城市交通生态占用研究——以北京市为例  

Ecological footprint of urban transportation: a case study of Beijing city

作　　者：梁勇[1] 成升魁[1] 闵庆文[1] 

机构地区：[1]中国科学院地理科学与资源研究所,北京100101

出　　处：《东南大学学报（自然科学版）》2005年第3期484-488,共5页Journal of Southeast University：Natural Science Edition

基　　金：中国科学院知识创新工程重要方向性资助项目(KZCX2SW3180204).

摘　　要：为了反映城市不同交通工具对自然生态环境产生的压力和影响程度,基于生态占用理论和方法,计算了2002年北京市公共电汽车、地铁、轻轨、出租车、小公共汽车和私家车等主要交通工具的生态占用.结果表明:私家车生态占用约为7.27×105hm2;出租车生态占用约为2.42×105hm2;公共电汽车生态占用约为1.59×105hm2;小公共汽车生态占用约为0.71×105hm2;地铁生态占用约为0.32×105hm2;轻轨生态占用约为0.23×105hm2.私家车的人均生态占用是公共汽车人均生态占用的5.67倍.这证实私家车对生态环境的威胁和压力比公共交通工具对生态环境的威胁和压力大.优先发展城市公共交通,适度限制发展私人交通是实现城市交通可持续发展的必然选择.In order to reflect the pressure and effect of human transportation activities on natural ecosystems, based on the theory and method of ecological footprint (EF) the paper calculates the EFs of public buses and trolley buses, subway, urban metro, taxis, small buses and private cars of Beijing city in 2002. The results show that the EFs of private cars, taxis, public buses and trolley buses, small buses, subway, and light rail are 7.27×10~5, 2.42×10~5, 1.59×10~5, 0.71×10~5, (0.32×10~5,) and 0.23×10~5hm^2, respectively. The average EF of private cars is roughly 5.67 times larger than that of buses, which demonstrates that private cars have much more threats and pressures on eco-environment than public vehicles. Therefore, it is necessary to encourage the public transportation development preferentially and to restrict the private vehicles reasonably so as to achieve sustainable development of urban transportation.

关 键 词：城市交通 生态占用 可持续交通 北京市 

分 类 号：X831[环境科学与工程—环境工程]