Time Series of Landscape Fragmentation Caused by Transportation Infrastructure and Urban Development: a Case Study from Baden-W&amp;#252;rttemberg, Germany

Jaeger, Jochen A.G.; Raumer, Hans-Georg Schwarz-von; Esswein, Heide; Müller, Manfred; Schmidt-Lüttmann, Manfred

doi:10.5751/es-01983-120122

Cited by 83 publications

(31 citation statements)

References 40 publications

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“…Merriam et al 1989;Vos and Chardon 1998), increased mortality (Rosen and Lowe 1994;Fahrig et al 1995;Barthelmess and Brooks 2010), habitat fragmentation and edge effects (Mader 1984;Andrews 1990;Soulé et al 1992;Thiollay 1993' Henjum et al 1994Wigley and Roberts 1994;Jaeger et al 2007;Roedenbeck et al 2007;Spellerberg 1998), invasion by exotic species (Lonsdale and Lane 1994), or increased human access to wildlife habitats (Graham et al 2010), all of which are expected to increase local extinction rates or decrease local recolonization rates.…”

Section: Introductionmentioning

confidence: 99%

Road effects on habitat richness of the Greek Natura 2000 network

Votsi¹,

Mazaris²,

Kallimanis³

et al. 2012

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The road network has both positive and negative ecological effects, and understanding these helps identify environmentally preferable solutions for transportation policy and planning. We investigated the relationship between road density and habitat type richness of Greek protected areas. We used digital vector maps of 214 sites included in the Greek Natura 2000 network. We calculated road density for the terrestrial part of each site and correlated it with habitat type richness. Average road density of protected areas (0.377 km/ km 2 ) was significantly lower than the national road density of Greece (0.446 km/km 2 ). We identified 32 sites that were not intersected by roads. These roadless sites were located at mountain tops, at islets, or in remote coastal zones. Overall we found no significant correlation between road density and habitat type richness. We suggest that the effect of road networks on habitat type richness is less apparent at landscapes with long history of human presence, because the landscape (and its habitat diversity) has coevolved with human activities over the past millennia. Our analysis provides a step towards quantifying the effect of road density on the diversity of habitats and consequently on species of conservation interest in international networks of protected areas such as the European Natura 2000 network.

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Section: Introductionmentioning

confidence: 99%

Road effects on habitat richness of the Greek Natura 2000 network

Votsi¹,

Mazaris²,

Kallimanis³

et al. 2012

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“…During fragmentation, large, continuous fragments are divided resulting in smaller, often isolated, patches that may not be able to maintain viable populations in the long run (Fahrig 2003). Whereas general information on habitat fragmentation is abundant (see Fahrig 2003 for a review), studies exclusively focused on railway-related fragmentation are non-existent, because researchers did not differentiate between railway-and road-related fragmentation, assessing these two different infrastructures as a whole (e.g., Jaeger et al 2007;Girvetz et al 2008;Bruschi et al 2015).…”

Section: Habitat Loss and Fragmentationmentioning

confidence: 99%

Railways as Barriers for Wildlife: Current Knowledge

Barrientos

Borda‐de‐Água

2017

Railway Ecology

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In this chapter we provide practical suggestions, together with examples, to identify, monitor and mitigate railway barrier effects on wildlife, as this is considered one of the railways' greatest impacts. Railways can be both physical and behavioral barriers to wildlife movement, as well as disturbance to populations living close to them. Also, mortality is recognized as an important contribution to the barrier effect. However, the consequences of habitat loss, and fragmentation due to railways alone remain largely unexplored. Barrier effects have mainly been mitigated with wildlife passes, with the effectiveness of this tool being one of the most-studied topics in Railway Ecology. Methods formerly employed to monitor pass usage, such as track beds or video-surveillance, are now being replaced by molecular ones. Among the latter methods, genetic fingerprinting allows individual-based approaches, opening the door to population-scale studies. In fact, genetic sampling allows for the assessment of functional connectivity, which is closely linked to successful reproduction and population viability, variables not necessarily coupled with crossing rates. There is strong evidence that railway verges offer new habitats for generalist species and for opportunistic individuals, a point that deserves to be experimentally explored in order to find wildlife-friendly policies. Preventing animals from crossing (e.g., by fencing), should be reserved for collision hotspots, as it increases barrier effects. Instead, it has been shown that warning signals or pole barriers effectively reduce collisions without increasing barrier effects. In this respect, we argue that computer simulations are a promising field to investigate potential impact scenarios. Finally, we present a protocol to guide planners and managers when assessing barrier effects, with emphasis on monitoring and mitigation strategies.

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“…Technological driving forces, namely introduction of railways at the end of the 19th century, and the use of the automobile after the second World War, spurred urbanisation significantly (antrop, 2004;Jaeger et al, 2007). accessibility became one of the main driving forces, which introduced urbanisation in more remote regions.…”

Section: Agricultural Intensificationmentioning

confidence: 99%

Driving forces of main landscape change processes from past 200 years in Central Europe - differences between old democratic and post-socialist countries

Skokanová

Falťan

Havlíček

2016

Ekológia (Bratislava)

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in Bratislava, Mlynská dolina, ilkovičova 6, 842 15 Bratislava, slovak republic * author for correspondence abstract skokanová H., Falťan v., Havlíček M.: Driving forces of main landscape change processes from past 200 years in Central Europe -differences between old democratic and post-socialist countries. Ekológia (Bratislava), vol. 35, no. 1, p. 50-65, 2016.The article compares and points out differences in driving forces of four main landscape change processes that shaped post-socialist countries and old democratic countries of Central Europe during the last two centuries. studying landscape change processes and corresponding driving forces helps in understanding patterns of present landscape and can help among others in better prediction of future landscape change trends. Here, the presented results are based on review of scientific articles published in peer-reviewed journals between 2000 and 2014. Driving forces affecting these processes were grouped into four categories. Economic forces drove mainly agricultural intensification; agricultural land abandonment and urbanisation and were pronounced especially in the second half of the 20th century and at the beginning of the 21st century. Technological driving forces affected agricultural intensification especially in the 19th century and the second half of the 20th century while cultural driving forces had the biggest impact on urbanisation at the beginning of the 21st century. political driving forces affected agricultural intensification, urbanisation as well as agricultural land abandonment and were pronounced mainly during the second half of the 20th century in the post-socialist countries. political forces in the form of subsidies drove agricultural extensification at the beginning of the 21st century. The drivers for the agricultural intensification as well as urbanisation seem to be similar for both old democratic and post-socialist countries. in contrast, agricultural land abandonment in the old democratic countries was driven by technological, cultural and economic driving forces while in the post-socialist countries the political driving forces were mainly responsible. Changes in systems for subsidies and changes in the agricultural commodity markets are also responsible for different frequencies and rates of extensification of agriculture between the two groups of countries.

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Time Series of Landscape Fragmentation Caused by Transportation Infrastructure and Urban Development: a Case Study from Baden-Württemberg, Germany

Cited by 83 publications

References 40 publications

Road effects on habitat richness of the Greek Natura 2000 network

Road effects on habitat richness of the Greek Natura 2000 network

Railways as Barriers for Wildlife: Current Knowledge

Driving forces of main landscape change processes from past 200 years in Central Europe - differences between old democratic and post-socialist countries

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