城市道路系统物质存量研究及其生态环境影响分析
文献类型：学位论文
| 作者 | 郭振
|
| 学位类别 | 博士 |
| 答辩日期 | 2014-05 |
| 授予单位 | 中国科学院研究生院 |
| 授予地点 | 北京 |
| 导师 | 胡聃 |
| 关键词 | 物质存量 城市代谢 城市道路系统 自下而上模型 基础设施物质资源管理 Material stock Urban metabolism Road system Bottom-up model Infrastructure resource management |
| 其他题名 | Study on material stock of urban road system and related eco-environment impact analysis |
| 学位专业 | 生态学 |
| 中文摘要 | 快速城市化极大地改变了城市物质流及能量流的代谢活动。作为重要的城市基础设施，纵横交错的道路网络构成了城市经济发展的物质、能量、人口流动中枢。定量分析城市道路系统的代谢过程，特别是其物质存量的规模、构成、空间分布格局以及生态环境影响，可为评估资源占用、潜在的环境风险以及改进城市代谢模型提供基础支撑。本研究基于自下而上的分析方法，将存量分解为若干存量单元，摆脱了大量依靠统计数据的局限，提升了数据可获性和对存量系统内部的认识。同时，运用GIS空间统计分析处理城市复杂路网的计算问题，建立了涵盖全部道路类型路幅及断面结构、交叉路口设计以及道路附属设施的城市道路系统存量计算模型。通过对北京市五环内城市道路及附属设施的调查及模型参数获取，进一步分析了城市道路系统物质存量的时空代谢模式以及对周围生态环境所产生的影响，主要结果有： 1）研究区城市道路系统全部物质存量达1.59亿吨，其中近80%贮存于道路工程中，其余20%贮存于道路附属工程中。立交桥以3140万吨成为系统中物质存量最高的单元，支路（含街坊路）次之，人行天桥以44.1万吨成为存量最低的单元；在物质构成方面，碎石以1.11亿吨，成为道路存量系统中贮存最多的物质。钢材作为构建跨越部分的主要材料，占到道路附属工程存量的11.7%。水泥在道路工程及附属工程中存量比例分别为5.9%和17.8%。SMA（沥青玛蹄脂）、PUR（聚胺脂塑胶）及APP（无规聚丙烯）为道路存量系统中比例最低的三种物质。 2）在道路系统生命周期各阶段，生产耗能过程的能源投入最大，为4650.7 ktce。CO2排放量达11440.8 kt。在废弃物回收处理过程中，生产等质量材料平均节省能源77.6 ktce，折合减少CO2排放190.8 kt；道路建设的主要环境影响为无机可吸入颗粒物质PM2.5以及化石燃料的使用；由于二环内老城区路面改造工程的实施，导致单位面积的胡同路环境影响大于支路和次干道。 3）城市道路路网特征在4种不同分析窗口下均存在与LST（地表温度）及NDVI（归一化植被指数）特定指标的相关性，在相对较大的分析窗口下，与LSTmean及NDVImean相关性显著，在相对较小的分析窗口下，可以建立特定道路指标与LSTmax及NDVImax的联系。单位面积道路总长与LST及NDVI空间相关性最强，道路结点、加权道路结点不适合建立与LSTmax的关系。 4）模型灵敏度分析结果表明，支路（街坊路）横断面结构设计标准将在很大程度上影响道路物质存量规模；支路与胡同结点数量为仅有的两个与总存量成负相关的参数，表明道路系统的微循环结构对于调控道路系统存量总量具有重要意义；研究区道路级配分析显示首都城市道路系统发展过多强调快速路、主干道建设，而对低等级道路建设重视不够，不仅导致物质能量消耗的加大、土地资源的浪费及影响行人过街便捷性，也容易造成交通微循环不畅。 |
| 英文摘要 | Rapid urbanization has greatly altered the urban metabolism of material and energy. As a significant part of the infrastructure, urban roads are being rapidly developed worldwide and have formed the pivot of urban economic development for loading the flows of meterial, energy and population. Quantitative analysis of metabolic processes on urban road systems, especially the scale, composition, spatial distribution and eco-environmental impacts of their stocks, could help to assess the resource appropriation and potential environmental risks, as well as improve urban metabolism models. In this paper, an integrated model, which covered all types of roads, intersection structures and ancillary facilities, was built for calculating the material stocks of urban road systems. Based on a bottom-up method, the total stocks were disassembled into a number of stock parts rather than obtained by statistical yearbook data, which provided an approach promoting data availability and inner structure understanding. The combination with GIS enabled the model to tackle the complex structures of road networks and avoid double counting. In the case study of Beijing, the following results are shown: 1) The total stocks for the entire road system reached 159 million tons, of which nearly 80% was stored in roads, and 20% in ancillary facilities. Interchanges had the maximum stock (31.4 million tons) in the entire system, and brand road (including neighborhood road) was the seconed large unit, while pedestrian overcrossings had the minimum stock (441 kt). Macadam was the largest stock (111million tons), while SMA (Stone Mastic Asphalt), PUR (Polyurethane Plastics), and APP (Atactic Polypropylene) accounted for smaller components of the overall system. Steels, used exclusively in ancillaries in the form of span-structures, amounted to 988 kt (account for r 11.7% of the ancillary stock). The propotion of cement were 5.9% and 17.8% of the road facilities and ancillary facilities, respectively. 2) During the different life cycle phrases of urban road system, the production process consumes the largest amount of energy (4650.7 ktce) and emits 11440.8 kt of CO2. At the stage of Waste recycling, producing unit meterial generally saves 77.6 ktce of energy, a equivalent of decreasing 190.8 kt of CO2. The top two main environmental impacts are respiratory inorganics (mainly PM2.5) and fossil fuels. With the implementation of old city reconstruction, hutongs show a different rank from that of traffic bearing capacity. 3) At all levels of analysis grids, all four road indicators presented a significantly XI negative correlation with specific index of LST and NDVI. At relatively larger girds, There were significant correlation bewteen LST mean及NDVImean, while at relatively smaller girds, besides the mean and maximum value of LST and NDVI, the correlations were observed between certain road indicators and LSTmax and NDVImax; The total length of roads is the best variable described the change of LST and NDVI among all the parameters. the number of nodes and the number of area-weighted nodes are not proper for building a correlation with LSTmax. 4) In sensitivity analysis, the variation of cross-sectional thickness in branches and neighborhood roads will have a significant impact on the scale of material stocks in the entire road system. The node quantity of branch roads and hutongs are the only two parameters that are in negative correlation to the total stock, indicating that the microcirculation structure in road systems may be important for regulating the total stock. Expressways and arterials were excessively emphasized, while minor roads were relatively ignored, which not only led to land resource waste and unnecessary material consumption, but also resulted in high traffic pressure on the main road networks, obstruction in minor roads, and unconvient for pedestrian crossing. |
| 公开日期 | 2015-07-07 |
| 源URL | [http://ir.rcees.ac.cn/handle/311016/15608]  |
| 专题 | 生态环境研究中心_城市与区域生态国家重点实验室 |
| 推荐引用方式 GB/T 7714 | 郭振. 城市道路系统物质存量研究及其生态环境影响分析[D]. 北京. 中国科学院研究生院. 2014. |
入库方式： OAI收割
来源：生态环境研究中心
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