Railway ecology vs. road ecology: similarities and differences

Scale-dependent landscape variables and linear infrastructures influence smooth newt (Lissotriton vulgaris) abundance in wetlands of a heavily urbanized lake

The degradation of freshwater ecosystems due to land use changes is one of the major driver of global biodiversity loss and amphibian declines with these impacts varying across different spatial scales. Our study aimed to assess how natural and human-modified land affects smooth newt (Lissotriton vulgaris) abundance in the surrounding waterbodies of Lake Balaton, a highly urbanized area. We conducted aquatic trap surveys at 32 wetland sites during the breeding season and quantified land cover within 250, 500, and 1000-m radius buffer zones. We hypothesized that urban land use, cropland, and proximity to roads and railways would negatively correlate with newt abundance, while wetlands areas (marshes, swamps, periodically flooded grasslands) and natural terrestrial habitats (grasslands, forests and woodlands) would positively correlate, with effects varying across spatial scales. N-mixture models were used to analyse survey data, estimating abundance and examining relationships with covariates. Results revealed that wetland cover within a 500-m buffer zone increased newt abundance, probably due to supporting metapopulation connectivity. In contrast, cropland cover within 250 m and proximity to roads and railways negatively affected newt abundance. Conservation efforts should prioritize providing smooth newts with adequate breeding habitats and reducing disturbances from croplands, roads, and railways.

Interspecific interactions disrupted by roads

Roads have pervasive impacts on wildlife, including habitat loss and fragmentation, road mortality, habitat pollution and increased human use of habitats surrounding them. However, the effects of roads on interspecific interactions are less understood. Here we provide a synthesis of the existing literature on how species interactions may be disrupted by roads, identify knowledge gaps, and suggest avenues for future research and conservation management. We conducted a systematic search using the Web of Science database for each species interaction (predation, competition, mutualism, parasitism, commensalism and amensalism). These searches yielded 2144 articles, of which 195 were relevant to our topic. Most of these studies focused on predation (50%) or competition (24%), and less frequently on mutualism (17%) or, parasitism (9%). We found no studies on commensalism or amensalism. Studies were biased towards mammals from high-income countries, with most conducted in the USA (34%) or Canada (18%). Our literature review identified several patterns. First, roads disrupt predator-prey relationships, usually with negative impacts on prey populations. Second, new disturbed habitats created in road corridors often benefit more competitive species, such as invasive species, although some native or endangered species can also thrive there. Third, roads degrade mutualistic interactions like seed dispersal and pollination. Fourth, roads can increase parasitism rates, although the intensity of the alteration is species specific. To reduce the negative impacts of roads on interspecific interactions, we suggest the following management actions: (i) verges should be as wide and heterogenous as possible, as this increases microhabitat diversity, thus enhancing ecosystem services like pollination and seed dispersal; (ii) combining different mowing regimes can increase the complexity of the habitat corridor, enabling it to act as a habitat for more species; (iii) the use of de-icing salts should be gradually reduced and replaced with less harmful products or maintenance practices; (iv) wildlife passes should be implemented in groups to reduce animal concentrations inside them; (v) periodic removal of carcasses from the road to reduce the use of this resource by wildlife; and (vi) implementation of traffic-calming schemes could enhance interspecific interactions like pollination and avoid disruption of predator-prey relationships.

Evaluating tramway infrastructure on biodiversity and ecosystem services

Tramways in urban areas for mass transit has been suggested to have a lower environmental footprint than roads. However, studies on the impact of tramways and the surrounding infrastructure on biodiversity is extremely rare despite the potential ecological effects associated with this anthropogenic feature. Surprisingly, we found fewer than 10 papers published on tramway-wildlife interactions, which is significantly lower (vs dozens of thousands) than that of other transportation methods. As tramways and stations may be managed sustainably by planting short vegetation on the track and roofs of tramway stations, they may be good examples of land-sharing policies in green urban planning, improving both biodiversity and people's well-being. The potential environmental benefits of green practices for commercially available tramways should be strictly tested and applied, especially in the context of the growing popularity of tramway systems worldwide.

The impacts of linear infrastructure on terrestrial vertebrate populations: A trait-based approach

While linear infrastructures, such as roads and power lines, are vital to human development, they may also have negative impacts on wildlife populations up to several kilometres into the surrounding environment (infrastructure-effect zones, IEZs). However, species-specific IEZs are not available for the vast majority of species, hampering global assessments of infrastructure impacts on wildlife. Here, we synthesized 253 studies worldwide to quantify the magnitude and spatial extent of infrastructure impacts on the abundance of 792 vertebrate species. We also identified the extent to which species traits, infrastructure type and habitat modulate IEZs for vertebrate species. Our results reveal contrasting responses across taxa based on the local context and species traits. Carnivorous mammals were generally more abundant in the proximity of infrastructure. In turn, medium- to large-sized non-carnivorous mammals (>1 kg) were less abundant near infrastructure across habitats, while their smaller counterparts were more abundant close to infrastructure in open habitats. Bird abundance was reduced near infrastructure with larger IEZs for non-carnivorous than for carnivorous species. Furthermore, birds experienced larger IEZs in closed (carnivores: ≈130 m, non-carnivores: >1 km) compared to open habitats (carnivores: ≈70 m, non-carnivores: ≈470 m). Reptiles were more abundant near infrastructure in closed habitats but not in open habitats where abundances were reduced within an IEZ of ≈90 m. Finally, IEZs were relatively small in amphibians (<30 m). These results indicate that infrastructure impact assessments should differentiate IEZs across species and local contexts in order to capture the variety of responses to infrastructure. Our trait-based synthetic approach can be applied in large-scale assessments of the impacts of current and future infrastructure developments across multiple species, including those for which infrastructure responses are not known from empirical data.

Ungulates and trains - Factors influencing flight responses and detectability

Wildlife-train collisions can have deleterious effects on local wildlife populations and come with high socio-economic costs, such as damages, delays, and psychological distress. In this study, we explored two major components of wildlife-train collisions: the response of wildlife to oncoming trains and the detection of wildlife by drivers. Using dashboard cameras, we explored the flight response of roe deer (Capreolus capreolus) and moose (Alces alces) to oncoming trains and explored which factors, such as lighting and physical obstructions, affect their detection by drivers. In a majority of cases, roe deer and moose fled from an oncoming train, at an average flight initiation distance (FID) of 78 m and 79 m respectively. Warning horns had unexpected influences on flight behaviour. While roe deer initiated flight, on average, 44 m further away from the train when warned, they usually fled towards the tracks, in the direction of danger. FID of moose, however, was unaffected by the use of a warning horn. As train speed increased, moose had a lower FID, but roe deer FID did not change. Finally, detection of wildlife was obstructed by the presence of vegetation and uneven terrain in the rail-side verge, which could increase the risk of collisions. Our results indicate the need for early detection and warning of wildlife to reduce the risk of collisions. We propose that detection systems should include thermal cameras to allow detection behind vegetation and in the dark, and warning systems should use cues early to warn of oncoming trains and allow wildlife to escape the railway corridor safely.

Influence of infrastructure, ecology, and underpass-dimensions on multi-year use of Standard Gauge Railway underpasses by mammals in Tsavo, Kenya

Rail and road infrastructure is essential for economic growth and development but can cause a gradual loss in biodiversity and degradation of ecosystem function and services. We assessed the influence of underpass dimensions, fencing, proximity to water and roads, Normalized Difference Vegetation Index (NDVI), presence of other species and livestock on underpass use by large and medium-sized mammals. Results revealed hyenas and leopards used the underpasses more than expected whereas giraffes and antelopes used the underpasses less than expected. Generalized linear mixed-effects models revealed that underpass height influenced use by wildlife, with several species preferring to use taller underpasses. Electric fencing increased underpass use by funneling species towards underpasses, except for elephants and black-backed jackal for which it reduced underpass passage. We also found that the use of underpasses by livestock reduced the probability of use by nearly 50% for wildlife species. Carnivore species were more likely to cross underpasses used by their prey. Buffalo, livestock, and hyenas used underpasses characterized by vegetation with higher NDVI and near water sources while baboons, dik-diks and antelope avoided underpasses with high NDVI. Our findings suggest a need for diverse and comprehensive approaches for mitigating the negative impacts of rail on African wildlife.

A test of wildlife warning reflectors as a way to reduce risk of wildlife-train collisions

Looking for an effective method to reduce risk of animal-train collisions, we tested the system of wildlife warning reflectors, a method usually used on roads. The research was conducted in central Poland, along a 2.1 km stretch of the E65 railway line near Warsaw, during eight months, in the years 2010–2011. For six months of a test period, the reflectors were uncovered (active) and, for the next two months of the control period, they were covered (non-active). Digital cameras were used to register animal reactions to trains 24-hours per day. We compared the probability of escape (escape = 1; no reaction = 0) from an oncoming train during test and control periods of the research, in different parts of a day (i.e. day vs. night) and compared escape time of roe deer between day and night and with reflectors covered and uncovered. Roe deer (Capreolus capreolus), red fox (Vulpes vulpes) and brown hare (Lepus europaeus) were observed most often (702 observations in total). The status of reflectors (covered/uncovered) did not influence the probability of animals’ escape from an oncoming train. The only factors that affected the probability of escape were animal species and time of a day. Of the three species, roe deer was most likely to escape from an oncoming train (89% of probability at day and 52% during night, pooled data for covered and uncovered reflectors). Timing of roe deer escape from an oncoming train did not differ between day (6.4 seconds) and night, with either reflectors covered (7.5 seconds) or uncovered (4.6 seconds). The results indicated that wildlife warning reflectors were not effective to modify animal behaviour and to reduce risk of animal-train collisions.

A scoping review of freight rail noise and vibration impacts on domestic animal health and welfare

Multiple benefits of freight rail activity have been shown for commercial agribusiness, yet the effects of freight rail-related noise and vibration on domestic livestock health and welfare has so far received little research attention. This scoping review examines peerreviewed and grey literature addressing associations between freight rail noise, vibration and impacts on domestic livestock. Six databases (Scopus, Science Direct, SAGE, TRID, SPARK, ARRB) were searched for relevant literature published from 1980–2019. PRISMA search procedures were used to identify 28 publications relevant to domestic livestock, as well as noise or vibration impact of rail applicable to the freight rail context. Included publications addressed a range of livestock and related species, covering descriptive, review, and experimental findings on noise and vibration impacts. Five publications addressed vibration effects, and 23 addressed noise effects. Effects of noise and vibration on different species indicated that adverse effects vary depending on exposure intensity. The literature indicates that specific thresholds for noise and vibration exposure should be considered when managing freight rail impacts on commercial agribusiness involving avian and mammalian species. Freight rail noise and vibration likely exceeds thresholds for discomfort and harm for avian and mammalian species. Future research should consider case studies that specifically focus on integrating freight rail noise and vibration data to derive species-specific guides for animal health and welfare purposes.

Tin and Antimony as Soil Pollutants along Railway Lines—A Case Study from North-Western Croatia

The aim of this study was to determine the extent and patterns of antimony and tin contamination in soils along railway lines, as there are very few data in the literature on this subject. The study was conducted in north-western Croatia. Total and bioavailable concentrations of Sn and Sb were detected using high resolution inductively coupled plasma mass spectrometry (HR-ICP-MS). The following results were obtained: total concentrations of Sb ranged from 0.98 to 52.0 mg/kg and of Sn from 3.04 mg/kg to 97.6 mg/kg. The soil samples showed pronounced Sb and Sn enrichment, up to 87 and 33 times the median value for European soils, respectively. In contrast to the total concentrations, the bioavailable concentrations showed relatively low values. For Sn, the percentage of total content ranged from 0.001 to 0.021%, while for Sb it ranged from 0.001 to 0.136%. Statistical data analysis suggests that the distribution of Sb and Sn in soils near railway lines is influenced by the functional use of the site, distance from the tracks, topography, age of the railway line, and also by soil properties such as soil texture, humus content, and soil pH. This study demonstrates that rail transport is a source of soil pollution with Sn and Sb. The origin of Sb and Sn enrichment is abrasion by brakes, rails, wheels, freight losses, exhaust gasses, etc. Both elements in soils along railway lines pose an environmental risk to humans, agricultural production, and wildlife, and therefore further detailed studies are required.

Passing rail traffic reduces bat activity

Rail transport is expanding, with a global increase in infrastructure of up to one-third predicted by 2050. Greater reliance on rail is expected to benefit the environment at a planetary level, by mitigating transport-related carbon emissions. However, smaller-scale, more direct consequences for wildlife are unclear, as unlike roads, railway impacts on animal ecology are rarely studied. As a group, bats frequently interact with transport networks due to their broad distribution and landscape-scale movements. Additionally, their nocturnality, and use of echolocation mean bats are likely to be affected by light and noise emitted by trains. To investigate whether passing trains affect bat activity levels, we monitored the two most abundant UK species using ultrasonic detectors at 12 wooded rail-side sites in southern England. Activity fell by ≥ 30-50% each time a train passed, for at least two minutes. Consequently, activity was reduced for no less than one-fifth of the time at sites with median rail traffic, and two-thirds or more of the time at the busiest site. Such activity changes imply repeated evasive action and/or exclusion from otherwise favourable environments, with potential for corresponding opportunity or energetic costs. Hence, disturbance by passing trains may disadvantage bats in most rail-side habitats.

Mapping the Relative Habitat Quality Values for the Burrowing Owls (Athene cunicularia) of the Canadian Prairies Using an Innovative Parameterization Approach in the InVEST HQ Module

The range and population of Burrowing Owls (BOs) are declining in the Canadian Prairies. Multiple anthropogenic sources of degradation (threat) are attributed to this trend. Yet, the cumulative degradation caused by these sources has not been quantified across this landscape. Using the InVEST Habitat Quality (HQ) module and a novel approach to parameterize the relative sensitivity scores in this framework, we quantified, mapped, and evaluated the relative HQ values for these species in the prairies. The results illustrate significant differences in the HQ values between the current range and areas within the historical range of these species that do not spatially intersect with their current spatial extent. However, the variations of HQ values are not statistically significant under the different spatial scenarios considered across the current breeding grounds. Nevertheless, the results within the specific land use/cover categories illustrate meaningful variations in the HQ values across the current range of these species. Our findings suggest that the existing declining trends could only be attributed to the synergistic impact of the considered threats and other factors undermining the essential ecological processes for these birds. The results also highlight the importance of expanding the spatial extent of the existing conservation measures to prevent further loss of these charismatic migratory birds from the prairie landscape. A good starting point is to consider the HQ change index, a measure defined to illustrate the relative habitat degradation under different sources of degradation. Further studies are still required to determine the spatiotemporal impacts of all sources of degradation on the habitat of these endangered species in Canada and across their global range.

Railway mortality for several mammal species increases with train speed, proximity to water, and track curvature

Railways are a major source of direct mortality for many populations of large mammals, but they have been less studied or mitigated than roads. We evaluated temporal and spatial factors affecting mortality risk using 646 railway mortality incidents for 11 mammal species collected over 24 years throughout Banff and Yoho National Parks, Canada. We divided species into three guilds (bears, other carnivores, and ungulates), compared site attributes of topography, land cover, and train operation between mortality and paired random locations at four spatial scales, and described temporal patterns or mortality. Mortality risk increased across multiple guilds and spatial scales with maximum train speed and higher track curvature, both suggesting problems with train detection, and in areas with high proximity to and amount of water, both suggesting limitations to animal movement. Mortality risk was also correlated, but more varied among guilds and spatial scales, with shrub cover, topographic complexity, and proximity to sidings and roads. Seasonally, mortality rates were highest in winter for ungulates and other carnivores, and in late spring for bears, respectively. Our results suggest that effective mitigation could address train speed or detectability by wildlife, especially at sites with high track curvature that are near water or attractive habitat.

The effect of railways on bird diversity in farmland

With a length exceeding 210,000 km in Europe, railways are common linear features dissecting landscapes. However, the impact of railway networks on biodiversity is equivocal. In this study, we investigated the effect of railway embankments on bird diversity components in an agricultural landscape in southern Poland. Forty transects including 20 along railways and 20 as controls in open fields were established. Birds were counted twice in 2009, and environmental characteristics were estimated for each transect. Ordination techniques and generalized additive models were used to compare species composition, richness, abundance, conservation status, population trends and phylogenetic and functional diversity indices between railway and field transects. Species richness and phylogenetic diversity but not abundance nor functional diversity were higher along railway transects than along field transects. Diversity indices near railways, mostly species richness and phylogenetic diversity, were positively associated with bush cover, wet meadow cover, wetland cover and the slope of the railway but negatively associated with dry meadow cover and field cover. Our study shows that railway embankments may be beneficial for bird diversity but probably do not alter the functional properties of bird communities as much as open fields. Proper management of these linear habitats may increase their value for birds and contribute to long-term bird community persistence.

Spatial Response to Linear Infrastructures by the Endangered Golden Lion Tamarin

Linear infrastructures are a primary driver of economic development. However, they also can negatively affect wildlife by mortality and the barrier effect. In this paper, we address how paved and unpaved roads, high-tension power lines, and gas/oil pipelines affect home range size, core areas, and movement in an endangered primate, the golden lion tamarin (GLT). Location data were recorded using radio telemetry on 16 groups in two protected areas and in privately owned forest fragments. The GLT’s home range, not core area, increased in size for the groups that occupied locations far from linear infrastructures; home range was also significantly influenced by available forest size. None of the home ranges contained a road, but home ranges did contain power lines. GLTs used the surrounding landscape near all types of infrastructure. Movement analysis showed that most of the step lengths (distances between subsequent locations) were less than 100 m between two consecutive locations, but step length was longer for roads and longer for groups in fully forested habitats. Tamarins avoided paved roads when in close proximity to this type of infrastructure; this behavior increased in areas without adequate adjacent forest habitat. Our results show that linear infrastructures differ in their level of impact: roads can act as a barrier, whereas other types of infrastructure have minimal effect on movement and home range. We discuss these differences in impact in terms of structure, maintenance schedules, and edge effects of infrastructure.