基于韧性理念的中国城市雨洪管理研究热点与趋势

在中国洪涝灾害频发的背景下,海绵城市等雨洪管理实践有助于灾害的缓解,提高城市应对雨洪的“韧性”。韧性城市作为应对灾害风险的城市规划理念,已被应用于一些国家的雨洪风险管理中。本文基于韧性理念,运用科学计量分析工具CiteSpace梳理中国雨洪研究现状,从生态、工程、社会雨洪韧性3方面分析了雨洪管理热点与相关技术,发现在跨领域的雨洪系统管理、区域到街区间不同空间尺度用地调蓄管理方面存在不足,提出未来应构建以“生态-工程-社会”为核心,涵盖“区域-城市-街区”尺度,多技术集成为支撑的自适应韧性雨洪管理体系。     

土地利用格局对SWMM模型汇流模式选择及相应产流特征的影响

城市下垫面土地利用格局与地形的复杂性将导致地表汇流模式的多变性。在城市雨洪管理模型中,不同汇流模式的选取对雨洪模拟结果产生重要影响,而这一影响往往被忽视。基于设定与巴中城市社区尺度相近的实验区以及巴中市的真实降水数据,并根据实验区土地利用格局特征,在SWMM雨洪管理模型汇水模块中设置Outlet、Impervious、Pervious 3种汇流演算模式及其演算面积比,分析了不同土地利用格局响应下的不同汇流模式选择对城市雨洪模拟结果的影响。结果表明:(1)Outlet、Impervious两种汇流演算模式下汇水区地表径流的模拟结果相同,但与Pervious演算模式下的模拟结果差异显著。在Pervious模式下地表径流相对另外两种汇流模式最大降低了52%,降雨下渗量提高了近1倍。(2)在Pervious模式下,演算面积比对汇水区地表径流模拟结果具有重要影响。在总不透水面(IA)面积一定的情况下,有效不透水面(DCIA)的减少引起非有效不透水面(UIA)的比率增加。这种土地利用格局的变化致使汇水区总径流量、径流系数显著下降,降雨下渗量逐渐增加,洪峰流量则呈先增后减的趋势,且在非有效不透水面(UIA)比率为30%和40%时(此时非有效不透水面与渗透面面积相接近),洪峰流量最小。对结果的分析表明了雨洪管理模型在小尺度汇水区上应用时,应根据土地利用格局特征选择相应的地表汇流模式。正确的评价和分析不同土地利用格局方案对地表径流的影响,从而更为科学地指导城市雨洪管理和海绵城市的规划与建设。     

中国海绵城市——一座巨型绿色屋顶实验室

绿色屋顶是雨洪管理中一项重要的低影响开发（LID）措施。由于气候变化和城市快速发展,LID雨洪管理策略对于当下全球的城市设计都至关重要,尤其是在经济蓬勃发展历来又饱受洪水灾害的中国。气候变化导致降水事件及雨水径流峰值流速难以准确预测。面对建筑布局日益稠密、不透水下垫面日益增多的中国城市,设计师们需要随时做好应对城市雨洪问题的准备。2015年提出的“海绵城市”战略为在城市尺度下应用和监测绿色屋顶效益提供了机会。目前业内大多数国际性绿色屋顶的研究应用都局限于小型控制实验区,借海绵城市建设之东风有机会将应用实验扩展到城市规模。中国雨洪管理智慧的历史可以追溯至5 000年前,现今中国正处于成为大尺度绿色屋顶实践世界领先者的机遇期。因此,LID应是城市设计的驱动力量而非事后补救措施。景观设计师不仅能够从场地、城市和区域3个层面上对场地及其周围环境进行全面解读,而且对需要实施LID的其他因素也有全面认知。为探究中国雨洪管理结构提供了新的视角,对景观设计师如何参与LID实践提出了建议。     

“城市-街区”尺度下绿地景观格局对雨洪滞蓄效能的影响研究进展

在雨洪灾害频发和存量规划的背景下,阐明不同尺度下城市绿地景观格局与雨洪滞蓄效能间的关系与机制,成为实现有限城市绿地的最大雨洪滞蓄效能并提高城市防洪能力的关键科学问题。本文系统归纳了城市和街区尺度下绿地景观格局对雨洪滞蓄效能的影响要素、作用机制和尺度差异。并基于研究结论差异致因和研究不足,指出未来应增加流域尺度研究、拓展三维绿地景观格局的研究,还应分别聚焦城市和城郊区域,针对不同雨洪敏感区和街区结构,建立具有雨洪过程指示意义的研究指数集合,以定量揭示城市和街区尺度的绿地景观格局对雨洪过程作用机理,为城市规划及城市雨洪安全格局构建提供理论指导。     

基于景感学的景感营造研究——以雨水花园为例

雨洪径流失控引发的负面问题已经影响到城市居民的正常生活。雨水花园作为典型的用于雨洪治理的生态基础设施,是进行城市水管理的重要手段。为提升雨水花园以径流控制为主的生态系统服务能力,研究团队基于物联网技术在中科院城市所内建成一座带有径流控制效益监测系统的雨水花园研究示范样地。景感学作为研究生态系统服务和可持续发展的有效途径,基于其理论分析雨水花园样地这一景感的营造途径、原则、生态系统服务能力,有助于使人-生态基础设施-自然环境三者更和谐地相互融入和适应,进而为雨水花园这类生态基础设施的营造提供借鉴经验。经探究发现雨水花园样地营造遵循了愿景呈现的双向性、方位的顺脉性、营造过程的渐进性三项原则,它可从多方面提供调节服务、支持服务与文化服务,有利于改善区域人居环境。通过径流控制效益监测系统监测、分析得出样地具备显著的调节服务（径流削减）能力,且人们可通过视感、听感、触感感知并享受雨水花园样地供给的文化服务。由于物联网监测技术与居民对各部分生态系统服务的监测和感知能力各有侧重,本研究认为可结合物联网相关监测技术和人的物理感知对雨水花园这类生态基础设施的营造工作进行评估,进而指导这类生态基础设施的建设并提升其生态系统服务能力。     

分散式绿色基础设施对我国海绵城市建设的启示及研究进展

我国正通过海绵城市建设缓解城市“水浸街” 和内涝问题, 发达国家的雨洪管理经验对海绵城市建设的发展具有重要参考意义。通过文献查阅与实地调研相结合的方法对比我国与意大利若干城市的雨洪管理现状, 并讨论两地管理模式的相似性。在分析两地城市绿地空间布局差异的基础上, 归纳意大利雨洪管理实践中对海绵城市建设具有参考价值的经验和启示, 结合地区现状, 为海绵城市建设提供针对性建议。两国都主要采取由上至下的雨洪管理模式。意大利城市的分散式的绿地充分发挥了植物对雨水的吸纳功能, 其私人绿地占比较大的特点也能有效释放政府部门的维护压力。我国城市的绿地则相对集中, 住宅小区内海绵设施存在维护不足的问题。对此, 应因地制宜通过分散式绿色基础设施建设提高城市雨洪管理效率、积极鼓励公众在海绵城市建设过程中的参与, 并通过参考发达国家经验完善海绵城市建设的管理模式。     

从生态智慧的视角探寻城市雨洪安全与利用的答案

正雨洪管理与雨水资源利用雨洪是自然现象,雨、洪是两个既相关又有区别的概念。单纯的本地降雨(包括暴雨)是自然资源,需要也可以为人类利用;尽管它们可能造成内涝,但一般不会在当地形成暴涨暴落的洪水。洪,指流域上游暴雨引发的超量地面水,暴涨暴落且含有巨大的能量;若未能迅速分流,则会在下游低洼地聚集,形成洪涝,对人类生命财产造成危害。虽然雨、洪经常同时出现,但如对二者的资源性     

流域风化层雨洪调蓄生态机理

风化层是陆地表面经各种风化作用而形成的疏松堆积层,是雨洪调蓄的天然场所,对流域水资源管理有着重要意义。从复杂开放系统论的观点出发,结合近年来国内外对风化层雨洪调蓄特征的研究,分析了风化层在流域雨洪调蓄中的生态机理。主要研究了风化层的概念、风化层雨洪调蓄的组成与时空结构;解释了风化层集水、蓄水、净水、养水、供水功能等方面的雨洪调蓄功能;分析了风化层与地形地貌、生境、地质、土壤、大气、能量以及人类活动等流域环境要素的生态关系。研究表明:(1)流域风化层具有重要的雨洪调蓄特征,是由其特有的物质组成与时空结构特征决定的,正常发挥风化层的雨洪调蓄功能,流域中的水为健康的"活水",不同流域风化层的物质组成和结构的时空变化极大,其雨洪调蓄功能的发挥机制也极其复杂,采用常规定量研究方法几乎不可能掌握其机理,应采用复杂开放系统理论和方法开展研究;(2)风化层是流域系统的一个子系统,与其它流域环境要素之间是相互联系和相互作用的,过去我们通常采用的"排水范式"解决局部问题以期改善整个流域系统问题的治理思路是行不通的,已不适应今后的风化层雨洪调蓄生态学研究,还极可能衍生新的系统问题;(3)将流域视为一个复杂开放系统,国外流域生态学家提出了生态结构(Ecostructures)的概念,强调流域系统自身生态能力的发挥,将土壤-植被-大气连续体(SVA)研究扩展到风化层-生境-能量连续体(RHE)的生态耦合研究。因此建议,采取"边学边做"(Learning by Doing)的流域适应性管理,应当是今后流域风化层雨洪调蓄管理的重要方向。     

北运河流域雨洪“源-汇”景观时空演变

近年来,海绵城市建设热潮涌现,这一强调雨洪弹性的领域却极度缺乏对于宏观水平过程的探究,未能系统理解雨洪过程的转变动态。由此,引入用以分析各类型生态过程及景观格局的重要理论——"源-汇"景观理论,以北运河流域洪涝过程的内在作用机制为例,着重强调与探求雨洪过程中"源"景观与"汇"景观的相对性与动态性。研究选取关键的景观因子指标,利用最小累积阻力模型测算雨洪径流动力值与地表景观阻力值,从而分析"源-汇"景观的动态演变特征,结果表明:北运河流域中,作为初始径流"源"的区域集中于蟒山山地以及百望山及阳台山山地,易成为山体径流的源头;在北运河流域范围内,自然排水条件下,产生径流的"源"景观类型比例大小排序为:林地公建用地道路工业及设施用地居住用地荒地绿地农田;在5年一遇的重现期状态下,建设用地雨水消纳能力良好,10年以上重现期下其"源"作用偏强。非建设用地中的林用地在5年一遇重现期下"源"作用已很强,农用地一直有很强的"汇"作用。城市绿地在20年一遇的降雨下已有20%变成"源",其消纳雨水能力有待进一步的观察与实验;在北京城区内涝积水点体现出西多东少、北多南少的特征,径流过程随降雨强度的增大,以由西向东、由北向南的趋势扩散。北京城内洪涝灾害的成因多有缘于山体径流,需尽早探寻合理的手段与对策解决高山林地的径流问题。     

城市雨水资源化及其生态环境效应

城市化发展,城市地表水严重污染、地下水超量开采,开发利用城市雨水资源势在必行。雨水是一种最根本、最直接、最经济的水资源。可通过建造雨水贮留设施、就地下渗、回灌、屋面雨水拦裁、蓄集、绿化工程等多种途径实现雨水资源化。充分开发利用雨水资源不仅可以解决城市水资源危机,而且还会带来诸如：涵养地下水、缓解和恢复地面沉降、调节气候、净化空气、强化城市绿化、改善城市环境、改变城市排水系统、防治雨洪灾害等一系列生态环境效应。     

Legacy Effects of Oil Road Reclamation on Soil Biology and Plant Community Composition

Following the unprecedented oil drilling presently occurring in western North Dakota, thousands of kilometers of oil roads must be reclaimed to an acceptable post‐extraction condition. This study assessed the soil biological and plant communities of nine decommissioned oil roads reclaimed during three periods between 1983 and 2002 in the Little Missouri National Grasslands of western North Dakota. We hypothesized that time‐since‐reclamation would positively affect soil biological and plant communities and, consequently, success of reclamation at older sites. To assess this hypothesis, we measured soil enzyme activity, soil microbial community composition, plant community composition, and soil physical and chemical properties along a gradient extending from road‐center to adjacent native prairie for the nine roads. Time‐since‐reclamation did not affect soil and plant properties measured, indicating that older reclamations are not more similar to native prairie than reclamations occurring more recently. A strong gradient between samples from road‐center and native prairie was identified with univariate and ordination analyses, indicating that soil and plant communities of reclaimed oil roads do not resemble those of the surrounding prairie. Soil organic matter (SOM) was identified as the most significantly affected soil property, being 30% lower on reclaimed roads than prairie. The relationship between SOM, microbial community, and plant community suggests that incorporating additional SOM could hasten reclamation as a result of improving the physical environment for plants and providing a labile carbon and energy source for the soil microbial community which, in turn, will enhance the nutrient and physical conditions for plant growth.     

三峡库区土质道路侵蚀产沙过程的模拟降雨试验

以三峡库区王家桥小流域为研究区,通过野外调查选择了5个典型路段,在1.0 mm min~(-1)模拟降雨条件下研究了土质道路降雨-径流-泥沙关系.结果表明,土质道路被高度压实,但使用强度和管护方式差异致使容重、路面浮土、杂草盖度、饱和导水率等差异显著.土质道路仅需1～3 mm降雨就能产生地表径流,7～10 mm的降雨使径流趋于稳定,径流系数超过60%,特别是车流量较大干道的径流系数超过70%,平均和峰值径流量达0.69 mm min~(-1)和0.84 mm min~(-1).土质路面大量浮土致使初始径流含沙量高,然后快速下降并趋于稳定.由于路面浮土量大和在降雨过程中能形成人工细沟的车辙等导致较大车流量干道的土壤流失率是其它路段3～4倍.土质道路的容重和路面浮土与径流系数和土壤流失量呈显著正相关,饱和导水率则呈显著负相关;路面杂草能显著减少径流,防治路面侵蚀.     

Can grassland plant communities be preserved on road and railway verges?

Abstract. Semi‐natural grasslands are a threatened biotope type in many countries. Typical grassland plant species are adapted to continuous grazing or mowing that keeps the environment open. With the decline in grassland area, these species are ever more reliant on alternative habitats such as road verges. To find out whether plant communities comparable to those of semi‐natural grasslands can be maintained on modern road and railway sides, the vegetation of 92 grasslands and 90 road and railway verges was studied. These biotope types were compared with each other according to their community structure, total number of species, number of grassland species and restricted‐range diversity. Further study of the vegetation of road and railway verges was carried out in order to identify the treatments and environments which are most likely to support diverse plant communities. The species number and the restricted‐range diversity proved to be higher next to roads and railways than on grasslands. Grassland species were, however, most abundant on grasslands. Furthermore, the community structure of these biotope types was totally divergent. In their present state, road and railway verges are not a substitute for semi‐natural grasslands. Nevertheless, the occurrence of grassland species in verges may be enhanced by a suitable mowing regime, by giving up the use of de‐icing salt and herbicides and by allowing natural establishment of vegetation on the verges.     

Local context and connectivity determine the response of zooplankton communities to salt contamination

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Road effects on vegetation composition in a saline environment

Aims Road effects from maintenance and traffic have the potential to alter plant communities, but the exact relationships between these effects and changes in plant community composition have not often been studied in diverse environments. To determine the direction and level of community composition changes in saline environment due to road effects, we conducted a study along roads of different ages and in nearby non-road (i.e. natural) areas in the Yellow River Delta, China. Additionally, to potentially elucidate the mechanisms underlying the changes in the richness and composition of plant communities along roads, we evaluated physiochemical changes in soil of roadside and non-road areas.Methods Floristic and environmental data were collected along roadside of different ages and nearby non-road areas. To evaluate plant communities at each site, six 2 m × 2 m quadrats were placed at 3-m intervals along roads and six quadrats were arranged randomly in non-road areas. To determine the difference in plant community composition between roadside and non-road areas, we measured species richness and the abundance of each species, examined species turnover and floristic dissimilarity between the two areas and positioned plant species and sites in an abstract multivariate space. Plant community (species richness, percentage of halophytes) and soil physicochemical properties (pH, salinity, moisture content, bulk density, nitrate and ammonium nitrogen concentration) were compared between roadside and non-road areas (young roadside vs. corresponding non-road areas, old roadside vs. corresponding non-road areas) by using t -tests. Classification and ordination techniques were used to examine the relationship between vegetation and related environmental variables in both roadside and non-road areas.Important findings For both the young and old roadside areas, species richness in roadside areas was significantly higher than in non-road areas and high floristic dissimilarity values indicated that roadside and non-road areas differed greatly in community composition. In both the young and old roadside areas, the plant communities in roadside areas had lower percentages of halophytes than non-road communities. Correspondence analysis and two-way indicator species analysis showed that halophytes dominated in the non-road areas, while a number of typical non-salt-tolerant species dominated in the roadside areas. Compared to non-road areas, activities associated with roads significantly decreased soil moisture, bulk density and salinity and increased soil pH and nitrate content. Forward selection for the environmental variables in canonical correspondence analysis showed that soil salinity was the most important factor related to the variation of species composition between roadside and non-road areas. Our study demonstrates that road effects have a significant impact on the associated vegetation and soil, and these changes are consistent across roads of different ages in our system.     

Effects of road age and distance on plant biodiversity: a case study in the Yellow River Delta of China

A majority of ecological studies of roads have usually focused on their deleterious effect, and these preconceptions have hampered a full evaluation of ecological functions of roads. We examined the effect of road disturbance on plant communities by investigating roadside vegetation in the protogenic road ecosystem of the Yellow River Delta (YRD), China. Specifically, we examined the effect of distance from the road verge and road age on the pattern of plant species richness, diversity, and composition at 17 sites. The results revealed that roads retained higher species richness adjacent to the road verge than far away from the road verge (>200 m). Additionally, species richness and diversity of roadside plants significantly decreased as the distance from the road verge increased. Plant species richness and diversity increased with road age in majority of prescribed distances, while species richness at the road verge significantly increased with road age and peaked at a road age of 20 years, after which species richness plateaued. A correspondence analysis illuminated that the roadside vegetation primarily consists of non-halophytic native species. The percentage of halophytes increased with the distance from the road verge and decreased with road age. Additionally, different performances of alien and native species in response to road disturbance were observed. Furthermore, it is worth noting that roadside environments provide survival habitats for some threatened species, such as wild soybean. In the present study, both positive and negative effects of roads on the plant community were observed from road construction to the long-term operational phases.     

Mammal road‐type associations in Kruger National Park,South Africa: Common mammals do not avoid tar roads more than dirt roads

The majority of Africa''s parks and conservation areas have a vast road network, facilitating motorized vehicle game viewing. These roads have an influence that is both road type‐ and species‐specific, on the surrounding ecosystem. Due to their higher traffic volumes, we hypothesized that tar roads and their immediate surrounds within the Kruger National Park, South Africa, are avoided to a greater extent by medium‐to‐large mammals than comparable dirt roads in the park. We systematically recorded the presence of medium‐to‐large mammal species from our vehicle, recording data at 401 tar and 369 dirt road stops in the Kruger National Park. In addition to species presence, we also estimated the proximity of animals to the road, as well as herd sizes. Our results indicate an equal likelihood of viewing the commonly recorded medium‐to‐large mammal species from both road types. The likelihood of observing larger herd sizes was also similar between tar and dirt roads for the three most commonly observed species, African elephant (Loxodonta africana), impala (Aepyceros melampus), and plains zebra (Equus quagga), and the likelihood of viewing impala and zebra close to the road also did not differ between tar and dirt roads. However, elephant was observed more often close to tar roads, compared to dirt roads. We interpreted this as the result of potentially increased woody cover associated with more water runoff in close proximity to tar roads compared with dirt roads. Our results not only have ecological significance, supporting the notion that many of the park''s species are habituated to human infrastructure, but also management implications, informing park officials about the influence of road traffic and road type on wildlife distributions.     

Effectiveness of Road Ripping in Restoring Infiltration Capacity of Forest Roads

Many forest roads are being closed as a step in watershed restoration. Ripping roads with subsoilers or rock rippers is a common practice to increase the infiltration capacity of roads before closure. When considering the effectiveness of ripping for reducing runoff and erosion and the potential reduction in slope stability by saturating road fills, it is important to know how ripping changes the infiltration capacity of forest roads. Hydrographs from simulated rainfall on 1 × 1 m plots were analyzed to find the saturated hydraulic conductivity, an indicator of infiltration capacity. I examined saturated hydraulic conductivity for three treatments on two different soils. One road was built in a soil derived from the metamorphic belt series geology of northern Idaho, a soil noted for its high rock fragment content. The second road was built in a sandy soil derived from decomposed granitics of the Idaho batholith. On each soil, five plots were installed on a road before ripping, and nine plots were installed on the same road segment following ripping, four covered with a heavy straw mulch and five without. Three half-hour rainfall events with intensities near 90 mm/hr were simulated on each plot. Results show that ripping increases hydraulic conductivities enough to reduce risk of runoff but does not restore the natural hydraulic conductivity of a forested slope. The unripped road surfaces had hydraulic conductivities in the range of 0–4 mm/hr, whereas ripped roads were in the range of 20–40 mm/hr after the second event. Surface sealing and tilled soil subsidence processes are important in reducing the hydraulic conductivity of the soils with repeated wetting. Subsidence appears to be important on the granitic soil, whereas surface sealing was more important on the belt series soil.     

N2 Fixation in Feather Mosses is a Sensitive Indicator of N Deposition in Boreal Forests

Nitrogen (N) fixation in the feather moss–cyanobacteria association represents a major N source in boreal forests which experience low levels of N deposition; however, little is known about the effects of anthropogenic N inputs on the rate of fixation of atmospheric N₂ in mosses and the succeeding effects on soil nutrient concentrations and microbial community composition. We collected soil samples and moss shoots of Pleurozium schreberi at six distances along busy and remote roads in northern Sweden to assess the influence of road-derived N inputs on N₂ fixation in moss, soil nutrient concentrations and microbial communities. Soil nutrients were similar between busy and remote roads; N₂ fixation was higher in mosses along the remote roads than along the busy roads and increased with increasing distance from busy roads up to rates of N₂ fixation similar to remote roads. Throughfall N was higher in sites adjacent to the busy roads but showed no distance effect. Soil microbial phospholipid fatty acid (PLFA) composition exhibited a weak pattern regarding road type. Concentrations of bacterial and total PLFAs decreased with increasing distance from busy roads, whereas fungal PLFAs showed no distance effect. Our results show that N₂ fixation in feather mosses is highly affected by N deposition, here derived from roads in northern Sweden. Moreover, as other measured factors showed only weak differences between the road types, atmospheric N₂ fixation in feather mosses represents a highly sensitive indicator for increased N loads to natural systems.