Based on actions undertaken in the LIFE SAFE-CROSSING project, guidelines for actions to reduce mortality risk and to provide safe crossings for large carnivore on existing roads have been developed. From 2018 to 2023 measures to mitigate impacts caused by roads in large carnivore, particularly Brown bear (Ursus arctos), wolf (Canis lupus) and Iberian lynx (Lynx pardinus), were undertaken in Greece, Italy, Romania and Spain. Evaluation of critical road sections is a key preliminary step to achieve optimal cost-effectiveness ratio. An innovative method combining the identification of Animal-Vehicle Collision clusters by using KDE+, with road crossing points and areas used by target species near roads by using telemetry, was applied and described in the guidelines. A variety of mitigation measures were applied, such as the adaptation of existing crossing structures combined with fencing to provide safe wildlife passages. In critical road sections, transversal structures were identified and characterised (n= 371), using a standardised field survey and database. Additionally, several criteria related to location, uses and dimensions were established and data were analysed to select the most suitable structures for adaptation to enhance wildlife use. Adaptation actions include vegetation management and landscaping to guide animals towards fauna passages, fencing improvement or installation, and removal of obstacles at entrances to facilitate wildlife movements. Other actions such as installation of wildlife warning signs activated by ADS and combined with acoustic deterrents were applied and are proposed for local unfenced roads. Monitoring before and after interventions is a critical action to evaluate effectiveness.

Spain has a transport infrastructure network of around 160,000 km of roads and 16,000 km of railways. These linear axes constitute important barriers for the movements of wildlife and habitat fragmentation, one of the greatest threatening factors for the conservation of European biodiversity.
The Spanish Strategy for the Defragmentation of Habitats Affected by Linear Transportation Infrastructure, driven by the Spanish Ministry for Ecological Transition, is the result of a joint and collaborative effort, in compliance with the mandate established in the Spanish Strategic Plan for Natural Heritage and Biodiversity to 2030. The Strategy will also contribute to compliance with international mandates, particularly regarding restoration, connectivity, and green infrastructure outlined in the CBD Global Biodiversity Framework and the European Union Biodiversity Strategy for 2030.
The Stategy’s participatory process involved technical experts from competent administrations in roads, railways, and environment, as well as contributions from different stakeholders.
It aims to contribute to promoting planning mechanisms that allow channeling existing knowledge and technical solutions to reduce the impacts of transportation infrastructure on ecological connectivity and to integrate biodiversity into the development of these infrastructures.
Specifically, it seeks to identify road sections that offer optimal opportunities for defragmentation, focusing on the restoration of ecological connectivity. This includes addressing barriers such as linear infrastructures that play a critical role in nature conservation by facilitating permeability.
The Strategy serves as a basis for uniting the cooperation of all stakeholders involved in the management of transportation routes and biodiversity for the defragmentation of the territory.

The BISON project, implemented in the framework of Horizon 2020 during 2021-2023, aim was to create an active platform to support Biodiversity and Infrastructure Synergies and Opportunities for European Transport Network.
One of the BISON’s deliverables was the report on “Recommendations for policy/strategy harmonization” that explores the policy/strategy alignment and the implementation maturity of infrastructure development with the European Union Strategy for Green Infrastructure (EU SGI) for ensuring ecological connectivity. In connection with other deliverables of the BISON project, as the report on “Status of national policy, legislation and implementation tools and recommendations for the integration of the EU SGI into transport infrastructure development”, contributed to the Strategic Research and Deployment Agenda developed within the project.
The assessment of the alignment of national transport policies with the EU SGI which integrated the feedback and inputs of external stakeholders and from other projects and actions led to identifying gaps and barriers for the EU Member States on harmonizing the provisions of the EU SGI to the transport sector (all transport modes where considered - roads, railways, waterways, airports, ports, or energy transport networks).
The BISON report on “Recommendations for policy/strategy harmonization” includes 46 recommendations structured in a framework of five distinctive categories: 1) International and National Policy level / Policy and Strategies documents, 2) National Planning level, 3) Legal framework and instruments, 4) Regional Strategies and instruments, and 5) Follow-up processes at national and regional level.

As one aspect of the Austrian Biodiversity Strategy 2030+, the Federal Ministry for Climate Action, Environment, Energy, Mobility, Innovation and Technology (BMK) has adopted an internal and cross-sectional action plan. The state-owned infrastructure operators ASFINAG, ÖBB and viadonau have a special responsibility in this regard. Linear infrastructures, such as roads, railways and waterways, inevitably have an impact on habitats and species.
Increased quantitative and qualitative protection of valuable ecosystems is a key objective of the biodiversity strategy. ASFINAG, ÖBB and viadonau are already making important contributions to the preservation of biodiversity by managing diverse ecological compensation areas as well as green spaces. However, land use as well as the dissection and fragmentation of landscapes are also key drivers of biodiversity loss. These negative developments can be counteracted above all by preserving biotope networks, e.g. by safeguarding habitat corridors, by keeping bottlenecks and nature refuge areas unobstructed and by providing near-natural vegetation along transport routes.
In order to increase and maintain biodiversity on property owned by the federal authorities, the BMK has therefore initiated a coordinated inventory and qualitative assessment of biodiversity areas within the sphere of the federal infrastructure operators. The aim is therefore to derive specific research needs and recommendations for action in order to realise the potential of these areas as a contribution to biodiversity conservation. The Federal Environment Agency's responsibility is to systematically and comprehensively process the area potentials and develop a common database which will be the starting point of analyses to identify specific biodiversity-promoting measures.

Today, we celebrate more than 50 years of research within the area of Road Ecology, as defined by R. Forman in 2003. We have in our hand a lot of knowledge, Handbooks, Guidelines and Recommendations. Although a lot is used when Roads and Railways are planned, designs, constructed and maintained, the result still is only a fraction compared to the needs. And even much worse if we compare with the needs in the existing network of Roads and Railways.
We must ask our self, why? Is knowledge and tools not enough? If not, what is missing and is there something we can do to speed up the transition of knowledge into actions.
My conclusion is that it is a far too crooked, long and unclear path from politically sett goals and policies to planning and implementation. Our knowledge says what can be done, but not what must be done, in detail. Therefore, available knowledge must be taken a step further to define sustainable infrastructure, from network level down to individual infrastructures of different type, size and use, in relation to the landscape in which they are located.
Such standardized definitions can straighten out and clarify the path from goal to action by providing the opportunity for:
1. Early accurate cost calculations
2. A calculable basis for the need for action in existing infrastructure
3. Unequivocal planning prerequisites
4. Opportunity to follow up results against goals in actual terms.

I recommend that IENE develop such definitions for sustainable infrastructure. Perhaps as a complement to the Handbook.

The Asian Elephant Transport Working Group (AsETWG) was established in 2018 to address the growing threat of linear transportation infrastructure (LTI) to the habitats and movement corridors of Asian elephants. This collaborative effort between the IUCN WCPA Connectivity Conservation Specialist Group and the IUCN SSC Asian Elephant Specialist Group has brought together over 35 volunteer members from 13 range states to develop solutions that mitigate the negative impacts of LTI on elephants.

One of AsETWG's most significant achievements is the development of the Handbook to Mitigate the Impacts of Roads and Railways on Asian Elephants. This seminal publication, endorsed by the Kathmandu Declaration for Asian Elephant Conservation, provides a comprehensive framework for designing and implementing elephant-specific crossing structures. It is the result of collaborative efforts and extensive field investigations, which integrates insights from both linear infrastructure ecology specialists and species experts. AsETWG has overcome disciplinary silos to create practical solutions with real-world impact.

This lightning talk emphasizes the importance of cross-cultural learning and knowledge exchange in advancing conservation practices. As countries navigate the intricate balance between development and biodiversity conservation, the experiences shared by AsETWG serve as invaluable lessons in addressing similar challenges elsewhere. Through ongoing dialogue and collaboration, AsETWG sets a precedent for leveraging collective expertise to safeguard critical habitats and promote sustainable coexistence between wildlife and infrastructure development on a global scale. I hope that IENE participants will see this collaboration and give broader consideration to how their work might expand beyond current regions and species.