Scenario analyses based on habitat network models can be used to quantify effects of planned or existing transport infrastructure on connectivity, mortality and habitat functionality. This can be made for a set of species representative for the biodiversity in the surrounding landscape. In this talk, examples from recent research projects will be presented which focus on the benefits of using habitat functionality maps when performing impact assessments of planned or existing transport infrastructure. Habitat functionality is in this context modelled by multiplying predicted species-specific dispersal probabilities with estimated habitat qualities using a new GIS-tool developed at Chalmers University of Technology in Gothenburg. The reliability of the modelling framework will be discussed in relation to empirical data. The results suggest that barrier effects and mortality risks can be effectively modelled based on road network centrality values instead of using empirical data on traffic volumes. Another lesson from the different analyses made in the presented case studies is that passages are less effective when trying to mitigate the consequences of the barrier effects caused by a new road compared to measures that focus on creating or restoring habitats critical for reproduction. This became clear when comparing habitat functionality maps from alternative mitigation scenarios.

Ecological connectivity plays a fundamental role for the protection of biodiversity, but regional administrations have not yet fully and adequately included ecological network concepts in Alpine spatial planning systems. Network plans are rarely harmonized across borders, some are lacking, and many countries use different approaches for connectivity analysis.
Therefore, the Interreg Alpine Space PlanToConnect project elaborated a scenario for an alpine-wide ecological network using a structural approach. Areas valuable for conservation measures from existing studies were the starting point to evaluate their protection status and connect them with potential ecological linkages, applying the least-cost-path approach. To prove their plausibility, they were cross-checked with existing connectivity concepts and by consulting planning authorities. Based on the network scenario, priority linkages and main anthropogenic barriers were identified.
Results show that, in the EUSALP territory, 8,1% of highly suitable areas for conservation are not protected. 953 potential linkages were mapped, of which approximately 50% are highly important to keep the network connected. One third of the potential linkages are passing through bottlenecks caused by urbanization, which are assumed to be at risk of getting lost. To realize the potential structural network, it would be needed to dismantle 152 motorway barriers and restore 160 corridor sections with a low landscape permeability caused by various anthropogenic barriers, some of which represent solar panel fields.
Regional and national spatial planning administrations can use the model for transboundary ecological network harmonization and for realizing priority interventions to create a coherent ecological network in the Alps.

The meff indicator, which has so far been predominantly used, has become the European benchmark for calculations dealing with the quantification of landscape fragmentation by traffic. However, from the point of view of the planning and development of transport infrastructures, it has one major shortcoming: it evaluates all barriers equally as completely impermeable, and therefore cannot take into account the positive impact of the implementation of migration objects (underpasses and overpasses) on motorways and class I roads, nor the different degree of migration permeability of two-lane roads depending on the traffic volume. The vast majority of the edges from the fragmentation geometry represent barriers that, while limiting the permeability of the landscape for wildlife, do not represent an absolute barrier as assumed by existing indicators. This difference underlies the concept of a newly proposed indicator called IDFK (Indicator of Landscape Fragmentation Dynamics), whose innovation is to take into account the integration of individual working polygons defined by fragmentation geometry into larger spatial units where there is at least a partial probability of migratory connectivity between fragmented subspaces. However, the higher explanatory power of the new indicator is outweighed by the complexity of the workflow itself, which in particular requires a larger amount of input data than the existing indicators. The IDFK can be also used as a basis for the calculation of the regional disparities in the degree of fragmentation by transport.

The European Biodiversity Strategy 2030 aims to enhance biodiversity to guarantee ecosystem services and ecological integrity. The Natura2000 network should ensure the ecological continuum of nature but rarely have there been attempts to identify and implement a Trans-European Nature Network (TEN-N). The EuBIOCOR project was born to design a coherent and resilient TEN-N, check its current state of the art, and identify locations where concrete on-the-ground interventions could be done to improve it. The CSI GIS model design approach aims at: a) identifying the most important areas for species conservation; b) creating a resistance layer which contains values of permeability for biodiversity; c) creating a network of potential corridors at macro-regional level; d) individuate possible areas of restauration, and define measures with local stakeholders; e) create a replicable modus operandi. The results show that 13% of the EU territory is represented by the most important sites for connectivity, while 8% of it is a barrier, requiring on-site investigations and definition of proper measures. At local level, in Bavaria (Germany), main goal was defining specific measures to increase the suitability for less mobile species and create a denser network of steppingstone habitats. Using the LARCH GIS Model, and public participation processes, specific measures have been identified and will soon be implemented.
EuBIOCOR wants to deliver a roadmap for transferring knowledge into practice, contextualising results, and operating the TEN-N. All the knowledge produced will be used to inform policy and decision makers to enhance resilience of TEN-N across Europe.

Biodiversity in cities is increasingly valued and demanded by law. In urban areas natural habitats are often very fragmented and under constant pressure of real estate and infrastructure developments. To maintain viable animal populations, it is important to avoid blocking moving corridors between different patches and to preserve integrity of large core areas.
The capital of Estonia, Tallinn covers 160 km², 13% of which is protected for nature, including three Natura 2000 areas. Also, other green areas and housing districts provide habitat for wildlife. In Tallinn, red fox, brown hare and roe deer are common. Moose and wild boar are permanent residents in larger core areas. Even large carnivores visit peripheral areas of the city.
During the past 30 years the settlement structure has changed largely. Many residential areas have been developed within the city as well as in the bordering municipalities. As a result, several green core areas have been split and isolated. Main barriers for mammals in Tallinn are housing, fences, busy roads, and steep slopes.
In collaboration with Tallinn city government, we seek ways to preserve the remaining critical connections and to improve green network functioning. Habitats of mammals will be mapped for the whole city and complete set of mitigation measures will be proposed for the conflict sites. Those measures cover land planning principles, fencing and barriers, landscaping, crossing structures etc.
Functional green network and wildlife populations in the city improve the living environment for people, promote natural education, and help to meet biodiversity goals.

Europeans Nature is in a state of crisis. One of the most important drivers of biodiversity loss in Europe is the ongoing fragmentation of habitats due to linear transport infrastructure. The EDM was designed to visualise this development and defragmentation areas for political decision-makers and planners from nature conservation and transport. The information basis is formed by the cartographic compilation of all nationally significant habitat connectivity concepts, including NATURA 2000 sites and other national protected areas and illustrates the status of Europe's existing and planned "Green Infrastructure". The EDM itself shows for the first time the fragmentation of ecological corridors and relevant protected area networks by linear transport infrastructure (roads, railways and waterways) throughout Europe and identifies possible defragmentation areas.
However, the map can also be used for the concrete determination of defragmentation measures, e.g. the development of green bridges and their integration into ecological corridors, if other important information such as country-specific or natural area-specific information is included. A concrete example is used to show in a staged procedure which additional information must be consulted at which planning level in order to achieve concrete, comprehensible results. For the further development of the map, the missing connectivity concepts, particularly in Eastern Europe, should be supplemented, and the priority defragmentation areas should be harmonised with the individual countries against the background of the pan-European perspective and further specified. For instance, national species conservation concepts (e.g. for the lynx) could be used to further develop the "European Green Infrastrcture across the borders.