纳帕海环湖公路交通噪声对鸟类的影响

为研究纳帕海环湖公路交通噪声对冬季鸟类的影响域和对敏感物种黑颈鹤(Grus nigricollus)行为的影响,于2009年和2010年冬季沿环湖公路以自驾车匀速行驶调查(40 km/h)与徒步定点观测两种形式对路域鸟类的回避距离及黑颈鹤的行为反应进行了研究.结果显示:(1)纳帕海环湖公路路域一共记录到鸟类36种,其中...     

道路及道路施工对若尔盖高寒湿地小型兽类及鸟类生境利用的影响

为考察道路和道路施工对若尔盖高寒泥炭湿地野生动物的影响,我们在穿过若尔盖湿地的2条道路两侧,对距道路不同距离的小型兽类和鸟类分布进行了调查,其中小型兽类调查深度距离公路800m,鸟类调查深度距离公路400m。施工中的国道213线路两侧黑唇鼠兔(Ochotonacurzoniae)洞穴高密度区域离道路更远,在道路两侧400m处达到峰值,极显著高于距离道路10m处的密度;而在正常运营中的省道209线两侧,其洞穴密度在200m处达到最高值,与其他距离的洞穴密度没有显著性差异。无论在国道213线还是省道209线,道路对高原鼢鼠(Myospalaxbaileyi)洞穴分布的影响均未达到显著性水平。在正常运营的省道209线两侧,高原鼢鼠土堆密度最高区域为距离道路100m处;而施工的道路两侧高原鼢鼠土堆密度最高区域则出现在距离道路10m处,第二高峰出现在距离道路400m处。雀形目和隼形目鸟类的分布均呈现距离道路越远密度越高的趋势,但是只有距离道路400m处雀形目鸟类的密度显著高于50m与200m处;距离道路不同距离的样线中隼形目鸟类密度和物种丰富度没有显著性差异。由此可以看出,施工中的道路对黑唇鼠兔的影响区域比正常运营的道路更宽,其公路效应域达到400m,400m的调查深度对鸟类尤其是隼形目鸟类来说可能还略有不足。但是,根据此深度的调查可以确定施工中的国道213线雀形目和隼形目鸟类的公路效应域宽度大于400m。     

煤气炮噪声暴露对家鸽粪便皮质酮变化的影响

煤气炮驱鸟是目前机场驱鸟的主要手段之一,主要依靠煤气爆炸产生的高分贝噪声。但是,鸟类在长期暴露于噪声条件下或者驱鸟时机把握不佳,鸟类可能习惯噪声甚至产生耐受性,进而影响驱鸟效果,相关量化研究仍较为缺乏。本研究以家鸽(Columba livia domestica)为研究对象,随机选取健康成年个体作为对照组用于检验环境背景噪声的影响;设置7个实验组,分别布设于20 m间隔的噪声源距离梯度,采集煤气炮噪声处理前1 d和处理后2 d、5 d、8 d、11 d、14 d、17 d、20 d的粪便样品,噪声持续暴露(4次/h)。采用酶联免疫吸附方法测定粪便皮质酮浓度。以粪便皮质酮浓度为因变量,以煤气炮噪声持续时间和距噪声源距离为自变量,进行Pearson相关性分析。采用单因素方差分析(ANOVA)进行差异分析。结果显示,家鸽粪便中皮质酮含量在距离煤气炮噪声源10 m处平均值达最大值,(174.67±5.09)ng/g(n=35),而最小值(139.42±0.92)ng/g(n=35)则出现在130 m。家鸽距噪声源距离与粪便皮质酮含量呈显著负相关关系,Pearson′s r=﹣0.954,P <0.01。噪声持续时间和距噪声源距离对粪便皮质酮均有显著影响,且二者存在交互作用,随着噪声源距离增大,皮质酮浓度回复到煤气炮噪声处理前水平所需时间越来越短。在噪声源距离大于90 m时,粪便皮质酮水平不随噪声持续时间变化而变化。粪便皮质酮水平可作为鸟类响应噪声刺激的生理反应指标,基于此评价了煤气炮噪声在机场驱鸟的有效性,为机场鸟击防治提供科学依据。     

青藏高原两种雪雀惊飞距离的比较研究

在分析鸟类对人类干扰耐受程度的研究中,惊飞距离是常用的衡量指标之一,它是指人在鸟类惊飞之前能接近鸟类的距离,反映了鸟类对人为侵扰的适应程度。本文通过对青藏高原广泛分布的白腰雪雀Montifringilla taczanowskii和棕颈雪雀M.ruficollis惊飞距离的比较研究,旨在探讨2种鸟类对人类干扰适应性的差异。结果显示,体型较大的白腰雪雀的惊飞距离(12.50 m±0.36 m,n=46)显著大于棕颈雪雀的惊飞距离(11.03 m±0.43 m,n=33);觅食个体的惊飞距离显著小于观望个体(P0.001);随着入侵者起始距离的增加,2种雪雀惊飞距离逐渐增大(P0.001)。结果表明,鸟类初始状态和入侵者起始距离能够显著影响鸟类的惊飞距离,体型较大的鸟类对人类干扰的适应性较差。     

海南岛尖峰岭热带森林中几种雀形目鸟的移动

从 2 0 0 0年 5月— 2 0 0 2年 3月 ,用网捕 -环志法和固定样点法研究海南岛尖峰岭几种雀形目鸟的移动和行为。共调查样点 4 89个 ,记录到鸟类 137种。张网 6 4 2 6网小时 ,环志 4 1种 4 2 8只鸟。 8种 2 9只鸟被回收 32次 ,总回收率为 7 5 %。棕颈钩嘴鹛 (Pomatorhinusruficollis)、灰眶雀鹛 (Alcippemorrisonia)等 6种鸟活动高度多在 3m以下 ;白喉冠鹎 (Alophoixuspallidus)在 3 1～ 10 0m活动最频繁 ;银胸丝冠鸟 (Serilophuslu natus)活动高度在 3m以上。灰眶雀鹛的个体移动距离最大 ,为 115 0m ;银胸丝冠鸟平均移动距离最长 ,为6 5 0m。尖峰岭热带森林林下鸟以食虫鸟为主 ,食虫鸟移动的平均距离为 4 4 2 3m (n =2 7) ;而白喉冠鹎等食果鸟大多在环志点附近活动。鸟类移动的平均距离与植被类型有关 :在热带山地雨林原始林中的移动距离最大 ,为 6 86 5m (n =13) ;在热带常绿季雨林中的移动距离最小 ,为 89 6m (n =5 ) ;两者之间存在极显著差异(F3 ,2 8=5 0 5 ,P <0 0 1)。鸟类移动的平均距离与翅长显著相关 (r =0 84 ,P <0 0 5 ) ,但与体重相关不显著(r=0 79,P >0 0 5 )。尖峰岭热带森林林下食虫鸟的活动范围较大 ,要保护好海南岛热带森林林下鸟 ,保存海南岛连片的大面积森林非常重要。     

不同类型绿化带对交通噪声的衰减效果比较

为研究绿化带对交通噪声的衰减效应,在北京市郊国道边或市区内有代表性的绿化带设置30 m宽林带23个,测试不同类型林带对实时交通噪声、模拟交通噪声、白噪声和不同频率噪声(125~8 000 Hz)的降噪值,并分析了季节和距噪声源的距离对各林带降噪效果的影响。结果显示:不同林带的降噪效果有明显差异。对于实时交通噪声,降噪效果最佳的是刺槐(Robinia pseudoacacia)纯林和油松-刺柏(Pinus tabulaeformis-Juniperus formosana)混交林,最弱的是旱柳(Salix matsudana)纯林;对于模拟交通噪声,降噪效果最佳的是刺柏-侧柏(Juniperus formosanaPlatycladus orientalis)混交林和国槐(Sophora japonica)纯林,最弱的是旱柳纯林和加杨(Populus×canadensis)纯林;对于白噪声,油松纯林的降噪效果较好,银杏-圆柏(Ginkgo biloba-Sabina chinensis)混交林降噪效果较差。冬季不同林带对不同噪声的衰减效果总体上小于夏季,其中,针叶混交林、针阔叶混交林或针叶纯林在夏、冬季对实时交通噪声和模拟交通噪声或白噪声的降噪效果接近。10 m宽林带的降噪值随距噪声源距离的变化而差异明显,离噪声源越近降噪效果越好。不同林带对中低频率(2 000 Hz以下)噪声的整体降噪效果优于对高频噪声的降噪效果,其中对500 Hz噪声的降噪值最大,对5 000和8 000 Hz噪声的降噪值最小。为了充分发挥绿化带的降噪功能,根据研究结果,建议在公路绿化带建设中应优先选用针叶混交林或分枝高度较低且分枝多、叶片小而密集的树种;绿化带的宽度至少10 m且应规则种植。     

长白山国家级自然保护区两栖类动物道路致死特征分析

为了解旅游道路交通导致的两栖类致死效应,于2007~2014年在环绕长白山国家级自然保护区的环长白山旅游公路(环区公路)、头道环区公路以及白山公路分别选取1条样线,采用直接计数法统计了交通致死的两栖类种类、数量,以及致死个体处于交通路段的位置,共统计257次,累计调查样带总长2 441 km。道路致死两栖类种类有5种,累计致死个体数为7 910只,平均致死率为3.34只/km。最容易致死的两栖类动物是中国林蛙(Rana chensinensi)、东方铃蟾(Bombina orientalis)、中华蟾蜍(Bufo gargariza),这3种动物占到致死总数的96.36%;经Moses Test检验,白山公路的致死率、头道公路的致死率及环区公路致死率均与对照土路致死率差异显著(白山公路:n=67,P=0.000;头道公路:n=76,P=0.000;环区公路:n=164,P=0.000)。白山公路与头道公路两栖类致死率差异显著(n=93,P=0.010),白山公路与环区公路的两栖类道路致死率差异显著(n=181,P=0.000);头道公路与环区公路的两栖类道路致死率差异显著(n=190,P=0.000)。两栖类道路致死高峰期在8月份,其次较集中出现在4~6月的繁殖期。从公路年度致死变化来看,2007~2014年期间除了中国林蛙和中华蟾蜍致死率呈小幅波动外,其他种类致死率总体呈下降趋势,只有日本树蟾(Hyla japonica)年度致死率差异显著(Kruskal Wallis Test:χ2=18.031,df=7,P=0.012);不同月份中华蟾蜍(Pearson:R=0.939,n=7,P=0.002)、中国林蛙(Pearson:R=0.912,n=7,P=0.004)、日本树蟾(Pearson:R=0.904,n=7,P=0.005)致死率与交通量显著相关。本研究认为,两栖类的道路致死率与两栖类种群大小、种群密度、生活史及交通量等都存在显著相关性。     

天目山国家级自然保护区旅游公路对节肢动物群落的影响及其动物致死特征

2016年8月和2017年8月, 在天目山国家级自然保护区采用样线法和样方法调查了旅游公路的运营对节肢动物群落的影响及道路致死状况。结果表明, 公路两侧昆虫的遇见率(14.55±4.45 只•km–1)显著的高于林中(8.27±2.22 只•km–1; P=0.018), 公路两侧0—5 m区域内节肢动物的捕获数(33.45±3.23 只•m–2)也显著的高于20—30 m区域(23.92±4.72只•m–2; P=0.027); 并且距离公路0—5 m区域内的节肢动物群落Shannon-Wiener多样性指数(2.21)也高于20—30 m区域(1.90), 说明公路运营对节肢动物群落产生正的边缘效应。动物的平均道路致死率为9.01±3.17只•km–1, 其中昆虫的道路致死数量最高, 占总数的69.44%。说明道路边缘可能由于车辆的行驶而变成生态陷阱。另外还记录到大量的脊椎动物被车辆撞死, 造成动物非自然死亡, 进而对当地的野生动物群落产生明显的负面效应。     

公路建设对雾灵山自然保护区植被的影响

选取雾灵山自然保护区莲花池至燕山主峰段盘山公路周边的植被为对象,调查分析了公路建设对沿线植被组成、盖度、密度、生物量的影响。结果表明:1)公路干扰作用下,公路沿线乔木数量减少,但出现不同种类的幼龄乔木;草本植物群落生物量较高,物种丰富度指数、多样性指数较高。2)随样地与路肩距离的增加,草本与灌木层植物群落的生物多样性逐渐降低,乔木层植物群落的密度、高度、胸径均有所增加;距离路肩30m以上时,灌草植物群落组成趋向稳定;距离路肩150m以上时,乔木层植物群落结构趋于稳定。3)公路对植被的干扰作用包括正负2种,乔木层主要受负干扰影响,灌木和草本层主要受正干扰影响,且灌草植物群落所受的干扰作用大于乔木植物群落。4)公路干扰对于边坡上、下区域植被群落物种丰富度影响强度不同,对上边坡植物群落的影响大于下边坡植物群落。     

盐城滨海海堤林中黑尾蜡嘴雀和黑卷尾的巢址选择与生态位

繁殖期鸟类的巢址选择受到很多因素的影响。许多雀形目鸟类选择在树上营巢,但开阔的沿海地区通常缺乏成片的自然林地,人工种植的廊道状海堤林则成为多种雀形目鸟类的营巢地。2018年4—8月在江苏省大丰麋鹿国家级自然保护区境内的海堤林中,对繁殖鸟类巢的分布及两种优势繁殖鸟类———黑尾蜡嘴雀(Eophona migratoria)和黑卷尾(Dicrurus macrocercus)的巢址选择进行了研究,分析了两种鸟类的生态位重叠情况。结果表明:海堤林生境中共发现10种繁殖鸟的127个巢,鸟巢多数位于5 m以上的空间;影响黑尾蜡嘴雀巢址选择的主要因素是巢树和灌木等,巢位置、乔木和安全等因素是次要因素(前5主分量累计贡献率为71.9%);影响黑卷尾巢址选择的主要是巢树因素和灌木因素,巢向、乔木因子是次要因素(前5主分量累计贡献率78.0%);在巢址生态位分化上:两种鸟类的巢向(U_(test),Z=-3.013,P0.01)、巢高(U_(test),Z=-6.718,P0.01)、巢位置(U_(test),Z=-5.402,P0.01)、隐蔽性(U_(test),Z=-4.081,P0.01)选择上存在极显著的差异,两者在这些因子存在生态位分化;两种鸟类在12个巢址因子选择上的生态位重叠值都较大(最小值为0.500,最大值为0.998),存在激烈的种间竞争;在滨海地区,海堤林是依赖树木筑巢繁殖鸟类的重要栖息地,需要加强保护与管理。     

Pollination of lark daisy on roadsides declines as traffic speed increases along an Amazonian highway

Ecological disturbances caused by roadways have previously been reported, but traffic speed has not been addressed. We investigate effects of traffic speed on pollination of Centratherum punctatum (Asteraceae) along an Amazonian highway roadside. We hypothesised that frequency of flower visitors, duration of single visits and pollen deposition on stigmas will vary negatively as traffic speed increases. After measuring vehicle velocities, we classified three road sections as low‐, mid‐ and high‐velocity traffic. The main pollinator bee, Augochlora sp., visited C. punctatum inflorescences with decreasing frequency from low‐ to high‐velocity roadside sections, whereas the nectar thief butterflies did the opposite. Duration of single visits by bees and butterflies was shorter, and arrival of pollen on C. punctatum stigmas was lower, in high‐ than in low‐velocity roadside. Air turbulence due to passing vehicles increases with velocity and disturbed the flower visitors. Overall, results support that traffic velocity negatively affects foraging of flower visitors and the pollination of C. punctatum on roadsides.     

Traffic noise affects forest bird species in a protected tropical forest

The construction of roads near protected forest areas alters ecosystem function by creating habitat fragmentation and through several direct and indirect negative effects such as increased pollution, animal mortality through collisions, disturbance caused by excessive noise and wind turbulence. Noise in particular may have strong negative effects on animal groups such as frogs and birds, that rely on sound for communication as it can negatively interfere with vocalizations used for territorial defense or courtship. Thus, birds are expected to be less abundant close to the road where noise levels are high. In this study, we examined the effects of road traffic noise levels on forest bird species in a protected tropical forest in Costa Rica. Data collection was conducted in a forest segment of the Carara National Park adjacent to the Coastal Highway. We carried out 120 ten minute bird surveys and measured road noise levels 192 times from the 19th to the 23rd of April and from the 21st to the 28th of November, 2008. To maximize bird detection for the species richness estimates we operated six 12 m standard mist nets simultaneously with the surveys. The overall mist-netting effort was 240 net/h. In addition, we estimated traffic volumes by tallying the number of vehicles passing by the edge of the park using 24 one hour counts throughout the study. We found that the relative abundance of birds and bird species richness decreased significantly with the increasing traffic noise in the dry and wet season. Noise decreased significantly and in a logarithmic way with distance from the road in both seasons. However, noise levels at any given distance were significantly higher in the dry compared to the wet season. Our results suggest that noise might be an important factor influencing road bird avoidance as measured by species richness and relative abundance. Since the protected forest in question is located in a national park subjected to tourist visitation, these results have conservation as well as management implications. A decrease in bird species richness and bird abundance due to intrusive road noise could negatively affect the use of trails by visitors. Alternatives for noise attenuation in the affected forest area include the enforcement of speed limits and the planting of live barriers.     

Traffic noise impacts on urban forest soundscapes in south‐eastern Australia

While the negative impacts of road infrastructure on faunal diversity and abundance have been extensively studied, many traffic noise studies have been conducted in the presence of confounding factors. Therefore, the extent to which traffic noise alone is responsible for impacts is not well known and a better understanding is required to inform urban planning and management decisions. We examined the impact of traffic noise on soundscape patterns at road edges in urban forests. Acoustic sensors were deployed at road and powerline edges, as well as within interior habitat, at three sites in south‐east Queensland, Australia. Powerline edges were included to separate edge effects from traffic noise impacts. We used soundscape power (normalized watts per kHz) of technophony (traffic noise in the 1–2 kHz range) and biophony (animal sounds in the 3–11 kHz range) to investigate soundscape patterns. The results showed that biophony was consistently lower at road edges and was negatively correlated with traffic noise and positively correlated with distance to road edge. Technophony was higher at road edges and was found to correlate negatively with distance to road edge and positively with traffic noise. Technophony and biophony at powerline edges generally exhibited values comparable to interior habitat. These results indicate that traffic noise affects urban forest soundscape patterns at road edges in south‐eastern Australia.     

European birds adjust their flight initiation distance to road speed limits

Behavioural responses can help species persist in habitats modified by humans. Roads and traffic greatly affect animals'' mortality not only through habitat structure modifications but also through direct mortality owing to collisions. Although species are known to differ in their sensitivity to the risk of collision, whether individuals can change their behaviour in response to this is still unknown. Here, we tested whether common European birds changed their flight initiation distances (FIDs) in response to vehicles according to road speed limit (a known factor affecting killing rates on roads) and vehicle speed. We found that FID increased with speed limit, although vehicle speed had no effect. This suggests that birds adjust their flight distance to speed limit, which may reduce collision risks and decrease mortality maximizing the time allocated to foraging behaviours. Mobility and territory size are likely to affect an individuals'' ability to respond adaptively to local speed limits.     

Spatial,road geometric and biotic factors associated with Barn Owl mortality along an interstate highway

Highway programmes typically focus on reducing vehicle collisions with large mammals because of economic or safety reasons, while overlooking the millions of birds that die annually from traffic. We studied wildlife–vehicle collisions along an interstate highway in southern Idaho, USA, with among the highest reported rates of American Barn Owl Tyto furcata road mortality. Carcass data from systematic and ad hoc surveys conducted in 2004–2006 and 2013–2015 were used to explore the extent to which spatial, road geometric and biotic factors explained Barn Owl–vehicle collisions. Barn Owls outnumbered all other identified vertebrate species of roadkill and represented > 25% of individuals and 73.6% of road‐killed birds. At a 1‐km highway segment scale, the number of dead Barn Owls decreased with increasing numbers of human structures, cumulative length of secondary roads near the highway and width of the highway median. The number of dead Barn Owls increased with higher commercial average annual daily traffic (CAADT), small mammal abundance index and grass rather than shrubs in the roadside verge. The small mammal abundance index was also greater in roadsides with grass vs. mixed shrubs, suggesting that Barn Owls may be attracted to grassy portions of the highway with more abundant small mammals for hunting prey. When assessed at a 3‐km highway segment scale, the number of dead Barn Owls again increased, with higher CAADT as well as with greater numbers of dairy farms. At a 5‐km scale, the number of dead Barn Owls increased with a greater percentage of cropland near the highway. Although human conversion of the environment from natural shrub‐steppe to irrigated agriculture in this region of Idaho has probably enhanced habitat for Barns Owls, it simultaneously has increased risk for owl–vehicle collisions where an interstate highway traverses the altered landscape. We review some approaches for highway mitigation and suggest that reducing wildlife–vehicle collisions involving Barn Owls may contribute to the persistence of this species.     

A before–after control–impact assessment to understand the potential impacts of highway construction noise and activity on an endangered songbird

Anthropogenic noise associated with highway construction and operation can have individual‐ and population‐level consequences for wildlife (e.g., reduced densities, decreased reproductive success, behavioral changes). We used a before–after control–impact study design to examine the potential impacts of highway construction and traffic noise on endangered golden‐cheeked warblers (Setophaga chrysoparia; hereafter warbler) in urban Texas. We mapped and monitored warbler territories before (2009–2011), during (2012–2013), and after (2014) highway construction at three study sites: a treatment site exposed to highway construction and traffic noise, a control site exposed only to traffic noise, and a second control site exposed to neither highway construction or traffic noise. We measured noise levels at varying distances from the highway at sites exposed to construction and traffic noise. We examined how highway construction and traffic noise influenced warbler territory density, territory placement, productivity, and song characteristics. In addition, we conducted a playback experiment within study sites to evaluate acute behavioral responses to highway construction noises. Noise decreased with increasing distance from the highways. However, noise did not differ between the construction and traffic noise sites or across time. Warbler territory density increased over time at all study sites, and we found no differences in warbler territory placement, productivity, behavior, or song characteristics that we can attribute to highway construction or traffic noise. As such, we found no evidence to suggest that highway construction or traffic noise had a negative effect on warblers during our study. Because human population growth will require recurring improvements to transportation infrastructure, understanding wildlife responses to anthropogenic noise associated with the construction and operation of roads is essential for effective management and recovery of prioritized species.     

Sequential extraction analysis of lead in Michigan roadside soils: Mobilization in the vadose zone by deicing salts?

Sequential extraction analysis was used to characterize the geochemical partitioning of Pb in roadside soils of the Detroit, MI area. Four soil profiles (10, 30, 60, and 100 m from road) were sampled at 15‐cm intervals to a depth of 75 cm at each of five locations along an urban‐rural transect. The observed concentrations increase with increasing traffic volume and proximity to the highway, indicating that vehicle emissions are the principal source of Pb. Concentrations in roadside soils of urban sites (>100,000 vehicles per 24 h) are 10 to 15 times greater than the background level of 12 to 22 mg/kg found at rural sites. Sequential extraction data show that the Pb is mainly in carbonate and oxide forms in the most heavily contaminated soils; organically bound forms tend to predominate elsewhere. Both surface and subsurface horizons of soils are polluted at urban sites where translocation in the vadose zone is suggested by elevated levels of Pb to depths of 75 cm. Mobilization is attributed primarily to partial dissolution of organic matter by excess NaCl derived from highway deicing salts and complex‐ation of Pb with organic chelates. Mobilization appears to be occurring in soils up to 60 m from the highway at urban sites.     

Maximizing the Wildlife Conservation Value of Road Right-of-Ways in an Agriculturally Dominated Landscape

There has been a growing recognition that the narrow linear strips of uncultivated vegetation that lie between roads and agricultural crops, referred to as roadside right-of-ways or verges, can serve as areas for the conservation of wildlife. The features of right-of-ways that should influence the composition of wildlife communities vary considerably. Our goal was to determine what features of right-of-ways increased the conservation potential of right-of-ways for wildlife in a grassland system dominated by agricultural production. We sampled 100 right-of-ways for birds and 92 right-of-ways for small mammals in McDonough and Warren Counties in west-central Illinois. We found that the sizes of right-of-ways and the amount of traffic on the adjacent roads synergistically worked to influence wildlife communities. On roads with low traffic, avian species richness increased rapidly with increased right-of-way width, while on roads with high traffic, avian richness increased only slightly with increasing right-of-way widths. We found that wider roadside right-of-ways (preferably across the road from equally wide right-of-ways) with thicker and taller vegetation had the greatest conservation value for birds and small mammals. The features that enhanced the conservation value of right-of-ways in our study area were uncommon. Efforts to create or enhance these features for the benefit of wildlife would likely face numerous obstacles. Nonetheless, from a grassland conservation perspective, working with stakeholders to implement specific strategies to enhance these often neglected areas may be an effective complement to purchasing and restoring conservation lands away from roads.