Search

We study the problem of placing wildlife crossings, such as green bridges, over human-made obstacles to challenge habitat fragmentation. The main task herein is, given a graph describing habitats or routes of wildlife animals and possibilities of building green bridges, to find a low-cost placement of green bridges that connects the habitats. We develop three problem models for this task and study them from a computational complexity and parameterized algorithmics perspective. [ABSTRACT FROM AUTHOR]

The expansion of roads into wilderness areas and biodiversity hotspots in the Global South seems inevitable and is predicted to bring about significant biodiversity loss. Even so, existing widespread strategies aiming to mitigate the direct and indirect impacts of roads on the environment have been of limited effectiveness. These tactics, including construction of fencing, wildlife crossings on paved roads, and establishment of protected areas along the roads, are unlikely to be sufficient for protecting diverse species assemblages from roadkill, habitat fragmentation, and anthropogenic activity in tropics. This indicates the need for integration of more ambitious approaches into the conservation toolkit, such as the constructing tunnels, covered ways, and elevated roads. Although these tools could significantly support conservation efforts to save tropical biodiversity, to date, they are rarely considered. Here, we discuss factors which determine the need for application of these approaches in the Global South. We highlight the often-overlooked long-term benefits associated with the application of the proposed tools. We also discuss the potential challenges and risks, and the ways to minimise them. Hopefully this article will encourage practitioners to integrate these strategies into conservation toolkits and allow policy-makers and investors to make informed decisions on sustainable road infrastructure development in the Global South. [ABSTRACT FROM AUTHOR]

Natural and artificial canopy bridges can be used to mitigate the effects of habitat fragmentation. Understanding the ecological factors that influence bridge use is imperative to the effective design and placement of this potential conservation intervention. Moonlight, seasonality and weather may influence the cost and risk of using bridges, potentially reducing their effectiveness. We installed five artificial waterline bridges and, between 2017 and 2019, monitored via camera trapping their use by Javan palm civets Paradoxurus musanga javanicus and Javan slow lorises Nycticebus javanicus. We used a weather station to record microclimate data (temperature and relative humidity) and calculated the illumination percentage of the moon. We tested the influence of moon luminosity, relative humidity, seasonality (Julian day) and temperature on the frequency of bridge use via Generalised Additive Models. Camera traps captured 938 instances of bridge use by civets, which was significantly lower than the reference value at moon luminosity > 90%, temperatures > 20 °C, humidity > 90%, and during the drier period (May–July). Camera traps captured 1036 instances of bridge use by lorises, which was significantly lower than the reference value during the drier period and higher than the reference value at temperatures > 20 °C. Lorises showed peaks in bridge use close to sunset and sunrise whereas civets showed peaks around 2 h after sunset and 2 h before sunrise. Our study illustrates the utility of simple-to-construct bridges by two sympatric nocturnal mammals facing severe habitat loss, with bridge use differing between those species according to abiotic factors. In particular, less use by both taxa during the drier season could suggest modifying placement of bridges or providing another intervention during that time. Camera traps were an excellent mechanism to record these differences and to validate the importance of the bridges, including during inclement weather and dark nights, when observations would be more difficult for human observers. By understanding the influence that abiotic factors have on the use of artificial bridges, we can improve bridge placement and construction to encourage use by a variety of species, particularly those threatened by habitat fragmentation. [ABSTRACT FROM AUTHOR]

Context: Road infrastructure construction is integral to economic development, but negatively affects biodiversity. To mitigate the negative impacts of infrastructure, various types of wildlife crossings are realized worldwide, but little is known about their effectiveness, and cost-effectiveness. Objective: The paper contributes to the methodological and empirical discussion on the effectiveness of wildlife crossings for enhancing the quality of surrounding nature and its cost-effectiveness by analyzing a large-scale wildlife-crossings program in the Netherlands. Method: A multi-criteria cost–benefit analysis is applied, comprised of monetary and non-monetary measures, and a mixed-method approach is used to determine ecological effects. Ecological effects are expressed in the standardized weighted hectare measurement of threat-weighted ecological quality area (1 T-EQA = 1 ha of 100% ecological quality, averagely threatened). Cost-effectiveness is calculated comparing the monetary costs of intervention with ecological benefits (Euro costs/T-EQA), for different types of wildlife crossings and for two other nature policies. Results: The Dutch habitat defragmentation program has induced an increase in nature value of 1734 T-EQA at a cost of Euro 283 million. Ecological gains per hierarchically ordered groups of measures differ strongly: The most effective are ecoducts (wildlife crossing bridges) followed by shared-use viaducts and large fauna tunnels. Ecoducts generated the largest gain in nature value, but were also the most costly measures. In terms of cost-effectiveness, both large fauna tunnels and shared-use viaducts for traffic and animals outperformed ecoducts. Conclusions: Ecoducts deliver ecologically, but their cost-effectiveness appears modest. Purchasing agricultural land for restoration of nature appears more cost-effective than building wildlife crossings. Yet, reducing environmental pressures or their effects on existing nature areas is likely to be most cost-effective. [ABSTRACT FROM AUTHOR]

Context: Linear transportation infrastructures traverse and separate wildlife populations, potentially leading to their short- and long-term decline at local and regional scales. To attenuate such effects, we need wildlife crossings suitable for a wide range of species. Objectives: We propose a method for identifying the best locations for wildlife crossings along linear infrastructures so as to improve the connectivity of species with varying degrees of mobility and living in different habitats. We evaluate highway impacts on mammal species. Methods: The study area is the Grésivaudan Valley, France. We used allometric relationships to create eight virtual species and model their connectivity networks, developing a nested method defining populations by daily travel distances and connecting them by dispersal. We tested the gain in connectivity for each species produced by 100 and 600 crossing locations respectively in crossable, i.e. with crossing infrastructures, and uncrossable highway scenarios. We identified the crossings that optimize the connectivity of the maximum number of species combining the results in multivariate analyses. Results: Highly mobile species needing a large habitat area were the most sensitive to highways. The importance of locomotive performance in structuring the graphs decreased with highway impermeability. Depending on the species, the best locations improved connectivity by 0-10 and 2-75 % respectively in the crossable and uncrossable scenarios. Compromise locations were found for seven of the eight species in both scenarios. Conclusions: This method could guide planners in identifying crossing locations to increase the connectivity of different species at regional scales over the long term. [ABSTRACT FROM AUTHOR]

This study recorded and analyzed cumulative vertebrate roadkill data on 107 km of roads in rural South Korea and reports the first intensive roadkill study results from Asia. Over 30 months, roadkill strikes and adjacent landscape factors were recorded daily or every other day on three types of roads: highway, local, and riverside. For analysis, roads were segmented into 250-m units, and roadkill hotspot segments were calculated with the Getis-Ord Gi* statistic. Eighteen road characteristics and landscape factors were correlated to roadkill hotspots using multiple logistic regression analysis. Mammal mortality increased from spring to fall, whereas bird mortality peaked in summer. Reptile and amphibian mortality peaked during fall. Seasonal focal species' mortality tracked the taxonomic groups they represent, except oriental scops owl ( Otus scops), for which yearly mortality peaked 2 months earlier than for most birds. Mammal and bird roadkill hotspots were concentrated on the highway, which passes across mountains, whereas amphibian and reptile hotspots were on the riverside road because of movements related to breeding, juvenile dispersal, and hibernation. However, many species used the spatially complex agricultural fields along the local road, especially during harvest season. The significant site and landscape factors that influenced overall roadkill hotspots were a high landscape percentage of water and rice paddies, low traffic volumes, high percentage of natural vegetation, an absence of road banking, high roadside grass presence, and an absence of drainage. South Korea has an active wildlife-crossing management program, and these findings can inform avoidance, minimization, and mitigation strategies and practices. [ABSTRACT FROM AUTHOR]

The last 20 years have seen a dramatic increase in efforts to mitigate the negative effects of roads and traffic on wildlife, including fencing to prevent wildlife-vehicle collisions and wildlife crossing structures to facilitate landscape connectivity. While not necessarily explicitly articulated, the fundamental drivers behind road mitigation are human safety, animal welfare, and/or wildlife conservation. Concomitant with the increased effort to mitigate has been a focus on evaluating road mitigation. So far, research has mainly focussed on assessing the use of wildlife crossing structures, demonstrating that a broad range of species use them. However, this research has done little to address the question of the effectiveness of crossing structures, because use of a wildlife crossing structure does not necessarily equate to its effectiveness. The paucity of studies directly examining the effectiveness of crossing structures is exacerbated by the fact that such studies are often poorly designed, which limits the level of inference that can be made. Without well performed evaluations of the effectiveness of road mitigation measures, we may endanger the viability of wildlife populations and inefficiently use financial resources by installing structures that are not as effective as we think they are. In this paper we outline the essential elements of a good experimental design for such assessments and prioritize the parameters to be measured. The framework we propose will facilitate collaboration between road agencies and scientists to undertake research programs that fully evaluate effectiveness of road mitigation measures. We discuss the added value of road mitigation evaluations for policy makers and transportation agencies and provide recommendations on how to incorporate such evaluations in road planning practices. [ABSTRACT FROM AUTHOR]

Many Eastern European countries still host landscapes with high value due to their habitat quality and size. Some of these countries are new member states of the European Union, and EU-accession is accompanied by huge investments in the development of traffic infrastructure. Environmental assessments mandatory for road constructions in the EU do not necessarily require explicit measures for the mitigation of fragmentation, and technical constructions associated with road building are frequently assumed to provide sufficient possibilities for wildlife crossings. We evaluated those technical structures at two motorway sections separating relevant subpopulations of the brown bear ( Ursus arctos) in Bulgaria. Our assessment revealed that the permeability of the two motorways has been considerably overestimated. A total of just 13 out of the 77 potential crossing possibilities of the two roads together meet the requirements we defined for suitable wildlife crossings. We found that the potential for improvement of the crossing functionality of already existing technical facilities along the motorways is very limited. Given the dependence on a small number of habitat paths connecting suitable crossings with habitat on both sides of the road, connectivity between subpopulations is vulnerable to fragmentation impacts. [ABSTRACT FROM AUTHOR]