Principal Roads Research Articles

Bivariate-Logit-Based Severity Analysis for Motorcycle Crashes in Texas, 2017–2021

Due to the number of severe traffic collisions involving motorcycles, a comprehensive investigation is required to determine their causes. This study analyzed Texas crash data from 2017 to 2021 to determine who was at fault and how various factors affect the frequency and severity of motorcycle collisions. Moreover, the study tried to identify high-risk sites for motorcycle crashes. Utilizing bivariate analysis and logistic regression models, the study investigated the individual and combined effects of several variables. Heat maps and hotspot analyses were used to identify locations with a high incidence of both minor and severe motorcycle crashes. The survey showed that dangerous speed, inattention, lane departure, and failing to surrender the right-of-way at a stop sign or during a left turn were the leading causes of motorcycle crashes. When a motorcyclist was at fault, the likelihood of severe collisions was much higher. The study revealed numerous elements as strong predictors of catastrophic motorcycle crashes, including higher speed limits, poor illumination, darkness during the weekend, dividers or designated lanes as the principal road traffic control, an increased age of the primary crash victim, and the lack of a helmet. The concentration of motorcycle collisions was found to be relatively high in city cores, whereas clusters of severe motorcycle collisions were detected on road segments beyond city limits. This study recommends implementing reduced speed limits on high-risk segments, mandating helmet use, prioritizing resource allocation to high-risk locations, launching educational campaigns to promote safer driving practices and the use of protective gear, and inspecting existing conditions as well as the road geometry of high-risk locations to reduce the incidence and severity of motorcycle crashes.

Effects of Pavement Roughness and Dynamic Tank Load on the Bridge Response

This study aims to investigate the dynamic Load allowance variation (DLA) of dynamic tank Loads and compare it with Iraq's standard specifications for road bridges. DLA is considered a simple measurement of the dynamic variation magnitude of the tank load for a specific combination of road roughness and speed. In addition to determining the stochastic dynamic response of the bridge. Al-Awsej bridge in Iraq, with a span of 33.2 m and a principal road with four pavement roughness classes (very good, good, average, and poor), was proposed as a case study in this analysis. A spectral closed-form solution was used for evaluating the dynamic tank load due to the passage of a tank type-72A at a constant speed of 40,50,60 and 70 km/hr along a bridge with different types of rough pavement surface. The results show the less value of DLA for very good pavement at 40 km/hr is about 0.032, and the largest value is about 0.293 at 70 km/hr for poor pavement. Also, road surface roughness greatly influences vehicle-bridge interactions and bridge responses. Where at 40 km/hr, the Root mean square of bridge deflection range from 0.31 to 2.75 mm and 0.39 to 3.14 mm at 70 km/hr.

Simplified methodology for indirect loss–based prioritization in roadway bridge network risk assessment

Road networks are fundamental for the economic development of regions and play an important role in the day-to-day life of its users. Within the multiple elements of road networks, bridges are among the most vulnerable and recent collapses have increased awareness to both their deteriorated state and overall importance within transportation networks. Direct losses (related to the economic cost of the infrastructure alone) are relatively straightforward to estimate and have been commonly used in risk assessment to date. On the other hand, the indirect component of loss (cost deriving from the reduction in functionality of the road network) is usually neglected, mainly because of the technical challenge it represents and the great amount of information required to perform the road network modelling necessary to calculate these losses to a similar level of detail. This paper presents a detailed methodology to calculate indirect losses and proposes a simplified alternative, which evaluates the relative importance of bridges within a road system in terms of the indirect loss component. For this purpose, the delay that a single user would experience after the collapse of each bridge, when travelling in the network to and from each origin-destination pair, is used as a proxy for the indirect losses in the road network. The simplified alternative uses open-source software and datasets and does not depend on the availability of traffic demands, which can be difficult to obtain. A case study in Salerno, Italy, featuring the principal road network with 617 bridges was used to test both alternatives. The results indicate that the proposed proxy for relative importance of bridges within a given portfolio gives satisfactory estimates when compared to the more extensive calculation. This paves the way for a better and more accessible understanding of the potential impacts of road network interruptions in the overall context of resilience.

Introducing mathematical modeling to estimate pavement quality index of flexible pavements based on genetic algorithm and artificial neural networks

This study explored the outcomes of utilizing genetic algorithms and artificial neural networks to assess the pavement quality index on the principal road by analyzing 500 flexible pavement sections in Amman, Jordan. Pavement sections are selected in areas that are exposed to many variables, such as traffic, pavement materials, and different climatic zones. Pavement deterioration is determined by a number of factors, including cumulative equivalent single axle load, pavement structure, and material properties. The study aims to develop a performance model of PQI based on using surface rating (SR), present serviceability rating (PSR), and pavement age. Several techniques were used to propose the PQI model, such as multiple linear regression, genetic algorithm, and artificial neural network. Multiple linear regression showed that PSR and SR had a statistically significant influence only on PQI (P = 0.0001). However, age is less significant on PQI (p = 0.506). The genetic algorithm and the artificial neural network techniques were applied to propose two PQI models with an R2 value for the training model of 0.98 and 0.94, respectively. The study results show means that the genetic algorithm model performs better than the neural network.

Effects of Fog in a Brazilian Road Segment Analyzed by a Driving Simulator for Sustainable Transport: Drivers’ Speed Profile under In-Vehicle Warning Systems

Intelligent transport systems enable vehicles to communicate with each other and with the environment, ensuring road safety. Their implementation can help reduce the number of accidents, especially in stretches of s-curves, where speed control is essential to ensure the safety of drivers, and under hazardous weather conditions. Such systems promptly notify drivers about potentially dangerous road conditions, such as fog, so that they can better adapt their driving behavior. This study evaluates the driver’s speed profile in different scenarios (clear weather, fog weather, and fog with an in-vehicle fog warning system) considering the road geometry elements (s-curves). A driving simulator recreated the real scenarios of a principal Brazilian road segment, showing the geometric and weather conditions of a road known for its several s-curves and frequent incidence of fog. A preliminary study identified the most critical curves through a weighted severity index methodology to define the critical segment. The results showed drivers considerably reduced their speed in the scenario with a warning system, thus contributing to the safety of s-curved segments. The implementation of in-vehicle warning systems can avoid or reduce the need for major infrastructure interventions such as geometric design, through investments in new intelligent transport systems.

Building Britannia: Pre-Flavian Private and Public Construction across Southern Britain

ABSTRACTExcavation of the Roman tilery at Little London, Pamber, Hampshire, has prompted a reassessment of the dating of relief-patterned tile, assigning the bulk of production to the Claudio-Neronian period rather than the late first to mid-/late second century. This material has been privileged for retention in excavation archives but can now be seen as a proxy for the manufacture of a much wider range of ceramic building material, typically discarded on site, which, in the case of products from Little London and pre-Flavian Minety (Wiltshire), travelled distances of up to 100 km. Redating implies more extensive public and private building in town and country south and east of the Fosse Way before the Flavian period than has previously been envisaged. While private building included the construction of bath-houses, heated rooms and the provision of roofing materials, public building, we suggest, provided tabernas et praetoria along the principal roads of the province. In the private sphere such building provides a possible context for Dio Cassius’ mention of the recall and confiscation of large loans made to Britons before the Boudican rebellion. Finally, consideration of fabric needs to be added to the criteria for retaining ceramic building material in excavation archives.

Fast Falling Weight Deflectometer Method for Condition Assessment of RC Bridges

In this paper, the use of Fast Falling Weight Deflectometer (Fast-FWD) is analyzed as a non-destructive and quick test procedure to evaluate the efficiency of short-span bridges. The Fast-FWD is an instrument that can produce a broadband dynamic force up to an impact value of 120 KN: The impact is constant and replicable, providing accurate action measures of bridge stiffness in a truly short period (30 ms). In this paper, a single-span reinforced concrete bridge is investigated, using the Fast-FWD. The considered bridge, approximately 12.0 m long and 15.5 m wide, was in critical condition. The bridge is in a suburban principal road near to the City of Cagliari in Sardinia (Italy), with an Annual Average Daily Traffic of 13,500 vehicles/day, and was suddenly closed, creating serious problems for urban mobility. In these conditions, the investigation through other standard techniques is time-consuming and labor intensive. For this reason, it is important to introduce methods that can be rapid, accurate and cost-efficient. In this paper, bridge stiffness values obtained during the in situ experimental campaign were compared with finite element models values. The Fast-FWD has the potential to provide engineering information that can help us to better understand bridge condition, in a rapid and cost-effective procedure.

Panthera Onca Corridors: A Spatially Explicit Analysis of Habitat Change Drivers and Potential Conservation Areas in the Bajo Magdalena, Colombia

The distribution range of Jaguar (Panthera onca) is being reduced due to multi-scale habitat conversion, intensive hunting, illegal trafficking, habitat fragmentation, and the construction of highways and other infrastructure. Because of the decrease in population, this species’ listing has changed from vulnerable to a threatened category. Due to the ecological importance of this species, organizations like Red Colombiana de Seguimiento de Fauna Atropellada have proposed the establishment of wildlife corridors. But little is known as to recognize the driving forces in these habitat changes and where these corridors should be established. To address this lack of information, we determined the spatial extent to which the current distribution and access to P. onca habitat is being driven by deforestation, armed conflict, agriculture expansion, urbanization and the construction of highways in the Bajo Magdalena area of Colombia. We then identified potential areas for proposing conservation corridors. To do this, we used available geospatial information on P. onca distribution in the Corporación Autónoma Regional areas in the municipalities of Puerto Salgar, Caparrapí and Guaduas, as well as transportation network, administrative unit, and deforestation data from 2010 to 2018. We also calculated habitat distances to population centers and the distribution of P. onca relative to roads. Our findings suggest that urban population and highways affect 83 % of the total area of its distribution; deforestation increased by 47.9 km2 in the 105.24 km2 study area with 5.6 km2 alone left as P. onca habitat. We concluded that conservation initiatives must be implemented inside P. onca’s distributional range and buffer zones. Urbanization and the construction of highways were highly influential variables associated with the loss of P. onca habitat. Further, we propose that precautions along the principal road that connects Puerto Salgar and Guaduas should be taken into consideration to maintain the genetic flow and movement of the P. onca population as it affects 87 km of this proposed corridor.

The relationships between correct helmet use, enforcement presence, and mortality in a Latin-America city: The case study of Bogotá, Colombia

Objective In Bogotá, Colombia, motorcyclists represent a concern as the proportion of motorcycle users between 2013 and 2018 has increased from 18% to 35%. Despite available risk reduction strategies, the fatality rates are also growing, notably in young adults (15–29 years old). This study aims at identifying correct helmet use patterns and its relationship with official records of injuries and casualties in the city over time. Methods Between 2015 and 2018, semiannual observational studies of motorcycle users in six randomly selected sites in Bogotá were conducted. Data was collected and analyzed on the number of occupants per vehicle (driver and passengers), gender, approximate age, type of helmet, and whether it was correctly used (strapped) or not. Bivariate and multivariate analyses were performed to identify the determinants of correct helmet use. Additionally, a spatial analysis was conducted to estimate the relationship between motorcycle’s casualties and correct use of the helmet (full-face helmet use) prevalence. Results A total of 77,932 motorcycles were observed, showing a high prevalence of helmet use (99% for drivers and passengers), but only 88% use it correctly (89% drivers and 82% passengers). The presence of enforcement (camera or police personnel) increases the correct use of the helmet, especially in principal roads. Female, adults, and single riders are more likely to correctly wear the helmet. Finally, there is a relationship between the concentration of the fatalities and the incorrect helmet use in 80% of the observational sites. Conclusions Incorrect helmet use has been found by the study to be related to higher mortality among motorcycle occupants in Bogotá. Our data shows that enforcement increases correct helmet use with the potential to reduce deaths among motorcycle occupants.

Northam River Bridge, Southampton, UK: a life-extension maintenance project

The Northam River Bridge in Southampton, UK, carries the A3024 principal road across the River Itchen. The 1954 structure was a pioneer of early concrete post-tensioning techniques, with longitudinal prestressed beams held together both transversely and longitudinally with transverse post-tensioning. Works started in 2014 to address extensive water seepage that was potentially corroding post-tensioning elements. The need to avoid traffic disruption was a significant constraint in delivering the scheme. A post-tensioned special inspection to vulnerable details was undertaken when the main works contract started and a contraflow system was introduced. This revealed issues with the transverse tensioning that implied a need for reassessment. The outcome was that the majority of the structural elements were suitable for 40 t assessment live loading. However, there was a further requirement for measures to prevent any accidental wheel loading to the edge beams.

Dispersed Geoheritage Points of the Lagonaki Highland, SW Russia: Contribution to Local Geoheritage Resource

Dispersed geoheritage points, which are small-sized and low-unique localities, manifest local geoheritage and, thus, may be useful for its comprehensive understanding. Field studies in the Lagonaki Highland (Western Caucasus, southwestern Russia) have permitted to find four geoheritage points that are described with argumentation of their importance to scientists, educators, and/or tourists. These points, none of which can be defined as a ‘traditional’ geosite, provide some precious sedimentary, palaeontological, and mineralogical information that improves perception of the local geoheritage landscape dominated by the Late Jurassic carbonate platform deposits. The studied localities are constituents of the local geoheritage resource because of their utility to three main categories of potential users. Scientists may be interested in these dispersed geoheritage points because of the need to collect massive geological data from big areas. Educators and tourists may appreciate these points because of their location along principal roads, i.e., their good accessibility.

Risk-based importance factors for bridge networks under highway traffic loads

This paper proposes a risk analysis framework for the quantification of the importance to a highway network of bridges subjected to overweight traffic loads. First, the level of risk to the network is quantified taking into consideration current bridge safety levels and the consequences of their failures. A risk mitigation strategy is proposed through the calibration of importance factors that can be used during bridge design and rating processes to induce different levels of risk reduction in the network. The applicability of the method is illustrated through the analysis and the calibration of importance factors for bridges of a network composed by interstate highways and principal state roads in New York State (NYS) which includes 1,315 typical bridges. Analysis results show that traffic delays constitute the major consequence of bridge failure representing 61% of the total risk while the second major risk component is the maintenance of bridges that accounts for about 21%. It is also observed that the relationship between bridge importance factors and risk is well represented by a power law equation.

Flood risk assessment and mapping using AHP in arid and semiarid regions

Identifying flood risk-prone areas in the regions of extreme aridity conditions is essential for mitigating flood risk and rainwater harvesting. Accordingly, the present work is addressed to the assessment of the flood risk depending on spatial analytic hierarchy process of the integration between both Remote Sensing Techniques (RST) and Geographic Information Systems (GIS). This integration results in enhancing the analysis with the savings of time and efforts. There are several remote sensing-based data used in conducting this research, including a digital elevation model with an accuracy of 30 m, spatial soil and geologic maps, historical daily rainfall records, and data on rainwater drainage systems. Five return periods (REPs) (2, 5, 10, 25, 50, 100, and 200 years) corresponding to flood hazards and vulnerability developments maps were applied via the weighted overlay technique. Although the results indicate lower rates of annual rainfall (53–71 mm from the southeast to the northwest), the city has been exposed to destructive flash floods. The flood risk categories for a 100-year REP were very high, high, medium, low, and very low with 17%, 41%, 33%, 8%, and 1% of total area, respectively. These classes correspond to residential zones and principal roads, which lead to catastrophic flash floods. These floods have caused socioeconomic losses, soil erosion, infrastructure damage, land degradation, vegetation loss, and submergence of cities, as well life loss. The results prove the GIS and RST effectiveness in mitigating flood risks and in helping decision makers in flood risk mitigation and rainwater harvesting.

Angular and Metric Distance in Road Network Analysis: A nationwide correlation study

There is an epistemological divide in the field of road network analysis, concerning the way network distance should be conceptualized. On one hand, the generality of studies in the field adopt metric distance as a self-evident choice. On the other, space syntax studies adopt a different distance concept, namely that of angular distance, which ignores actual physical lengths. Theoretically, these two distance concepts imply quite different assumptions. Analytically, they produce also different results.In this paper we assess the differences between these two network distance concepts, using a model of the UK's complete road network (2,031,971 nodes) and a very large dataset of vehicular movement counts (20,752 locations). We describe the statistical associations between observed vehicular flows and the betweenness centrality of the road-network nodes where such flows were measured, the latter calculated with metric and angular distance functions, across a number of increasing radii. Relations to road capacity are also discussed in principal roads where this is known.The geographical comprehensiveness of our model and the size of our movement sample allow us to state, with unprecedented statistical validity, the clear outperformance of angular distance over metric distance, in what concerns the strength of the studied correlations. This is true for all types of roads (urban and non-urban) and for all motorized vehicles, representing 99.05% of the total traffic; the remaining 0.95% correspond to pedal cycles, which yielded inconclusive results. We also demonstrate the existence of two distinct regimes of association between movement and centrality, conspicuous in cities but altogether absent in non-urban areas, which represent new evidence supporting space syntax's dual model of urban form.

German and Austro-Hungarian Armies’ Invasion of Ukraine: Phase One (February 18—20, 1918)

Modern Ukrainian historiography tends to consider the march of Central Powers’ armies into Ukraine as a mere sideshow caused by internal political and social processes. This view was also influenced by the overideological and factually incorrect Soviet scholarly heritage. Recently, valuable investigations have been published by the Austrian scholars V. Dornik and P. Lib, as well as the Polish scholar V. Medrzecki, with the use of new data from German archives of Munich, Dresden, and Stuttgart. However, some facts have been misinterpreted. At the same time, 1918 historical events cannot be correctly reconstructed without proper understanding of German and Austro-Hungarian military operations in Ukraine. Therefore, it is important to reconstruct the order of battle of German and Austro-Hungarian forces in Ukraine, to study operations aimed to expel Bolsheviks from the territory of Ukrainian People’s Republic and the progress of the following occupation of Ukraine. The objective of the article is to study the first phase of the Central Powers armies’ march into Ukraine (February 18–20, 1918). At that moment, plans of the German High Command were not specified, and total occupation of Ukraine was not considered yet. Advance in Ukraine was a part of the Faustschlag operation, commenced on February 18, 1918, and aimed to conquer Baltic region and Belarus. Initially, only 6 divisions were employed; they were considered sufficient to restore the power of Central Rada and to help Ukrainians fight Bolsheviks. Phase one lasted only for two days (February 18–20, 1918). During those days it became apparent that German divisions would meet no organized or tough opposition. Therefore, offensive turned into hot pursuit along railways and principal roads. On February 20, 1918, German High Command started phase two of the operation, aimed at capturing Kyiv and restoration of power of the Ukrainian government.

Los grados de la intertextualidad en "Los sinsabores del verdadero policía" de Roberto Bolaño: algunos planteamientos en torno a la ficción y el silencio literario

La obra de Roberto Bolaño es sin duda un pretexto para conciliar la intertextualidad con la teoría de los mundos posibles debido a la ruptura taxonómica en los grados de la primera. A pesar de tratarse de una obra póstuma, Los sinsabores del verdadero policía no resulta ser una obra inacabada, en realidad ésta comienza una vez que el lector se desplaza a otros textos del autor y ahí es posible resaltar la riqueza de sus grados en la intertextualidad. Este comportamiento es típico del silencio narrativo, considerado como un juego de huellas en la orientación del texto: no sólo encontramos al narrador o los narradores como los ejes principales de la selección y filiación de la información narrativa, también la apropiación de otros textos es lo que crea una expansión textual en todos los géneros, específicamente en el narrativo. El objetivo de este trabajo consiste en plantear algunas interrogantes a la luz de momentos específicos de esta novela, principalmente los de notoria presencia intratextual, como es el caso del poema de Rimbaud leído por Amalfitano.

MobRISK: a model for assessing the exposure of road users to flash flood events

Abstract. Recent flash flood impact studies highlight that road networks are often disrupted due to adverse weather and flash flood events. Road users are thus particularly exposed to road flooding during their daily mobility. Previous exposure studies, however, do not take into consideration population mobility. Recent advances in transportation research provide an appropriate framework for simulating individual travel-activity patterns using an activity-based approach. These activity-based mobility models enable the prediction of the sequence of activities performed by individuals and locating them with a high spatial–temporal resolution. This paper describes the development of the MobRISK microsimulation system: a model for assessing the exposure of road users to extreme hydrometeorological events. MobRISK aims at providing an accurate spatiotemporal exposure assessment by integrating travel-activity behaviors and mobility adaptation with respect to weather disruptions. The model is applied in a flash-flood-prone area in southern France to assess motorists' exposure to the September 2002 flash flood event. The results show that risk of flooding mainly occurs in principal road links with considerable traffic load. However, a lag time between the timing of the road submersion and persons crossing these roads contributes to reducing the potential vehicle-related fatal accidents. It is also found that sociodemographic variables have a significant effect on individual exposure. Thus, the proposed model demonstrates the benefits of considering spatiotemporal dynamics of population exposure to flash floods and presents an important improvement in exposure assessment methods. Such improved characterization of road user exposures can present valuable information for flood risk management services.

The effect of infrastructure on the invasion of a generalist predator: Pied crows in southern Africa as a case-study

Corridors can favour range expansion of generalists. Specifically, roads have been suspected of facilitating invasion. In southern Africa, pied crows (Corvus alba) have either colonised or increased in abundance, perhaps because climate warming has shifted their available habitat, assisted by roads. We investigated the link between abundance of this generalist bird species and roadkill, taking into account whether road infrastructure, socio-economics and driving habits influence roadkill. We surveyed 1170km of principal roads in South Africa (SA), Botswana, and Zimbabwe. SA has the most complex economy incorporating good roads, fast vehicles and more human activity. The economy of Botswana is intermediate and Zimbabwe's is smallest. Crows were sighted nearly 10 times more often in SA than Zimbabwe, although crows were historically rare in 60% of the SA area we surveyed. They were five times more abundant in Botswana than Zimbabwe. Roadkill was 20 times more frequent in SA and eight times more frequent in Botswana, than Zimbabwe. The average number of vehicle occupants in Zimbabwean vehicles was 5.5 and 2.8 times that of SA and Botswana, respectively. That is, the number people transported per roadkill was 4.5 in South Africa, compared to 433 in Zimbabwe. There was an interaction between roadkill and country. SA had the greatest increase in crow numbers per roadkill, indicating that crow densities were greater in SA because roads are particularly important for crows compared to the surrounding environment, and/or that the regular supply of roadkill on South African roads builds a “reservoir” of crows. Increased crow abundance places additional predation pressure on mammals, reptiles, birds and insects in the surrounding scrub-vegetation. Telegraph poles contribute to the problem, providing nest sites in an environment that provides few other nests and perches. An approach to socioeconomic development that considers contributing factors can be expected to reduce the spread of opportunist species.

Patterns and Composition of Road-Killed Wildlife in Northwest Argentina.

Roads have important effects on wildlife, such as natural habitat fragmentation and degradation and direct killing of fauna, which leads to reductions in wildlife population size. We focused on a principal road in Northwest Argentina to test for the effect of seasonality and landscape features on the composition of road-killed wildlife. We conducted regularly scheduled road trips during the dry and wet seasons. We recorded the presence or absence of a vegetation curtain or hedge along the road. We measured land use by remote sensing in a 500 m bufferalong the road. We compared the abundance of animals killed between seasons (dry and wet) for different taxonomic groups (mammals, birds and reptiles) and for different origins (domestic and native). We built linear mixed models to test the effect of landscape features on the abundance of killed animals. Two hundred and ninety-three individuals were killed, belonging to 35 species; 75.8 % were native and 24.2 % domestic species. The majority of animals killed were mid-sized mammals. More animals were killed during the dry season. The most important factors to explain the wildlife road-killing were the season and the proportion of agricultural landscape. The composition of the killed animals changed with the season. The proportion of agricultural landscape incremented the number of killed birds and mammals during both seasons, without affecting reptiles. The ratio of wild to domestic animals killed was dependent on the season. This study sets a precedent as the first in road ecology in Northwest Argentina and should be taken into account for road planning and regulation.

Atropellamiento de fauna silvestre en las dos vías que circundan los Montes de María, Sucre, Colombia

El objetivo del presente trabajo fue identificar y cuantificar la fauna silvestre atropellada en las dos principales vías que rodean los Montes de María, en el departamento de Sucre, Colombia. Este estudio aborda parte de la problemática ambiental que afecta la zona circundante del bosque seco tropical, que aún persiste en esta zona del Caribe colombiano. Entre octubre de 2011 y marzo de 2012, época de lluvia y de sequía en las vías: Sincelejo-San Onofre y Sincelejo-Ovejas, se recolectaron 608 especímenes atropellados; a los especímenes colectados, se les realizó la identificación, hasta donde fue posible (orden, familia, genero, especie). Para el análisis de datos, se aplicó el test de Fisher y análisis de varianza. Entre la fauna silvestre atropellada, que mayormente prevaleció en las principales vías que rodean los Montes de María, en el departamento de Sucre, durante las épocas de lluvias y sequía, se destacan: anfibios ( Rhinella marina, Leptodactylus bolivianus, Scinax sp.); reptiles ( Leptodeira septentrionalis, Pseudoboa neuwiedii , Epicrates cenchria, Oxyrhopus petola, iguana iguana, Kinosternon scorpioides, Trachemys callisrostris ) y mamíferos ( Didelphis marsupialis, Tamandua mexicana, Cerdocyon thous ), con un total de 253, 219 y 111 especímenes, respectivamente. La época, que tuvo mayor prevalencia de atropellamientos, fue la de sequía. El alto porcentaje de atropellamientos evidenciado en la época de seca -para ambas vías-, se puede relacionar con la escasez de alimento, ya que los animales se ven obligados a recorrer mayores distancias exponiéndose a la carretera.