基于遥感和GIS的青藏铁路生态累积效应研究

发布时间：2018-06-13 20:16

本文选题：青藏铁路 + 生态累积效应　；参考：《南京信息工程大学》2013年硕士论文

【摘要】：青藏铁路所穿越的青藏高原地区是生态环境最为脆弱的地区之一,铁路的建设与运营导致对沿线生态环境的切割、隔离、阻碍或扰动作用,不可避免的会对沿线生态系统的景观格局、植被生产力、土壤、水环境、动植物物种迁徙和栖息地质量等方面产生负面影响,并加快当地资源开发、旅游开发、工业化和城镇化进程,这些协同作用与铁路建设的直接影响共同引起沿线生态状况的累积变化。青藏铁路建设和运营对沿线区域的直接累积影响表现在生态系统类型、生态功能和景观格局的累积变化上,间接或协同累积影响则主要是沿线地区社会经济的发展对生态系统在时间和空间上造成的累积影响,其影响的范围远远超出高原本身。本研究采用遥感和GIS技术,借鉴国内外生态累积效应研究方法,运用生态服务功能、景观生态学和道路生态学等知识,将沿线区域划分为0—lkm、1—5km和5—10km范围的影响区以及10—20km的气候变化对照区,通过构建生态系统功能偏离累积指数(FCI)、景观格局干扰累积指数(CLDI)、植被退化指数(VCI)、生态阻隔累积指数(LCI)和区域生态累积效应指数(ECEI),将铁路沿线不同范围影响区和对照区进行对比分析得出铁路建设和运营对沿线生态环境的效应,研究青藏铁路建设和运营对沿线生态系统的累积影响。论文主要结果如下： (1)青藏铁路拉萨至格尔木段0—1km的生态系统功能偏离累积指数(FC1)、景观格局干扰累积指数(CLDI)、植被退化指数(VCI)、生态阻隔累积指数(LCI)和区域生态累积效应指数(ECEI)均为正值且均大于1020km对照区相应指数的值,说明铁路建设和运营对铁路沿线直接影响区的生态服务功能、景观格局、生态流和植被覆盖均造成一定的累积损失,但以景观格局和生态流受到的影响最大；通过对比各区段直接影响区和对照区各指数的差异,发现拉萨至唐古拉段受到的累积影响要大于唐古拉至格尔木段,主要表现为对农田和草地生态系统的影响。 (2)青藏铁路拉萨至唐古拉段1—5km和5—10km范围的FCI指数、CLDI指数、VCI指数、LCI指数和ECEI指数与10—20km对照区的相应指数相减后,得到的差值均明显高于唐古拉至格尔木段,表明拉萨至唐古拉段因铁路建设运营造成的间接或协同累积影响要明显大于唐古拉至格尔木段,主要原因是拉萨至唐古拉段铁路建设运营对沿线社会经济活动带动较快,并且该区段植被覆盖相对较高,受铁路建设运营的影响亦相对较大。 (3)农田生态系统的各指数在1—5km范围均为正值,另外,荒漠生态系统和河流湿地生态系统的FCI指数.CLDI指数、LCI指数和ECEI指数在1—5km范围也均为正值,沿线5—10km范围荒漠生态系统FCI指数.CLDI指数和ECEI指数为正,大于1020km对照区相应指数值；说明铁路建设运营导致的沿线社会经济活动加速和扩展对沿线1—5km和5—10km范围的农田生态系统、荒漠生态系统和河流湿地生态系统仍存在一定的负面影响,且以农田生态系统受到的影响最大,主要表现在拉萨和格尔木城市扩张对农田生态系统的占用。
[Abstract]:The Qinghai Tibet Plateau is one of the most vulnerable areas in the Qinghai Tibet Plateau. The construction and operation of the railway leads to the cutting, isolation, hindrance or disturbance of the ecological environment along the line. Inevitably, the landscape pattern, the vegetation productivity, the soil, the water environment, the migration of plant and plant species and the inhabiting geology will be unavoidable. There is a negative impact on the quantity and other aspects, and accelerate the development of local resources, tourism development, industrialization and urbanization. The direct impact of these synergies and railway construction causes the accumulation of ecological conditions along the line. The direct cumulative effect of the construction and operation of the Qinghai Tibet Railway on the region along the line is manifested in the ecological system type and the ecological function. And the cumulative impact of the landscape pattern, and the cumulative impact of the indirect or synergistic accumulation, is mainly the cumulative impact of the socio-economic development of the coastal areas on the time and space of the ecosystem, which is far beyond the plateau itself.
Using remote sensing and GIS technology, using the study method of ecological accumulation effect at home and abroad, using the knowledge of ecological service function, landscape ecology and road ecology, the area is divided into 0 - LKM, 1 - 5km, 5 - 10km range and 10 - 20km climate change control area, and the ecological system function deviates from accumulation. Index (FCI), landscape pattern disturbance accumulation index (CLDI), vegetation degradation index (VCI), ecological barrier accumulation index (LCI) and regional ecological cumulative effect index (ECEI). The effect of railway construction and operation on the ecological environment along the railway and the control area along the railway is compared and analyzed, and the construction and operation of the Qinghai Tibet railway are studied. The main results are as follows:
(1) the ecological system function deviation accumulation index (FC1), the accumulation index of landscape pattern disturbance (CLDI), the vegetation degradation index (VCI), the ecological barrier accumulation index (LCI) and the regional ecological accumulation effect index (ECEI) are both positive and larger than the corresponding index values of the 1020km control area, indicating the construction and transportation of the railway in Lhasa to Golmud section of the Qinghai Tibet railway. The ecological service function, the landscape pattern, the ecological flow and the vegetation cover are all caused by the camp, but the landscape pattern and the ecological flow are most affected, and the cumulative effect of the Lhasa to the Tanggula section is greatly influenced by the comparison of the differences in the direct and control regions. From Tanggula to Golmud, it is mainly affected by the ecosystem of farmland and grassland.
(2) the FCI index of the 1 5km and 5 10km ranges of the Qinghai-Tibet Railway to the Tanggula section, the CLDI index, the VCI index, the LCI index, the ECEI index and the corresponding index of the 10 20km control area, are all significantly higher than that of the Tanggula to the Golmud section, indicating the indirect or synergistic cumulative shadow caused by the railway construction operation in Lhasa to the Tanggula section. The main reason is that the railway construction and operation of Lhasa to the Tanggula section are faster than the Golmud section, and the railway construction and operation are relatively high, and the influence of railway construction and operation is relatively large.
(3) the index of farmland ecosystem is positive in the range of 1 to 5km. In addition, the FCI index.CLDI index of desert ecosystem and river wetland ecosystem, LCI index and ECEI index are also positive in the range of 1 to 5km, and the.CLDI index and ECEI index of the FCI index of the 5 to 10km range along the line are positive, which is greater than that of the 1020km control area. The index value indicates that the acceleration and expansion of social and economic activities along the railway construction and operation along the 1 - 5km and 5 - 10km range of farmland ecosystem, desert ecosystem and river wetland ecosystem still have some negative effects, and the impact of the farmland ecosystem is the greatest, mainly in Lhasa and Golmud city. The expansion of the city to the farmland ecosystem.
【学位授予单位】：南京信息工程大学
【学位级别】：硕士
【学位授予年份】：2013
【分类号】：P208;TP79;X826

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