Influences on mammals frequency of use of small bridges and culverts along the Qinghai–Tibet railway,China

Understanding the use of small bridges and culverts by wildlife to cross the Qinghai–Tibet railway will aid in the design of wildlife crossing structures for similar transportation infrastructure. From 2014 to 2016, 36 infrared cameras were placed inside 14 small bridges and 11 culverts along the Qinghai–Tibet railway to determine the structures’ effectiveness as wildlife passages. Thirteen species of mammals were found to use the small bridges and culverts to cross the railway. The crossing rates for all mammals were significantly higher for small bridges than for culverts. Tibetan antelope (Pantholops hodgsonii), Tibetan gazelle (Procapra picticaudata), kiang (Equus kiang), and wild yak (Bos mutus) preferred small bridges over culverts to cross the railway. In contrast, mountain weasel (Mustela altaica) and Asian badger (Meles leucurus) preferred culverts to cross the railway. The crossing rates of all mammals, particularly Tibetan gazelle and woolly hare, were positively influenced by structure width. Structure height had a positive influence on wild yak, but structure length had a negative influence on kiang. The distance to the highway had a positive influence on the crossing rates of all mammals, particularly wild yak and woolly hare. Human use of the structures had no influence on the crossings of most mammals except for common wolf. We suggest that road design schemes include large and open crossing structures to benefit most species with limitations on human activities near wildlife passages.     

Response of carnivores to existing highway culverts and underpasses: implications for road planning and mitigation

Roads with high traffic volumes are a source of animal mortality, can disrupt normal animal movements and dispersal, and may represent a potentially serious threat to wildlife population stability and viability. Retrofitting existing structures built for other purposes (e.g., drainage culverts or small below-grade access roads) to facilitate wildlife crossing by animals and to reduce mortality may be expensive if modifications to the existing structures themselves were involved. However, the environmental context surrounding these structures may influence the willingness of animals to cross, and management of some of these attributes may enhance the attractiveness of these structures. Culverts and underpasses are two common structures along roads in Portugal. We quantified the response of small and medium-sized carnivores to the presence of both types of existing passages by determining: (1) frequency of use; (2) whether use differed by type of passage, and if so; (3) by examining if associated environmental attributes might explain the differences observed. We surveyed 57 different passages along 252 km of highway with a total sampling effort of 2,330 passage trap-days. The mean passage rate for carnivores combined was 0.7 complete passages per crossing structure per day. Crossings by weasel, polecat, otter, and wildcat were infrequent or absent. Red fox, badger, genet and Egyptian mongoose used the crossing structures regularly and without obvious preference; stone marten preferred underpasses. Regression analyses showed the frequency of use by carnivores varied with structural, landscape, road-related features, and human disturbance with 17 of 26 (65%) attributes being significant. Larger passages with vegetation close to the passage entrances, favorable habitat in the surrounding area, and low disturbance by humans were important key features to regular use by the guild of species studied. Mitigation planning in areas with ecological significance for carnivores will be beneficial. Structural attributes and human disturbances are more difficult or expensive to change, even though related significantly to crossing use. Management of vegetation at passage entrances and restricting human use near passages in carnivore suitable areas may substantially improve crossing attractiveness for the guild of carnivore species.     

Roads as barriers to animal movement in fragmented landscapes

Roads can act as barriers to animal movement through mortality during crossing attempts or behavioral avoidance. This barrier effect has negative demographic and genetic consequences that can ultimately result in local or regional extinction. Here we use radio-telemetry data on three terrestrial vertebrates (eastern massasauga Sistrurus catenatus , eastern box turtle Terrapene carolina and ornate box turtle Terrapene ornata ) to test whether roads acted as barriers to movement. Specifically, we test whether individuals avoided crossing roads by comparing the number of observed crossings with the number of road crossings predicted by randomizations of individual movement paths. All species crossed roads significantly less often than predicted by chance, indicating strong road avoidance. Results of this study showing behavioral avoidance and previous studies on road mortality indicate that roads are strong barriers to these species. High mortality during crossing attempts would select for road avoidance, reducing the number of individuals killed on roads over time but leading to genetically partitioned subpopulations due to a lack of gene flow. In species that are long-lived and late-maturing, negative genetic effects might not be observable over short time-scales, thus placing populations at high risk of extinction because of a failure to detect an incrementally worsening problem. Formulating successful management strategies for many species in decline will require integrating data on road mortality, animal behavior and population genetics in order to understand more clearly the barrier effect of roads.     

Disentangle the Causes of the Road Barrier Effect in Small Mammals through Genetic Patterns

Road barrier effect is among the foremost negative impacts of roads on wildlife. Knowledge of the factors responsible for the road barrier effect is crucial to understand and predict species’ responses to roads, and to improve mitigation measures in the context of management and conservation. We built a set of hypothesis aiming to infer the most probable cause of road barrier effect (traffic effect or road surface avoidance), while controlling for the potentially confounding effects road width, traffic volume and road age. The wood mouse Apodemus sylvaticus was used as a model species of small and forest-dwelling mammals, which are more likely to be affected by gaps in cover such as those resulting from road construction. We confront genetic patterns from opposite and same roadsides from samples of three highways and used computer simulations to infer migration rates between opposite roadsides. Genetic patterns from 302 samples (ca. 100 per highway) suggest that the highway barrier effect for wood mouse is due to road surface avoidance. However, from the simulations we estimated a migration rate of about 5% between opposite roadsides, indicating that some limited gene flow across highways does occur. To reduce highway impact on population genetic diversity and structure, possible mitigation measures could include retrofitting of culverts and underpasses to increase their attractiveness and facilitate their use by wood mice and other species, and setting aside roadside strips without vegetation removal to facilitate establishment and dispersal of small mammals.     

Road avoidance and its energetic consequences for reptiles

Roads are one of the most widespread human‐caused habitat modifications that can increase wildlife mortality rates and alter behavior. Roads can act as barriers with variable permeability to movement and can increase distances wildlife travel to access habitats. Movement is energetically costly, and avoidance of roads could therefore impact an animal's energy budget. We tested whether reptiles avoid roads or road crossings and explored whether the energetic consequences of road avoidance decreased individual fitness. Using telemetry data from Blanding's turtles (Emydoidea blandingii; 11,658 locations of 286 turtles from 15 sites) and eastern massasaugas (Sistrurus catenatus; 1,868 locations of 49 snakes from 3 sites), we compared frequency of observed road crossings and use of road‐adjacent habitat by reptiles to expected frequencies based on simulated correlated random walks. Turtles and snakes did not avoid habitats near roads, but both species avoided road crossings. Compared with simulations, turtles made fewer crossings of paved roads with low speed limits and more crossings of paved roads with high speed limits. Snakes made fewer crossings of all road types than expected based on simulated paths. Turtles traveled longer daily distances when their home range contained roads, but the predicted energetic cost was negligible: substantially less than the cost of producing one egg. Snakes with roads in their home range did not travel further per day than snakes without roads in their home range. We found that turtles and snakes avoided crossing roads, but road avoidance is unlikely to impact fitness through energetic expenditures. Therefore, mortality from vehicle strikes remains the most significant impact of roads on reptile populations.     

Carnivores cross irrigation canals more often through overpasses than through culverts

As rainfall becomes scarcer or more erratic, we rely more on irrigation systems for agricultural and human water provision. Impacts of irrigation canals such as the barrier effect on wildlife movements are poorly documented. Although canal culverts and overpasses can be used by wildlife, little is known about their crossing behavior to guide barrier effect mitigation efforts. Over seven years, we recorded medium-sized carnivore crossings by video-surveillance through 30 culverts and 28 overpasses in a large irrigation project in south-central Portugal. We examined the influence of the structures’ features and landscape context on the likelihood of canal crossing. Culvert crossings were positively influenced by the proportion of nearby montado, a high nature value farming system. Overpass crossings were more likely in areas away from paved roads and with more nearby wetlands. Overpasses increased the crossing rates by about 11% relative to culverts and both were crossed more often in landscapes with evenly distributed land uses. In the project area, 20% of the montado has recently transitioned to irrigated agriculture, and wetlands have increased by 43%. It is therefore plausible that the increase in the crossing rate of overpasses relative to culverts will be accentuated. Our study produced the first evidence of a contrast in crossing rates among irrigation canal crossing structures. We have shown that the landscape can be a driver of animal crossings but irrigation projects can in turn be transformative of the landscape. Broadly, the fact that the deployment of irrigation canals may favor some land uses over others creates a conundrum that needs careful consideration when planning barrier effect mitigation interventions.     

利用红外相机技术监测道路对野生动物丰富度的影响——以观音山国家级自然保护区道路为例

2014年7月至2018年10月,利用20台红外相机监测陕西观音山国家级自然保护区一条内部道路对兽类和鸟类活动的影响.监测期间获得照片16168张,共鉴定到13种兽类和14种鸟类,包括4种国家Ⅰ级重点保护野生动物和7种国家Ⅱ级重点保护野生动物.结果 显示,距道路的距离越远,出现的物种种类越多.有2种兽类只活动于距离道路...     

Culvert Replacement and Stream Habitat Restoration: Implications from Brook Trout Management in an Appalachian Watershed, U.S.A.

Large-scale culvert replacement programs could benefit migratory fish populations by reconnecting reproductive and foraging habitats in fragmented watersheds. The objectives of this study were to: (1) identify stream and culvert characteristics contributing to fish passage barriers within an Appalachian watershed, U.S.A.; (2) quantify the total amount of Brook trout ( Salvelinus fontinalis ) reproductive habitat isolated above culverts; and (3) use an ecological currency to identify culvert replacement priorities and stream mitigation credit opportunities. We surveyed 120 state-owned culverts and used a fish passage assessment filter to determine the "passability" of each culvert. We then constructed a geographic information system stream network model to quantify the amount of trout reproductive habitat isolated by culverts. Ninety-seven percent of surveyed culverts were classified as obstacles or complete barriers to trout dispersal. Culvert impassability was higher in small streams with slopes exceeding 3–5%, suggesting a direct relationship between slope and impassability. Thirty-three percent of Brook trout reproductive habitat, representing over 200 km of stream, was isolated by culverts. This is a conservative estimate, because we did not survey privately or federally owned culverts. The top 20 prioritized culverts accounted for nearly half of the habitat loss. Our results indicate that standard culvert designs placed in streams with slopes exceeding 5% consistently produce trout dispersal barriers and should be avoided during new road construction. The process developed here provides an efficient method for identifying culvert replacement priorities and may be used to maximize watershed scale benefits of stream restoration.     

Are wildlife escape ramps needed along Australian highways?

Road escape ramps are structures developed in the USA to enable large mammals that become trapped on the roadside of a wildlife fence to escape the road and avoid vehicle collision. They are now commonly installed in eastern Australia to enable the Koala (Phascolarctos cinereus) and other fauna to escape through a roadside exclusion fence and return to the forest. We investigated the use of seven of 14 escape ramps over three years on the Oxley Highway at Port Macquarie in New South Wales. The Swamp Wallaby (Wallabia bicolor) was the most frequently detected species, traversing the escape ramps on 502 occasions, followed by bandicoots (Isoodon macrourus and Perameles nasuta) on 148 occasions. Various other species were detected but no Koalas. Swamp Wallabies moved through the escape ramps in the reverse direction (i.e. towards the road) in 53% of detections of that species and bandicoots in 14% of their detections. There was no obvious pattern by these species of proportionately higher use of ramps closer to the end of the exclusion fences. The large number of reverse passages through the escape ramps reveals a poor design of these structures. Trials with taller ramps are required to determine how to minimise reverse passages. Concurrent monitoring of three underpasses detected numerous crossings by large mammals including Swamp Wallabies, and some crossings by Koalas. We believe evidence is needed to demonstrate the necessity for escape ramps along Australian highways.     

Why are some animal populations unaffected or positively affected by roads?

In reviews on effects of roads on animal population abundance we found that most effects are negative; however, there are also many neutral and positive responses [Fahrig and Rytwinski (Ecol Soc 14:21, 2009; Rytwinski and Fahrig (Biol Conserv 147:87–98, 2012)]. Here we use an individual-based simulation model to: (1) confirm predictions from the existing literature of the combinations of species traits and behavioural responses to roads that lead to negative effects of roads on animal population abundance, and (2) improve prediction of the combinations of species traits and behavioural responses to roads that lead to neutral and positive effects of roads on animal population abundance. Simulations represented a typical situation in which road mitigation is contemplated, i.e. rural landscapes containing a relatively low density (up to 1.86 km/km²) of high-traffic roads, with continuous habitat between the roads. In these landscapes, the simulations predict that populations of species with small territories and movement ranges, and high reproductive rates, i.e. many small mammals and birds, should not be reduced by roads. Contrary to previous suggestions, the results also predict that populations of species that obtain a resource from roads (e.g. vultures) do not increase with increasing road density. In addition, our simulations support the predation release hypothesis for positive road effects on prey (both small- and large-bodied prey), whereby abundance of a prey species increased with increasing road density due to reduced predation by generalist road-affected predators. The simulations also predict an optimal road density for the large-bodied prey species if it avoids roads or traffic emissions. Overall, the simulation results suggest that in rural landscapes containing high-traffic roads, there are many species for which road mitigation may not be necessary; mitigation efforts should be tailored to the species that show negative population responses to roads.     

The epidemiology of rodent and lagomorph rabies in Maryland, 1981 to 1986

Records from the Maryland Public Health Department were screened for confirmed rodent and lagomorph rabies between 1981 and 1986. Questionnaires were designed for collection of information about events that led to the exposure of human and/or domestic animals to rabid rodent or lagomorphs. These species comprised 1.2% of all the reported rabies in the state. Woodchucks (Marmota monax) constituted 80.0% of all the reported rodent/lagomorph rabies cases in Maryland. The majority showed aggressive behavior (55.0%). Woodchucks exposed 15 persons (75.0% of all the exposures by rodents/lagomorphs). Domestic animal and human rabies exposure due to rodents and lagomorphs represents a small but significant number of the total exposure to rabid animals.     

The effect of roads on spider monkeys’ home range and mobility in a heterogeneous regenerating forest

Arboreal fauna living in tropical ecosystems may be particularly affected by roads given their dependency on forest cover and the high vulnerability of such ecosystems to changes. Over a period of 4 yr, we followed subgroups of spider monkeys living in a regenerating dry tropical forest with 8.2 km of roads within their home range. We aimed to understand whether roads shaped the home range of spider monkeys and which road features affected their movement. Only 18 percent (3 km) of the spider monkeys’ home range perimeter bordered with roads; these roads had greater habitat disparity between road sides than roads inside the home range. Although monkeys were reluctant to be close to roads, and roadside habitat contained low proportions of mature forest, spider monkeys crossed roads at 69 locations (7.5 crossings per kilometer). The main road characteristic affecting crossings was canopy opening size, with greater probability of crossing where canopy openings were smaller. Our findings support the importance of canopy opening size for road crossing of arboreal taxa, but they also indicate the relevant role roadside forest structure may have. Minimizing canopy opening size and forest disturbance along roads can facilitate the movement of arboreal fauna and preserve the important role of spider monkeys and other arboreal taxa in seed dispersal and thus the maintenance and regeneration of forest diversity.     

How Long Do the Dead Survive on the Road? Carcass Persistence Probability and Implications for Road-Kill Monitoring Surveys

Background

Road mortality is probably the best-known and visible impact of roads upon wildlife. Although several factors influence road-kill counts, carcass persistence time is considered the most important determinant underlying underestimates of road mortality. The present study aims to describe and model carcass persistence variability on the road for different taxonomic groups under different environmental conditions throughout the year; and also to assess the effect of sampling frequency on the relative variation in road-kill estimates registered within a survey.

Methodology/Principal Findings

Daily surveys of road-killed vertebrates were conducted over one year along four road sections with different traffic volumes. Survival analysis was then used to i) describe carcass persistence timings for overall and for specific animal groups; ii) assess optimal sampling designs according to research objectives; and iii) model the influence of road, animal and weather factors on carcass persistence probabilities. Most animal carcasses persisted on the road for the first day only, with some groups disappearing at very high rates. The advisable periodicity of road monitoring that minimizes bias in road mortality estimates is daily monitoring for bats (in the morning) and lizards (in the afternoon), daily monitoring for toads, small birds, small mammals, snakes, salamanders, and lagomorphs; 1 day-interval (alternate days) for large birds, birds of prey, hedgehogs, and freshwater turtles; and 2 day-interval for carnivores. Multiple factors influenced the persistence probabilities of vertebrate carcasses on the road. Overall, the persistence was much lower for small animals, on roads with lower traffic volumes, for carcasses located on road lanes, and during humid conditions and high temperatures during the wet season and dry seasons, respectively.

Conclusion/Significance

The guidance given here on monitoring frequencies is particularly relevant to provide conservation and transportation agencies with accurate numbers of road-kills, realistic mitigation measures, and detailed designs for road monitoring programs.     

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.     

Barriers to the recovery of aquatic insect communities in urban streams

1. Worldwide, increasing numbers of stream restoration projects are being initiated to rehabilitate waterways modified by urbanisation. However, many of these projects have limited success in restoring stream communities. Prompted by this, we investigated previously unrecognised barriers to aquatic insect colonisation in urban streams. 2. To investigate whether the availability of suitable substrata for oviposition limited the longitudinal distribution of caddisflies, large boulders were added to the upstream reaches of one stream. Prior to the addition, more egg masses were observed downstream and this longitudinal pattern persisted subsequently. 3. Malaise trapping revealed that adult caddisfly diversity and abundance was greater downstream than upstream. Furthermore, in a previous study the authors found larval caddisflies reflected the longitudinal distribution of adults. 4. The only obvious potential obstructions between reaches were roads beneath which the stream flowed through culverted crossings. Malaise trapping was used to examine the effect of road culverts and bridges on caddisfly dispersal. Numbers of caddisflies caught declined upstream and about 2.5 × more individuals were taken in traps immediately below than above five culverts. 4. Bridges, which had a more open structure than culverts, had no significant effect on the size of catches made above and below them. 5. Road culverts could act as partial barriers to upstream flight, with consequences for larval recruitment in urban streams. We recommend that urban planners and designers of restoration projects consider possible synergistic effects of poor oviposition habitat and barriers to aquatic insect dispersal, which may be critical for the colonisation of urban headwater streams and for the maintenance of stream insect populations.     

The Effects of Road Culverts on Nekton in New England Salt Marshes: Implications for Tidal Restoration

In recent years, salt marsh restoration projects have focused upon restoring hydrology through culvert enlargement to return functional values lost due to reduced tidal flow. To evaluate culvert effects on upstream nekton assemblages, fyke nets were set upstream of tidally restricted creeks, creeks recently restored with larger culverts, and paired reference creeks in New Hampshire and Maine, U.S.A. Subtidal habitats created or enlarged by scour were found immediately upstream of undersized culverts. All marshes supported similar assemblages and densities of fish, suggesting that marshes upstream of moderately restrictive culverts provide suitable habitat to support fish communities. However, densities of Crangon septemspinosa (sand shrimp) were significantly reduced upstream of culverts. A mark–recapture study was conducted in tidally restricted, restored, and reference marsh creeks to evaluate culvert effects on the movement of Fundulus heteroclitus (mummichog), the numerically dominant fish species in New England salt marshes. Recapture data indicated that small culvert size and consequently increased water velocity significantly decreased fish passage rates. We infer that upstream subtidal habitats and greater water velocities due to undersized culverts decreased nekton movements between upstream and downstream areas, resulting in segregated nekton populations. Restoration of salt marsh hydrology by the installation of adequately sized culverts will support increased fish access to marsh habitats and nekton‐mediated export of marsh‐derived production to coastal waters.     

Variation in local abundance and species richness of stream fishes in relation to dispersal barriers: implications for management and conservation

1. Barriers to immigration, all else being equal, should in principle depress local abundance and reduce local species richness. These issues are particularly relevant to stream‐dwelling species when improperly designed road crossings act as barriers to migration with potential impacts on the viability of upstream populations. However, because abundance and richness are highly spatially and temporally heterogeneous and the relative importance of immigration on demography is uncertain, population‐ and community‐level effects can be difficult to detect. 2. In this study, we tested the effects of potential barriers to upstream movements on the local abundance and species richness of a diverse assemblage of resident stream fishes in the Monongahela National Forest, West Virginia, U.S.A. Fishes were sampled using simple standard techniques above‐ and below road crossings that were either likely or unlikely to be barriers to upstream fish movements (based on physical dimensions of the crossing). We predicted that abundance of resident fishes would be lower in the upstream sections of streams with predicted impassable barriers, that the strength of the effect would vary among species and that variable effects on abundance would translate into lower species richness. 3. Supporting these predictions, the statistical model that best accounted for variation in abundance and species richness included a significant interaction between location (upstream or downstream of crossing) and type (passable or impassable crossing). Stream sections located above predicated impassable culverts had fewer than half the number of species and less than half the total fish abundance, while stream sections above and below passable culverts had essentially equivalent richness and abundance. 4. Our results are consistent with the importance of immigration and population connectivity to local abundance and species richness of stream fishes. In turn, these results suggest that when measured at appropriate scales (multiple streams within catchments), with simple protocols amenable to use by management agencies, differences in local abundance and species richness may serve as indicators of the extent to which road crossings are barriers to fish movement and help determine whether road‐crossing improvements have restored connectivity to stream fish populations and communities.     

Wildlife roadkill patterns in a fragmented landscape of the Western Amazon

One of the most evident and direct effects of roads on wildlife is the death of animals by vehicle collision. Understanding the spatial patterns behind roadkill helps to plan mitigation measures to reduce the impacts of roads on animal populations. However, although roadkill patterns have been extensively studied in temperate zones, the potential impacts of roads on wildlife in the Neotropics have received less attention and are particularly poorly understood in the Western Amazon. Here, we present the results of a study on roadkill in the Amazon region of Ecuador; a region that is affected by a rapidly increasing development of road infrastructure. Over the course of 50 days, in the wet season between September and November 2017, we searched for road‐killed vertebrates on 15.9 km of roads near the city of Tena, Napo province, for a total of 1,590 surveyed kilometers. We recorded 593 dead specimens, predominantly reptiles (237 specimens, 40%) and amphibians (190, 32%), with birds (102, 17%) and mammals (64, 11%) being less common. Recorded species were assigned to three functional groups, based on their movement behavior and habitat use (“slow,” “intermediate,” and “fast”). Using Ripley's K statistical analyses and 2D HotSpot Identification Analysis, we found multiple distinct spatial clusters or hotspots, where roadkill was particularly frequent. Factors that potentially determined these clusters, and the prevalence of roadkill along road segments in general, differed between functional groups, but often included land cover variables such as native forest and waterbodies, and road characteristics such as speed limit (i.e., positive effect on roadkill frequency). Our study, which provides a first summary of species that are commonly found as roadkill in this part of the Amazon region, contributes to a better understanding of the negative impacts of roads on wildlife and is an important first step toward conservation efforts to mitigate these impacts.     

Culvert replacements: improvement of stream biotic integrity?

Roads and associated stream crossings can modify and degrade natural hydrology of a system and alter organism movement. Culvert replacement and stream crossing improvements are extremely common and often done with the intent to improve biotic integrity of a system. We evaluated 3 sites where poor road‐stream crossings were improved by replacing improper culverts with full‐span natural bottom structures. We used a before‐after‐control‐impact paired series (BACIPS) design to determine if there was evidence of associated improvement in biotic integrity of the stream communities. Biotic integrity indices developed for coldwater fish and macroinvertebrates in the Northern Lakes and Forests Ecoregion were used to estimate responses of the biotic communities adjacent to culvert replacements. With poor to fair fish and macroinvertebrate communities prior to culvert replacement, we predicted communities would show improvement into the good range of the indices. With 2–4 years of pre‐data and 3–5 years of postdata, we were not able to detect improvements in overall biotic integrity utilizing fish or macroinvertebrate index scores. Road crossing improvements may synergistically restore stream ecosystems, restore natural sediment dynamics, and improve passage; however, in these cases local biotic integrity scores were not significantly improved. Culvert replacements are often developed based on the potential, or the perception, that they will restore ecological integrity and biological communities or fisheries; however, as restoration practitioners, researchers, and managers, assessing these claims and learning from prior restoration attempts is necessary.     

京新高速公路(临白段)野生动物通道监测研究

京新高速公路(临白段)穿越和毗邻3个保护区,为此设置了多处野生动物通道,但其利用效果还缺乏跟踪监测。2016年11月—2017年10月,采用红外相机技术对18处野生动物通道开展监测。结果表明:1)至少5种兽类和14种鸟类利用通道,包括国家Ⅱ级重点保护野生动物野猫Felis silvestris和兔狲Otocolobus manul; 2)从相对丰富度指数看,兽类中,赤狐Vulpes vulpes(119. 94)最高,蒙古兔Lepus tolai为53. 31,野猫及兔狲均为26. 73,猪獾Arctonyx collaris(5. 25)最低;鸟类中,喜鹊Pica pica(140. 30)最高,其次为石鸡Alectoris chukar(95. 57),其他12种鸟类为148. 04;赤狐利用了绝大多数的通道,穿越了10座桥梁中的8座,8个涵洞中的6个;赤狐、蒙古兔、野猫和兔狲对桥梁利用率高于涵洞,从兽类和鸟类总体利用率看,桥梁优于涵洞; 3)通道尺寸是鸟兽利用通道的主要影响因素,水体和植被覆盖也对野生动物利用通道起重要引导作用。因此,建议未来在我国干旱半干旱区公路建设中尽量将大型、开阔的通道纳入设计中,在通道出入口营造永久或季节性水体以及类型丰富和覆盖度高的植被景观以诱导野生动物利用通道。