For a heavy traffic volume of ≥30,000 vehicles/day (multilane highway), bird presence and breeding were reduced for 1200 m from a road. The results suggest that avian studies and long-term surveys near busy roads may be strongly affected by traffic volume or changes in volume. We conclude that road ecology, especially the effects extending outward >100 m from roads with traffic, is a sine qua non for effective land-use and transportation policy.     

Lakes,Wetlands, and Streams as Predictors of Land Use/Cover Distribution

The importance of the surrounding landscape to aquatic ecosystems has been well established. Most research linking aquatic ecosystems to landscapes has focused on the one-way effect of land on water. However, to understand fully the complex interactions between aquatic and terrestrial ecosystems, aquatic ecosystems must be seen not only as receptors of human modification of the landscape, but also as potential drivers of these modifications. We hypothesized that the presence of aquatic ecosystems influences the spatial distribution of human land use/cover of the nearby landscape (≤1 km) and that this influence has changed through time from the 1930s to the 1990s. To test this hypothesis, we compared the distribution of residential, agricultural, and forested land use/cover around aquatic ecosystems (lakes, wetlands, and streams) to the overall regional land use/cover proportion in an area in southeast Michigan, USA; we also compared the distribution of land use/cover around county roads/highway and towns (known determinants of many land use/cover patterns) to the regional proportion. We found that lakes, wetlands, and streams were strongly associated with the distribution of land use/cover, that each ecosystem type showed different patterns, and that the magnitude of the association was at least as strong as the association with human features. We also found that the area closest to aquatic ecosystems (<500 m) was more strongly associated with land use/cover distribution than areas further away. Finally, we found that the strength of the association between aquatic ecosystems and land use/cover increased from 1938 to 1995, although the overall patterns were similar through time. Our results show that a more complete understanding is needed of the role of aquatic ecosystems on the distribution of land use/cover.     

Road traffic and nearby grassland bird patterns in a suburbanizing landscape

An extensive road system with rapidly increasing traffic produces diverse ecological effects that cover a large land area. Our objective was to evaluate the effect of roads with different traffic volumes on surrounding avian distributions, and its importance relative to other variables. Grassland bird data (5 years) for 84 open patches in an outer suburban/rural landscape near Boston were analyzed relative to: distance from roads with 3000–8000 to >30,000 vehicles/day; open-habitat patch size; area of quality microhabitat within a patch; adjacent land use; and distance to other open patches. Grassland bird presence and regular breeding correlated significantly with both distance from road and habitat patch size. Distance to nearest other open patch, irrespective of size, was not significant. Similarly, except for one species, adjacent land use, in this case built area, was not significant. A light traffic volume of 3000–8000 vehicles/day (local collector street here) had no significant effect on grassland bird distribution. For moderate traffic of 8000–15,000 (through street), there was no effect on bird presence although regular breeding was reduced for 400 m from a road. For heavier traffic of 15,000–30,000 (two-lane highway), both bird presence and breeding were decreased for 700 m. For a heavy traffic volume of ≥30,000 vehicles/day (multilane highway), bird presence and breeding were reduced for 1200 m from a road. The results suggest that avian studies and long-term surveys near busy roads may be strongly affected by traffic volume or changes in volume. We conclude that road ecology, especially the effects extending outward >100 m from roads with traffic, is a sine qua non for effective land-use and transportation policy.     

Characterization and prediction of highway runoff constituent event mean concentration

Highway stormwater runoff quality data were collected from throughout California during 2000-2003. Samples were analyzed for conventional pollutants (pH, conductivity, hardness, and temperature); aggregates (TSS, TDS, TOC, DOC); total and dissolved metals (As, Cd, Cr, Cu, Ni, Pb, and Zn); and nutrients (NO(3)-N, TKN, total P, and ortho-P). Storm event and site characteristics for each sampling site were recorded. A statistical summary for chemical characteristics of highway runoff is provided based on statewide urban and non-urban highways. Constituent event mean concentrations (EMCs) were generally higher in urban highways than in non-urban highways. The chemical characteristics of highway runoff in California were compared with national highway runoff chemical characterization data. The results obtained in California were generally similar to those found in other states. The median EMC for Pb measured in studies conducted in previous decades was much higher than the current median Pb EMC in California. The lower Pb EMC in California compared to previous highway runoff monitoring is believed to be due to the elimination of leaded gasoline. An attempt was also made to identify surrogate constituents within a general family of water quality categories using Spearman correlations and selected pairs with Spearman coefficients greater than 0.8. The strongest correlations were observed among parameters associated with dissolved minerals (EC, TDS, and chloride); organic carbon (TOC and DOC); petroleum hydrocarbons (TPH and O & G); and particulate matter (TSS and turbidity). Within the metals category, total iron concentration was highly correlated with most total metal concentrations. The correlations between total and dissolved concentrations were all less than 0.8, even between total and dissolved concentrations of the same metals. Multiple linear regression (MLR) analyses were performed to evaluate the impact of various site and storm event variables on highway runoff constituent EMCs. Parameters found to have significant impacts on highway runoff constituent EMCs include: total event rainfall (TER); cumulative seasonal rainfall (CSR); antecedent dry period (ADP); contributing drainage area (DA); and annual average daily traffic (AADT). Surrounding land use and geographic regions were also determined to have a significant impact on runoff quality. The MLR model was also used to predict constituent EMCs. Model performance determined by comparing predicted and measured values showed good agreement for most constituents.     

Incentive problems in Canada's land markets: Emphasis on Ontario

The specific issue addressed in this paper is urban encroachment on agricultural lands, and the problems it poses for both analysis and the conservation of the land resource. The purpose of our discussion is two-fold: (1) to identify where and why traditional analytical and regulatory approaches fail to resolve land use conflicts, and (2) to explore ways and means of resolving some of the dilemmas which society faces in making land use decisions. This paper's contribution is in the spirit of Getting Incentives Right for the inter-temporal transfer of wealth, as represented in trade-offs between environmental and resource endowments and human and physical capital. Efforts are placed on identifying what the appropriate price, levy, taxes, and grant ratios ought to be in order to encourage individuals in the marketplace to act in society's interest. We have also explored ways of efficiently transmitting those incentives through the market mechanism, without unduly relying on bureaucratic methods or suasion. Emphasis is placed on mechanisms that have little scope for preferential access and are subject to public scrutiny; emphasis on such self-disciplining approaches should result in less effort expended on (unproductive) lobbying activities and bureaucratic administration.Brad Gilmour and Ted Huffman are Policy Analyst and Land Use Specialist respectively with Agriculture and Agri-food Canada. Andy Terauds and Charlie Jefferson are chairman and secretary respectively for the Ontario Institute of Agrologists Ottawa Branch Land Use Committee. This paper is intended to provoke thought and stimulate debate for input into the land use policy process and should not be seen as representing the views and policies of either Agriculture Canada or the Ontario Institute of Agrologists.     

岷江流域三江交汇区景观格局变化研究

本文以生态景观理论为基础,地理信息与遥感技术为支撑,对岷江流域三江交汇区三期遥感数据,1990年TM、2002年TM、2014年ETM+数据进行图像分类、景观指数提取、空间分析,同时采用面积转移矩阵统计各景观面积的转移情况,分析景观格局变化的影响因素,研究结果表明:(1)1990—2014年三江交汇区景观类型面积排序为:农田林地草地水域居民地裸地。优势景观为耕地,所占比例由72.83%下降到63.32%,面积减少了3480hm2。草地所占比例呈现波动变化,总体增加了2.81%。林地比例由15.98%上升到18.79%,增加了700hm2。居民地所占比例升高了4.1%;(2)1990年研究区内草地景观易受到外部干扰,其分布形状复杂。林地景观整体聚合度较高同时具有较低的异质性,分布通透性好、规模连续。农田分布较为分散且斑块较小。2002年农田斑块分布复杂化,同时具有聚集度高的特点。2014年研究区内农田优势地位下降。此时农田分布比较破碎并且呈现集中的态势。草地分布规模性较好、分布较为完整,但是内部存在一定的破碎性;(3)三江交汇区景观类型相互转化的主要原因:一是,退耕还林、还草政策实施,海拔超过500m的丘陵山地区域,建立生态保护区。二是,成绵乐铁路和高速路网的完善,使得三江交汇区的土地类型向建设用地转化加快,主要集中在乐山市中区和周围城镇。     

基于RS的农业生产方式变化对区域景观生态的影响分析——以新疆玛纳斯县农业为例

21世纪初的玛纳斯县域土地利用面临新的政策和技术背景,采用遥感技术对2000年和2005年玛纳斯县域人类主要活动区各类景观进行比对分析,发现研究区内耕地、城镇景观面积出现大幅增长,林地、草地景观面积显著下降,“农林”、“农草”争水、争地的矛盾逐渐激化,水资源的供需处于“紧平衡”状态,区域景观生态系统的多样性、稳定性降低。分析表明农业产业组织形式的创新和农业节水灌溉技术的突破是玛纳斯县域景观生态变化的关键因子。