Kilometers Of Roads Research Articles

Leaving Problematic Assets Behind: Lessons from Post-tsunami Reconstruction in Aceh

Tsunami shaken the Indian Ocean in 2004 as the fourth-largest earthquake in a century erupted underwater off the Indonesian province of Aceh. Killing 227.898 people across 14 countries, with Indonesia, Sri Lanka, India, and Thailand the hardest hit. Aceh was struggling under more than 30 years of armed conflict whilst facing one of the deadliest natural disasters in modern history. As a blessing in disguise, the post-tsunami reconstruction has opened many opportunities for Aceh: ending the long civil war and receiving aid predicted as much as US$ 6.1 billion. The Indonesia government claimed to have built more than 120.000 homes, 3.500 kilometers of roads, 266 bridges, 20 ports, 12 airports, 954 health facilities, 1.450 school buildings, and 979 public offices. This paper’s objective is to discuss the problem found in those assets to have complete lessons learned perspective. Secondary data was analyzed from the final report of Transition Unit - a temporary body assisting the Aceh Provincial Government during the transition period before reconstruction is officially closed in 2009. This study focused on public buildings under the Aceh Provincial Government that received the highest number of assets. Major problem found: the local government is not prepared to manage large public assets; lack of mutual understanding between local governments and central government; and many assets does not fulfill administration requirement by the Indonesia construction regulations. Types of problematic assets left are: no official documents, unclear ownership, unclear maintenance budget, already damaged, not utilize, and some assets still not finish. These findings may impact the sustainability of the public buildings and may increase the vulnerability factor in facing disaster in the future.

Levantamento e potencial de plantio da arborização de calçadas em vias públicas da área urbana de Ponta Grossa, PR

Urban afforestation provides a series of social, environmental, and economic benefits. Due to its importance for the quality of urban life, knowledge of the arboreal heritage offers subsidies for the public authorities to develop and improve management plans for urban afforestation. The goal was to survey the spatial distribution and estimate the potential for planting trees on streets in the urban area of Ponta Grossa, a medium-sized city in southern Brazil. Through visual analysis with the support of high-resolution images from the Pleiades sensor, as well as fieldwork in some places, it was estimated the number of trees per kilometer of road. It was observed 28,925 trees and the potential for planting 64,122 trees. Thus, there is a deficit of 35,197 trees. As it was obtained 22.52 trees/km on average, it arises a ‘very high’ level of attention. So, these data provide subsidies for the development of an urban forestation plan that contemplates street forestation

Hacer el estado: carreteras, conflicto y órdenes locales en los territorios de las FARC

In August of 2017, as part of the Peace Accords with the Colombian government, the Fuerzas Armadas Revolucionarias de Colombia (FARC) presented an extensive list of assets to be destined toward the victims of the armed conflict. It included approximately 3,700 kilometers of roads, most of them located in areas of influence of this guerrilla group. In this article, we investigate the type of actors, collaborations, power relations and technologies that made the construction of roads possible in Puerto Guzmán, an Amazonian municipality with a prolonged FARC presence. We argue that the construction and transformation of these infrastructures over time enables us to understand the state as a co-production involving different dynamics and actors, including some antagonistic to the state order.

Economic Evaluation of Agrarian Reform Beneficiaries in Agrarian Reform Communities in Nueva Ecija

This study was conducted in two Agrarian Reform Communities (ARCs) in Nueva Ecija: one in San Ricardo, Talavera and the other in Alalay Grande, Lupao to evaluate the status of the Agrarian Reform Beneficiaries (ARBs) in the area. The specific objectives of the study were to; (1) evaluate and ascertain the status of ARBs; (2) describe the socio–demographic characteristics of the ARBs and the support services implemented in the ARCs; (3) ascertain the current status of ARBs in relation to landownership and tenure; (4) determine the current use of their lands and the benefits obtained by the ARBs, and (5) identify the problems encountered by the farmers-beneficiaries in relation to CARP and the ARC approaches. Based on the results, Alalay Grande ARBs were older, having small farm size and had same household size with San Ricardo. For both groups, most were full owners of the land they till and the common source of irrigation in San Ricardo was the NIA irrigation system while in Alalay Grande farms were mainly rainfed. As to the support services implemented in the ARCs, particularly in terms of physical infrastructure in the UNLAD BUHAY ARC, more than seven kilometers of road was built consisting of one road from Bantug Hacienda to Sibul and another road from Bantug Hacienda to San Ricardo. The UNLAD BUHAY ARC was also a recipient of one unit warehouse, one unit rice mill, and one unit truck (forward). In terms of technology services, a dairy processing plant is currently operated at San Ricardo. Unlad Saka technology involving off–season vegetables and integrated farming were also being practiced in the ARC. The credit support services include provision of Crop Production Loan (CPL) where the terms and condition include assignment of crop produce for those loans without collateral, for collateralized loan, a twelve percent interest for 180 days period and a rebate of two percent is given to farmers if payment is made before due date plus automatic crop insurance. Marketing promotion of products is done through trade fair initiated by Department of Agrarian Reform (DAR). In terms of current status, the ARBs of San Ricardo consist of 17 (53%) full–owners, three (9%) have already pawned–out their lands, while six (19%) have sold–out their lands, and six (19%) have fragmented their lands to their heirs. One (3%) has not yet received his Emancipation Patent (EP) title. While in Alalay Grande, 19 (38%) ARBs are full–owners, 12 (24%) are leaseholders, and 19 (38%) have fragmented their lands, and a significant number of ARBs about eight (16%) have not received yet their EP covering a total area of 41.9 has. All twelve leaseholders (24%) have received their leaseholder contracts with landowners. Generally, in terms of current use of land, San Ricardo ARBs has a total farm area of 68.4 has. while it was 108.4 has. for Alalay Grande ARBs. All farm areas are agricultural lands and rice is the primary crop planted thus, both brgys. utilized rice–rice cropping pattern. Most farmers planted high yielding varieties, such as IR-64 and PSBRc 82. The sources of seeds are mainly from the Department of Agriculture (DA) in San Ricardo while in Alalay Grande the sources of seeds are mainly from their own produce. As to seed class, most of the ARBs utilized certified seeds because they believed they are assured of good yield from utilizing such seeds. There were also problems encountered in relation to land ownership and tenure. In San Ricardo, one (3%) of the ARBs encountered erroneous EP issuance and another one has not yet received his EP title. In Alalay Grande, eight (16%) of ARBs have not yet received their EP titles. Erroneous EP issuances were due to wrong names of ARBs or spouse, and wrong area/hectarage entry. The results of t-test analysis showed that yield (cavan), gross return, cost of material inputs, cost of labor, other cost, net return, return to labor, return to current material input, return per peso spent, and net profit margin are significant hence, confirming the benefits obtained by the ARBs from the land awarded to them under CARP. The results further support the hypothesis that ARBs gained thru production and profit from their farms. The ARC approach is important for ARBs to maximize the benefits from their lands. However, problems relating to its implementation must be addressed by concerned agencies to reap the full benefits of the support services intended for ARBs.

Utilization of Sentinel-1 satellite imagery data to support land subsidence analysis in DKI Jakarta, Indonesia

Land subsidence had been a significant problem in DKI Jakarta and Semarang, with at least 20 kilometres of roads affected. Repairing them will require at least US $ 1 million per kilometre. Land subsidence monitoring has been carried out using terrestrial methods (GPS and levelling), which are believed to have a high degree of accuracy. The high accuracy of the terrestrial method results in a lack of precision over a large area. On the other hand, remote sensing technology as a non-terrestrial method has developed to monitor land subsidence which can produce high precision over a large area. This study aimed to test the Sentinel-1 satellite data using the Differential Interferometric Synthetic Aperture Radar (DInSAR) method in monitoring land subsidence in DKI Jakarta. DInSAR is a method in Remote Sensing that utilizes radar sensors to analyze the phase differences of a SAR data pair that have different times of capture and have been catalogued to obtain displacement along the area of collection. The results showed that the North Jakarta area experienced the highest land subsidence in the entire Jakarta area. The annual average rate from 2017-2019 is 3.4 cm. The value of 3.4 cm is the average value of all samples in the North Jakarta area. The second area where high land subsidence is West Jakarta, where the maximum amount value of subsidence is 2.8 cm. The accuracy-test results with the MONAS test point showed that the difference between field data and DInSAR results was ± 6.5 cm. The results of this research indicate that the DInSAR method is quite capable of describing land subsidence in the DKI Jakarta area with a relatively good level of precision.

A highway to hell: a proposed, inessential, 6-lane highway (NH173) that threatens the forest and wildlife corridors of the Western Ghats, India

A globally, extensive road network combined with increasing vehicular traffic poses a significant threat to local wildlife, environment, economy, and socio-politics. India, with nearly 5.9 million kilometers of road, has the second-highest road network in the world; and has plans to exponentially increase its national highways. In this study, we use a combination of collation of official documents, literature review, and GIS mapping to outline the possible environmental and socio-economic impacts caused by a proposed 6-lane national highway (NH 173). This highway is set to cut through the low elevation evergreen forests of the central Western Ghats between Mudigere and Nelliyadi towns of Chikkamagaluru and Dakshina Kannada districts, of Karnataka State, respectively. We further outline the insignificance of the project and recommend workable alternatives that could be considered in the wider public’s interest.

Estimation of emission of tire wear particles (TWPs) in Korea

Tire wear particles (TWPs) were one of the source categories of microplastics, and some countries consider it the largest. In the case of Korea, the number of vehicles per a kilometer of road is the highest among 30 OECD countries. Therefore, the concentration of TWPs is considered high. This study aims to estimate TWPs emission factor by using warranty period of tire, driving distance per vehicle per day, weight of tire, and ratio of weight loss of tire, and then, suggests TWPs emission amount by using annual driving distance and emission factor of TWPs of each type of vehicle.As a result, the emission factor of TWPs in Korea appeared as in the following: 45–57 mg/vehicle·km (average 51.1 mg/vehicle·km) for passenger cars, 224 mg/vehicle·km for lightweight trucks, 799 mg/vehicle·km for buses, and 949 mg/vehicle·km for heavyweight trucks. The total amount of TWPs to be generated in a year was calculated as 51,795–54,581 tonnes/year (average 53,188 tonnes/year). The amount of TWPs appeared in the order of heavyweight trucks, buses, passenger cars, and lightweight trucks; the contribution of tires of each type of vehicles, to the emitted amount of TWPs, appeared with insignificant differences.

Assyrian Trade Colonies Era in Anatolıa

Anadolu tarihi açısından Asur Ticaret Kolonileri Çağı ayrı bir öneme sahiptir. Bu çağda Anadolu’ya yazı gelmiş ve uygarlığın gelişiminde çok önemli bir aşama olan tarihsel süreç böylece başlamıştır. Karum ve Wabartum adı verilen iki önemli ticaret merkezinden oluşmaktadır. Kaneş, Hattuş ve Alişar tablet bulunan en önemli üç merkezdir. Kaneş, Anadolu’da bulunan tüm koloniler için aynı zamanda bir merkez konumundadır. Ticaretin temelini Asur’dan Anadolu’ya kalay ve dokuma ürünleri ile Anadolu’dan Asur’a yapılan altın, gümüş ve bakır ihracatı oluşturur. M.Ö. 1945-1730 yılları arasını kapsayan bu dönem dört tabaka meydana getirmiştir. Bu tabakalardan arkeolojik belgeler yanında yazılı tabletler de çıkarılmıştır. Tabletler II ve 1b tabakalarında bulunmuştur. Tüccarlar ticaret mallarını genellikle eşekler yoluyla taşırlardı. Bu eşekler yaklaşık 1000 kilometrelik yolu takriben 10 haftada alıyorlardı. Bağımsız olarak yola çıkan kervanlar yolda bir araya gelerek konvoylar oluşturmaktaydılar. Asur ile Anadolu arasında gelip giden bu kervanlar genellikle 3 anayol üzerinde hareket etmekteydiler. Asur ile Anadolu arasında yapılan ticaret çeşitli kalem vergilerle yerli beylere ve Asur’a önemli bir gelir sağlıyordu. Ticareti yasaklanmış olan veya kısıtlanan malları alıp satmak yoluyla kaçakçılık yapıldığını da görmekteyiz. Asur’dan Anadolu’ya uzanan bu ticaret ağı sayesinde, Anadolu’da yazıya geçilmiş ve böylece Anadolu’da tarih başlamıştır. Bu açıdan bakıldığında Asur Ticaret Kolonileri Çağı’nın Anadolu için önemi çok daha iyi anlaşılmaktadır.

Exploring Dockless Bikeshare Usage: A Case Study of Beijing, China

The rapid emergence of dockless bikeshare systems has had a considerable influence on individuals’ daily mobility patterns. However, information is still limited regarding the role that sociodemographics, social environments, travel attitudes and the built environment play on the adoption and usage of dockless bikeshare systems. To gain insight into what influences individuals to start and continue to use dockless bikeshare systems, this study sets out to assess the influential factors that are related to individuals’ initial adoption and frequency of usage of this transportation mode. A survey was conducted among the residents of Beijing to assess their usage of dockless bikeshare systems. A binary logistic regression is employed to assess travel mode adoption, and a set of hurdle negative binominal regressions is used to assess the travel frequency for four trip purposes. The results reveal that dockless bikeshare systems are more popular among younger, higher educated, or median-income groups and appear to be gender-independent. The total number of kilometers of roads within an individual’s neighborhood was reported to be positively associated with having higher odds of dockless bikeshare adoption, while the total length of bicycle paths does not show a significant relationship. Having a pro-bicycle attitude was found to play a strong positive role in deciding whether to use the dockless bikeshare system initially, but it became less important in determining bikeshare users’ frequency of usage. Finally, this study confirms that it is relevant to consider various trip purposes when exploring individuals’ travel behavior and dockless bikeshare usage.

Traffic accidents costs on state roads of the first order

The cost of accidents is one of the basic segments of economic evaluation. In addition, the cost of accidents represents a significant financial burden for each budget. By knowing the cost of traffic accidents for each road, it is possible to determine which roads have the highest cost of traffic accidents, ie on which roads would give the best results in terms of improving the level of traffic safety and reducing the cost of traffic accidents. The paper presents the calculation of traffic accident costs for all roads of the first order in the Republic of Serbia, and separately identifies the costs per kilometer of road.

Evaluating of the system of institutional medical care organization for road accident injured in the subject of the Russian Federation

We examine organization of institutional medical care for road accident injured and validate strategies of improvement in the subject of the Russian Federation. Road accidents are one of the crucial reasons of premature mortality, which cause great demographic and social-economic damage. The leading way in global best practices is making traumatologic systems, which also proceeds in the Russian Federation. The research is done in Stavropol region, which possess more than20,1 thousand kilometres of roads. Institutional medical care for road accident injured is provided by 2 traumatologic centres of I level, 3 of II level, 15 of III level. In 2014 the number of injured taken into centres was 3595, in 2017 - 3185. Hospital lethality rate decreased from 4,9% (n=179) in 2014 to 3,7% (n=117) in 2017. However, in 2014 the rate of injured taken into centres of I and II levels was about 37,1%, in 2017 - 46,7% (aimed rate 82%). Complex approach, which includes analyses of location, resource supply, rate of medical centres work and results of the expertise of the provided medical care revealed great shortages in medical care organisation for road accident injured not only in certain centres, but also in the subject in general. Strategies of improvement of institutional medical care for road accident injured are validated in the subject of the Russian Federation (Stavropol region). That includes expanding traumatologic centres network, accreditation of existing traumatologic centres, creating a supplementary sheet for injured in road accident.

Road Crossings Increase Methane Emissions From Adjacent Peatland

AbstractWe conducted a multi‐year study in two boreal peatlands to determine the impacts of resource access roads on methane (CH4) emission from adjacent peatland. Data were collected from transects aligned perpendicular to, and on both sides of two roads, one cutting through a bog and one cutting through a fen and from reference areas at each peatland. During the growing seasons of 2016 and 2017, we measured CH4 flux, water table, and peat temperature every second week. At the bog, the road associated impacts (changes to water table, peat temperature, and vegetation cover) were visible up to 20 m on both sides of the road (disturbed areas) with CH4 emission from disturbed areas being significantly higher compared to the reference areas in both years. There were no significant differences in CH4 emissions from disturbed areas compared to reference areas at the fen due to the limited hydrologic impact of the road crossing at this site. Bog plots located upstream of the road on transects located at >20 m from culverts and closer to the road emitted significantly more CH4 (124.6‐mg CH4·m−2·day−1) than other disturbed (10.2 mg CH4·m−2·day‐1) and reference areas (0.7‐mg CH4·m−2·day−1) due to shallower water table and warmer peat temperature. The road induced CH4 emissions (90.8 and 212.2 kg CH4/year for each kilometer of road, in 2016 and 2017, respectively) indicated that road construction across peatlands enhances CH4 emissions from these ecosystems, creating an additional source of anthropogenic greenhouse gas.

Relación entre la demanda de transporte y el crecimiento económico: Análisis dinámico mediante el uso del modelo ARDL

El objetivo del presente artículo es analizar la relación entre la demanda de transporte y el crecimiento económico en el Perú. Para ello se realiza la prueba de no causalidad de Toda y Yamamoto seguido de la estimación de un Modelo Autorregresivo de Rezago Distribuido (ARDL) que analiza las variables de demanda de la infraestructura aeroportuaria, ferroviaria, portuaria, así como los kilómetros pavimentados de carreteras a nivel nacional con el crecimiento económico. Los resultados muestran que es el crecimiento económico el que impulsa la demanda de transporte, con excepción de la demanda aeroportuaria en donde se encontró una relación de causalidad bidireccional entre la demanda de pasajeros y de carga con el crecimiento económico. De esta manera, ante un incremento de 1% en el Producto Bruto Interno (PIB) la demanda de carga aeroportuaria incrementa en 0,728%, la demanda de pasajeros aeroportuarios en 2,536%, los de kilómetros pavimentados de carreteras en 1,324%; y la demanda de pasajeros ferroviarios así como la demanda de carga portuaria se incrementan en 0,571% y 1,243%, respectivamente. Por su parte, un incremento de 1% en la demanda aeroportuaria de carga genera un incremento de 0,778% en el PIB, mientras que un incremento en la demanda de pasajeros en 1% conlleva a un aumento de 0,334% en el PIB. Por otro lado, se encontró evidencia que las Asociaciones Público Privadas en carreteras han generado un impacto positivo y significativo en la economía.

Crash severity analysis of nighttime and daytime highway work zone crashes.

IntroductionEgypt’s National Road Project is a large infrastructure project which presently aims to upgrade 2500 kilometers of road networks as well as construct 4000 kilometers of new roads to meet today’s need. This leads to an increase in the number of work zones on highways and therefore a rise in hazardous traffic conditions. This is why highways agencies are shifting towards night construction in order to reduce the adverse traffic impacts on the public. Although many studies have investigated work zone crashes, only a few studies provide comparative analysis of the difference between nighttime and daytime work zone crashes.MethodsData from Egyptian long-term highway work zone projects between 2010 and 2016 are studied with respect to the difference in injury severity between nighttime and daytime crashes by using separate mixed logit models.ResultsThe results indicate that significant differences exist between factors contributing to injury severity. Four variables are found significant only in the nighttime model and four other variables significant in the daytime model. The results show that older and male drivers, the number of lane closures, sidewise crashes, and rainy weather have opposite effects on injury severity in nighttime and daytime crashes. The findings presented in this paper could serve as an aid for transportation agencies in development of efficient measures to improve safety in work zones.

Intermodal Container Routing: Integrating Long-Haul Routing and Local Drayage Decisions

Intermodal logistics service providers decide on the routing of demand through their service network. Long-haul routing decisions determine the selected departure and arrival terminals for containers and imply corresponding drayage tasks. Traditionally, given these long-haul routes and fixed drayage tasks, drayage operations are planned in a second phase by establishing truck routes to transport containers to and from terminals by truck. In this paper, operational decisions on local drayage routing in large-volume freight regions with multiple terminals on the one hand, and intermodal long-haul routing on the other hand are merged into an integrated intermodal routing problem. Different long-haul routing decisions imply different drayage tasks to be performed and thus impact total trucking costs. The approach aims at reducing the number of road kilometres and increases bundling opportunities by maximising the long-haul capacity utilisation. In this way, it contributes to the modal shift towards intermodal transport and a more sustainable transport system. As a weekly planning horizon is used, a maximum daily active time and a minimum overnight’s rest are included for multi-day drayage routing. A large neighbourhood search heuristic is proposed to solve the integrated intermodal routing problem. This integrated planning approach provides decision support for routing customer orders throughout the intermodal network with the aim of minimising total transport costs and maximising capacity utilisation. Experiments show the added value of the integrated approach, which uses more information to make better-informed decisions and increase the capacity utilisation. The largest savings in trucking costs are obtained for clustered instances with demand characteristics closest to real-life cases. Finally, a real-life case study analyses the impact of tactical service network design decisions on the total operational costs.

The India of Things: Tata Communications' countrywide IoT network aims to improve traffic, manufacturing, and health care

The 20 million residents of mumbai slog through monstrous traffic jams during monsoon season. The heavy rains that last from June until August frequently choke off the flow of traffic through India's most populous city, leaving millions of Mumbaikars seething in their cars after a workday. • Though it's particularly bad during monsoon season, Mumbai's traffic is awful even on sunny days. And meanwhile, the number of vehicles in the city continues to grow. In 2012, there were just 2 million cars, scooters, and auto-rickshaws in Mumbai. Four years later, at the end of 2016 (the most recent year for which data is available), there were 3 million. • City planners are struggling to keep up. The city's total road length- about 2,000 kilometers-has remained stagnant over the years. More vehicles, crowded onto the same length of road, means that there are now more than 1,500 vehicles per kilometer of road. That's even worse than Los Angeles-infamous for its bad traffic-which, despite having far more cars (almost 6.5 million), has only about 600 vehicles per kilometer.

Using forensic geochemistry via fish otoliths to investigate an illegal fish introduction

Illegal fish introductions create some of the most challenging problems for resource managers because of their potential to harm existing recreational fisheries and their impact on species of conservation concern. Determining the origin of a suspected illegal fish introduction can aid managers in preventing the colonization and subsequent ecosystem impacts of introduced species. In this study, we used forensic geochemistry via fish otoliths to investigate an illegal walleye (Sander vitreus) introduction in Swan Lake, Montana, which provides critical habitat for threatened bull trout (Salvelinus confluentus) and native westslope cutthroat trout (Oncorhynchus clarkii). Core to edge geochemical profiles of 87Sr/86Sr and Sr/Ca ratios in the walleye otoliths revealed that these fish had been introduced to Swan Lake within the past growing season, and their geochemical signature matched that of walleye sampled from Lake Helena, Montana, located 309 road kilometres away. This research highlights application of a tool fisheries managers can use to identify the natal waterbody source of illegally introduced fish.

Spatial Variation of Injury Risk in a Metropolitan Area, According to Home Location, Transportation Mode, Distance Travelled and Route

At the route level, traffic volume and road geometry greatly influence the risk of injury. At the state or country level, population rates of road injuries vary according to household density and transportation mode. This study aims to integrate these two perspectives to describe the spatial variation of injury risk according to home location within a metropolitan area. Police reports (2006-2010) provided injury data (e.g. crash location). Population trips, travel mode and routes were estimated using a representative Origin-Destination Survey (2008) for the entire Montreal Metropolitan area. Home location for each individual was classified into population density quintiles, using property assessment rolls. Regression models were developed to estimate the number of car occupant, bus occupant and pedestrian injuries, accounting for exposure to traffic as well as road geometry. These models were applied to predict the risk associated with each road, intersection and highway and then accumulated throughout each trip. Results show that in the densest sector, injuries per kilometre of road are six times greater compared to the least dense one. At intersections, road segments and on highways, the number of injuries is strongly associated with traffic volume and proxies of vehicle speed. Unsurprisingly, trips by public transit are safer than by car. At the individual level, the likelihood of injury increases with distance traveled. People living in the least dense sector make more trips by car and travel greater distances and are almost three times more likely to be injured than those in the densest sector. Within a metropolitan area, more injuries occur in the densest sector, however it is the population living in the least dense sector that have the greatest risk of injury. In urban settings, road injury prevention strategies should not only target road geometry but also urban development.

Spatial and species‐level predictions of road mortality risk using trait data

AbstractAimCollisions between wildlife and vehicles are recognized as one of the major causes of mortality for many species. Empirical estimates of road mortality show that some species are more likely to be killed than others, but to what extent this variation can be explained and predicted using intrinsic species characteristics remains poorly understood. This study aims to identify general macroecological patterns associated with road mortality and generate spatial and species‐level predictions of risks.LocationBrazil.Time period2001–2014.Major taxaBirds and mammals.MethodsWe fitted trait‐based random forest regression models (controlling for survey characteristics) to explain 783 empirical road mortality rates from Brazil, representing 170 bird and 73 mammalian species. Fitted models were then used to make spatial and species‐level predictions of road mortality risk in Brazil, considering 1,775 birds and 623 mammals that occur within the continental boundaries of the country.ResultsSurvey frequency and geographical location were key predictors of observed rates, but mortality was also explained by the body size, reproductive speed and ecological specialization of the species. Spatial predictions revealed a high potential standardized (per kilometre of road) mortality risk in Amazonia for birds and mammals and, additionally, a high risk in Southern Brazil for mammals. Given the existing road network, these predictions mean that >8 million birds and >2 million mammals could be killed per year on Brazilian roads. Furthermore, predicted rates for all Brazilian endotherms uncovered potential vulnerability to road mortality of several understudied species that are currently listed as threatened by the International Union for Conservation of Nature.ConclusionWith a rapidly expanding global road network, there is an urgent need to develop improved approaches to assess and predict road‐related impacts. This study illustrates the potential of trait‐based models as assessment tools to gain a better understanding of the correlates of vulnerability to road mortality across species, and as predictive tools for difficult‐to‐sample or understudied species and areas.

DEVELOPMENT DYNAMICS OF THE TRANSPORT NETWORK IN MAŁOPOLSKIE VOIVODESHIP IN THE PERIOD 2002–2014

Transport infrastructure is necessary for the proper functioning of the economy and performs a key role in its development. In this paper particular attention was paid to the development of a linear road transport infrastructure. The research is based on the analysis of statistical data from the databases of the Eurostat and the Polish Central Statistical Office (GUS). The values of road density ratios, which are expressed in kilometers of roads per 100 km2 of the surface area, point to the dominance of Małopolskie Voivodeship over the national average. In respect of annual increases in the length of motorways and expressways, Małopolskie ranks high among western voivodeships, and exceeds the average annual domestic increase by 0.3 km of motorway/expressway section. The density of railroads is high – in this aspect only south-western voivodeships rank higher than Małopolskie Voivodship. Water transport in this region was limited to the operation of one waterway. Air transport in the voivodeship is based on the operation of one regional airport in Kraków-Balice.