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A Clouded Leopard in the Middle of the Road is an eye-opening introduction to the ecological impacts of roads. Drawing on over ten years of active engagement in the field of road ecology, Darryl Jones sheds light on the challenges roads pose to wildlife—and the solutions taken to address them. One of the most ubiquitous indicators of human activity, roads typically promise development and prosperity. Yet they carry with them the threat of disruption to both human and animal lives. Jones surveys the myriad, innovative ways stakeholders across the world have sought to reduce animal-vehicle collisions and minimize road-crossing risks for wildlife, including efforts undertaken at the famed fauna overpasses of Banff National Park, the Singapore Eco-Link, \"tunnels of love\" in the Australian Alps, and others. Along the way, he acquaints readers with concepts and research in road ecology, describing the field's origins and future directions. Engaging and accessible, A Clouded Leopard in the Middle of the Road brings to the foreground an often-overlooked facet of humanity's footprint on earth.

A Clouded Leopard in the Middle of the Road is an eye-opening introduction to the ecological impacts of roads. Drawing on over ten years of active engagement in the field of road ecology, Darryl Jones sheds light on the challenges roads pose to wildlife-and the solutions taken to address them. One of the most ubiquitous indicators of human activity, roads typically promise development and prosperity. Yet they carry with them the threat of disruption to both human and animal lives. Jones surveys the myriad, innovative ways stakeholders across the world have sought to reduce animal-vehicle collisions and minimize road-crossing risks for wildlife, including efforts undertaken at the famed fauna overpasses of Banff National Park, the Singapore Eco-Link, \"tunnels of love\" in the Australian Alps, and others. Along the way, he acquaints readers with concepts and research in road ecology, describing the field's origins and future directions. Engaging and accessible, A Clouded Leopard in the Middle of the Road brings to the foreground an often-overlooked facet of humanity's footprint on earth.

The number of wildlife-vehicle collisions has an obvious value in estimating the direct effects of roads on wildlife, i.e. mortality due to vehicle collisions. Given the nature of the data—species identification and location—there is, however, much wider ecological knowledge that can be gained by monitoring wildlife roadkill. Here, we review the added value and opportunities provided by these data, through a series of case studies where such data have been instrumental in contributing to the advancement of knowledge in species distributions, population dynamics, and animal behaviour, as well as informing us about health of the species and of the environment. We propose that consistently, systematically, and extensively monitoring roadkill facilitates five critical areas of ecological study: (1) monitoring of roadkill numbers, (2) monitoring of population trends, (3) mapping of native and invasive species distributions, (4) animal behaviour, and (5) monitoring of contaminants and disease. The collection of such data also offers a valuable opportunity for members of the public to be directly involved in scientific data collection and research (citizen science). Through continuing to monitor wildlife roadkill, we can expand our knowledge across a wide range of ecological research areas, as well as facilitating investigations that aim to reduce both the direct and indirect effects of roads on wildlife populations.

Road ecology has developed into a significant branch of ecology with steady growth in the number of refereed journal articles, books, conferences, symposia, and “best practice” guidelines being produced each year. The main objective of this special issue ofEcology and Societyis to highlight the need for studies that document the population, community, and ecosystem-level effects of roads and traffic by publishing studies that document these effects. It became apparent when compiling this special issue that there is a paucity of studies that explicitly examined higher order effects of roads and traffic. No papers on landscape function or ecosystem-level effects were submitted, despite being highlighted as a priority for publication. The 17 papers in this issue, from Australia, Canada, the Netherlands, and USA, all deal to some extent with either population or community-level effects of roads and traffic. Nevertheless, many higher order effects remain unquantified, and must become the focus of future studies because the complexity and interactions among the effects of roads and traffic are large and potentially unexpected. An analysis of these complex interrelations requires systematic research, and it is necessary to further establish collaborative links between ecologists and transportation agencies. Many road agencies have “environmental sustainability” as one of their goals and the only way to achieve such goals is for them to support and foster long-term and credible scientific research. The current situation, with numerous small-scale projects being undertaken independently of each other, cannot provide the information required to quantify and mitigate the negative effects of roads and traffic on higher levels. The future of road ecology research will be best enhanced when multiple road projects in different states or countries are combined and studied as part of integrated, well-replicated research projects.

1. The effectiveness of measures installed to mitigate wildlife road-kill depends on their placement along the road. Road-kill hotspots are frequently used to identify priority locations for mitigation measures. However, in situations where previous road mortality has reduced population size, road-kill hotspots may not indicate the best sites for mitigation. 2. The purpose of this study was to identify circumstances in which road-kill hotspots are not appropriate indicators for the selection of the best road-kill mitigation sites. We predicted that: (i) road-kill hotspots can move in time from high-traffic road segments to low-traffic segments, due to population depression near the high-traffic segment caused by road mortality; (ii) this shift will occur earlier for more mobile species because they should interact more often with the road; (iii) this shift can occur even if the low-traffic segment runs through lower quality habitat than the high-traffic segment. To test these predictions, we simulated population size and road-kill over time for two populations, one exposed to a road segment with high traffic and the other to a road segment with low traffic. 3. Our simulation results supported Predictions 1 and 3, while Prediction 2 was not supported. 4. Synthesis and applications. Our results indicate that, for new roads, road-kill hotspots can be useful to indicate appropriate sites for mitigation. On older roads, road-kill hotspots may not indicate the best sites for road mitigation due to population depression caused by road mortality. Direct measures of the road impact on the population, such as per capita mortality, are better indicators of appropriate mitigation sites than road-kill hotspots.

Many authors have suggested that the negative effects of roads on animals are largely owing to traffic noise. Although suggestive, most past studies of the effects of road noise on wildlife were conducted in the presence of the other confounding effects of roads, such as visual disturbance, collisions and chemical pollution among others. We present, to our knowledge, the first study to experimentally apply traffic noise to a roadless area at a landscape scale—thus avoiding the other confounding aspects of roads present in past studies. We replicated the sound of a roadway at intervals—alternating 4 days of noise on with 4 days off—during the autumn migratory period using a 0.5 km array of speakers within an established stopover site in southern Idaho. We conducted daily bird surveys along our ‘Phantom Road’ and in a nearby control site. We document over a one-quarter decline in bird abundance and almost complete avoidance by some species between noise-on and noise-off periods along the phantom road and no such effects at control sites—suggesting that traffic noise is a major driver of effects of roads on populations of animals.

Because common ragweed (Ambrosia artemisiifolia L., henceforth Ambrosia) has negative effects on human health, it is a common focus for management, which would benefit from a better understanding of the underlying mechanisms by which the species spreads. Road systems are known to be invasion corridors, but the conduit function of vehicles for the rapid spread of Ambrosia along roads and for population extension along roadside verges has not yet been demonstrated convincingly. To quantify the effect of different traffic volumes on the dispersal and population extension of Ambrosia, we used two approaches: First, by combining field experiments along roads with records of the seed rain around single plants, we simulated a combined dispersal kernel that revealed the interactions between primary dispersal and traffic‐mediated secondary dispersal. Second, we recorded the seedling recruitment around isolated roadside populations over 2 years to determine how traffic‐related parameters affect population extension. The longest traffic‐mediated dispersal distances exceeded those of primary dispersal by about one order of magnitude. Traffic volume had a significant positive effect on dispersal distances and on the lateral deposition of seeds on the road verge. Seedling recruitment around isolated roadside populations was significantly higher in the driving direction than against, but only at the distance where the major seed rain of traffic‐mediated dispersal is to be expected according to the combined dispersal kernel (3–15 m). Synthesis and applications. This study isolates the effects of road traffic from confounding mechanisms (e.g. mowing machinery, propagule pressure from infested fields) on common ragweed (Ambrosia artemisiifolia L.) invasions. Results demonstrate the traffic‐mediated dispersal in Ambrosia invasions as a routine and predictable process that facilitates population extension in the direction of traffic along roadsides, depending on traffic volume. This highlights the importance of prioritizing mowing along high use roads and mowing of isolated populations to prevent seed abscission and further spread of common ragweed. Foreign Language Abstrakt Das Beifußblättrige Traubenkraut (Ambrosia artemsiifolia L., im folgenden Ambrosia) übt einen starken negativen Einfluss auf die menschliche Gesundheit aus und ist daher im Fokus von Bekämpfungsmaßnahmen, die von einem besseren Verständnis der zugrundeliegenden Ausbreitungsmechanismen profitieren können. Straßennetzwerke sind zwar als Invasionskorridore für Neophyten bekannt, doch für Straßenfahrzeuge konnte bisher noch nicht überzeugend gezeigt werden, ob der Transport von Diasporen durch Fahrzeuge auch für die beschleunigte Ausbreitung von Ambrosia entlang der Straßen sowie ihres Populationswachstums am Straßenrand eine Rolle spielt. Um den Effekt unterschiedlicher Verkehrsstärken auf die Diasporenausbreitung und das Populationswachstum zu untersuchen, nutzten wir zwei verschiedene methodische Ansätze: Zum einen verknüpften wir die Ergebnisse unserer Diasporenfreisetzungen in Straßenkorridoren mit der natürlichen Diasporenverteilung basierend auf isolierten Ambrosiapflanzen und verwendeten diese Daten zur Nachbildung eines kombinierten Ausbreitungsdistanzspektrums, der die Wechselwirkung zwischen Primär‐ und Sekundärausbreitung erkennbar macht. Zum anderen kartierten wir für einen Zeitraum von zwei Jahren die Sämlingsetablierung um isolierte Straßenrandpopulationen herum und analysierten, wie straßenfahrzeugbestimmte Parameter das Populationswachstum verändern. Die erfassten Distanzen der am weitesten durch den Straßenverkehr ausgebreiteten Diasporen überschritten die der Primärausbreitung um etwa das Zehnfache. Das Verkehrsaufkommen hatte hierbei einen signifikant positiven Effekt auf die Ausbreitungsdistanzen sowie auf die laterale Ablagerung von Diasporen am Straßenrand. Die Sämlingsetablierung um isolierte Straßenrandpopulationen herum war in Fahrtrichtung des Straßenverkehrs signifikant höher als entgegen der Fahrtrichtung, jedoch nur in dem Bereich, in dem sich die meisten von Fahrzeugen ausgebreiteten Diasporen gemäß unserem kombinierten Ausbreitungsdistanzspektrum angesammelt hatten (3–15 m). Synthese und Anwendung. Diese Studie isoliert für das Beifußblättrige Traubenkraut (Ambrosia artemsiifolia L., im folgenden Ambrosia) die Effekte des Straßenverkehrs von den begleitenden Ausbreitungsmechanismen (z.B. Mahdmaschinen, Diasporeneinschleppungen von befallenen Äckern) auf den Invasionsprozess dieses Neophyten im Straßenkorridor. Die Ergebnisse zeigen, dass die Ausbreitung von Ambrosia durch Fahrzeuge ein häufiger und vorhersagbarer Prozess ist, der das Populationswachstum am Straßenrand in Verkehrsrichtung abhängig vom Verkehrsaufkommen fördert. Dies unterstreicht, wie wichtig eine prioritäre Mahd zur Unterbindung der Samenfreisetzung insbesondere in Straßen mit hoher Verkehrslast ist, wobei es entscheidend ist, auch isolierte Straßenrandpopulationen von Ambrosia mit in die Maßnahmen einzubeziehen. Nur so kann eine weitere Verbreitung dieses Neophyten im Straßennetzwerk eingedämmt werden. This study isolates the effects of road traffic from confounding mechanisms (e.g. mowing machinery, propagule pressure from infested fields) on common ragweed (Ambrosia artemisiifolia L.) invasions. Results demonstrate the traffic‐mediated dispersal in Ambrosia invasions as a routine and predictable process that facilitates population extension in the direction of traffic along roadsides, depending on traffic volume. This highlights the importance of prioritizing mowing along high use roads and mowing of isolated populations to prevent seed abscission and further spread of common ragweed.

Noise pollution is pervasive across every ecosystem on Earth. Although decades of research have documented a variety of negative impacts of noise to organisms, key gaps remain, such as how noise affects different taxa within a biological community and how effects of noise propagate across space. We experimentally applied traffic noise pollution to multiple roadless areas and quantified the impacts of noise on birds, grasshoppers and odonates. We show that acoustically oriented birds have reduced species richness and abundance and different community compositions in experimentally noise-exposed areas relative to comparable quiet locations. We also found both acoustically oriented grasshoppers and odonates without acoustic receptors to have reduced species richness and/or abundance in relatively quiet areas that abut noise-exposed areas. These results suggest that noise pollution not only affects acoustically oriented animals, but that noise may reverberate through biological communities through indirect effects to those with no clear links to the acoustic realm, even in adjacent quiet environments.

   Context To investigate the major impact of roads on wildlife, most studies focus on hot-spots of wildlife-vehicle collisions (WVC) to identify areas in need of mitigation measures. However, on road stretches where the frequency of WVC is low, a question arises: is this because those locations are 'safe’ places for wildlife to cross the road with little risk of collisions; or is it because individuals avoid approaching and crossing the road in these locations? Objectives In this study, we addressed this gap by evaluating how roe deer crossings are related to WVC risk across the road network. Methods We used 56 076 WVC locations between 2013 and 2017 to predict the spatiotemporal risk zones in response to environmental, road-related and seasonal predictors using Species-Distribution Modelling (SDM). We compared the predictive WVC risk to the location of 20 744 road crossing by 46 GPS-collared roe deer individuals. Results We found that the risk of WVC with roe deer tends to be higher on federal roads that are present in a density of approximate 2.2 km/km 2 and surrounded by broad-leafed forests and demonstrate that SDMs can be a powerful tool to predict the risk of WVC across the road network. Roe deer crossed roads more frequently in high WVC risk areas. Temporally, the number of WVC changed throughout the year, which can be linked to roe deer movement patterns rather than landscape features. Within this study, we did not identify any road segments that were a complete barrier to roe deer movement. Conclusions The absence of complete barriers to roe deer movement detected in the present study, might be due to the low spatial variation of the landscape, coupled with the high individual variation in movement behaviour. By applying our approach at greater spatial scales and in other landscape contexts, future studies can continue to explore the potential barrier impacts of roads on landscape connectivity. Exploring the relationship between crossing activity and collision risk can improve one’s ability to correctly identify road stretches that require mitigation measures to improve connectivity versus reduce collisions.

Linear infrastructure represent a barrier to movement for many species, reducing the connectivity of the landscapes in which they reside. Of all linear infrastructure, roads and fences are two of the most ubiquitous, and are understood to reduce landscape connectivity for wildlife. However, what is often neglected consideration is a holistic approach of modelling the effects of multiple types of linear infrastructure simultaneously. Few studies have examined this, typically assessing the impacts of a singular kind of infrastructure on landscape connectivity. Therefore, the aim of this study is to address the relative importance of considering multiple kinds of linear infrastructure in landscape connectivity modelling. We utilised presence data of red deer Cervus elaphus and wild boar Sus scrofa in Doñana Biosphere Reserve (Spain) to generate a sequential approach of scenarios of landscape connectivity; firstly only with environmental variables, secondly with roads as the sole infrastructure, thirdly with the addition of fences, and finally with the further addition of fences and wildlife road‐crossing structures. We found that the connectivity of the landscape was greatly affected by the addition of fences and wildlife road‐crossing structures in both species, with fences in particular causing considerable alterations to estimated movement pathways. Our finding impresses a need to consider multiple different types of linear infrastructure when modelling landscape connectivity to enable a more realistic view of wildlife movement and inform mitigation and conservation measures more accurately.