Small logging roads do not restrict movements of forest rats in Bornean logged forests

Selective logging is driving the proliferation of roads throughout tropical rain forests, particularly narrow, unpaved logging roads. However, little is known about the extent of road edge effects or their influence on the movements of tropical understory animal species. Here, we used forest rats to address the following questions: (a) Does the occupancy of rats differ from road edges to forest interior within logged forests? (b) Do roads inhibit the movements of rats within these forests? We established trapping grids along a road edge‐to‐forest interior gradient at four roads and in three control sites within a logged forest in Sabah, Malaysia. To quantify the probability of road crossing, rats were captured, translocated across a road, and then recaptured on subsequent nights. We caught 216 individuals of eight species on 3,024 trap nights. Rat occupancy did not differ across the gradient from road edge to interior, and 48 percent of the 105 translocated individuals crossed the roads and were recaptured. This proportion was not significantly different from that of rats returning in control sites (38% of 60 individuals), suggesting that small roads were not barriers to rat movements within logged forests. Subadults were significantly more likely to return from translocation than adults in both road and control sites. Our results are encouraging for the ecology of small mammal communities in heavily logged forests, because small logging roads do not restrict the movements of rats and therefore are unlikely to create an edge effect or influence habitat selection.     

Impact of Road Clearings on the Movements of Three Understory Insectivorous Bird Species in the Brazilian Atlantic Forest

Recent studies on the impacts of forest fragmentation on understory insectivorous birds in the Neotropics have highlighted that even narrow linear clearings, such as roads, can affect the movements of this guild of birds. We used playback trials of territorial vocalizations to assess the movements of three understory insectivorous bird species across two unpaved roads bisecting Parque Estadual Carlos Botelho in southeast Brazil, located within one of the largest remaining continuous Atlantic Forests. Movement patterns varied among species. While Chamaeza campanisona never crossed these roads, Pyriglena leucoptera crossed them in almost 100 percent of tests. Although Conopophaga lineata exhibited a significantly lower number of crossings along cleared sites, it was eventually willing to traverse the roads, showing an intermediate pattern. Shaded areas with connected canopy did not improve birds' willingness to cross roads compared with areas where treecrowns were at least 3 m apart. Similarly, birds' willingness to cross an 8‐m wide road with limited traffic (six vehicles/wk) was not significantly greater than that of a 12‐m wide road with more intense traffic (41 vehicles/d). Our findings suggest that the negative impact of roads on bird movement is an issue that should be addressed by managers of Atlantic Forest conservation units, especially as economic development results in pressure to pave and widen roads. Abstract in Portuguese is available at http://www.blackwell‐synergy.com/loi/btp .     

Behavior of Moose Relative to a Road Network

Abstract Roads often negatively affect terrestrial wildlife, via habitat loss or fragmentation, noise, and direct mortality. We studied moose (Alces alces) behavior relative to a road network, in an area with a history of moose-vehicle accidents, to determine when moose were crossing roadways or using areas near roads and to investigate if environmental factors were involved in this behavior. We tracked 47 adult moose with Global Positioning System collars in a study area crossed by highways and forest roads. We hypothesized that moose would avoid crossing roads but would make occasional visits to roadsides to feed on sodium-rich vegetation and avoid biting insects. Further, we expected moose avoidance to be greater for highways than forest roads. We recorded 196,710 movement segments but only observed 328 highway and 1,172 forest-road crossings (16 and 10 times lower than expected by chance). Moose usually avoided road proximity up to ≥500 m on each side but 20% of collared moose made visits to areas within 50 m of highways, which might have resulted from moose searching for sodium in vegetation and roadside salt pools. In fact, vegetation along highways had higher sodium concentrations and was browsed in similar proportions to vegetation in adjacent forest, despite moose avoidance of these zones. Moose, however, did not use areas near roads more during periods of biting insect abundance. Our results supported the hypothesis of scale-dependent selection by moose; avoidance of highways at a coarse scale may confer long-term benefits, whereas selection of highway corridors at finer scales may be part of a strategy to overcome short-term limiting factors such as sodium deficiency. We found a positive relationship between home-range size and the proportion of road axes they contained, suggesting that moose either compensated for habitat loss or made specific movements along highways to gather sodium. The presence of sodium along highways likely increases moose-vehicle accident risks. Removal of salt pools or use of a de-icing salt other than sodium chloride should render highway surroundings less attractive to moose.     

Effects of Roads on Endangered San Joaquin Kit Foxes

ABSTRACT San Joaquin kit foxes (Vulpes macrotis mutica) occur in central California, USA, and are endangered due to habitat loss and degradation. As the human population of California grows, more roads are being constructed in remaining kit fox habitat. We examined effects of 2-lane roads on demographic and ecological patterns of kit foxes on the Lokern Natural Area (LNA) from August 2001 to June 2004. Of 60 radiocollared kit foxes, only one was struck by a vehicle. Foxes were assigned to 1 of 3 risk categories (high, medium, or low) based on proportion of time spent in road-effect zones, which were defined by the probability of a fox encountering a road during nocturnal movements. Fox survival probabilities, reproductive success, litter size, nocturnal movements, and den placement all were similar among risk categories. Nocturnal locations of foxes were closer to roads than were den locations, and den fidelity was lowest for medium-risk foxes and highest for low-risk foxes but intermediate for high-risk foxes. Food availability and use were not affected by proximity to roads. We were unable to detect any significant detrimental effects from 2-lane roads on kit fox demography and ecology. Our results suggest that standard mitigation strategies, such as crossing structures and exclusionary fencing, would not benefit kit foxes on the LNA.     

The effects of artificial and natural barriers on the movement of small mammals in Banff National Park, Canada

Barriers that dissect continuous habitat, such as roads, initiate the process of habitat fragmentation and can filter or eliminate animal movement through otherwise pristine areas. A severe road barrier appears to exist in Banff National Park where the Trans‐Canada Highway (TCH) is known to impede the movement of some animals, but the effects of this barrier relative to natural barriers and continuous habitat have not been assessed. To compare animal movement in response to these three contexts, we translocated three species of murid rodents (meadow voles, Microtus pennsylvanicus, deer mice, Peromyscus maniculatus, and red‐backed voles, Clethrionomys gapperi) across the TCH (an artificial barrier), a forested strip in the median of the TCH (a natural barrier), in the adjacent highway verge (continuous grassy) and in nearby forest (continuous forested). We coated murids with fluorescent dye, released them at standardized distances, and followed the resulting trails to obtain detailed information on movement paths. Overall, individuals were 20% less successful crossing the TCH than natural (forested) barriers and 10% less successful crossing natural barriers than continuous habitat, but exhibited marked variation among species. Path tortuosity was negatively related to return success; more convoluted paths were associated with lower success across all treatments. Deer mice returned to their home‐ranges more often than the other two species, perhaps because of their generalist habitat preferences, nocturnal activities, or larger home ranges. In all treatments, the fractal dimensions of movement paths were very qualitatively similar to those observed for return success and tortuosity, indicating that the responses of these species were not influenced by spatial scale. Together, our results suggest that (a) murid species differ in the movement limitation imposed by both natural and artificial barriers, perhaps as a consequence of differences in habitat preferences and activity patterns, and (b) murid responses to a road barrier are only moderately different from responses to the natural barrier of a forest edge in the context of translocation experiments.     

The genetic effects of roads: A review of empirical evidence

Roads exert various effects of conservation concern. They cause road mortality of wildlife, change the behaviour of animals and lead to habitat fragmentation. Roads also have genetic effects, as they restrict animal movement and increase the functional isolation of populations. We first formulate theoretical expectations on the genetic effects of roads with respect to a decrease in genetic diversity and an increase in genetic differentiation or distance of populations or individuals. We then review the empirical evidence on the genetic effects of roads based on the available literature. We found that roads often, but not always, decrease the genetic diversity of affected populations due to reduced population size and genetic drift. Whether the reduction in genetic diversity influences the long-term fitness of affected populations is, however, not yet clear. Roads, especially fenced highways, also act as barriers to movement, migration and gene flow. Roads therefore often decrease functional connectivity and increase the genetic differentiation of populations or the genetic distance among individuals. Nevertheless, roads and highways rarely act as complete barriers as shown by genetic studies assessing contemporary migration across roads (by using assignment tests). Some studies also showed that road verges act as dispersal corridors for native and exotic plants and animals. Genetic methods are well suited to retrospectively trace such migration pathways. Most roads and highways have only recently been built. Although only few generations might thus have passed since road construction, our literature survey showed that many studies found negative effects of roads on genetic diversity and genetic differentiation in animal species, especially for larger mammals and amphibians. Roads may thus rapidly cause genetic effects. This result stresses the importance of defragmentation measures such as over- and underpasses or wildlife bridges across roads.     

Modeling connectivity to identify current and future anthropogenic barriers to movement of large carnivores: A case study in the American Southwest

This study sought to identify critical areas for puma (Puma concolor) movement across the state of Arizona in the American Southwest and to identify those most likely to be impacted by current and future human land uses, particularly expanding urban development and associated increases in traffic volume. Human populations in this region are expanding rapidly, with the potential for urban centers and busy roads to increasingly act as barriers to demographic and genetic connectivity of large‐bodied, wide‐ranging carnivores such as pumas, whose long‐distance movements are likely to bring them into contact with human land uses and whose low tolerance both for and from humans may put them at risk unless opportunities for safe passage through or around human‐modified landscapes are present. Brownian bridge movement models based on global positioning system collar data collected during bouts of active movement and linear mixed models were used to model habitat quality for puma movement; then, a wall‐to‐wall application of circuit theory models was used to produce a continuous statewide estimate of connectivity for puma movement and to identify pinch points, or bottlenecks, that may be most at risk of impacts from current and future traffic volume and expanding development. Rugged, shrub‐ and scrub‐dominated regions were highlighted as those offering high quality movement habitat for pumas, and pinch points with the greatest potential impacts from expanding development and traffic, although widely distributed, were particularly prominent to the north and east of the city of Phoenix and along interstate highways in the western portion of the state. These pinch points likely constitute important conservation opportunities, where barriers to movement may cause disproportionate loss of connectivity, but also where actions such as placement of wildlife crossing structures or conservation easements could enhance connectivity and prevent detrimental impacts before they occur.     

Can the barrier effect of highways cause genetic subdivision in small mammals?

Roads and highways contribute enormously to habitat fragmentation, because they can inhibit or even block animal movement across them, which may result in the ultimate division of the populations adjacent to the roads into smaller isolated subpopulations. The isolation reduces gene flow and increases risk of extinction due to a decrease in the genetic diversity of the isolated population. The aim of the present study is to determine whether highways can cause genetic subdivision of the bank vole Myodes glareolus (Schreber, 1780) and yellow-necked mouse Apodemus flavicollis (Melchior, 1834). The study was carried out at three sites in the Highway D1 (Prague-Brno) in the Czech Republic, where a previous study demonstrated a barrier effect of the highway avoiding the interchange of individuals of both species. The genetic structure was determined from the analysis of six DNA microsatellites loci in M. glareolus and five in A. flavicollis. We found only weak genetic differences between populations living at opposite sides of the highway in either of the species and a low degree of subdivision, but significant positive correlation between genetic and geographical distance, which suggests isolation by distance in both species.     

Radio‐tracking three Sugar Gliders using forested highway median strips at Bongil Bongil National Park,north‐east New South Wales

Major roads and highways disrupt ecological flows and create barriers or filters to the movement of many species of wildlife, including gliding mammals. Mitigating these impacts presents major challenges for road authorities. One approach has been the retention of forest vegetation in median strips to serve as ‘stepping stones’ for gliding mammals to cross road gaps otherwise beyond their glide capacity. A recently upgraded section of the Pacific Highway through tall open forest near Bonville in north‐east New South Wales retained forest within two 10‐ to 45‐m‐wide median strips separating each carriageway and a service road. We investigated whether Sugar Gliders (Petaurus breviceps) used these median strips to cross an 85 to 135 m‐wide road corridor. Three radio‐collared Sugar Gliders (one male and two females) moved between both highway medians and forest on either side of the road corridor during 32 days of radio‐tracking. Although the sample size is small, these results suggest that highway median strips, featuring mature vegetation with a major den tree, can provide ‘stepping stones’ for gliding mammals to cross a highway that would otherwise function as a movement barrier or filter. Longer‐term research with greater numbers of animals at this and other sites is required to determine whether such strips would be commonly used when den trees are absent and whether gliding via median strips may also increase road mortality of the species.     

INFLUENCE OF VEGETATION,TOPOGRAPHY, AND ROADS ON COUGAR MOVEMENT IN SOUTHERN CALIFORNIA

Abstract: Models of individual movement can help conserve wide-ranging carnivores on increasingly human-altered landscapes, and cannot be constructed solely by analyzing the daytime resting locations typically collected in carnivore studies. We examined the movements of 10 female and 7 male cougars (Puma concolor) at 15-min intervals during 44 nocturnal or diel periods of hunting or traveling in the Santa Ana Mountain Range of southern California, USA, between 1988 and 1992. Cougars tended to move in a meandering path (mean turning angle ∼54°), and distance moved (mean and mode ∼300 m) was not correlated with turning angle. Cougars used a broader range of habitats for nocturnal or diel movements than for previously described daybed locations for this same population. Riparian vegetation ranked highest in a compositional analysis of vegetation types selected during movement; grassland, woodland and urbanized sites were least selected. During periods of stasis (we presume many of these were stalking locations), patterns of selection were less marked. Cougars spent a disproportionate amount of time in highly ranked vegetation types, and traveled slowest through riparian habitats and fastest through human-dominated areas. Our results suggest that travel speed may provide an efficient index of habitat selection in concert with other types of analysis. Hunting or traveling individuals consistently used travel paths that were less rugged than their general surroundings. Traveling cougars avoided 2-lane paved roads, but dirt roads may have facilitated movement. Maintenance and restoration of corridors between large wildlands is essential to conserving cougars in southern California. Our results indicate that riparian vegetation, and other vegetation types that provide horizontal cover, are desirable features in such corridors, that dirt roads should not impede cougar use of corridors, and that corridors should lie along routes with relatively gentle topography. Our results suggest that cougars do not key in on highway-crossing structures in a way that creates a prey trap. Our empirical frequency distributions of distances and turning angles, along with cougar responses to vegetation, topography, and roads can help parameterize an individually-based movement model for cougars in human-altered landscapes.     

Effects of narrow roads on the movement of carabid beetles (Coleoptera,Carabidae) in Nopporo Forest Park,Hokkaido

Forest-dwelling carabid beetles that have no flight ability were studied using mark-recapture methods in late-June to mid-October 2007. This study was done to determine the effects of narrow roads in Nopporo Forest Park, Hokkaido on carabid beetle movement and habitat use. The investigation was conducted at four sites: one site was an abandoned grassy road with a width of 3.5 m, two sites were gravel roads with widths of 3.5 and 4.5 m, and another site was an asphalt-paved road with a width of 4.5 m. A total of 3,580 individuals from six species of carabid beetles were collected using dry pit-fall traps, and recapture rates ranged from 6.1 to 36.2%. All examined roads acted as barriers against the movement of Leptocarabus arboreus ishikarinus. All roads, except the abandoned grassy road, acted as a barrier against Carabus granulatus yezoensis movement. Forest–roadside verge comparisons demonstrated that some carabid beetles avoid even narrow roadside verges. Harmful effects increase with increasing road width and both paved roads and narrow roads negatively affect the movement of carabid beetles inhabiting the bordering forest. Therefore, forest specialist beetles are influenced by a barrier effect that starts at the forest road verge, and this barrier effect may be exacerbated by vehicular traffic. Therefore, these barrier effects on carabid beetles should be considered when planning and implementing road construction and maintenance in forests.     

Nowhere to run: semi-permeable barriers affect pronghorn space use

Animal movement can mediate the ecological consequences of fragmentation; however, barriers such as fences, roads, and railways are becoming a pervasive threat to wildlife. Pronghorn (Antilocapra americana) habitat in western North America has been fragmented by roads, railways, and fences. Although pronghorn are sensitive to barriers, neither the relative permeability of different barriers to crossing nor their influence on space use have been quantified. We used a large global positioning system (GPS)-collar dataset of pronghorn (n = 1,010 animal-years) in Wyoming, USA, to first quantify the likelihood that pronghorn cross each of 5 different anthropogenic barriers, including fences, county roads, railroads, state highways, and interstate highways (i.e., interstates). Next, we assessed how each barrier influenced pronghorn space use during the winter as indexed by the area occupied, and daily displacement relative to the density of barriers on an individual's winter range. The semi-permeability of the 5 barriers varied substantially, with the interstate being the most severe barrier to pronghorn movement. Pronghorn were >300 times less likely to cross interstates compared to state highways. Although pronghorn space use was rarely influenced by barriers within individual core winter ranges, pronghorn space use was constrained by barriers on the buffered periphery of individual winter ranges. Despite their different permeability to movement, the density of fences and combined interstates and railroads had similarly negative effects on pronghorn space use. Our results illustrate that the degree to which pronghorn avoid crossing barriers may scale up to affect access to habitat. Additionally, our results indicate that the effects of barriers on habitat access are not proportional to their permeability. Our results add to a growing consensus that effective management of mobile species depends on understanding how different kinds of semi-permeable barriers influence access and use of habitats.     

Caribou Distribution and Movements in a Northern Alaska Oilfield

As industrial development increases in the range of barren-ground caribou (Rangifer tarandus granti) across the warming Arctic, the need to understand the responses of caribou to development and to assess the effectiveness of mitigation measures increase accordingly. The Central Arctic Herd (CAH) of caribou ranges across northern Alaska, USA, and the herd's summer range includes the Prudhoe Bay and Kuparuk oilfields, where the herd has been exposed to oil development for >4 decades. We used location data from global positioning system (GPS) radio-collars deployed on female CAH caribou for 106 collar-years, recording locations every 2 hours during 2008–2019, to examine caribou distribution and movements during 7 different seasons of the year in relation to infrastructure in the Kuparuk oilfield, which is characterized by more design improvements and mitigation measures than the older Prudhoe Bay oilfield. We examined movement metrics in terms of distance to gravel infrastructure (roads and pads) and time before and after movements across infrastructure (crossings). We also employed integrated step-selection analysis to compare caribou movements with random movements. Caribou distribution was influenced by insect activity, distance to coast, landcover, and terrain ruggedness, and we found large seasonal differences in caribou responses to infrastructure. Consistent with previous research findings, avoidance of areas near roads and pads was strongest during the calving season and some caribou used roads and pads as insect-relief habitat when oestrid flies (warble fly [Hypoderma tarandi] and nose bot fly [Cephenemyia trompe]) were active. Caribou moved through the Kuparuk oilfield repeatedly during summer, averaging >2 road or pad crossings a day when harassment by mosquitoes (Aedes [Ochlerotatus] spp.) and oestrid flies were the predominant factors influencing caribou movements. Caribou moved faster while crossing roads and pads but showed little pattern in speed or turn angle with distance to roads and pads. These results demonstrate that the effects of petroleum development on a caribou herd with long-term exposure to industrial activity vary widely by season. Maternal caribou avoid active roads and pads during calving, but the incorporation of appropriate mitigation measures in oilfield design allows caribou to move through the Kuparuk oilfield during other snow-free seasons. © 2020 The Wildlife Society.     

Long‐term wildlife road‐kill counts in New Zealand

Abstract

We compare the number of medium‐sized animals (between rat and dog‐size) killed on repeated counts along the same 1660 km of North Island highways in 1984, 1994 and 2005 with other counts going back to 1949. Elevenmammal and 14 bird species were recorded, but Australian possums (Trichosurus vulpecula), hedgehogs (Erinaceus europaeus) and rabbits (Oryctolagus cuniculus) predominated, and pukekos (Porphyrio porphyrio), mynas (Acridotheres tristis), and Australian magpies (Gymnorhina tibicen) were the most common birds. Counts of possums, hedgehogs and rabbits ranged between 0.7 and 89 corpses/100 km, and changed dramatically over six decades. The possum count rose 80% between 1984 and 1994, but declined 60% by 2005. A possible irruption of hedgehogs is reported in 1988–89, followed by an 82% decline in their numbers between 1994 and 2005. Although rabbit hemorrhagic disease was introduced to New Zealand in 1997, rabbit road‐kill increased 59% between 1994 and 2005. The relationship between road‐kill and traffic volume indicates that roads carrying more than 3000 vehicles per day act as barriers to larger mammals, while vehicles on less busy roads are more dangerous for crossing animals. We suggest that regular counts taken at annual intervals over the same roads is a useful method for gathering information about the changing distribution and relative abundance of certain animals on a provincial or national scale and over long periods of time. Regular counts at seasonal, monthly or weekly intervals are also a rich source of information.     

Moose Movement Rates Along Highways and Crossing Probability Models

ABSTRACT We developed and validated a density-adjusted spatial model to predict moose (Alces alces) highway-crossing probability to see if the model could be used as an index of moose-vehicle collision risk. We installed Global Positioning System telemetry collars on 47 moose in the north of the Laurentides Wildlife Reserve, Québec, for 2–36 months. We recorded only 84 highway crossings in spring (0.29% of 28,967 2-hr steps) and 122 crossings in summer (0.18% of 68,337 2-hr steps), despite a high sampling effort and having captured moose close to highways. Moose movement rates during movement steps crossing a highway were on average 3 times higher than during the steps preceding or following highway crossing. Paths used by moose when crossing a highway were characterized by a high proportion of food stands, low proportion of lakes and rivers, and topography typical of a valley. Highway-crossing sites were located in valleys with brackish pools and forest stands providing coniferous cover but a low proportion of lakes and rivers. We adjusted moose crossing probability for local variation in moose density using aerial survey data and assessed crossing probability along the highways in the entire Laurentides Wildlife Reserve. We tested the model using moose-vehicle accident data from 1990 to 2002. The relationship between the density-adjusted crossing probability and number of accidents was relatively loose at the 1-km scale but improved markedly when using longer highway sections (5–15 km; r > 0.80). Our results demonstrate that roads and their surroundings are perceived as low-quality habitat by moose. We also conclude that road segments installed along secondary valleys could be a highly strategic site to deploy mitigation measures such as fences and that it could be desirable to increase the width of road shoulders to reduce forest cover and to eliminate brackish pools to reduce cervid-vehicle collisions. We suggest using empirical data such as location of vehicle-wildlife collisions to plan mitigation measures at a fine scale.     

The human career: A puzzlement. Review of The Human Career: Human Biological and Cultural Origins by Richard G. Klein. Chicago,University of Chicago Press, 1989, 524 pp, $39.95, cloth

Proboscis monkeys' (Nasalis larvatus) river crossing behavior was examined as a potential behavioral response to predation threat. N. larvatus' major predator at the Tanjung Puting National Park in Kalimantan Tengah, Indonesia, appeared to be the false gavial (Tomistoma schlegeli), a crocodilian. An adolescent female proboscis monkey was captured and drowned by a false gavial during this study. The monkeys crossed the river at its more narrow points, with several individuals or groups crossing simultaneously. Increased vigilance prior to crossing and leaping as far across the river as possible were also observed. Proboscis monkey groups often associate at their sleeping sites at the river's edge. A potential function of these associations may be to allow groups to synchronize their movement with other groups during river crossings.     

Individual Spatial Responses towards Roads: Implications for Mortality Risk

Background

Understanding the ecological consequences of roads and developing ways to mitigate their negative effects has become an important goal for many conservation biologists. Most mitigation measures are based on road mortality and barrier effects data. However, studying fine-scale individual spatial responses in roaded landscapes may help develop more cohesive road planning strategies for wildlife conservation.

Methodology/Principal Findings

We investigated how individuals respond in their spatial behavior toward a highway and its traffic intensity by radio-tracking two common species particularly vulnerable to road mortality (barn owl Tyto alba and stone marten Martes foina). We addressed the following questions: 1) how highways affected home-range location and size in the immediate vicinity of these structures, 2) which road-related features influenced habitat selection, 3) what was the role of different road-related features on movement properties, and 4) which characteristics were associated with crossing events and road-kills. The main findings were: 1) if there was available habitat, barn owls and stone martens may not avoid highways and may even include highways within their home-ranges; 2) both species avoided using areas near the highway when traffic was high, but tended to move toward the highway when streams were in close proximity and where verges offered suitable habitat; and 3) barn owls tended to cross above-grade highway sections while stone martens tended to avoid crossing at leveled highway sections.

Conclusions

Mortality may be the main road-mediated mechanism that affects barn owl and stone marten populations. Fine-scale movements strongly indicated that a decrease in road mortality risk can be realized by reducing sources of attraction, and by increasing road permeability through measures that promote safe crossings.     

Long-Distance Dispersal of a Rescued Wolf From the Northern Apennines to the Western Alps

ABSTRACT By using Global Positioning System technology, we documented the long-distance dispersal of a wolf (Canis lupus) from the northern Apennines in Italy to the western Alps in France. This is the first report of long-distance dispersal of wolves in the human-dominated landscapes of southern Europe, providing conclusive evidence that the expanding wolf population in the Alps originates from the Apennine source population through natural recolonization. By crossing 4 major 4-lane highways, agricultural areas, and several regional and provincial jurisdictions, the dispersal trajectory of wolf M15 revealed a single, narrow linkage connecting the Apennine and the Alpine wolf populations. This connectivity should be ensured to allow a moderate gene flow between the 2 populations and counteract potential bottleneck effects and reduced genetic variability of the Alpine wolf population. The case we report provides an example of how hard data can be effective in mitigating public controversies originating from the natural expansion and recolonization processes of large carnivore populations. In addition, by highlighting the connectivity between these 2 transboundary wolf populations, we suggest that documenting long-distance dispersal is particularly critical to support population-based, transboundary management programs.     

Red deer habitat selection and movements in relation to roads

Roads affect wildlife in many direct and indirect ways. For ungulates, roads may inhibit seasonal migration and may cause an effective loss of habitat due to avoidance. On the other hand, roadsides and associated agricultural lands offer high quality forage that may attract ungulates and increase the frequency of car accidents. Mitigating actions require detailed knowledge on space use in relation to roads. Using data from 67 global positioning system (GPS)-marked red deer in Norway, we quantified 1) scale of avoidance of roads, 2) crossing frequency, and 3) selection of crossing sites. Red deer avoided roads only on a very local scale and only during daytime, with minor influence of variation in road size (traffic burden). Marked red deer crossed roads, on average, 2 times per day. Females crossed more frequently than males and crossings were most frequent during autumn and winter and during night. Deer selected forested crossing sites close to agricultural pastures, reflecting that roads are crossed most often on nightly feeding excursions. Our findings imply that red deer in our study area have adjusted to exploit feeding habitat close to roads at times of low traffic burden. The high frequency of crossings suggests a limited influence on seasonal migration patterns. The frequency at which red deer cross highways suggests that mitigation measures to reduce road mortality may be effective if targeted in the right areas. © 2012 The Wildlife Society.     

Roadkills of vertebrate species on two highways through the Atlantic Forest Biosphere Reserve,southern Brazil

We assessed the magnitude, composition, and spatial and temporal patterns of road mortality of native vertebrates on two highways in southern Brazil from 18 January 2003 to 26 January 2004. The highways cross remnants of the Atlantic Rainforest, a global biodiversity hotspot, and differ in vehicle traffic and surrounding landscape. We compared the road-kill magnitude and composition of birds, mammals, and reptiles between roads and seasons. We used a modified K statistic to depict the spatial patterns of roadkills of these groups and tested the association between vehicle traffic and road mortality through linear regression. We recorded 869 kills of 92 species. The two roads differed regarding the abundance and composition of roadkills. Reptile road mortality was higher in summer than winter, but all other groups did not show significant difference in the magnitude of mortality between seasons. The composition of killed assemblages differed significantly for some of the taxonomic groups among seasons. We found only one positive association between roadkills and vehicle traffic (reptiles on one of the roads), suggesting that vehicle flow does not explain the road-kill temporal variation on these roads. Total vertebrate, bird, and mammal roadkills showed significant spatial aggregations possibly due to variation in vehicle traffic, highway design, and local landscape condition and arrangement. With expected expansion of the road network, mitigation measures for multi-species assemblages should include habitat protection, soil use regulation, road crossing structures, speed reducers, and campaigns to raise people’s awareness about road impacts on wildlife.