Impact of busy roads on breeding success in pied flycatchers Ficedula hypoleuca

The impact of dense traffic on the breeding success in pied flycatchers (Ficedula hypoleuca) was studied using roadside nest-boxes. Nest site selection and breeding success of flycatchers were observed in relation to the distance from the road. The number of occupied territories was no higher closer to the road than it was deeper inside the forest. The distance to the road had no effect on the laying date, clutch size, or brood size. However, nests closer to the road were more likely to fail at the chick stage. The number of broods that were closer to roads and were lost completely was significantly higher than those further away. As a consequence, the number of fledglings per breeding attempt decreased closer to roads. The nestlings typically died as older chicks when the parent birds were providing them with maximum quantities of food. A possible reason for the declining reproductive success was the traffic-related mortality of parent birds, as weather conditions were not especially adverse for raising healthy offspring.     

Road traffic and nearby grassland bird patterns in a suburbanizing landscape

An extensive road system with rapidly increasing traffic produces diverse ecological effects that cover a large land area. Our objective was to evaluate the effect of roads with different traffic volumes on surrounding avian distributions, and its importance relative to other variables. Grassland bird data (5 years) for 84 open patches in an outer suburban/rural landscape near Boston were analyzed relative to: distance from roads with 3000–8000 to >30,000 vehicles/day; open-habitat patch size; area of quality microhabitat within a patch; adjacent land use; and distance to other open patches. Grassland bird presence and regular breeding correlated significantly with both distance from road and habitat patch size. Distance to nearest other open patch, irrespective of size, was not significant. Similarly, except for one species, adjacent land use, in this case built area, was not significant. A light traffic volume of 3000–8000 vehicles/day (local collector street here) had no significant effect on grassland bird distribution. For moderate traffic of 8000–15,000 (through street), there was no effect on bird presence although regular breeding was reduced for 400 m from a road. For heavier traffic of 15,000–30,000 (two-lane highway), both bird presence and breeding were decreased for 700 m. For a heavy traffic volume of ≥30,000 vehicles/day (multilane highway), bird presence and breeding were reduced for 1200 m from a road. The results suggest that avian studies and long-term surveys near busy roads may be strongly affected by traffic volume or changes in volume. We conclude that road ecology, especially the effects extending outward >100 m from roads with traffic, is a sine qua non for effective land-use and transportation policy.     

Road Traffic and Nearby Grassland Bird Patterns in a Suburbanizing Landscape

An extensive road system with rapidly increasing traffic produces diverse ecological effects that cover a large land area. Our objective was to evaluate the effect of roads with different traffic volumes on surrounding avian distributions, and its importance relative to other variables. Grassland bird data (5 years) for 84 open patches in an outer suburban/rural landscape near Boston were analyzed relative to: distance from roads with 3000–8000 to >30,000 vehicles/day; open-habitat patch size; area of quality microhabitat within a patch; adjacent land use; and distance to other open patches. Grassland bird presence and regular breeding correlated significantly with both distance from road and habitat patch size. Distance to nearest other open patch, irrespective of size, was not significant. Similarly, except for one species, adjacent land use, in this case built area, was not significant. A light traffic volume of 3000–8000 vehicles/day (local collector street here) had no significant effect on grassland bird distribution. For moderate traffic of 8000–15,000 (through street), there was no effect on bird presence although regular breeding was reduced for 400 m from a road. For heavier traffic of 15,000–30,000 (two-lane highway), both bird presence and breeding were decreased for 700 m. For a heavy traffic volume of ≥30,000 vehicles/day (multilane highway), bird presence and breeding were reduced for 1200 m from a road. The results suggest that avian studies and long-term surveys near busy roads may be strongly affected by traffic volume or changes in volume. We conclude that road ecology, especially the effects extending outward >100 m from roads with traffic, is a sine qua non for effective land-use and transportation policy.     

Sediment Production From Forest Roads in Western Montana1

Abstract: Unpaved roads are a primary sediment source in forested watersheds. Validation of erosion models and improvements to road management require information on road erosion rates and the factors controlling erosion. This study measured sediment yields from twenty ～0.05 ha unsurfaced (native) road plots in Belt Supergroup and glacial till parent materials of western Montana, and investigated the factors controlling erosion. Annual sediment yields for individual plots ranged from 0 to 96.9 Mg/ha/yr over 3 years (2002‐2004). Annual mean sediment yield ranged from 2.1 Mg/ha in 2003 to 9.9 Mg/ha in 2004 with an overall mean of 5.4 Mg/ha/yr. The mean of log‐transformed sediment yields for sites in glacial till parent materials was higher than Belt Supergroup parent materials (p = 0.063). A regression model with road slope, time since last grading, roadbed gravel content, and precipitation as predictive variables explained 68% of the variability in sediment yield (F = 28.2; p < 0.0001). Road erosion in western Montana is limited by low erodibility of the dominant parent materials and low rainfall. Management procedures such as reducing the frequency of grading can significantly reduce sediment yields from forest roads.     

Paving the Way for Invasive Species: Road Type and the Spread of Common Ragweed (<Emphasis Type="Italic">Ambrosia artemisiifolia</Emphasis>)

Roads function as prime habitats and corridors for invasive plant species. Yet despite the diversity of road types, there is little research on the influence of these types on the spread of invaders. Common ragweed (Ambrosia artemisiifolia), a plant producing large amounts of allergenic pollen, was selected as a species model for examining the impact of road type on the spread of invasive plants. We examined this relationship in an agricultural region of Quebec, Canada. We mapped plant distribution along different road types, and constructed a model of species presence. Common ragweed was found in almost all sampling sites located along regional (97%) and local paved (81%) roads. However, verges of unpaved local roads were rarely (13%) colonized by the plant. A model (53% of variance explained), constructed with only four variables (paved regional roads, paved local roads, recently mown road verges, forest cover), correctly predicted (success rate: 89%) the spatial distribution of common ragweed. Results support the hypothesis that attributes associated with paved roads strongly favour the spread of an opportunistic invasive plant species. Specifically, larger verges and greater disturbance associated with higher traffic volume create propitious conditions for common ragweed. To date, emphasis has been placed on controlling the plant in agricultural fields, even though roadsides are probably a much larger seed source. Strategies for controlling the weed along roads have only focused on major highways, even though the considerable populations along local roads also contribute to the production of pollen. Management prioritizations developed to control common ragweed are thus questionable.     

Diversity, Seasonality, and Context of Mammalian Roadkills in the Southern Great Plains

Thousands of mammals are killed annually from vehicle collisions, making the issue an important one for conservation biologists and environmental managers. We recorded all readily identifiable kills on or immediately adjacent to roads in the southern Great Plains from March 2004–March 2007. We also recorded distance traveled, whether a road was paved or divided, the number of lanes, and prevailing habitat. Surveys were opportunistic and were conducted by car during conditions of good visibility. Over our 239 surveys and >16,500 km traveled, we recorded 1412 roadkills from 18 different mammal species (size ranged from Sciurus squirrels to the white-tailed deer, Odocolieus virginianus). The overall kill rate was 8.50 / 100 km. Four species were prone to collisions: the Virginia opossum (Didelphis virginiana), nine-banded armadillo (Dasypus novemcinctus), striped skunk (Mephitis mephitis), and northern raccoon (Procyon lotor). Together they accounted for approximately 85% (1198) of all roadkills. Mortality rate differed significantly between 2- and 4-lane roads (8.39 versus 7.79 / 100 km). Kill rates were significantly higher on paved versus unpaved roads (8.60 versus 3.65 / 100 km), but did not depend on whether a road was divided. Roadkills were higher in spring than in fall (1.5×), winter (1.4×), or summer (1.3×). The spring peak (in kills / 100 km) was driven chiefly by the armadillo (2.76 in spring/summer versus 0.73 in autumn/winter) and opossum (2.65 versus 1.47). By contrast, seasonality was dampened by a late winter/early spring peak in skunk mortalities, for which 41% occurred in the 6-week period of mid-February through March. The raccoon did not exhibit a strong seasonal pattern. Our data are consistent with dispersal patterns of these species. Our results underscore the high rate of highway mortality in the southern plains, as well as differences in seasonality and road type that contribute to mortality. Conservation and management efforts should focus on creating underpasses or using other means to reduce roadkill rates.     

Effects of Protective Fencing on Birds, Lizards, and Black-Tailed Hares in the Western Mojave Desert

Lepus californicus ), perennial plant cover, and structural diversity of perennial plants were evaluated from spring 1994 through winter 1995 at the Desert Tortoise Research Natural Area (DTNA), in the Mojave Desert, California. Abundance and species richness of birds were higher inside than outside the DTNA, and effects were larger during breeding than wintering seasons and during a high than a low rainfall year. Ash-throated flycatchers (Myiarchus cinerascens), cactus wrens (Campylorhynchus brunneicapillus), LeConte's thrashers (Toxostoma lecontei), loggerhead shrikes (Lanius ludovicianus), sage sparrows (Amphispiza belli), and verdins (Auriparus flaviceps) were more abundant inside than outside the DTNA. Nesting activity was also more frequent inside. Total abundance and species richness of lizards and individual abundances of western whiptail lizards (Cnemidophorous tigris) and desert spiny lizards (Sceloporus magister) were higher inside than outside. In contrast, abundance of black-tailed hares was lower inside. Structural diversity of the perennial plant community did not differ due to protection, but cover was 50% higher in protected areas. Black-tailed hares generally prefer areas of low perennial plant cover, which may explain why they were more abundant outside than inside the DTNA. Habitat structure may not affect bird and lizard communities as much as availability of food at this desert site, and the greater abundance and species richness of vertebrates inside than outside the DTNA may correlate with abundances of seeds and invertebrate prey.     

Road effects on abundance and fitness of Galápagos lava lizards (Microlophus albemarlensis)

Vehicle collisions with wildlife have the potential to negatively impact species everywhere roads divide natural habitats; this is especially true in areas where roads are a recent addition to the landscape (e.g., in the last decade) and/or where expansion of a road network is underway. This study addresses the impact of traffic fatalities on lava lizards, Microlophus albemarlensis, on the island of Santa Cruz, Galápagos. The main road bisecting the island north to south was added to the island beginning in 1974 but not fully paved until 2000. We assessed impacts occurring due to traffic and vehicle speeds on the island. This study adds impacts to lizard populations to those conducted on birds on Santa Cruz, providing a means to create multi-species recommendations. To quantify impacts to lizard populations, we assessed lizards on randomly chosen transects perpendicular to the road. We used Poisson regression to analyze those data and found a 30% increase in lizard abundance per 100 m distance from the road across vegetation zones. We compared incidence of prior tail loss of road-killed lizards and live animals to comment on additional energetic costs of occupying near-road territories. Tail condition could not be assessed in some road-killed lizards; among those that we could assess, 29% showed evidence of prior tail loss. That rate declined to apparent baseline conditions of only 1% beyond 200 m from the road. By traveling the length of the 40-km road, we identified hot spots for fatalities of both lizards and birds to provide necessary information for developing management and remediation strategies. We offer guidance on Best Management Practices, such as testing overpasses, fencing and underpasses, which might reduce vehicle impacts to lizards from drivers on the current road. This information is essential because of a planned increase in the Santa Cruz road network in areas where lava lizards are most abundant.     

Factors driving deforestation in common-pool resources in northern Mexico

The theory of collective action has been extensively used to explain the relationship between common-based property regimes and the conservation of natural resources. However, there are two key components of the theory that literature reports as puzzles in which no consensus exists about their effect on the performance of common-pool resources. These are group size and heterogeneity. This study analyzes the effects of these two key components on the effectiveness of community-based forestry, called ejidos, to protect their forest resources in northern Mexico. We used a multinomial logit model to determine the contribution of 16 explanatory variables to the dependent variable, a measure of success of ejidos defined by the presence of deforested, degraded, or forested conditions. The results show that corn yield, marginality, percent of forest area, total population, a forest value index, distance to markets, roads and towns, were all statistically significant in driving deforested conditions. Deforestation becomes more attractive for poor communities and as corn yield and distance to towns, roads, and markets decrease. In general, group size and heterogeneity had no significant effects on the presence of deforested conditions. Deforestation is driven by resource-specific characteristics, such as location and soil productivity, not by ejidos' attributes, such as total area or number of members. We argue that current institutional policies focusing on the structure of property right arrangements should be shifted (1) to provide better technology for land cultivation; (2) to reduce the marginality problem in poor communities; and (3) to strengthen local institutions.     

杭州快速路、主次干道植物群落降噪功能比较研究

城市绿地是城市生态系统的重要组成部分,在改善城市生态系统方面有重要作用。现今交通是城市环境中的主要噪声来源,城市道路绿地是交通噪声治理的有效方式之一。本文选取杭州市西湖区不同等级的三条道路(紫金港路、天目山路和丰潭路)作为研究对象,利用手持噪声测量仪测量实时噪声对不同道路等级和距离的绿地降噪效果进行分析。研究发现,杭州市三条道路存在以下问题:(1)噪声距离道路越远越低,且噪声平均衰减率表明绿地降噪效果为主干道次干道快速路;(2)配置模式为乔木+灌木+地被的绿地植物群落的降噪效果最佳,且乔木和灌木交错的种植形式在降噪效果上优于灌木在前、乔木在后的排列式种植;(3)当道路绿地宽达到15m时,植物群落降噪效果会有大幅度提升,且快速路与次干道在距离为15m处,植物群落降噪能力最佳。     

Effectiveness of BMPS in Reducing Sediment From Unpaved Roads in the Stillwater Creek,Oklahoma Watershed1

Turton, Donald J., Michael D. Smolen, and Elaine Stebler, 2009. Effectiveness of BMPs in Reducing Sediment From Unpaved Roads in the Stillwater Creek, Oklahoma Watershed. Journal of the American Water Resources Association (JAWRA) 45(6):1343‐1351. Abstract: Erosion from rural unpaved roads is thought to be an important source of sediment in sediment‐impaired streams in Oklahoma and other locations. However, no direct measurements of sediment yields from rural unpaved roads were previously available for Oklahoma. Four rural unpaved road segments in the Stillwater Creek Watershed were instrumented in a paired watershed design to measure sediment yields to streams before and after the installation of Best Management Practices (BMPs). One segment of each pair remained under current management to serve as a control. The second segment received BMPs after a 1‐year calibration period. One BMP consisted of widening the ditches, re‐shaping ditches and cutslopes, putting a proper crown on the road surface, and vegetating disturbed areas with grass. The other BMP consisted of creating a proper crown on the road bed, applying a geo‐synthetic fabric to the road bed and surfacing with 127 mm of crusher run gravel containing 12‐15% fines to serve as a binder. Road segment sediment yields for individual storms varied, depending on factors such as rainfall amount and intensity. During the pre‐BMP year, storm sediment yields ranged from 0 to 4.3 Mg on one pair of segments and from 0 to 2.8 Mg on the other. The storm sediment yields and annual yields were in the same order of magnitude as sediment yields from unpaved rural or forest roads reported in other studies. Sediment yields were significantly reduced on both segments by the installation of BMPs, approximately 80% on one segment pair and 20% on the other. The average sediment yield (across the four segments) for the pre‐BMP year was 138 Mg/ha or 120 Mg/km of road. By extrapolating these average yields across the 479 km of unpaved roads in the Stillwater Creek Watershed and comparing it to estimated sediment yields for other land uses obtained from other sources, we conclude that unpaved roads may contribute up to 35% of the total sediment load to Stillwater Creek.     

DEBRIS FLOWS THROUGH DIFFERENT FOREST AGE CLASSES IN THE CENTRAL OREGON COAST RANGE1

ABSTRACT: Debris flows in the Pacific Northwest can play a major role in routing sediment and wood stored on hillslopes and in first‐through third‐order channels and delivering it to higher‐order channels. Field surveys following a large regional storm event investigated 53 debris flows in the central Oregon Coast Range to determine relationships among debris flow characteristics and the age class of the surrounding forest. The volume of sediment and wood delivered by debris flows was strongly correlated with runout length. Debris flows that initiated at roads were significantly longer than nonroad related failures, and road related landslides were an order of magnitude larger than nonroad related landslides. Clearcuts and roads tended to have more numerous contributing landslides relative to second growth and mature forests. No statistically significant difference in the average debris flow runout length was detected among the forest age classes, although debris flows initiating in clearcuts and mixed forest and at roads occasionally supported extremely long runout lengths that were outside the range of variability observed in completely forested basins. The size of wood in deposits was not correlated with the size of trees on the adjacent slopes, suggesting that the majority of wood in debris flow deposits was from remobilization of wood previously stored in low order channels.     

Changes in Determinants of Deforestation and Forest Degradation in Popa Mountain Park, Central Myanmar

Implementing effective conservation requires an understanding of factors affecting deforestation and forest degradation. Previous studies have investigated factors affecting deforestation, while few studies have examined the determinants of both of deforestation and forest degradation for more than one period. To address this gap, this study examined factors influencing deforestation and forest degradation during 1989–2000 and 2000–2005 in the Popa Mountain Park, Myanmar. We applied multinomial logistic regression (MNL) using land cover maps derived from Landsat images as the dependent variables as well as spatial and biophysical factors as the independent variables. The MNL models revealed influences of the determinants on deforestation and forest degradation changes over time. For example, during 1989–2000, deforestation from closed forest was positively correlated to the distance from the park boundary and was negatively correlated with distance from villages, roads, the park circular road, slope, western aspect and elevation. On the other hand, during 2000–2005, deforestation of closed forest was positively correlated with distance from villages, roads, the park circular road, slope and western aspect, and negatively correlated with distance from the park boundary and elevation. Similar scenarios were observed for the deforestation of open forest and forest degradation of closed forest. The study also found most of the determinants influenced deforestation and forest degradation differently. The changes in determinants of deforestation and forest degradation over time might be attributable to the general decrease in resource availability and to the effect of conservation measures conducted by the park.     

Resistance of Villages to Elevated-Road Traffic Noise

The purpose of this study is to evaluate the methods of reducing elevated-road traffic-noise levels in rural residential areas by controlling the relative locations and morphological parameters and to investigate the effect of noise barriers on noise attenuation along elevated roads and building facades in villages. This study selected six morphological parameters and used noise-mapping techniques to estimate the noise attenuation in 60 village sites. The results indicate that ‘quiet areas’ increase by approximately 10% for each additional 100 m increase in the distance between the elevated road and the village. The best strategy for noise reduction is keeping the elevated road 1,000 m away from the village and raising the road height to 20 m. The building façade conditions only affect the traffic noise level attenuation when the buildings are within 100 m of the elevated road. It was found that the cost-effective length of the road noise barrier is 600 m on both sides of the village parallel to the road. The results highlight the importance of using morphology to improve the traffic noise resistance of villages. The landscape shape indices of buildings and roads are the most important parameters that affect the traffic noise attenuation of elevated roads.     

Effects on fisheries and waterbirds of raising water levels at Kerkini Reservoir,a Ramsar site in northern greece

A new, higher dam was installed at Kerkini Reservoir in 1982, causing habitat and landscape disruption. A decrease in the area of grassland and shallow water areas, the rapid disappearance of reedbeds, the appearance of beds ofNymphaea, and the disappearance of half the forest area were all observed between 1982 and 1991. With the new hydrological regime, a lacustrine system was created, with an extensive, rather deep (4–8 m), pelagic zone favorable for the development of coarse fish species throughout the year. After 1982, an increase in fishing effort and a change in the relative abundance of fish species in the catch, including the disappearance of eels and wels, were observed. The impact of the rise in the water level of breeding aquatic birds led to a general decline in species typical of marshy habitats in favor of species preferring deeper open water habitats. A decrease was recorded in bird species that feed largely on invertebrates and to a lesser extent fish (e.g., glossy ibis) and that require extensive shallow feeding areas. There was a decline in geese, whose nests were regularly flooded, and a major increase in piscivorous birds, particularly diving birds (e.g., cormorants), which prefer deeper open water and benefitted directly from the large increase in coarse fish biomass. The disappearance of birds breeding in flooded meadows (e.g., black-winged stilts) and of those restricted to reedbeds (e.g., marsh harrier) occurred from 1983. Over the same period, the changes in populations of wintering birds at Kerkini were different from those occurring in other wetlands in northern Greece. The changes recorded in the populations of wintering birds at Kerkini did not therefore result from overall regional trends but from the major habitat modifications that occurred to this wetland. As for breeding birds, strictly piscivorous species increased greatly as a result of the increased availability of fish, but also due to the appearance of many suitable night roosting sites (flooded trees) and to the great increase in the area of open water greater than 2 m deep. Today, Kerkini has become the most important breeding site in Greece for a majority of colonial waterbirds. In contrast, wintering shorebirds practically disappeared. The many changes recorded in the status of breeding and wintering birds at Kerkini can mostly be explained by the changes that occurred in the functioning of the ecosystem and in the habitat structure following the inauguration of the new hydrological regime. These changes did not all occur at the same time: some were immediate and others required a delay before they could be detected.     

Importance of landscape heterogeneity to wood storks in Florida Everglades

Declines in populations of and reproductive success of wood storks and other wading birds have occurred in the Florida Everglades over the past several decades. These declines have been concurrent with major changes in the Everglades’ landscape characteristics. Among the plausible hypotheses that relate to landscape change are the following: (1) general loss of habitat; (2) heavy loss of specific habitat, namely, short-hydroperiod wetlands that provide high prey availability early in the breeding season; and (3) an increase in frequency of major drying out of the central slough areas, which can affect prey availability late in the breeding season. These three hypotheses were compared using an individual-based model of wood stork (Mycteria americana) reproduction. This model simulated the behavior and energetics of each individual wood stork in a breeding colony on 15-min time intervals. Changes in water depth and prey availability occurred on daily time steps. Simulation results showed a threshold response in reproductive success to reduction of wetland heterogeneity. Model comparisons in which (1) only short-hydroperiod wetlands were removed and (2) wetlands of both long and short hydroperiods were removed showed that, for the same loss of total area, the specific habitat removal caused a much greater reduction in wood stork reproduction, indicating hypothesis 2 may be a more likely explanation than hypothesis 1. Reduction of initial prey availability in the central slough areas (simulating frequent drying; hypothesis 3) reduced fledging success by an average of more than 90% in the model.     

Determining contamination level of heavy metals in road dust from busy traffic areas with different characteristics

This study identified the levels and sources of heavy metal contamination in road dust from busy traffic areas in a typical industrial city in Korea. This study compared the total concentrations, as determined by aqua regia digestions and atomic absorption spectroscopy, of cadmium (Cd), copper (Cu), lead (Pb), zinc (Zn) and nickel (Ni) in the road dust from areas with different characteristics such as traffic rotaries, downtown areas, circulation roads, and asphalt and concrete highways. The contamination levels of the heavy metals in the road dust were evaluated using the contamination factor and the degree of contamination. The contamination levels of the heavy metals in the road dust were highly dependent on traffic volume and atmospheric dispersion from traffic rotaries. Industrial emissions and the frequency of brake use and vehicles coming to a complete stop were additional factors that affected the contamination levels in downtown areas. The concrete highway had higher contamination levels of the heavy metals than the asphalt highway. Vehicle speed was also a strong contributing factor to the degree of contamination of heavy metals in the road dust from the circulation roads and highways.     

Abundance of Jackfruit (<Emphasis Type="Italic">Artocarpus heterophyllus</Emphasis>) Affects Group Characteristics and Use of Space by Golden-Headed Lion Tamarins (<Emphasis Type="Italic">Leontopithecus chrysomelas</Emphasis>) in <Emphasis Type="Italic">Cabruca</Emphasis> Agroforest

Cabruca is an agroforest of cacao trees shaded by native forest trees. It is the predominant vegetation type throughout eastern part of the range of the golden-headed lion tamarins, Leontopithecus chrysomelas, an endangered primate endemic to Atlantic Forest. Understanding how lion tamarins use this agroforest is a conservation priority. To address this question, we documented the diet, home range size, group sizes and composition, density, number of litters and body condition of lion tamarins living in cabruca, and other habitats. Jackfruit, Artocarpus heterophyllus, was the most used species used by lion tamarins in cabruca and was widely available and used throughout the year. In cabruca, home range size was the smallest (22–28 ha) and density of lion tamarins was the highest (1.7 ind/ha) reported for the species. Group size averaged 7.4 individuals and was not significantly different among the vegetation types. In cabruca, groups produced one or two litters a year, and all litters were twins. Adult males in cabruca were significantly heavier than males in primary forest. Our study is the first to demonstrate that breeding groups of golden-headed lion tamarins can survive and reproduce entirely within cabruca agroforest. Jackfruit proved to be a keystone resource for lion tamarins in cabruca, and bromeliads were important as an animal prey foraging microhabitat. In cases where cabruca contains concentrated resources, such as jackfruit and bromeliads, lion tamarins may not only survive and reproduce but may fare better than in other forest types, at least for body condition and reproduction.     

The Influence of Landscape Features on Road Development in a Loess Region,China

Many ecologists focus on the effects of roads on landscapes, yet few consider how landscapes affect road systems. In this study, therefore, we quantitatively evaluated how land cover, topography, and building density affected the length density, node density, spatial pattern, and location of roads in Dongzhi Yuan, a typical loess region in China. Landscape factors and roads were mapped using images from SPOT satellite (Système Probatoire d’Observation de la Terre), initiated by the French space agency and a digital elevation model (DEM). Detrended canonical correspondence analysis (DCCA), a useful ordination technique to explain species–environment relations in community ecology, was applied to evaluate the ways in which landscapes may influence roads. The results showed that both farmland area and building density were positively correlated with road variables, whereas gully density and the coefficient of variation (CV of DEM) showed negative correlations. The CV of DEM, farmland area, grassland area, and building density explained variation in node density, length density, and the spatial pattern of roads, whereas gully density and building density explained variation in variables representing road location. In addition, node density, rather than length density, was the primary road variable affected by landscape variables. The results showed that the DCCA was effective in explaining road–landscape relations. Understanding these relations can provide information for landscape managers and transportation planners.