Vehicular traffic effects on elk and white-tailed deer behavior near wildlife underpasses.

Roads fragment animal populations, vehicles kill and injure animals, and traffic may affect animal behavior. Mitigation efforts (e.g., wildlife underpasses) are constructed to prevent fragmentation and reduce wildlife-vehicle collisions. However, little is known about traffic's proximal effects on wildlife behavior and use of mitigation measures. We quantified the time that elk (Cervus elaphus) and white-tailed deer (Odocoileus virginianus) allocated to foraging, vigilance, and flight behavior before and after vehicle passage. Both species increased vigilance and flight behaviors and reduced time spent foraging in response to vehicles. Both species were more likely to move through the underpass if they exhibited foraging behavior; we also found a marginally significant trend that animals were less likely to use the underpass after vigilance behavior. Knowledge that vehicle movement influences wildlife behavior underscores the importance of consideration given to road and crossing structure design. Additionally, findings of species-specific response to vehicle passage are important in understanding potential fitness consequences of anthropogenic disturbance.

Protection status, human disturbance, snow cover and trapping drive density of a declining wolverine population in the Canadian Rocky Mountains.

Protected areas are important in species conservation, but high rates of human-caused mortality outside their borders and increasing popularity for recreation can negatively affect wildlife populations. We quantified wolverine (Gulo gulo) population trends from 2011 to 2020 in > 14,000 km2 protected and non-protected habitat in southwestern Canada. We conducted wolverine and multi-species surveys using non-invasive DNA and remote camera-based methods. We developed Bayesian integrated models combining spatial capture-recapture data of marked and unmarked individuals with occupancy data. Wolverine density and occupancy declined by 39%, with an annual population growth rate of 0.925. Density within protected areas was 3 times higher than outside and declined between 2011 (3.6 wolverines/1000 km2) and 2020 (2.1 wolverines/1000 km2). Wolverine density and detection probability increased with snow cover and decreased near development. Detection probability also decreased with human recreational activity. The annual harvest rate of ≥ 13% was above the maximum sustainable rate. We conclude that humans negatively affected the population through direct mortality, sub-lethal effects and habitat impacts. Our study exemplifies the need to monitor population trends for species at risk-within and between protected areas-as steep declines can occur unnoticed if key conservation concerns are not identified and addressed.

Potential Movement Corridors and High Road-Kill Likelihood do not Spatially Coincide for Felids in Brazil: Implications for Road Mitigation.

The negative effects of roads on wildlife populations are a growing concern. Movement corridors and road-kill data are typically used to prioritize road segments for mitigation measures. Some research suggests that locations where animals move across roads following corridors coincide with locations where they are often killed by vehicles. Other research indicates that corridors and road-kill rarely occur in the same locations. We compared movement corridor and road mortality models as means of prioritizing road segments for mitigation for five species of felids in Brazil: tiger cats (Leopardus tigrinus and Leopardus guttulus were analyzed together), ocelot (Leopardus pardalis), jaguarundi (Herpailurus yagouaroundi), and puma (Puma concolor). We used occurrence data for each species and applied circuit theory to identify potential movement corridors crossed by roads. We used road-kill records for each species and applied maximum entropy to determine where mortality was most likely to occur on roads. Our findings suggest that movement corridors and high road mortality are not spatially associated. We suggest that differences in the behavioral state of the individuals in the species occurrence and road-kill data may explain these results. We recommend that the road segments for which the results from the two methods agree (~5300 km for all studied species combined at 95th percentile) should be high-priority candidates for mitigation together with road segments identified by at least one method in areas where felids occur in low population densities or are threatened by isolation effects.

Differences in Spatiotemporal Patterns of Vehicle Collisions with Wildlife and Livestock.

Road ecology research has tended to focus on wildlife-vehicle collisions (WVCs) while omitting or failing to differentiate domestic (i.e., livestock) animal-vehicle collisions (DAVCs). This has limited our understanding of where, when, and how frequently DAVCs occur, and whether these patterns differ from those for WVCs. We used a 10-year collision data set for the U.S. state of Montana to compare temporal and spatial patterns of DAVCs versus WVCs at multiple scales. WVCs exhibited two diel peaks (dawn and dusk) versus only one prominent peak (late evening/early night) for DAVCs. Seasonal patterns of WVCs and DAVCs were broadly similar, but DAVCs exhibited a more pronounced late-fall peak. At the county scale, DAVCs were overrepresented relative to WVCs in most of eastern Montana and underrepresented in most of western Montana. WVC and DAVC hotpots did not show strong overlap at the 1-mile road segment scale. Our results suggest that DAVCs warrant greater attention, and they may represent a high priority for management and mitigation measures in some areas because (1) they can be locally common even when regionally rare, (2) they are more dangerous to motorists on a per-collision basis than WVCs, and (3) they can present a legal liability for livestock owners. Mitigation measures for DAVCs may differ from those for WVCs and require further development and testing. Future data collection efforts should include information not only on the location and timing of animal-vehicle collisions, but also on the species of animals killed.

Road mortality locations of small and medium-sized mammals along a partly-fenced highway in Quebec, Canada, 2012-2015.

The data presented here consist of the locations of 839 roadkill points from four years (2012-2015) of roadkill surveys for small and medium-sized mammals (under 30 kg) from a four-lane highway in Quebec (Highway 175) during the months of May to October. Seventeen species or species groups were identified, all local to the area, and none of which were identified as species at risk, threatened, or endangered. The GPS coordinates of each roadkill event are given, along with the date, time of day (morning or evening), location (northbound or southbound lanes) and species (where possible). Within the surveyed road, 18 wildlife passages with 100 m fencing on each side of the passage entrances were built for small and medium-sized mammals. The GPS coordinates of the 18 passages and the end of each corresponding fence are also provided.

Wolverine behavior varies spatially with anthropogenic footprint: implications for conservation and inferences about declines.

Understanding a species' behavioral response to rapid environmental change is an ongoing challenge in modern conservation. Anthropogenic landscape modification, or "human footprint," is well documented as a central cause of large mammal decline and range contractions where the proximal mechanisms of decline are often contentious. Direct mortality is an obvious cause; alternatively, human-modified landscapes perceived as unsuitable by some species may contribute to shifts in space use through preferential habitat selection. A useful approach to tease these effects apart is to determine whether behaviors potentially associated with risk vary with human footprint. We hypothesized wolverine (Gulo gulo) behaviors vary with different degrees of human footprint. We quantified metrics of behavior, which we assumed to indicate risk perception, from photographic images from a large existing camera-trapping dataset collected to understand wolverine distribution in the Rocky Mountains of Alberta, Canada. We systematically deployed 164 camera sites across three study areas covering approximately 24,000 km(2), sampled monthly between December and April (2007-2013). Wolverine behavior varied markedly across the study areas. Variation in behavior decreased with increasing human footprint. Increasing human footprint may constrain potential variation in behavior, through either restricting behavioral plasticity or individual variation in areas of high human impact. We hypothesize that behavioral constraints may indicate an increase in perceived risk in human-modified landscapes. Although survival is obviously a key contributor to species population decline and range loss, behavior may also make a significant contribution.

Inter-individual variability of stone marten behavioral responses to a highway.

Efforts to reduce the negative impacts of roads on wildlife may be hindered if individuals within the population vary widely in their responses to roads and mitigation strategies ignore this variability. This knowledge is particularly important for medium-sized carnivores as they are vulnerable to road mortality, while also known to use available road passages (e.g., drainage culverts) for safely crossing highways. Our goal in this study was to assess whether this apparently contradictory pattern of high road-kill numbers associated with a regular use of road passages is attributable to the variation in behavioral responses toward the highway between individuals. We investigated the responses of seven radio-tracked stone martens (Martes foina) to a highway by measuring their utilization distribution, response turning angles and highway crossing patterns. We compared the observed responses to simulated movement parameterized by the observed space use and movement characteristics of each individual, but naïve to the presence of the highway. Our results suggested that martens demonstrate a diversity of responses to the highway, including attraction, indifference, or avoidance. Martens also varied in their highway crossing patterns, with some crossing repeatedly at the same location (often coincident with highway passages). We suspect that the response variability derives from the individual's familiarity of the landscape, including their awareness of highway passage locations. Because of these variable yet potentially attributable responses, we support the use of exclusionary fencing to guide transient (e.g., dispersers) individuals to existing passages to reduce the road-kill risk.

Stable isotopes reveal rail-associated behavior in a threatened carnivore.

Human-wildlife conflict is a leading cause of adult mortality for large carnivores worldwide. Train collision is the primary cause of mortality for threatened grizzly bears (Ursus arctos) in Banff National Park. We investigated the use of stable isotope analysis as a tool for identifying bears that use the railway in Banff. Rail-associated bears had higher δ(15)N and δ(34)S values than bears sampled away from the rail, but similar δ(13)C values. Because elevated δ(15)N values are indicative of higher animal protein consumption, rail-associated bears likely preyed on ungulates that foraged along the rail or scavenged on train-killed animals. The higher δ(34)S values in bear hair could have resulted from bears consuming sulfur pellets spilled on the rail or through the uptake of sulfur in the plants bears or animals consumed. Similar δ(13)C values suggest that the two types of bears had generally similar plant-based diets. Results from this study suggest that stable isotopes analysis could be used as a non-invasive, affordable, and efficient technique to identify and monitor bears that forage on the railway in Banff and potentially other transportation corridors worldwide.

Genetic connectivity for two bear species at wildlife crossing structures in Banff National Park.

Roads can fragment and isolate wildlife populations, which will eventually decrease genetic diversity within populations. Wildlife crossing structures may counteract these impacts, but most crossings are relatively new, and there is little evidence that they facilitate gene flow. We conducted a three-year research project in Banff National Park, Alberta, to evaluate the effectiveness of wildlife crossings to provide genetic connectivity. Our main objective was to determine how the Trans-Canada Highway and crossing structures along it affect gene flow in grizzly (Ursus arctos) and black bears (Ursus americanus). We compared genetic data generated from wildlife crossings with data collected from greater bear populations. We detected a genetic discontinuity at the highway in grizzly bears but not in black bears. We assigned grizzly bears that used crossings to populations north and south of the highway, providing evidence of bidirectional gene flow and genetic admixture. Parentage tests showed that 47% of black bears and 27% of grizzly bears that used crossings successfully bred, including multiple males and females of both species. Differentiating between dispersal and gene flow is difficult, but we documented gene flow by showing migration, reproduction and genetic admixture. We conclude that wildlife crossings allow sufficient gene flow to prevent genetic isolation.

Potential impacts of highway median barriers on wildlife: state of the practice and gap analysis.

Median barriers separate lanes of traffic moving in opposite directions on multilane highways. Such traffic safety devices can reduce head-on collisions but also have the potential to reduce landscape permeability by impeding wildlife movements across highways. Median barriers may also increase the risk of wildlife-vehicle collisions if an animal becomes trapped or confused amid barriers searching for a place to cross. A 2002 Transportation Research Board report highlighted the need to better understand the potential impacts of highway median barriers on wildlife. This lack of information can cause significant project delays and increase transportation project costs. This study represents the first attempt in North America to bring together information about highway median and roadside barriers and wildlife and provide preliminary guidelines to balance the needs of motorist safety and wildlife movements.

Demographic connectivity for ursid populations at wildlife crossing structures in Banff National Park.

Wildlife crossing structures are one solution to mitigating the fragmentation of wildlife populations caused by roads, but their effectiveness in providing connectivity has only been superficially evaluated. Hundreds of grizzly (Ursus arctos) and black bear (Ursus americanus) passages through under and overpasses have been recorded in Banff National Park, Alberta, Canada. However, the ability of crossing structures to allow individual and population-level movements across road networks remains unknown. In April 2006, we initiated a 3-year investigation into whether crossing structures provide demographic connectivity for grizzly and black bears in Banff National Park. We collected hair with multiple noninvasive methods to obtain genetic samples from grizzly and black bears around the Bow Valley. Our objectives were to determine the number of male and female grizzly and black bears that use crossing structures; examine spatial and temporal patterns of crossings; and estimate the proportions of grizzly and black bear populations in the Bow Valley that use crossing structures. Fifteen grizzly (7 female, 8 male) and 17 black bears (8 female, 9 male) used wildlife crossing structures. The number of individuals detected at wildlife crossing structures was highly correlated with the number of passages in space and time. Grizzly bears used open crossing structures (e.g., overpasses) more often than constricted crossings (e.g., culverts). Peak use of crossing structures for both bear species occurred in July, when high rates of foraging activity coincide with mating season. We compared the number of bears that used crossings with estimates of population abundance from a related study and determined that substantial percentages of grizzly (15.0% in 2006, 19.8% in 2008) and black bear (17.6% in 2006, 11.0% in 2008) populations used crossing structures. On the basis of our results, we concluded wildlife crossing structures provide demographic connectivity for bear populations in Banff National Park.

Estimating grizzly and black bear population abundance and trend in Banff National Park using noninvasive genetic sampling.

We evaluated the potential of two noninvasive genetic sampling methods, hair traps and bear rub surveys, to estimate population abundance and trend of grizzly (Ursus arctos) and black bear (U. americanus) populations in Banff National Park, Alberta, Canada. Using Huggins closed population mark-recapture models, we obtained the first precise abundance estimates for grizzly bears (N= 73.5, 95% CI = 64-94 in 2006; N= 50.4, 95% CI = 49-59 in 2008) and black bears (N= 62.6, 95% CI = 51-89 in 2006; N= 81.8, 95% CI = 72-102 in 2008) in the Bow Valley. Hair traps had high detection rates for female grizzlies, and male and female black bears, but extremely low detection rates for male grizzlies. Conversely, bear rubs had high detection rates for male and female grizzlies, but low rates for black bears. We estimated realized population growth rates, lambda, for grizzly bear males (λ= 0.93, 95% CI = 0.74-1.17) and females (λ= 0.90, 95% CI = 0.67-1.20) using Pradel open population models with three years of bear rub data. Lambda estimates are supported by abundance estimates from combined hair trap/bear rub closed population models and are consistent with a system that is likely driven by high levels of human-caused mortality. Our results suggest that bear rub surveys would provide an efficient and powerful means to inventory and monitor grizzly bear populations in the Central Canadian Rocky Mountains.

Validity of the prey-trap hypothesis for carnivore-ungulate interactions at wildlife-crossing structures.

Wildlife-exclusion fencing and wildlife-crossing structures (e.g., underpasses and overpasses) are becoming increasingly common features of highway projects around the world. The prey-trap hypothesis posits that predators exploit crossing structures to detect and capture prey. The hypothesis predicts that predation events occur closer to a highway after the construction of fences and crossing structures and that prey species' use of crossings increases the probability that predators will attack prey. We examined interactions between ungulates and large carnivores at 28 wildlife crossing structures along 45 km of the Trans-Canada Highway in Banff National Park, Alberta. We obtained long-term records of locations where ungulates were killed (kill sites) before and after crossing structures were built. We also placed remote, motion-triggered cameras at two crossing structures to monitor predator behavior following ungulate passage through the structure. The proximity of ungulate kill sites to the highway was similar before and after construction of fencing and crossing structures. We found only five kill sites near crossing structures after more than 32,000 visits over 13 years. We found no evidence that predator behavior at crossing structures is affected by prey movement. Our results suggest that interactions between large mammals and their prey at wildlife-crossing structures in Banff National Park are not explained by the prey-trap hypothesis.

A comparison of data sets varying in spatial accuracy used to predict the occurrence of wildlife-vehicle collisions.

Wildlife-vehicle collisions (WVCs) pose a significant safety and conservation concern in areas where high-traffic roads are situated adjacent to wildlife habitat. Improving transportation safety, accurately planning highway mitigation, and identifying key habitat linkage areas may all depend on the quality of WVC data collection. Two common approaches to describe the location of WVCs are spatially accurate data derived from global positioning systems (GPS) or vehicle odometer measurements and less accurate road-marker data derived from reference points (e.g., mile-markers or landmarks) along the roadside. In addition, there are two common variable types used to predict WVC locations: (1) field-derived, site-specific measurements and (2) geographic information system (GIS)-derived information. It is unclear whether these different approaches produce similar results when attempting to identify and explain the location of WVCs. Our first objective was to determine and compare the spatial error found in road-marker data (in our case the closest mile-marker) and landmark-referenced data. Our second objective was to evaluate the performance of models explaining high- and low-probability WVC locations, using congruent, spatially accurate (<3-m) and road-marker (<800-m) response variables in combination with field- and GIS-derived explanatory variables. Our WVC data sets were comprised of ungulate collisions and were located along five major roads in the central Canadian Rocky Mountains. We found that spatial error (mean +/- SD) was higher for WVC data referenced to nearby landmarks (516 +/- 808 m) than for data referenced to the closest mile-marker data (401 +/- 219 m). The top-performing model using the spatially accurate WVC locations contained all explanatory variable types, whereas GIS-derived variables were only influential in the best road-marker model and the spatially accurate reduced model. Our study showed that spatial error and sample size, using road-marker data for ungulate species, are important to consider for model output interpretation, which will impact the appropriate scale on which to apply modeling results. Using road-marker references <1.6 km or GPS-derived data locations may represent an optimal compromise between data acquisition costs and analytical performance.

An assessment of road impacts on wildlife populations in U.S. national parks.

Current United States National Park Service (NPS) management is challenged to balance visitor use with the environmental and social consequences of automobile use. Wildlife populations in national parks are increasingly vulnerable to road impacts. Other than isolated reports on the incidence of road-related mortality, there is little knowledge of how roads might affect wildlife populations throughout the national park system. Researchers at the Western Transportation Institute synthesized information obtained from a system-wide survey of resource managers to assess the magnitude of their concerns on the impacts of roads on park wildlife. The results characterize current conditions and help identify wildlife-transportation conflicts. A total of 196 national park management units (NPS units) were contacted and 106 responded to our questionnaire. Park resource managers responded that over half of the NPS units' existing transportation systems were at or above capacity, with traffic volumes currently high or very high in one quarter of them and traffic expected to increase in the majority of units. Data is not generally collected systematically on road-related mortality to wildlife, yet nearly half of the respondents believed road-caused mortality significantly affected wildlife populations. Over one-half believed habitat fragmentation was affecting wildlife populations. Despite these expressed concerns, only 36% of the NPS units used some form of mitigation method to reduce road impacts on wildlife. Nearly half of the respondents expect that these impacts would only worsen in the next five years. Our results underscore the importance for a more systematic approach to address wildlife-roadway conflicts for a situation that is expected to increase in the next five to ten years.