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Habitat destruction and overhunting are two major drivers of mammal population declines and extinctions in tropical forests. The construction of roads can be a catalyst for these two threats. In Southeast Asia, the impacts of roads on mammals have not been well-documented at a regional scale. Before evidence-based conservation strategies can be developed to minimize the threat of roads to endangered mammals within this region, we first need to locate where and how roads are contributing to the conversion of their habitats and illegal hunting in each country. We interviewed 36 experts involved in mammal research from seven Southeast Asian countries to identify roads that are contributing the most, in their opinion, to habitat conversion and illegal hunting. Our experts highlighted 16 existing and eight planned roads - these potentially threaten 21% of the 117 endangered terrestrial mammals in those countries. Apart from gathering qualitative evidence from the literature to assess their claims, we demonstrate how species-distribution models, satellite imagery and animal-sign surveys can be used to provide quantitative evidence of roads causing impacts by (1) cutting through habitats where endangered mammals are likely to occur, (2) intensifying forest conversion, and (3) contributing to illegal hunting and wildlife trade. To our knowledge, ours is the first study to identify specific roads threatening endangered mammals in Southeast Asia. Further through highlighting the impacts of roads, we propose 10 measures to limit road impacts in the region.

It is projected that 25 million km of new paved roads will be developed globally by 2050 - enough to encircle the planet more than 600 times. Roughly 90% of new roads will be built in developing nations, frequently in tropical and subtropical regions with high biodiversity and environmental values. Many developing nations are borrowing from international lenders or negotiating access to their natural resources in order to expand their transportation infrastructure. Given the unprecedented pace and extent of these initiatives, it is vital to thoroughly assess the potential consequences of large-scale road and highway projects. In appropriate contexts and locales, new roads can promote sizeable economic and social benefits. If poorly planned or implemented, however, new roads can provoke serious cost overruns, corruption and environmental impacts, while generating sparse economic benefits and intense social and political conflict. Using examples from developing nations, we identify risks that can hinder road projects in wet and dry tropical environments. Such risks, we assert, are often inadequately considered by project proponents, evaluators and the general public, creating a systematic tendency to overestimate project benefits while understating project risks. A more precautionary approach is needed to reduce risks while maximizing benefits of new road projects in the tropics.

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Carbon emissions from drained peatlands converted to agriculture in South-East Asia (i.e., Peninsular Malaysia, Sumatra and Borneo) are globally significant and increasing. Here, we map the growth of South-East Asian peatland agriculture and estimate CO emissions due to peat drainage in relation to official land-use plans with a focus on the reducing emissions from deforestation and degradation (REDD+)-related Indonesian moratorium on granting new concession licences for industrial agriculture and logging. We find that, prior to 2010, 35% of South-East Asian peatlands had been converted to agriculture, principally by smallholder farmers (15% of original peat extent) and industrial oil palm plantations (14%). These conversions resulted in 1.46-6.43 GtCO of emissions between 1990 and 2010. This legacy of historical clearances on deep-peat areas will contribute 51% (4.43-11.45 GtCO ) of projected future peatland CO emissions over the period 2010-2130. In Indonesia, which hosts most of the region's peatland and where concession maps are publicly available, 70% of peatland conversion to agriculture occurred outside of known concessions for industrial plantation development, with smallholders accounting for 60% and industrial oil palm accounting for 34%. Of the remaining Indonesian peat swamp forest (PSF), 45% is not protected, and its conversion would amount to CO emissions equivalent to 0.7%-2.3% (5.14-14.93 Gt) of global fossil fuel and cement emissions released between 1990 and 2010. Of the peatland extent included in the moratorium, 48% was no longer forested, and of the PSF included, 40%-48% is likely to be affected by drainage impacts from agricultural areas and will emit CO over time. We suggest that recent legislation and policy in Indonesia could provide a means of meaningful emission reductions if focused on revised land-use planning, PSF conservation both inside and outside agricultural concessions, and the development of agricultural practices based on rehabilitating peatland hydrological function.