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en Assessing the consistency of hotspot and hot-moment patterns of wildlife road mortality over time. -
Modificado el valor del campo
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del recurso Acceso al recurso a2026-06-25
(anteriormente2026-06-23
) en Assessing the consistency of hotspot and hot-moment patterns of wildlife road mortality over time.
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| 82 | "notes": "Spatial and temporal aggregation patterns of | 96 | "notes": "Spatial and temporal aggregation patterns of | ||
| 83 | wildlife-vehicle collisions are recurrently used to inform where and | 97 | wildlife-vehicle collisions are recurrently used to inform where and | ||
| 84 | when mitigation measures are most needed. The aim of this study is to | 98 | when mitigation measures are most needed. The aim of this study is to | ||
| 85 | assess if such aggregation patterns remain in the same locations and | 99 | assess if such aggregation patterns remain in the same locations and | ||
| 86 | periods over time and at different spatial and temporal scales. We | 100 | periods over time and at different spatial and temporal scales. We | ||
| 87 | conducted biweekly surveys (n = 484) on 114 km of nine roads, | 101 | conducted biweekly surveys (n = 484) on 114 km of nine roads, | ||
| 88 | searching for road casualties (n = 4422). Aggregations were searched | 102 | searching for road casualties (n = 4422). Aggregations were searched | ||
| 89 | using different lengths of road sections (500, 1000, 2000 m) and time | 103 | using different lengths of road sections (500, 1000, 2000 m) and time | ||
| 90 | periods (fortnightly, monthly, bimonthly). Our results showed that | 104 | periods (fortnightly, monthly, bimonthly). Our results showed that | ||
| 91 | hotspots and hot-moments are generally more consistent at larger | 105 | hotspots and hot-moments are generally more consistent at larger | ||
| 92 | temporal and spatial scales. We therefore suggest using longer road | 106 | temporal and spatial scales. We therefore suggest using longer road | ||
| 93 | sections and longer time periods to implement mitigation measures in | 107 | sections and longer time periods to implement mitigation measures in | ||
| 94 | order to minimize the uncertainty. We support this finding by showing | 108 | order to minimize the uncertainty. We support this finding by showing | ||
| 95 | that the proportional costs and benefits to mitigate roadkill | 109 | that the proportional costs and benefits to mitigate roadkill | ||
| 96 | aggregations are similar when using different spatial and temporal | 110 | aggregations are similar when using different spatial and temporal | ||
| 97 | units.", | 111 | units.", | ||
| 98 | "notes_translated": { | 112 | "notes_translated": { | ||
| 99 | "en": "Spatial and temporal aggregation patterns of | 113 | "en": "Spatial and temporal aggregation patterns of | ||
| 100 | wildlife-vehicle collisions are recurrently used to inform where and | 114 | wildlife-vehicle collisions are recurrently used to inform where and | ||
| 101 | when mitigation measures are most needed. The aim of this study is to | 115 | when mitigation measures are most needed. The aim of this study is to | ||
| 102 | assess if such aggregation patterns remain in the same locations and | 116 | assess if such aggregation patterns remain in the same locations and | ||
| 103 | periods over time and at different spatial and temporal scales. We | 117 | periods over time and at different spatial and temporal scales. We | ||
| 104 | conducted biweekly surveys (n\u00a0=\u00a0484) on 114\u00a0km of nine | 118 | conducted biweekly surveys (n\u00a0=\u00a0484) on 114\u00a0km of nine | ||
| 105 | roads, searching for road casualties (n\u00a0=\u00a04422). | 119 | roads, searching for road casualties (n\u00a0=\u00a04422). | ||
| 106 | Aggregations were searched using different lengths of road sections | 120 | Aggregations were searched using different lengths of road sections | ||
| 107 | (500, 1000, 2000\u00a0m) and time periods (fortnightly, monthly, | 121 | (500, 1000, 2000\u00a0m) and time periods (fortnightly, monthly, | ||
| 108 | bimonthly). Our results showed that hotspots and hot-moments are | 122 | bimonthly). Our results showed that hotspots and hot-moments are | ||
| 109 | generally more consistent at larger temporal and spatial scales. We | 123 | generally more consistent at larger temporal and spatial scales. We | ||
| 110 | therefore suggest using longer road sections and longer time periods | 124 | therefore suggest using longer road sections and longer time periods | ||
| 111 | to implement mitigation measures in order to minimize the uncertainty. | 125 | to implement mitigation measures in order to minimize the uncertainty. | ||
| 112 | We support this finding by showing that the proportional costs and | 126 | We support this finding by showing that the proportional costs and | ||
| 113 | benefits to mitigate roadkill aggregations are similar when using | 127 | benefits to mitigate roadkill aggregations are similar when using | ||
| 114 | different spatial and temporal units.", | 128 | different spatial and temporal units.", | ||
| 115 | "es": "Spatial and temporal aggregation patterns of | 129 | "es": "Spatial and temporal aggregation patterns of | ||
| 116 | wildlife-vehicle collisions are recurrently used to inform where and | 130 | wildlife-vehicle collisions are recurrently used to inform where and | ||
| 117 | when mitigation measures are most needed. The aim of this study is to | 131 | when mitigation measures are most needed. The aim of this study is to | ||
| 118 | assess if such aggregation patterns remain in the same locations and | 132 | assess if such aggregation patterns remain in the same locations and | ||
| 119 | periods over time and at different spatial and temporal scales. We | 133 | periods over time and at different spatial and temporal scales. We | ||
| 120 | conducted biweekly surveys (n = 484) on 114 km of nine roads, | 134 | conducted biweekly surveys (n = 484) on 114 km of nine roads, | ||
| 121 | searching for road casualties (n = 4422). Aggregations were searched | 135 | searching for road casualties (n = 4422). Aggregations were searched | ||
| 122 | using different lengths of road sections (500, 1000, 2000 m) and time | 136 | using different lengths of road sections (500, 1000, 2000 m) and time | ||
| 123 | periods (fortnightly, monthly, bimonthly). Our results showed that | 137 | periods (fortnightly, monthly, bimonthly). Our results showed that | ||
| 124 | hotspots and hot-moments are generally more consistent at larger | 138 | hotspots and hot-moments are generally more consistent at larger | ||
| 125 | temporal and spatial scales. We therefore suggest using longer road | 139 | temporal and spatial scales. We therefore suggest using longer road | ||
| 126 | sections and longer time periods to implement mitigation measures in | 140 | sections and longer time periods to implement mitigation measures in | ||
| 127 | order to minimize the uncertainty. We support this finding by showing | 141 | order to minimize the uncertainty. We support this finding by showing | ||
| 128 | that the proportional costs and benefits to mitigate roadkill | 142 | that the proportional costs and benefits to mitigate roadkill | ||
| 129 | aggregations are similar when using different spatial and temporal | 143 | aggregations are similar when using different spatial and temporal | ||
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