Adaptive design for wildlife crossings N-M Lister et al. 494www.frontiersinecology.org

No abstract

No abstract

No abstract

The proven effectiveness of highway crossing infrastructure to mitigate wildlife-vehicle collisions with large animals has made it a preferred method for increasing motorist and animal safety along road networks around the world. The crossing structures also provide safe passage for small-and medium-sized wildlife. Current methods to build these structures use concrete and steel, which often result in high costs due to the long duration of construction and the heavy machinery required to assemble the materials. Recently, engineers and architects are finding new applications of fiber-reinforced polymer (FRP) composites, due to their high strength-to-weight ratio and low life-cycle costs. This material is better suited to withstand environmental elements and the static and dynamic loads required of wildlife infrastructure. Although carbon and glass fibers along with new synthetic resins are most commonly used, current research suggests an increasing incorporation and use of bio-based and recycled materials. Since FRP bridges are corrosion resistant and hold their structural properties over time, owners of the bridge can benefit by reducing costly and time-consuming maintenance over its lifetime. Adapting FRP bridges for use as wildlife crossing structures can contribute to the long-term goals of improving motorist and passenger safety, conserving wildlife and increasing cost efficiency, while at the same time reducing plastics in landfills.Sustainability 2020, 12, 1557 2 of 15 connectivity for particular species [8]. Although usually more expensive than underpasses [3], overpasses are also frequently chosen by some species [9].The length and the width of overpasses continue to challenge engineers, architects and ecologists. Some overpasses are required to span six or more lanes, including Canada Highway 1 in Yoho National Park and Interstate Highway 90 in the Cascade Mountains of Washington. Some newer designs are anticipated to exceed lengths spanning 10-12 lanes. The proposed wildlife overpass on Highway 101 in Liberty Canyon, California, will require bridge spans up to 60 meters (m) and be the largest wildlife overpass ever built, as seen in Figure 1 [10]. Common widths of overpasses have been designed from 30 to 60 m and even wider. These geometry requirements can result in massive and relatively uneconomical structures. Many existing wildlife overpass structures are constructed to support heavy loads that incorporate excessive backfill to host native habitats, such as forests. This design feature adds substantial weight to the static and environmental loads the structure is required to support. Supporting these loads over multi-lane roadways further results in relatively high costs compared to underpasses or other less-effective mitigation measures. Because of the costs, the siting of these structures is especially challenging as they can only be provided sparingly across a large area where WVCs commonly create safety issues for drivers. Recent price tags for wildlife overpasses near Banff, Alberta, Canada, co...

No abstract

Planning and policy are best done through integrated approaches that holistically address multiple sustainability issues. Climate change and biodiversity loss are two of the most significant issues facing our planet. Accordingly, advancements in integrated sustainability planning and policy require a means for examining how certain strategies and actions may align or conflict with these sustainability imperatives. Here, we enhance the knowledge of integrated approaches for addressing sustainability challenges by developing and applying a framework for examining different planning and policy areas in the context of climate action and biodiversity conservation. As a case study, we used wildlife crossing planning and landscape connectivity policy in Canada, which is currently piecemeal, fragmented, and could benefit from an integrated approach. The study was conducted in two stages. First, we developed an analytical framework for examining issues in the context of climate action and biodiversity conservation co-benefits and trade-offs. Then, we applied the framework to wildlife crossing and landscape connectivity issues to elucidate opportunities and challenges for integrated planning and policy. We used a literature review to develop an integrated climate-biodiversity framework (ICBF). ICBF was subsequently applied to wildlife crossing and landscape connectivity planning and policies in Canada. ICBF maps relationships between climate action and biodiversity conservation co-benefits and trade-offs and is organized into six themes: green space, transportation, green infrastructure, food and agriculture, energy, and land management. Applying ICBF to participant interview data produced insights into opportunities and challenges for integrated approaches to wildlife crossing and landscape connectivity by elucidating potential co-benefits and trade-offs such as alignments between stormwater management and aquatic crossings (i.e., co-benefits) and potential issues related to energy development and habitat fragmentation (i.e., trade-offs). ICBF has application beyond wildlife crossings, and its continual use and refinement will result in a better understanding of how to effectively implement integrated approaches and transition toward sustainable development paths.

No abstract