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Roads are an important source of human economic progress, but also a threat to wildlife populations and natural habitats. Roads are responsible for the direct mortality of hundreds of millions of animals worldwide, with special negative effects for amphibians. Since the middle of the twentieth century, various types of mitigation measures have been constructed to reduce the negative effects of roads. However, despite the large availability of potential solutions designed for this purpose, there is still a knowledge gap about their effectiveness for amphibians. This study analysed whether permanent concrete drift fences reduced the roadkill risk for amphibians. We applied a before-after-control-impact (BACI) design in two road segments with concrete drift fences for amphibians. We recorded amphibians on these road segments three years before and three years after the fence installation. We further tested whether the presence of these mitigation measures transferred the animals to sites adjacent to the drift fences, creating new potential mortality aggregation sites (fence-end effect). Our results show a significant reduction in the number of amphibians reaching the sites with the drift fences. We were, however, unable to demonstrate the potential movement route transference, as our results were inconclusive. Despite the increase in amphibian numbers at the control sites in the first year after fence installation, the following two years presented similar amphibian numbers as the pre-fence years. We recognise the importance of permanent drift fences in reducing the mortality of amphibian populations; however, we encourage future studies to include tunnel-crossing data as well, to truly unveil the roadkill reduction power of amphibian mitigation measures, while maintaining or increasing connectivity between roadside habitats. • Amphibians are currently the most roadkilled vertebrate group. • We evaluated the effectiveness of roadkill mitigation measures for this group. • We conducted a BACI design to test permanent concrete drift fence effectiveness. • Amphibian roadkill was reduced in 60% but results on fence-end effect were unclear. • Drift fences effectively reduce roadkill for amphibians in fragmented habitats. [ABSTRACT FROM AUTHOR]

Roads are one of the most widespread structures that drive habitat loss and fragmentation. But they also restrict animal movement and drive landscape-level impacts on biodiversity. The South Pacific of Costa Rica is known for its high levels of biodiversity, but little has been done to reduce road impacts upon wildlife communities. To understand these impacts and advise on possible mitigation action, we used three key data approaches: 1. Camera traps, to survey wildlife activity along two major road sections that dissect the region's protected areas and biological corridors. Seventy-eight camera traps were deployed in secondary forest patches at different distances (between 200 m and 1 km) from the roads for six months and covariates were collected to explain the patterns found. 2. Citizen science data extracted from iNaturalist to identify roadkill "hotspots" along the roads. And 3. Circuitscape analysis, to assess how landscape structure could influence animal movement. Camera traps recorded 30 terrestrial species. Ocelots and agoutis displayed a negative effect of distance from protected area, while the Apex predators displayed a positive effect toward higher forest cover and vegetation density. Circuitscape analysis showed high connectivity throughout most of the area. Only a few locations showed higher flow (bottle neck locations), which coincided with roadkill "hotspots" identified through citizen science direct observations (70 observations of 21 species). Amalgamating data from the different analyses allow us to identify four key wildlife crossing locations (one of less priority) along the Inter-American Highway. We strongly recommend the placement of under/overpasses in these locations, with the aim to ensure wildlife safe movement and connectivity of wildlife populations in the region. Culvert modifications in the area could also be considered to incorporate wildlife underpasses at a reduced cost. • Roads restrict animal movement and drive landscape-level impacts on biodiversity. • Road impact on the high biodiverse forest of Southern Costa Rica is understudied. • To inform mitigation actions three methodologies were used and results overlapped. • Four key locations were identified to implement wildlife safe crossing structures. [ABSTRACT FROM AUTHOR]

Roads are the second largest anthropogenic cause of mortality for most vertebrates. Previous research has analyzed the factors influencing roadkill either by species or by group of species based on some species-specific characteristics. However, to gain a comprehensive understanding on the consistency of findings within and between taxa, it is necessary to conduct an analysis that encompasses both individual species and group of species. This study aims to assess the role of taxonomic level in determining the spatial, climatic and temporal drivers using roadkill data for 70 species. We used generalized linear models to examine the association between roadkill and land cover and climate across 26 individual species and groups of reptiles, birds and mammals. Temporal patterns were evaluated using circular statistics. Our study revealed variations in spatial, climatic and temporal factors among taxa. For reptiles, spatial patterns differed between the class/order and species level, while climatic and temporal patterns remained consistent among these taxonomic levels. Spatial and climatic patterns were not consistent between class, order and associated species for birds and mammals. Temporal patterns, on the other hand, were consistent between each order and its associated species. In general, we found that roadkill incidence was positively associated with silviculture and agriculture cover as well as proximity of rivers. Accumulated insolation and mean minimum temperature were positively associated with roadkill, while mean temperature exhibited a negative association. Our study emphasizes the importance of analyzing roadkill variables on a species-specific basis. In the case of endangered species with low roadkill rates, it is essential to consider their assessment alongside other species exhibiting similar behavior and ecological needs. • Roadkill spatial patterns varied between reptile class and species, while climate and temporal patterns remained consistent. • No consistency among taxa was found on spatial and climatic patterns for birds and mammals. • Temporal patterns were consistent between each order of birds and mammals and its associated species. • Our study emphasizes the importance of analyzing roadkill variables on a species-specific basis. [ABSTRACT FROM AUTHOR]

Road mortality is the most noticeable effect of roads on wildlife. Road verges may provide important refuges for small mammals and rabbits, particularly when roads cross intensive agricultural or grazed areas. In these circumstances, the increasing use of verges by prey species may attract predators to road surroundings increasing the risk of roadkill. The aim of this study was to quantify the role of prey availability (small mammals and rabbits) on predator road casualties, taking into account road and surrounding landscape characteristics. We analyzed this effect on different predator species, such as, snakes, owls and mammal carnivores. The study took place in a 10 km stretch of a National Road (EN4) in southern Portugal. Relationships among predator mortality and explanatory variables (prey abundance, landscape characteristics, and road verge features) were evaluated using Multivariate Redundancy Analysis (RDA) followed by a variation partitioning. Our results show that, although landscape features explained most of the mortality variation, the prey availability was also very important. Roadkills of Montpellier snake and Egyptian mongoose are strongly associated with wild rabbit abundance on verges, while mortality of stone marten, barn owl and tawny owl is related with wood mouse abundance, Mediterranean forest (montado) density, and verge shrub density. Implications for verge management and implementation of mitigation actions are discussed. We suggest vegetation removal in verges to decrease shelter and food availability for prey, and/or the promotion of habitat for prey in areas distant from roads. • The influence of prey availability on predator roadkills was studied. • Rabbit abundance on verges explained roadkills of Montpellier snake and Egyptian mongoose. • Wood mouse abundance on verges explained roadkills of stone marten, barn owl and tawny owl. • Predator roadkills increase in areas with higher abundances of small mammals and rabbits. • Our results inform road verge management decision makers. [ABSTRACT FROM AUTHOR]

Abstract Road mortality is the most easily visible effect of roads and traffic on wildlife populations. Mitigation measures such as fences and wildlife passages have been applied to reduce these effects. During the widening of Quebec's Highway 175 from two to four lanes between 2006 and 2012, 33 wildlife passages designed specifically for small and medium-sized mammals were installed under the road in combination with short fences. This study examined the effectiveness of the fences at reducing the number of small and medium-sized mammals killed along a 68 km section of the road while controlling for the potential confounding effects of landscape variables. Repeated daily mortality surveys were conducted by car during the summers of 2012–2015 to measure roadkill occurrence and detection probability. A total of 893 dead animals from 13 taxa were detected. Roadkill occurrence was significantly greater at fence ends than in fenced sections and unfenced sections (fence-end effect), indicating that the fences were not long enough to discourage animals from moving along the fence to the fence ends. Greater length would be required to meet the target of reduced road mortality. Shrubby vegetation in the median strip separating the two directions of the highway was associated with high roadkill occurrence for medium-sized species. Roadkill detection probability for all species combined was 0.72, ranging from 0.17 for small mammals (<1 kg) to 0.82 for medium-sized mammals (>1 kg). To reduce road mortality, when wildlife passages are constructed along with new highways or retrofitted to old highways, fences either should be continuous or sufficiently long to encourage passage use rather than movement around the fence ends. Future road mortality studies should be combined with data about wildlife abundance and detection probability to more accurately estimate the effects at the population level. Graphical abstract Image Highlights • The study addresses the effectiveness of mitigation measures at reducing roadkill. • Detection probability ranged from 0.17 (small) to 0.82 (medium-sized mammals). • Landscape variables (distance to forest, etc.) influenced spatial roadkill patterns. • Roadkill levels were higher at fence ends than within fenced and unfenced sections. • The fences were not long enough to meet the target of road mortality reduction. [ABSTRACT FROM AUTHOR]

We test a forecasting strategy to identify potential hotspots of amphibian roadkill, combining the spatial distribution of amphibians, their relative risk of collision with vehicles and data on road density in Spain. We extracted a large dataset from studies reporting road casualties of 39 European amphibian species and then estimated the 'relative roadkill risk' of species as the frequency of occurrence of casualties for each amphibian and standardized by the range of distribution of the species in Europe. Using a map with the spatial distribution of Spanish amphibians at a spatial resolution of 10 × 10 Km squares, we estimated the 'cumulative relative risk of roadkill' for each amphibian assemblage as the sum of risk estimates previously calculated for each species. We also calculated the total length of roads in each square (road density). Finally, combining all layers of information, we elaborated a forecasting map highlighting the potential amphibian roadkill risk across Spain. Our findings are relevant to suggest areas that should be focused on at more detailed spatial scales. Additionally, we found that the frequency of roadkill was unrelated to the evolutionary distinctiveness score and conservation status of amphibian species, while was positively correlated with their distribution range. [Display omitted] • We estimated the relative risk of roadkill of amphibian species based on a literature review. • We calculated a cumulative risk of roadkill considering the species assemblages. • The cumulative risk of roadkill and road density across Spain were combined. • A forecasting map of amphibian roadkill risk in Spain with potential hotspots was elaborated. [ABSTRACT FROM AUTHOR]

The rapidly growing global road networks put serious pressures on terrestrial ecosystems and increase the number and severity of human-wildlife conflicts, which in most cases manifest in animal-vehicle collisions (AVCs). AVCs pose serious problems both for biodiversity conservation and traffic safety: each year, millions of vertebrates are roadkilled globally and the related economic damage is also substantial. For a comprehensive understanding of factors influencing AVC it is essential to explore the human factor, that is, the habits and attitude of drivers; however, to date, comprehensive surveys are lacking on this topic. Here we addressed this knowledge gap and surveyed the habits of drivers and their experience and attitude towards AVCs by a comprehensive questionnaire covering a large geographical area and involving a large number of respondents (1942 completed questionnaires). We aimed to reveal how driving habits affect the chance of AVC, and explored the attitude of the drivers regarding AVC. We found that the number of lifetime AVC cases was higher for male drivers, for those who drove longer distances per year, had more driven years, used country roads or drove large vehicles. Our results showed that almost half of the drivers surveyed had experienced at least one AVC in their lifetime. Drivers' attitudes towards the importance of nature conservation or traffic safety in the aspect of AVC, and fear of collision showed a significant correlation with experienced AVC cases. Drivers' opinions indicated that the most trusted and desired AVC prevention measures were physical objects such as fences and wildlife crossings. Our research provides guidelines for developing targeted initiatives in the future to increase awareness about the significance of AVC and target those drivers who are most vulnerable to AVC. [Display omitted] • Animal-vehicle collisions (AVC) can potentially affect every second driver. • One out of every four drivers may experience property damage as a result of AVC. • The detectability of AVC depends on the characteristics and size of the animals. • The occurrence of AVC is significantly influenced by the attributes and attitudes of drivers. • Drivers consider physical AVC prevention measures to be the most effective. [ABSTRACT FROM AUTHOR]

For several species, roadkill is not spatially aggregated on hotspots, having instead a more diffuse pattern along the roads. For such species, management measures such as road passages may be insufficient for effective mitigation, since a large part of the road crossings is likely to occur outside the influence of those structures. One complementary approach could be to implement temporary mitigation actions, such as traffic calming. This requires understanding when roadkill peaks may occur. We tested the feasibility of predicting seasonal peaks of roadkill using data from a 3-year systematic monitoring (78 surveys over ca. 960 km of roads) from eight non-flying vertebrate species from Mato Grosso do Sul, Brazil, with different body size and life history traits (ca. 6400 records from focal species). We modelled the time-series of the roadkill of these species at large scale (state level) using generalized additive mixed models (GAMMs). We used the data of the first 2 years as training datasets, and the information from the third year of surveys as testing datasets to evaluate the prediction performance of models. Overall, the models of species feed with a higher number of records were able to follow reasonably well the variations of roadkill over time, although they were not able to correctly predict the number of collisions. For species with fewer observations, the models presented a poorer goodness-of-fit and prediction ability. Our results suggest that, at least for those species with higher roadkill rates, it can be possible to forecast periods of higher probability of occurring hot-moments of mortality. Such models can provide valuable information to implement seasonal management actions. • We tested the feasibility of predicting seasonal peaks of roadkill for eight species. • We modelled the time-series of systematic collected roadkill data (980 km for 3 years). • For some species, models predicted reasonably well the variations in roadkill. • It is possible to forecast upcoming periods of higher mortality (hot-moments). • Road management to reduce road kills can be improved by including seasonal actions. [ABSTRACT FROM AUTHOR]

Although locating wildlife roadkill hotspots is essential to mitigate road impacts, the influence of study design on hotspot identification remains uncertain. We evaluated how sampling frequency affects the accuracy of hotspot identification, using a dataset of vertebrate roadkills (n = 4427) recorded over a year of daily surveys along 37 km of roads. “True” hotspots were identified using this baseline dataset, as the 500-m segments where the number of road-killed vertebrates exceeded the upper 95% confidence limit of the mean, assuming a Poisson distribution of road-kills per segment. “Estimated” hotspots were identified likewise, using datasets representing progressively lower sampling frequencies, which were produced by extracting data from the baseline dataset at appropriate time intervals (1–30 days). Overall, 24.3% of segments were “true” hotspots, concentrating 40.4% of roadkills. For different groups, “true” hotspots accounted from 6.8% (bats) to 29.7% (small birds) of road segments, concentrating from <40% (frogs and toads, snakes) to >60% (lizards, lagomorphs, carnivores) of roadkills. Spatial congruence between “true” and “estimated” hotspots declined rapidly with increasing time interval between surveys, due primarily to increasing false negatives (i.e., missing “true” hotspots). There were also false positives (i.e., wrong “estimated” hotspots), particularly at low sampling frequencies. Spatial accuracy decay with increasing time interval between surveys was higher for smaller-bodied (amphibians, reptiles, small birds, small mammals) than for larger-bodied species (birds of prey, hedgehogs, lagomorphs, carnivores). Results suggest that widely used surveys at weekly or longer intervals may produce poor estimates of roadkill hotspots, particularly for small-bodied species. Surveying daily or at two-day intervals may be required to achieve high accuracy in hotspot identification for multiple species. [ABSTRACT FROM AUTHOR]

Wildlife passages are widely used mitigation measures designed to reduce the adverse impacts of roads on animals. We investigated whether road kills of small and medium-sized terrestrial vertebrates can be reduced by constructing dry paths adjacent to streams that pass under road bridges. The study was carried out in southern Finland during the summer of 2008. We selected ten road bridges with dry paths and ten bridges without them, and an individual dry land reference site for each study bridge on the basis of landscape and traffic features. A total of 307 dead terrestrial vertebrates were identified during the ten-week study period. The presence of dry paths decreased the amount of road-killed terrestrial vertebrates (Poisson GLMM; p < 0.001). That was true also when considering amphibians alone ( p < 0.001). The evidence on road-kills on mammals was not such clear. In the mammal model, a lack of dry paths increased the amount of carcasses ( p = 0.001) whereas the number of casualties at dry path bridges was comparable with dry land reference sites. A direct comparison of the dead ratios suggests an average efficiency of 79% for the dry paths. When considering amphibians and mammals alone, the computed effectiveness was 88 and 70%, respectively. Our results demonstrate that dry paths under road bridges can effectively reduce road-kills of small and medium-sized terrestrial vertebrates, even without guiding fences. Dry paths seemed to especially benefit amphibians which are a threatened species group worldwide and known to suffer high traffic mortality. [ABSTRACT FROM AUTHOR]

Mortality from road-kills may figure among the important causes of decline in amphibian populations and species extinctions worldwide. Evaluation of the magnitude, composition, and temporal and spatial distributions of amphibian road-kills is a key step for mitigation planning, especially in peri-urban reserves. Once a month for 16 months, we surveyed, on foot, a 4.4 km section of state road ERS-389 bordering the Itapeva reserve in the southern Atlantic Forest. We recorded 1433 anuran road-kills and estimated a mortality rate of 9002 road-kills/km/year. The species most often recorded were the largest ones: Leptodactylus latrans, Rhinella icterica, Leptodactylus gracilis and Hypsiboas faber; 54.5% of the carcasses could not be identified. Anuran mortality was concentrated in summer, and was associated with temperature, rainfall and photoperiod. Leptodactylus road-kills were strongly influenced by vehicle traffic, probably because of its high abundance during the entire study period. Road-kill hotspots differed for anurans as a group and for single species, and we found an association among spatial patterns of mortality and types of land cover, distance from the nearest waterbody, roadside ditches, and artificial light. Traffic should be banned temporarily during periods of high mortality, which can be forecasted based on meteorological data. A comprehensive mitigation approach should take into account hotspots of all anuran records, and also of target species for selecting locations for amphibian passages and fencing. Roadside ditches, artificial waterbodies, and conventional street lights should be reduced as much as possible, since they may represent ecological traps for anuran populations. [Copyright &y& Elsevier]

Roadkills are amongst the most significant biodiversity impacts, although little is known about the factors which influence the roadkill of neotropical birds. Hence, the objective was to evaluate differences in roadkill richness and rates for neotropical birds according to the seasons of the year and habitat types associated with roads. The data was collected along two federal highways, in southern Brazil. We identified 57 roadkilled species, for a mean roadkill rate of 0.06ind./km/day (Min.=0.009; Max.=0.47). Our results demonstrate that richness and roadkill rates change according to seasonality and habitat types. Roadkills were concentrated in rice fields and wetlands, intensifying both in richness and rates during the summer and autumn. Nearby areas have similar roadkill rates, independent of habitat types. This probably occurs due to the movement of several species seeking food and shelter. Juvenile dispersion, harvest and grain transportation periods, as well as flight and foraging behaviors over road lanes seem to be related to the increasing roadkill occurrences and richness regarding more abundant species. However, given the elevated number of occasionally roadkilled species (more than 70% with N <5), we believe that highway surface and traffic act as physical barriers which inhibit the movement of many species which either present occasional roadkills or none at all. [Copyright &y& Elsevier]

Vehicles collide with hundreds of thousands of deer on European roads each year. This leads to animal deaths and suffering, economic damage and risks for human safety, making the reduction of road mortality a major field in conservation biology. In order to successfully reduce roadkill, we need improved knowledge regarding spatio-temporal patterns of deer-vehicle collisions (DVCs) on a landscape scale. Here, we analyzed >85,000 DVCs collected over 17 years in Denmark to investigate changes in the number of DVCs over time and to find spatio-temporal patterns of DVC occurrence. We used a use-availability design – originally developed for habitat selection analyses – to compare DVCs involving roe deer (Capreolus capreolus), red deer (Cervus elaphus) and fallow deer (Dama dama) with random road locations on a landscape scale. This approach enabled us to combine temporal (seasonal and diel variation), spatial (land cover, road density and type) and other relevant variables (deer population density, traffic, and deer activity) within the same analysis. We found that factors related to infrastructure and land cover were most important in explaining patterns of DVCs, but seasonal and diel changes, deer activity, and population density were also important in predicting the occurrence of DVCs. Importantly, patterns of DVCs were largely similar between the three deer species, with more DVCs occurring at intermediate traffic density, increasing forest cover, during dusk and dawn, and with increasing deer activity and population density. The strong and consistent patterns found here will allow the development of flexible mitigation measures. We propose that our findings could be used to develop a spatio-temporally flexible warning system for smartphones and navigation systems that is based on existing map providers, making it a widely available and cheap mitigation measure. [Display omitted] • Knowledge about spatio-temporal patterns of deer-vehicle collisions will help to mitigate roadkill. • Factors related to infrastructure and land cover explained roadkill patterns. • Temporal variation, deer activity, and population density were also important predictors. • Our findings will enable the development of spatio-temporally flexible warning systems. [ABSTRACT FROM AUTHOR]

Accurate information provided by reliable models is essential for identifying hotspots and mitigating roadkill. However, existing methods, such as kernel density estimation (KDE) and maximum entropy modeling (ME) may individually identify only a subset of the suitable locations for mitigation, because KDE cannot detect hotspots once local abundances are depressed, and ME may only partially identify current hotspots due to imperfect discrimination skill. Here, we propose a hybrid consensus modeling (HCM) approach that leverages the strengths of both KDE and ME by using their consensus to identify the core subset of hotspots. We collected herpetofauna (amphibians and reptiles) roadkill data (N = 839) along four roads in Taiwan (R.O.C.) to evaluate the statistical performance and theoretical mitigation efficiency of HCM, KDE and ME, and to compare the allocation among roads, spatial clustering, and environmental conditions in the identified hotspots. HCM was applied on the herpetofauna dataset as well as separately on amphibians and reptiles. Although the discrimination skill of KDE and ME models for both target clades together was good to excellent (AUC KDE = 0.944, AUC ME = 0.822), the highest theoretical mitigation efficiency, was displayed by HCM Consensus (2.89), followed by KDE (2.58), and ME (1.91). Furthermore, we show that theoretical mitigation efficiency increases with decreasing spatial clustering (Moran's I). Given pervasive budget constraints, we recommend to limit permanent mitigation measures such as fenced culverts to HCM Consensus hotspots, temporary measures to KDE hotspots, and to target additional monitoring at ME hotspots. [Display omitted] • We propose hybrid consensus modeling (HCM) to identify roadkill hotspots based on kernel density estimation (KDE) and maximum entropy (ME). • HCM identifies and differentiates hotspots, and thence enables differential management. • We evaluate HCM using herpetofauna roadkill data and show that it improves theoretical mitigation efficiency compared to both KDE and ME. [ABSTRACT FROM AUTHOR]

Reliable estimates of wildlife mortality due to wildlife-vehicle collisions are key to understanding its impact on wildlife populations and developing strategies to prevent or reduce collisions. Standardised approaches for monitoring roadkill are needed to derive robust and unbiased estimates of mortality that are comparable across different study systems and ecological contexts. When designing surveys, there is a trade-off between survey frequency (and hence logistical effort and financial cost) and carcass detection. In this regard, carcass persistence (the period a carcass remains detectable before being removed by decomposition or scavengers) is important; the longer a carcass persists, the greater the likelihood it will be detected with lower survey effort by conducting more infrequent surveys. Using multi-taxon carcass data collected over a month of repeated driven surveys, combined with five covariates (species functional group, body weight, carcass position on road, carcass condition [either flattened or not after impact], and rainfall prior to each survey), we explored the drivers of carcass persistence with the overall aim of providing information to optimise the design of carcass surveys along linear infrastructure. Our methodological approach included a survival analysis to determine carcass persistence, linear regressions to test the effect of covariates, a subsampling analysis (using field data and a simulation exercise) to assess how the proportion of carcasses detected changes according to survey frequency, and an analysis to compare the costs of surveys based on study duration, transect length and survey frequency. Mean overall carcass persistence was 2.7 days and was significantly correlated with position on road and within-functional group body weight. There was no evidence for a significant effect of rainfall, while the effect of carcass condition was weakly non-significant. The proportion of carcasses detected decreased sharply when survey intervals were longer than three days. However, we showed that survey costs can be reduced by up to 80% by conducting non-daily surveys. Expanding on the call for a standardised methodology for roadkill surveys, we propose that carcass persistence be explicitly considered during survey design. By carefully considering the objectives of the survey and characteristics of the focal taxa, researchers can substantially reduce logistical costs. In addition, we developed an R Shiny web app that can be used by practitioners to compare survey costs across a variety of survey characteristics. This web app will allow practitioners to easily assess the trade-off between carcass detection and logistical effort. • In roadkill studies there is a trade-off between survey cost and the number of carcasses detected. • Carcass persistence can be used to inform optimal roadkill survey design. • Survey costs can be reduced by 80% by conducting non-daily surveys based on different level of carcass persistence. • We developed an online R Shiny web app to compare costs across different survey scenarios. [ABSTRACT FROM AUTHOR]

Wildlife roadkill hotspots are frequently used to identify priority locations for implementing mitigation measures. However, understanding the landscape-context and the spatial and temporal dynamics of these hotspots is challenging. Here, we investigate the factors that drive the spatiotemporal variation of bat mortality hotspots on roads along three years. We hypothesize that hotspot locations occur where bat activity is higher and that this activity is related to vegetation density and productivity, probably because this is associated with food availability. Statistically significant clusters of bat-vehicle collisions for each year were identified using the Kernel Density Estimation (KDE) approach. Additionally, we used a spatiotemporal analysis and generalized linear mixed models to evaluate the effect of local spatiotemporal variation of environmental indices and bat activity to predict the variation on roadkill hotspot locations and to asses hotspot strength over time. Between 2009 and 2011 we conducted daily surveys of bat casualties along a 51-km-long transect that incorporates different types of roads in southern Portugal. We found 509 casualties and we identified 86 statistically significant roadkill hotspots, which comprised 12% of the road network length and contained 61% of the casualties. Hotspots tended to be located in areas with higher accumulation of vegetation productivity along the three-year period, high bat activity and low temperature. Furthermore, we found that only 17% of the road network length was consistently classified as hotspots across all years; while 43% of hotspots vanished in consecutive years and 40% of new road segments were classified as hotspots. Thus, non-persistent hotspots were the most frequent category. Spatiotemporal changes in hotspot location are associated with decreasing vegetation production and increasing water stress on road surroundings. This supports our hypothesis that a decline on overall vegetation productivity and increase of roadside water deficit, and the presumed lower abundance of prey, have a significant effect on the decrease of bat roadkills. To our knowledge, this is the first study demonstrating that freely available remote sensing data can be a powerful tool to quantify bat roadkill risk and assess its spatiotemporal dynamics. • Bat roadkill hotspot locations may shift along time. • Stable hotspots accounted only for 3% of road length, but for 27% of roadkilled bats. • Spatiotemporal congruence of hotspots declined with decreasing vegetation productivity. • Water stress on roadsides decrease the persistence of bat roadkill hotspots. • Remote sensing information may be a tool for planners to minimize the impact of roads. [ABSTRACT FROM AUTHOR]

Many approaches have been developed in order to mitigate wildlife-vehicle collisions (WVC), their causes and consequences. Reliable data on the amount and location of killed animals along roads are therefore necessary. The existing WVC databases are usually, however, far from complete. This data underreporting causes problems when identifying the riskiest places along a transportation infrastructure. WVC data underreporting can distort the results of WVC hotspots determination. In this work, we simulated WVC hotspots identification and stability under various rates of WVC data underreporting. Our aim was to investigate whether WVC hotspots can be found at the original locations even when data are strongly underreported. We applied the KDE + method for WVC hotspots identification. The KDE + method also allows for hotspots ranking according to cluster strength and collective risk. These two measures were then used for detection of diminishing hotspot signals with a rising level of underreporting. We found that WVC hotspots with a greater cluster strength suffered less from underreporting whereas hotspots will lower values of both cluster strength and collective risk were not detected when underreporting in the data increased. Hotspots with a cluster strength above 0.5 were almost always detected when data underreporting remained below 50%. More than 50% of these hotspots (with cluster strength above 0.5) were detectable even when underreporting rate was between 50 and 80%. We further studied the effects of both spatial and temporal underreporting. Whereas temporal change of underreporting was not a problem in hotspots detection, spatial underreporting introduced significant errors producing both false positive and false negative results (hotspots). We conclude that both researchers and practitioners should be aware of the phenomenon of underreporting and should also try to maintain the same sampling effort of spatial reporting. • Carcass underreporting exists in many roadkill databases. • Underreporting negatively influences WVC hotspot determination. • WVC hotspots with high cluster strength are resistant to underreporting. • Temporal systematic error only influences the hotspot strength. • Carcass sampling and reporting should be spatially consistent across roads. [ABSTRACT FROM AUTHOR]

Wildlife mortality caused by vehicles is a serious conservation and economic problem as collisions with large mammals are global, pervasive and increasing. We analysed 14,989 reports of ungulate-vehicle collisions (UVC) that occurred in Lithuania from 2002 to 2017. We analysed UVC data for four major ungulate species (roe deer, red deer, moose and wild boar) and checked for potential seasonal or daily trends. The temporal distribution of collisions was species-dependent. UVC analysis showed strong monthly and hourly pattern. Most occurrences took place before or during sunrise (dawn) and after or during sunset (dusk) during the year. In spring, the highest UVC peaks occurred early in the morning and late in the evening, while in winter these peaks occurred in late mornings and early evenings. With most UVC occurring on Fridays, daily variations were weak. We conclude that temporal variations of UVC distributions are result of a complex interaction of phenological factors and animal behaviour. The information provided in this study reinforces the knowledge on the dynamics and patterns of UVC and represents an important element for the identification of mitigation measures. Our findings suggest that efforts to reduce UVC should also focus on driver attitudes considering the seasonal and daily variations in UVC. Image 1 • Temporal distribution of animal-vehicle collisions (UVC) is species dependent. • Numbers of traffic accidents are decreasing, numbers of UVC – increasing. • Relationship between temporal patterns and UVC occurrences is not random. • UVC mainly occur after sunset and before sunrise and in closest time. • The total number of UVC was highest during spring and autumn. [ABSTRACT FROM AUTHOR]

We modelled the spatiotemporal patterns of road mortality for seven medium-large mammals, using a roadkill dataset from Mato Grosso do Sul, Brazil (800 km of roads surveyed every two weeks, for two years). We related roadkill presence-absence along the road sections (1000 m) and across the survey dates with a collection of environmental variables, including land cover, forest cover, distance to rivers, temperature, precipitation and vegetation productivity. We further included two variables aiming to reflect the intrinsic spatial and temporal roadkill risk. Environmental variables were obtained through remote sensing and weather stations, allowing the estimate of the roadkill risk for the entire surveyed roads and survey periods. Overall, the models could explain a small fraction of the spatiotemporal patterns of roadkills (<0.23), probably due to species being habitat generalists, but still had reasonable discrimination power (AUC averaging 0.70 ± 0.07). The intrinsic spatial and temporal roadkill risk were the most important variables, followed by land cover, climate and NDVI. We show that identifying spatiotemporal roadkill patterns may provide valuable information to define specific management actions focused on road sections and time periods, in complement to permanent road mitigation measures. Our approach thus offers a new insight into the understanding of road effects and how to plan and strategize monitoring and mitigation. • Used a roadkill dataset, 2 years of surveys on 800 km, in Mato Grosso do Sul, Brazil. • Regressed the spatiotemporal patterns of 7 sp. with a set of environmental variables. • Intrinsic spatial and temporal roadkill risks were the most important predictors. • We successfully predicted the spatiotemporal patterns for all species. • This approach allows defining specific spatiotemporal tailored management actions. [ABSTRACT FROM AUTHOR]