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道路网络的快速扩张拓展了人们的生活空间,带来了资源的交流互通,社会经济的迅速发展。但公路交通的广泛使用也使得一些生态环境问题随之而来。由于公路的修建,路网的形成不仅会破坏当地的植被,还会改变原有的景观结构,对生物多样性和生态系统服务产生巨大影响。公路在自然生境中扮演了屏障的角色,隔离物种种群,降低了景观格局的连通性,限制了物种流动,从而降低了基因交流的可能性。长期来看,这种遗传多样性和生态系统连通性的丧失增加了种群的灭绝风险,并降低了它们适应未来全球变化的能力。此外,公路的二次影响对生物多样性和生态系统恢复力造成了更严重的威胁。公路的修建使得人们可以方便进入以前相对偏远的地区,进行狩猎、伐木、旅游、采矿和建设等社会活动,加速了土地利用的变化,进一步导致栖息地丧失和生态系统退化。如,在中非,占道路总长度38%的伐木路带来了不可持续的狩猎和野生动物的大量丧失;亚马逊地区95%以上的森林砍伐、火灾和大气碳排放发生在距离公路50 km的范围[1-2];刚果伐木道路开通3周后,野生动物的密度下降了25%[3]。
栖息地的破碎化是导致全球物种丧失的主要原因[4-5]。较大的自然生境通常包括更多的生物物种,保持更完整的生态系统过程[6-9]。随着人类活动范围的不断扩张,自然生境正在持续消减,有研究预测几乎所有的原始生境都不可避免变得越来越萎缩和破碎,它们正在成为稀有的景观资源。在欧洲一些国家,几乎不存在距离道路超过1 km的土地;在全球距离公路5 km以上的陆地表面仅占全球总面积的50%,并且这些区域被道路网络割裂成50 000个斑块。当自然生境被隔断成孤岛,将不能完全保有其原本的生态功能。
与此同时,联合国可持续发展目标中也明确提出“扩大公共交通”[10]和“减少自然栖息地的变化,阻止生物多样性的丧失”[11]两大目标,如何平衡不同目标间的冲突是落实可持续发展目标的一大挑战。此外,“2030年有效保护地球上至少30%的土地”这一目标在全球范围内逐渐达成共识。在此背景下,面对交通规模的不断扩张,自然栖息地的持续缩减,现有保护地体系在规模大小、生态系统代表性及连通性存在的不足,未被道路侵蚀的原始自然生境的重要性进一步凸显,这部分区域在未来的保护地体系规划中可作为潜在的储备用地加以考虑。因此,本文引入无路区的概念,并回顾了其起源与发展历程,梳理了其定义和识别方式,总结了其保护价值及意义,并针对目前存在的不足提出了解决方案和展望,以对开启我国无路区的相关研究提供参考。
无路区概念、识别与保护价值研究进展
Research progress on the concepts, identification and protection value of roadless areas
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摘要: 道路网络在促进社会经济资源流通的同时也不可避免的对自然生态系统、野生动植物物种及栖息地造成破坏、割裂和污染等负面影响。随着道路网络的不断扩张,原始的自然生境正在持续消减,无路区(即没有建设道路或未受道路影响的区域)的理念日益受到关注,但当前国内对于无路区的研究还相对空白。文章以国内外相关研究为基础,回顾了无路区的起源与发展历程,梳理了其定义和识别方式,总结了其保护价值及意义,并针对目前存在的不足提出了解决方案。这为开启我国无路区的相关研究提供了理论支撑。Abstract: Road networks promote the flow of resources and socio-economic development, however, they also inevitably cause damage, fragmentation, pollution and other negative impacts on natural ecosystems, wildlife and their habitats. With the continuous expansion of the road network and the rapid loss of pristine natural habitats, the concept of roadless areas (i.e., areas without roads building nor influencing) is receiving an increasing attention. However, few researches are carried out on roadless areas in China. Therefore, based on the relevant domestic and international studies, the origin and development of roadless areas is obtained, and the definition and identification criteria is clarified, the conservation value and significance is summarized, and some solutions for the current shortcomings are proposed in the end. This paper provides a theoretical support for the relevant research on roadless areas in China.
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表 1 无路区及其相关概念的认证标准
名称 地区 标准 指标 Inventories roadless areas.2001[25] 美国 有无公路;
面积大小无
≥20.24 km2Interim Management of
Inventoried Roadless Areas.2001[26]美国 有无公路;
森林覆盖规模无
≥4.05 km2Last of the wild.2002[27] 全球 面积大小;人口密度;
距道路、航道、海岸线距离;
夜间灯光指数>5 km2;
从0到>9.5人/km2分10类;
距道路>2km;距航道、海岸线>15km;
夜间灯光从0到>89分为4类Unfragmented areas by traffic.2008[28] 德国、捷克 面积大小;
公路使用强度>100 km2;
交通量<1000辆/天Roadless areas.2012[24] 全球 距道路、铁轨或航道水系距离 距道路>1 km、距铁轨或航道10 km Roadless area.2016[29] 全球 距道路距离;
面积大小距离道路>1 km
面积>10 km2/100 km2Untrodden Mountains.2021[30] 希腊 距道路距离;
面积大小距离道路>1 km;
面积大于1 km2 -
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