地理学报 ›› 2003, Vol. 58 ›› Issue (1): 34-44.doi: 10.11821/xb200301005

• 论文 • 上一篇    下一篇

高原交通干线对土地利用和景观格局的影响——以兰州至格尔木段为例

阎建忠1,4, 张镱锂1, 刘林山1, 沈振西2, 刘燕华3, 郑度1   

  1. 1. 中国科学院地理科学与资源研究所,北京 100101;
    2. 中国科学院西北高原生物研究所,西宁 810001;
    3. 中华人民共和国科学技术部,北京 100862;
    4. 西南农业大学资源环境学院,重庆 400716
  • 收稿日期:2002-06-28 修回日期:2002-09-16 出版日期:2003-01-25 发布日期:2010-09-09
  • 作者简介:阎建忠 (1972-), 男, 重庆市忠县人, 在职博士生, 西南农业大学教师。主要从事土地利用和土地覆被变化等领域的研究。通讯作者:张镱锂 (1962-), 研究员, 博士生导师。E-mail: zhangyl@igsnrr.ac.cn
  • 基金资助:

    国家重点基础研究发展规划项目 (G1998040800); 国家自然科学基金项目 (90202012); 中科院地理科学与资源研究所知识创新工程领域前沿项目 (CXIOG-E01-01和CXIOG-A00-03-02)

Main Effect of Plateau Traffic on Land Use and Landscape Pattern Change: From Lanzhou to Golmud

YAN Jianzhong1,4, ZHANG Yili1, LIU Linshan1, SHEN Zhenxi2, LIU Yanhua3, ZHENG Du1   

  1. 1. Institute of Geographic Sciences and Natural Resources Research, CAS, Beijing 100101, China;
    2. Northwest Plateau Institute of Biology, CAS, Xining 810001, China;
    3. The Ministry of Science and Technology, Beijing 100101, China;
    4. College of Resources and Environment, Southwest Agricultural University, Chongqing 400716, China
  • Received:2002-06-28 Revised:2002-09-16 Online:2003-01-25 Published:2010-09-09
  • Supported by:

    National Key Basic Research Special Fund, No.G1998040800; National Natural Science Foundation of China, No.90202012; Knowledge Innovation Project of the Institute of Geographic Sciences and Natural Resources Research of CAS, No.CXIOG-E01-01; No.CXIOG-A00-03-02

摘要:

运用景观生态学方法和Arc/Info软件,研究1995年至2000年 兰州至格尔木铁路沿线的区域土地利用和景观格局变化,分析交通干线 (公路和铁路) 的影响程度与范围。主要结果如下:(1) 东线土地利用和景观格局没有发生显著变化,西线土地利用和景观格局变化较大;(2) 东线缓冲带土地利用程度综合指数没有显著变化,西线缓冲带土地利用程度综合指数明显升高。缓冲带综合土地利用动态度的变化反映了交通干线的轴向影响规律; 兰州至西宁铁路对土地利用变化的显著影响范围是5 km, 青藏铁路对土地利用变化的显著影响范围是7 km;(3) 9个城市缓冲带的土地利用变化分析表明:城市扩展主要发生在1 km缓冲带内。

关键词: 土地利用;景观特征值;土地利用动态度;兰西铁路;青藏铁路

Abstract:

Based on digital land use data from 1995 to 2000, the land use and landscape pattern changes of Lanzhou-Xining route and Qinghai-Xizang route are studied on a macro-scale. The conclusions are given as follows: (1) Land use and landscape pattern along the Lanzhou-Xining Railway have not changed notably, while which along the Qinghai-Xizang Railway has changed remarkably. The land use pattern of the Qinghai-Xizang Railway and the Qinghai-Xizang Highway is just in the quick-change stage, so land use change will be fast in the future and built-up land will increase quickly. (2) The comprehensive degree of dynamic land use in the buffer zones of the Lanzhou-Xining Railway and the Qinghai-Xizang Railway shared the same trend, embodying the corridor effect of trunk line upon land use change. The prominent influence range of the Lanzhou-Xining Railway is 5 km, while which of the Qinghai-Xizang is 7 km. (3) The expanding range of city was mainly confined to a 1-km buffer, only Lanzhou showing its expanding range in a 3-km buffer zone.

Key words: land use, diagnostic value of landscape, Lanzhou-Xizang Railway