ARCHIVES: Roadkills, the orphan issue
Freedom Trails Take Their Toll in Animal and Human Suffering
Patrice Greanville
It Needn’t Be That Way
THIS ARTICLE IS REPOSTED DUE TO READER REQUEST
[dropcap]A[/dropcap]T TYPICAL HIGHWAY SPEEDS,it may be no more than a sudden, blurry impression of red, quickly and thankfully left behind in mind and space–a hump on the road, a badly mangled small body you and other drivers strive to avoid–but the jarring occurrence is almost inevitable these days. It’s the sight of an animal killed on the road. The American highway devours animals’ lives at an astonishing rate–twelve victims a second, up to a million animals a day, perhaps more than 300 million casualties a year. Nobody knows the actual precise figure, but most observers agree it is huge.*
Roadkill figures are very high in the US, but the carnage is global. As the accompanying images illustrate, from North America to Australia, Paraguay, Singapore, India, Africa, Thailand, China and Europe, no country or continent is safe for wildlife in the proximity of roads.
Yet the problem is not only a question of speed limits and irrepressible highway and urban proliferation. Its roots go much deeper, to the cultural and economic origins of the Great American Highway, and our unbroken romance with the private automobile.
For a nation in love with the idea of privacy the automobile was the logical choice, and it seemed an affordable choice, too, at a time when oil was thought inexhaustible and gas-engine pollution was no more than a gleam in the doomsayer’s eye. The final push toward highway proliferation came in the wake of World War 2, when the massive exodus of the new, affluent middle class to suburbs without adequate public transportation triggered an aggressive program of road construction all over the United States. The ambitious highway construction program received an added boost from the Eisenhower administration as it made preparations for rapid deployment of war materials and military units across the US. In the 1950s, no one could foresee the actual consequences of such actions.
These developments pleased (but scarcely surprised) the auto industry. Hardly a disinterested observer, the industry, led by General Motors, had long pressed the American government to dismantle most forms of public transportation. The switch eventually doomed numerous rail and bus systems across the nation; by the late ’40s the car and its inseparable sidekick, the highway, had won. From that point on, the yearly advance of the asphalt ribbons became a fact of life in the young, car-addicted republic.
The problem of the omnipresent highway is as much a political as a technical one. Without relaxing the mesmerizing influence that runaway individualism and the powerful auto lobby exert on national policy, without an energetic campaign of public education, the chances for real gains are remote or nonexistent.
Consider what may have to be done:
Urban redesign and better utilization of land resources.
In the not-too-distant past most people lived and worked in the same cornmunity. Traveling great distances to the workplace on a daily basis was unthinkable. Modem industry gradually broke up the former integration of working and living spaces, but the 21st Century may yet see a return of the “integrated” lifeplace. Because of economic criteria, a higher ethical awareness, and the possibilities afforded by the wholly “computerized environment,” urban planners are now better positioned to design more efficient housing and more self-contained communities. By reducing human pressure on habitats, housing and industrial design geared to maximizing available space may play a crucial role in helping the environment and the animals.
To complement all the above, the gas-engine vehicle itself might have to be considerably enhanced. At present there’s an acute need for improved nighttime visibility (i.e., non-glare high beams) and for better communications between drivers, especially new signalling devices to warn oncoming traffic when an animal or another emergency is spotted a few hundred feet ahead. In addition, on-board animal deterrence and driver-alert systems based on radar or infrared technologies might provide the crucial edge to avoid fatal collisions.
ANIMAL PEOPLE, a site devoted entirely to reportage on animal questions around the world.
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ADDENDUM:
A recent study showed that insects, too, are prone to a very high risk of roadkill incidence.[3] Research showed interesting patterns in insect/butterfly road kills in relation to the vehicle density. Although the insect community is equally at risk, much of the attention goes to bigger, more charismatic animals.
About 350,000 to 27 million birds are estimated to be killed on European roads each year.[4]
Breakdown by species
In 1993, 25 schools throughout New England participated in a roadkill study involving 1,923 animal deaths. By category, the fatalities were:[5]
*The actual figure in 2004 is put between 190 and 250 million casualties each year, still a major assault on domestic animals and wildlife. Copyright 1987-2005 The Voice of Nature Network, Inc. A 501(c)(3) organization.
- 81% mammals
- 15% birds
- 3% reptiles and amphibians
- 1% indiscernible
Extrapolating these data nationwide, Merritt Clifton, editor of Animal People Newspaper estimated that the following animals are being killed by motor vehicles in the United States annually:[6]
- 41 million squirrels
- 26 million cats
- 22 million rats
- 19 million opossums
- 15 million raccoons
- 6 million dogs
- 350,000 deer
This study may not have considered differences in observability among taxa (i.e. dead raccoons are easier to see than dead frogs[citation needed]), and has not been published in peer-reviewed scientific literature.