江河源区高寒草地畜牧业生态效率及影响因素

以江河源区为案例地,结合超效率DEA和Malmquist DEA模型考察高寒草地畜牧业生态效率时空变化,并分析其影响因素.结果表明:生态效率空间差异明显.2013年玉树、称多和囊谦超效率值较高,达日、玛多和唐古拉山镇超效率值较低,其他各县生态效率水平介于两者之间.生态效率动态变化可以划分3个阶段,1994-2002年为平稳上升阶段,2003-2006年为分化阶段,2007-2013年为急剧上升阶段.生态效率上升主要源于技术进步和规模效率提升,资本、降水和劳动力则是主要影响因素.需加大科技投入,提高技术和管理水平,提高劳动者素质;加强草原水利设施、人工草地和畜棚建设;加强草地生态和冻土保护,并完善畜牧业发展政策.

多年冻土对青藏高原草地生态承载力的贡献研究

草地生态系统是一个复杂的社会、经济、生态系统,多年冻土作为高寒草地生态系统结构和功能维系的重要因素,是客观刻画高寒草地生态承载力不容忽视的重要方面。文中采用结构动力学方法,从草地质量、草地干预、草地潜力、草地压力4个维度建立高寒草地生态承载力结构动力学模型,分析青藏高原多年冻土区草地生态承载力的变化以及主要结构要素,量化多年冻土变化对青藏高原高寒草地生态承载力的贡献率,结果表明:(1)多年冻土区草地生态承载力呈增加趋势,尤其是1998年以后上升显著,这主要归因于草地生长季节降水增加、气温升高、净初级生产力增幅驱动以及生态保护工程建设的共同作用。(2)多年冻土活动层厚度变化与草地生态承载力呈负相关,多年冻土活动层厚度对草地生态承载力的贡献率约为10%,即多年冻土活动层厚度每增加1个单位,将导致草地生态承载力下降0.1个单位。由于青藏高原空间差异显著,加之气候变化的不确定性,这一贡献水平只是一个粗略的参照值。

Spatial variation of the relationship between transport accessibility and the level of economic development in Qinghai-Tibet Plateau, China

As an important component of China’ transportation systems, for a long time, the insufficient performance of transport in QinghaiTibet Plateau(QTP) was a bottleneck restricting the economic growth and social development in this area. Nevertheless, the implementation of the western development strategy has accelerated the preliminary construction of comprehensive transport network since 2000. Due to the large area and significant geographical heterogeneity, there is a growing need to understand the relationship between transportation and economic development based on the perspective of spatial difference. By using GIS-based raster analysis and Geographically Weighted Regression(GWR) model, we investigated the spatial-temporal distribution of highway, railway and airport accessibility, respectively, and estimated the correlation and heterogeneity between transport accessibility and the level of economic development. Results revealed that:(1) Transport accessibility in the QTP improved by 53.38% in the past 15 years, which is specifically embodied in the improvement of both highway and railway.(2) Accessibility presented prominent differentiation in the space, increasing from west to east and reducing with the rise of elevation, specifically, the best accessibility area of the highway is below 4000 m above sea level, while the area with an altitude of over 4000 m has the lowest aviation time cost.(3) In general, the long weighted average time cost to critical transport facilities posed significantly negative effect on county economic growth in QTP, more positively, the adverse effect gradually weakened over time.(4) Obvious heterogeneity exists at the influence of different transport accessibility factors on the level of economic development, reflecting both in the horizontal space and altitudinal belt. Therefore, region-specific policies should be addressed for the sustainable development of transport facilities as well as economy in the west mountain areas.

Effects of altitude on county economic development in China

Mountain regions play an increasingly essential role in global sustainable development, and the related sustainable development issues have attracted increasing attention. There are obvious vertical spatial differentiation phenomena in both natural and socio-eeonomic fields with altitude being a key factor affecting the economic development of mountain regions. However, the exact influence of altitude is still unknown. Based on the county scale, this paper used the gravitational potential energy model to evaluate the effects of altitude on economic development in China. The results indicate that the high-altitude areas were the depression areas of county economic development, and county economic density showed a decreasing trend with the increase of altitude. County economic density respectively decreased by 0.10%, 0.04% and 0.02% with every 1% increase in altitude in 2000, 2005 and 2010. Here we demonstrate that high altitude has negative effect on county economy, although the negative effect presented a downward trend. The results also showed that increasing capital and labor investments could reduce the negative effect of high altitude on county economy. In 2010, with every 1% increase in capital and labor density, county economic density increased by 0.62% and 0.83%, respectively. The effects of altitude were the results of multidimensional factors. The fundamental approach to reduce the negative effects of high altitude is to combine the ecological environment and resources to develop characteristic industries. The construction of infrastructure should be strengthened, which can promote the occurrence of the contra-flow of people, logistics and capital, and promote the balanced development of county economy.

Role of permafrost in resilience of social-ecological system and its spatio-temporal dynamics in the source regions of Yangtze and Yellow Rivers

Permafrost is one of the key components of terrestrial ecosystem in cold regions. In the context of climate change, few studies have investigated resilience of social ecological system(SER) from the perspective of permafrost that restricts the hydrothermal condition of alpine grassland ecosystem. In this paper, based on the structural dynamics, we developed the numerical model for the SER in the permafrost regions of the source of Yangtze and Yellow Rivers, analyzed the spatial-temporal characteristics and sensitivity of the SER, and estimated the effect of permafrost change on the SER. The results indicate that: 1) the SER has an increasing trend, especially after 1997, which is the joint effect of precipitation, temperature, NPP and ecological conservation projects; 2) the SER shows the spatial feature of high in southeast and low in northwest,which is consistent with the variation trends of high southeast and low northwest for the precipitation, temperature and NPP, and low southeast and high northwest for the altitude; 3) the high sensitive regions of SER to the permafrost change have gradually transited from the island distribution to zonal and planar distribution since 1980, moreover, the sensitive degree has gradually reduced; relatively, the sensitivity has high value in the north and south, and low value in the south and east; 4) the thickness of permafrost active layer shows a highly negative correlation with the SER. The contribution rate of permafrost change to the SER is-4.3%, that is, once the thickness of permafrost active layer increases 1 unit, the SER would decrease 0.04 units.

Gradient effect of road transportation on economic development in different geomorphic regions

The economic benefits of transport infrastructure investment have been widely accepted.However,the varying influence of road transport development across vertical space has rarely been discussed.Taking Sichuan province in China as case study area where the landform is diverse and complex,administrative counties were categorized into 4 main types:plain counties,hill counties,mountain counties,and plateau counties.Using statistical data during 2006-2014,theperformanceofeconomic development and transport construction level in the four types of counties are discussed.Subsequently,the heterogeneous effect of each grade road on economy was calculated by local regression model(GWR).The results indicate that plain counties largely surpassed the other geomorphic counties in economic development level,while the gradient gap among them was on the decline.Similarly,distribution of transport infrastructure presented a decreasing trend from the low plain counties to high plateau counties.Regional imbalances were mainly reflected in the County road and Village road.Regarding the changes of regional gaps,National&Provincial roads and County roads were constantly expanding,whereas the disparity of Village road was slowly narrowing over time.Particularly noteworthy was the non-stationary economic influence of traffic factors across vertical gradients.On average,National&Provincial roads generated higher benefits in the high elevation regions than the lowlands.In contrast,County road and Village road were found to be more effective in promoting economic development in plains.With regard to local estimates of traffic factors,coefficients in mountain counties exhibited larger fluctuation ranges than other geomorphic units.The conclusions provide a basis for government decisionmaking in a more reasonable construction arrangement of road facilities and sustainable economic development.

多维价值下的秸秆资源利用与秸秆产业发展研究

作为农业大国,中国拥有丰富的秸秆资源,尽管部分以农业废弃物的形式存在。研究旨在探索秸秆综合利用及产业发展策略,为实现乡村振兴、共同富裕、“双碳”目标等提供参考。基于相关文献,并通过天眼查平台检索相关数据,Jupyter Notebook程序进行词频分析,研究概括了肥料化、能源化、原料化、饲料化、基料化、萃取化和本体化等7种秸秆利用方式;还田、保护性耕作、发电、饲料化、综合化等利用模式。指出当前秸秆资源利用及产业发展存在多元化利用不足、产业化水平低、经济效益低、资金和技术限制、空间发展不平衡等问题。提出强化政策支持,重视市场作用,通过建立多重激励机制、强化资源化和市场化利用、激发创业精神、促进规模化经营、加强产学研深度协调、促进产业融合发展等策略促进秸秆产业高质量发展。

长江上游重点生态功能区生态系统服务福祉效应与层级差异研究

长江上游重点生态功能区作为国家“两屏三带”生态安全战略重要空间载体,生态脆弱敏感与经济社会滞后交织,理清生态系统服务与多要素多层级福祉的关系对人地系统协调发展、推进我国生态文明建设具有重要的理论与实践意义。以四川省重点生态功能区为例,基于人类福祉框架识别2000年以来居民福祉水平变化,通过相关分析和面板分位数回归模型探讨不同类型生态系统服务的福祉效应与层级差异。结果表明:(1)重点生态功能区居民福祉显著提升,2000~2018年福祉指数增幅达79.99%,但仍以中低福祉层级为主,东西部差异明显,收入福祉偏低是限制福祉水平整体提升的关键;(2)人均生态系统服务价值(PESV)与居民福祉呈负相关性,其中与教育福祉负向关联最强;(3)生态系统服务福祉效应具有层级异质性,随福祉层级递增PESV负效应趋于弱化,耕地和林地是影响居民福祉的关键生态系统,边际效应方向相反,高福祉层敏感性更强;(4)二三产业比重、城镇化率、人均固定资产投资是重要非生态驱动因子,在不同福祉层级均施加显著正向影响,对低福祉层正向边际贡献更大。