Extracting bird migration information from C‐band Doppler weather radars

Although radar has been used in studies of bird migration for 60 years, there is still no network in Europe for comprehensive monitoring of bird migration. Europe has a dense network of military air surveillance radars but most systems are not directly suitable for reliable bird monitoring. Since the early 1990s, Doppler radars and wind profilers have been introduced in meteorology to measure wind. These wind measurements are known to be contaminated with insect and bird echoes. The aim of the present research is to assess how bird migration information can be deduced from meteorological Doppler radar output. We compare the observations on migrating birds using a dedicated X‐band bird radar with those using a C‐band Doppler weather radar. The observations were collected in the Netherlands, from 1 March to 22 May 2003. In this period, the bird radar showed that densities of more than one bird per km³ are present in 20% of all measurements. Among these measurements, the weather radar correctly recognized 86% of the cases when birds were present; in 38% of the cases with no birds detected by the bird radar, the weather radar claimed bird presence (false positive). The comparison showed that in this study reliable altitudinal density profiles of birds cannot be obtained from the weather radar. However, when integrated over altitude, weather radar reflectivity is correlated with bird radar density. Moreover, bird flight speeds from both radars show good agreement in 78% of cases, and flight direction in 73% of cases. The usefulness of the existing network of weather radars for deducing information on bird migration offers a great opportunity for a European‐wide monitoring network of bird migration.     

Bird movements at rotor heights measured continuously with vertical radar at a Dutch offshore wind farm

Assessing the impacts of avian collisions with wind turbines requires reliable estimates of avian flight intensities and altitudes, to enable accurate estimation of collision rates, avoidance rates and related effects on populations. At sea, obtaining such estimates visually is limited not only by weather conditions but, more importantly, because a high proportion of birds fly at night and at heights above the range of visual observation. We used vertical radar with automated bird‐tracking software to overcome these limitations and obtain data on the magnitude, timing and altitude of local bird movements and seasonal migration measured continuously at a Dutch offshore wind farm. An estimated 1.6 million radar echoes representing individual birds or flocks were recorded crossing the wind farm annually at altitudes between 25 and 115 m (the rotor‐swept zone). The majority of these fluxes consisted of gull species during the day and migrating passerines at night. We demonstrate daily, monthly and seasonal patterns in fluxes at rotor heights and the influence of wind direction on flight intensity. These data are among the first to show the magnitude and variation of low‐altitude flight activity across the North Sea, and are valuable for assessing the consequences of developments such as offshore wind farms for birds.     

Energy reserves stored by migrating Gray‐cheeked Thrushes Catharus minimus at a spring stopover site in northern Colombia are sufficient for a long‐distance flight to North America

Stopover sites used to accumulate the energy that fuels migration, especially those used prior to crossing ecological barriers, are regarded as critically important for the survival of Nearctic?Neotropical migratory birds. To assess whether South American stopover sites are used to store the energy required to cross the Caribbean Sea and the Gulf of Mexico to North America by a Neotropical migratory landbird, we studied Gray‐cheeked Thrushes in northern Colombia through constant effort mist‐netting during spring migration in 2010 and 2011. We combined stopover duration estimates and models of body mass change based on recaptures to estimate departure body mass and potential flight range from our study site. We recaptured 62 birds, the majority of which gained mass. Models indicated significant differences in rates of mass gain between years and age groups and with arrival date. Estimated total stopover durations varied between 15.4 (2010) and 12.5 days (2011). Predicted departure mass ranged between 41.3 and 44.9 g, and potential flight range was estimated at between 2727 and 4270 km. Gray‐cheeked Thrushes therefore departed our study site with sufficient energy reserves to cross the Caribbean Sea and the Gulf of Mexico (2550 km). As the first demonstration that birds departing from South American stopover sites can reach North America without refuelling, this has important implications for stopover site protection. Strategic conservation measures in the Sierra Nevada de Santa Marta could protect habitats in which up to 40% of the energy required to complete spring migration is stored by a Neotropical migratory land bird.     

Comparison of visual bird migration counts with radar estimates

In the context of an extensive study on bird migration in the Austrian Alps, we compared data from a fixed‐beam radar with data collected by visual observation to estimate the intensity of migrating birds up to a height of 150 m above the ground. Migration traffic rates calculated from visual bird counts and radar measurements were strongly correlated. Using resampling techniques, we calculated a minimum observation effort for counting birds during a 5‐week period of peak migration. We chose ±20% of the real mean as the criterion for a reliable estimation. Our results showed that at least 19 observation days are necessary to assess the mean number of migrants passing within this low altitudinal range.     

The gliding speed of migrating birds: slow and safe or fast and risky?

Aerodynamic theory postulates that gliding airspeed, a major flight performance component for soaring avian migrants, scales with bird size and wing morphology. We tested this prediction, and the role of gliding altitude and soaring conditions, using atmospheric simulations and radar tracks of 1346 birds from 12 species. Gliding airspeed did not scale with bird size and wing morphology, and unexpectedly converged to a narrow range. To explain this discrepancy, we propose that soaring‐gliding birds adjust their gliding airspeed according to the risk of grounding or switching to costly flapping flight. Introducing the Risk Aversion Flight Index (RAFI, the ratio of actual to theoretical risk‐averse gliding airspeed), we found that inter‐ and intraspecific variation in RAFI positively correlated with wing loading, and negatively correlated with convective thermal conditions and gliding altitude, respectively. We propose that risk‐sensitive behaviour modulates the evolution (morphology) and ecology (response to environmental conditions) of bird soaring flight.     

Using a Doppler light detection and ranging (lidar) system to characterize an atmospheric thermal providing lift for soaring raptors

ABSTRACT.   Raptors and other large birds in soaring flight take advantage of upward drafts of air called thermals to maintain altitude with minimal flapping. I used a Doppler light detection and ranging (lidar) system to characterize a thermal in which raptors were soaring. Doppler lidar allows imaging of wind fields to reveal the structure of updrafts and downdrafts in a thermal. The thermal I monitored was in the form of a horizontal convective roll created at a transition from clear sky to partly cloudy sky, and gave both lift and lateral motion to the soaring birds. The thermal was 700 m high with a vertical wind speed that peaked at 3 m/s, so raptors could have soared to and maintained that altitude as the horizontal wind moved the thermal. My results suggest that imaging wind fields with Doppler lidar can be a useful tool for studying thermals and how they are used by soaring birds. An effective combination for further study of bird flight interaction with wind phenomena would be to add lidar measurements to an established means of tracking bird flight by radio or GPS transmitters, aircraft tracking, or radar.     

Detection range of songbirds using a stopover site by automated radio‐telemetry

A major uncertainty in automated radio‐telemetry studies of small birds is the detection range of receiving antennas. We compared simultaneous daytime detections (± 30 s) by automated and manual radio‐telemetry to assess detection probability and the proportion of transmissions detected for birds on migratory stopover as a function of distance, foraging guild (Black‐throated Blue Warblers, Setophaga caerulescens, and Yellow‐rumped Warblers, Dendroica coronata coronata, represented mid‐canopy foliage gleaners and White‐throated Sparrows, Zonotrichia albicollis, represented a ground forager), habitat type, meteorological variables, tower antenna number (1–4), and the position of a bird relative to the receiving antenna's bearing (offset angle). Our study was conducted at a migratory stopover site in southern Ontario, Canada. Most detections were in dense to sparse forest, and all individuals were within 1.03 km of the automated receiving station. Daily detection probability was near 100% for both foraging guilds. However, within 30 s before and after a manual radio‐telemetry location was made, detection probability and the proportion of transmissions detected by automated radio‐telemetry declined with distance, was higher for warblers than sparrows, and was lowest for 90° offset angles. Our results suggest that when research goals do not require detections with high temporal frequency, e.g., estimation of departure date or daily departure probability, our study design had an effective detection range of at least 1 km. However, where temporal precision is required, e.g., to investigate movements and changes in activity levels during stopover, detection range was ~300 m for ground‐foraging sparrows and 600 m for mid‐canopy foraging warblers, which is much lower than the presumed detection range of antennas under optimal conditions (15 km). This corresponds to a spatial area of coverage for forest‐dwelling birds of ~0.3–1.1 km². Our results suggest that to optimally configure an automated radio‐telemetry array at the regional scale, investigators should carefully consider detection range and its underlying covariates, including species type, the habitat matrix, and the orientation of antennas relative to preferred habitat.     

Migration strategies and annual space‐use in an Afro‐Palaearctic aerial insectivore – the European nightjar Caprimulgus europaeus

Obligate insectivorous birds breeding in high latitudes travel thousands of kilometres during annual movements to track the local seasonal peaks of food abundance in a continuously fluctuating resource landscape. Avian migrants use an array of strategies when conducting these movements depending on e.g. morphology, life history traits and environmental factors encountered en route. Here we used geolocators to derive data on the annual space‐use, temporal pattern and migratory strategies in an Afro‐Palaearctic aerial insectivorous bird species – the European nightjar Caprimulgus europaeus. More specifically, we aimed to test a set of hypothesises pertaining to the migration of a population of nightjars breeding in south‐eastern Sweden. We found that the birds wintered across the central and western parts of the southern tropical Africa almost entirely outside the currently described wintering range of the species. The nightjars performed a narrow loop migration across Sahara, with spring Sahel stopovers significantly to the west of autumn stops indicative to an adaptive response to winds during migration. To our surprise, the migration speed was faster in the autumn (119 km d^{? 1}) than in the spring (99 km d^{? 1}), possibly due to the prevailing wind regimes over the Sahara. The estimated flight fraction in both autumn (14%) and spring (12%) was almost exactly as the theoretically predicted 1:7 time relationship between flights and stopovers for small birds. The temporal patterns within the annual cycle indicate that individuals follow alternative spatiotemporal schedules that converge towards the breeding season. The positive relationship between the spatially and temporally distant winter departure and breeding arrival suggests that individuals´ temporal fine‐tuning to breeding may be constrained, leading to potential negative fitness consequences.     

Size matters in quantitative radar monitoring of animal migration: estimating monitored volume from wingbeat frequency

Quantitative radar studies are an important component of studying the movements of birds. Whether a bird, at a certain distance from the radar, is detected or not depends on its size. The volume monitored by the radar is therefore different for birds of different sizes. Consequently, an accurate quantification of bird movements recorded by small‐scale radar requires an accurate determination of the monitored volume for the objects in question, although this has tended to be ignored. Here, we demonstrate the importance of sensitivity settings for echo detection on the estimated movement intensities of birds of different sizes. The amount of energy reflected from a bird and detected by the radar receiver (echo power) depends not only on the bird's size and on the distance from the radar antenna, but also on the beam shape and the bird's position within this beam. We propose a method to estimate the size of a bird based on the wingbeat frequency, retrieved from the echo‐signal, independent of the absolute echo power. The estimated bird‐size allows calculation of size‐specific monitored volumes, allowing accurate quantification of movement intensities. We further investigate the importance of applying size‐specific monitored volumes to quantify avian movements instead of using echo counts. We also highlight the importance of accounting for size‐specific monitored volume of small scale radar systems, and the necessity of reporting technical information on radar parameters. Applying this framework will increase the quality and validity of quantitative radar monitoring.     

Calibration of visually estimated distances to migrating seabirds with radar measurements

ABSTRACT Censusing seabirds from coastal areas requires reliable estimates of bird numbers and the distances of the birds from the coastline. Logistical constraints make visual estimation of distances the only feasible method in many studies. We tested the accuracy of visually estimated offshore distances of six migratory seabird species in the Strait of Gibraltar using simultaneous measurements obtained by radar. Most birds (91%) were detected within 3 km of the coast and we truncated our calibration at this distance. We found a strong correlation between radar and visual estimates (R²= 0.83, P < 0.0001). The magnitude of errors in visual estimates was moderate and ranged from 0.08 to 0.20 for different distances and observers. Among the factors potentially affecting the accuracy of visual estimates of distance to seabird in our study were observer identity, bird species, bird behavior, and weather; the most parsimonious model in our study included observer identity as the only predictor, and no model with more than one predictor had a smaller Akaike's information criterion value. Radar can be used to help train observers and to reduce biases in visual estimates of distances by means of calibration. When no other methods are available to accurately measure distances to seabirds, visual estimates of distances, recorded by experienced observers and once calibrated with radar (or other ground‐truthing methods), may be acceptable for different species under a wide range of environmental conditions.     

The effects of edge, fragment size and degree of isolation on avian species richness in highly fragmented forest in West Africa

Almost nothing is known of the effects of forest fragmentation on bird diversity within the heavily degraded and fragmented forest remnants in West Africa. We examined the effects of edge, fragment size and isolation on bird species richness in southwestern Nigeria where forest fragmentation is pronounced. In total, 122 km of line transects were used to survey birds and vegetation within 45 forest patches between January 2000 and March 2002: 197 species were recorded. Avian species number and total counts in forest patches were unrelated to fragment area (within the observed range of 14–445 ha), but were negatively influenced by degree of isolation and increasing distance from the edge. As the total area of forested land within 15 km of a patch fell from 4 to 0%, so 21% of species were lost. In total, six and zero species (of 154 recorded more than once) were consistently recorded in the larger and smaller forest fragments, respectively, and four and two bird species were consistently recorded in unisolated and isolated forest fragments, respectively, suggesting that the addition of ‘edge’ species did not compensate for loss of species sensitive to fragmentation. Diversity index was not affected by either fragment area or degree of isolation, but decreased with distance from the edge. When individual species counts were considered, 68% of species (n = 62) showed no significant effect of distance to edge. Of those 20 species which showed an effect, 12 were less common close to the edge. Most species (65%) did not respond significantly to increasing isolation but of those 22 species that did, 20 were less common in more isolated fragments. Ninety‐seven per cent of species showed no significant response to area. As avian diversity and species composition, but not species number, were apparently insensitive to forest fragmentation, our findings suggest that fragmentation reduces the probability of occurrence of a wide range of West African bird species, rather than a subset of fragmentation‐sensitive species. The greater apparent sensitivity of present‐day West African forest bird communities to fragmentation rather than patch size might reflect previous extinctions of area‐sensitive species. Minimizing further forest fragmentation might be the most effective means of conserving avian diversity in current West African landscapes where most remaining forest patches are small (i.e. < 500 ha).     

The influence of weather on the flight altitude of nocturnal migrants in mid‐latitudes

By altering its flight altitude, a bird can change the atmospheric conditions it experiences during migration. Although many factors may influence a bird's choice of altitude, wind is generally accepted as being the most influential. However, the influence of wind is not clearly understood, particularly outside the trade‐wind zone, and other factors may play a role. We used operational weather radar to measure the flight altitudes of nocturnally migrating birds during spring and autumn in the Netherlands. We first assessed whether the nocturnal altitudinal distribution of proportional bird density could be explained by the vertical distribution of wind support using three different methods. We then used generalized additive models to assess which atmospheric variables, in addition to altitude, best explained variability in proportional bird density per altitudinal layer each night. Migrants generally remained at low altitudes, and flight altitude explained 52 and 73% of the observed variability in proportional bird density in spring and autumn, respectively. Overall, there were weak correlations between altitudinal distributions of wind support and proportional bird density. Improving tailwind support with height increased the probability of birds climbing to higher altitude, but when birds did fly higher than normal, they generally concentrated around the lowest altitude with acceptable wind conditions. The generalized additive model analysis also indicated an influence of temperature on flight altitudes, suggesting that birds avoided colder layers. These findings suggested that birds increased flight altitudes to seek out more supportive winds when wind conditions near the surface were prohibitive. Thus, birds did not select flight altitudes only to optimize wind support. Rather, they preferred to fly at low altitudes unless wind conditions there were unsupportive of migration. Overall, flight altitudes of birds in relation to environmental conditions appear to reflect a balance between different adaptive pressures.     

机场鸟击防治的景观生态学途径

鸟击事件是全球范围的航空难题。随着我国生态环境的改善和航班量的增多,近年来鸟击事件逐年增加。科学快速的识别机场周围高危鸟类防治的关键区域,合理使用景观生态学途径来布局与规划鸟击防治手段是机场鸟击研究的空白点。对华北地区某机场的鸟情和生态环境开展调研,得到该机场及其周边地区的3种高危鸟类分布规律。通过构建高危鸟类的生态安全格局,并结合分区域防治的思路,最终得到该机场高危鸟类防治生态安全格局。从而识别出需要驱赶、防范与引诱的斑块、廊道与战略点,进而采取排斥力与吸引力结合的双向驱鸟策略。研究结果表明：（1）该机场8 km范围内鹭科类分布较多,廊道密集;雁鸭类与鸥科类栖息地较少但仍有廊道穿场。应对该范围内林地、水域等环境进行整修与清理,减少鹭科类的栖息地,切断高危鸟类飞行廊道。（2）该机场8-15 km范围内应重点做好雁鸭类的防护,及时切断雁鸭类向8 km范围内飞行的廊道。加强保护和改造连接15 km范围外的鸟类飞行廊道。（3）该机场15-20 km范围内应增加鸟类吸引力,打造连续的保护战略点,从而形成环状飞行廊道,将高危鸟类控制在安全范围内。     

A polar system of intercontinental bird migration

Studies of bird migration in the Beringia region of Alaska and eastern Siberia are of special interest for revealing the importance of bird migration between Eurasia and North America, for evaluating orientation principles used by the birds at polar latitudes and for understanding the evolutionary implications of intercontinental migratory connectivity among birds as well as their parasites. We used tracking radar placed onboard the ice-breaker Oden to register bird migratory flights from 30 July to 19 August 2005 and we encountered extensive bird migration in the whole Beringia range from latitude 64 degrees N in Bering Strait up to latitude 75 degrees N far north of Wrangel Island, with eastward flights making up 79% of all track directions.The results from Beringia were used in combination with radar studies from the Arctic Ocean north of Siberia and in the Beaufort Sea to make a reconstruction of a major Siberian-American bird migration system in a wide Arctic sector between longitudes 110 degrees E and 130 degrees W, spanning one-third of the entire circumpolar circle. This system was estimated to involve more than 2 million birds, mainly shorebirds, terns and skuas, flying across the Arctic Ocean at mean altitudes exceeding 1 km (maximum altitudes 3-5 km). Great circle orientation provided a significantly better fit with observed flight directions at 20 different sites and areas than constant geographical compass orientation. The long flights over the sea spanned 40-80 degrees of longitude, corresponding to distances and durations of 1400-2600 km and 26-48 hours, respectively. The birds continued from this eastward migration system over the Arctic Ocean into several different flyway systems at the American continents and the Pacific Ocean. Minimization of distances between tundra breeding sectors and northerly stopover sites, in combination with the Beringia glacial refugium and colonization history, seemed to be important for the evolution of this major polar bird migration system.     

Revealing patterns of nocturnal migration using the European weather radar network

Nocturnal avian migration flyways remain an elusive concept, as we have largely lacked methods to map their full extent. We used the network of European weather radars to investigate nocturnal bird movements at the scale of the European flyway. We mapped the main migration directions and showed the intensity of movement across part of Europe by extracting biological information from 70 weather radar stations from northern Scandinavia to Portugal, during the autumn migration season of 2016. On average, over the 20 nights and all sites, 389 birds passed per 1 km transect per hour. The night with highest migration intensity showed an average of 1621 birds km^–1 h^–1 passing the radar stations, but there was considerable geographical and temporal variation in migration intensity. The highest intensity of migration was seen in central France. The overall migration directions showed strong southwest components. Migration dynamics were strongly related to synoptic wind conditions. A wind‐related mass migration event occurred immediately after a change in wind conditions, but quickly diminished even when supporting winds continued to prevail. This first continental‐scale study using the European network of weather radars demonstrates the wealth of information available and its potential for investigating large‐scale bird movements, with consequences for ecosystem function, nutrient transfer, human and livestock health, and civil and military aviation.     

Air‐filled postcranial bones in theropod dinosaurs: physiological implications and the ‘reptile’–bird transition

Pneumatic (air‐filled) postcranial bones are unique to birds among extant tetrapods. Unambiguous skeletal correlates of postcranial pneumaticity first appeared in the Late Triassic (approximately 210 million years ago), when they evolved independently in several groups of bird‐line archosaurs (ornithodirans). These include the theropod dinosaurs (of which birds are extant representatives), the pterosaurs, and sauropodomorph dinosaurs. Postulated functions of skeletal pneumatisation include weight reduction in large‐bodied or flying taxa, and density reduction resulting in energetic savings during foraging and locomotion. However, the influence of these hypotheses on the early evolution of pneumaticity has not been studied in detail previously. We review recent work on the significance of pneumaticity for understanding the biology of extinct ornithodirans, and present detailed new data on the proportion of the skeleton that was pneumatised in 131 non‐avian theropods and Archaeopteryx. This includes all taxa known from significant postcranial remains. Pneumaticity of the cervical and anterior dorsal vertebrae occurred early in theropod evolution. This ‘common pattern’ was conserved on the line leading to birds, and is likely present in Archaeopteryx. Increases in skeletal pneumaticity occurred independently in as many as 12 lineages, highlighting a remarkably high number of parallel acquisitions of a bird‐like feature among non‐avian theropods. Using a quantitative comparative framework, we show that evolutionary increases in skeletal pneumaticity are significantly concentrated in lineages with large body size, suggesting that mass reduction in response to gravitational constraints at large body sizes influenced the early evolution of pneumaticity. However, the body size threshold for extensive pneumatisation is lower in theropod lineages more closely related to birds (maniraptorans). Thus, relaxation of the relationship between body size and pneumatisation preceded the origin of birds and cannot be explained as an adaptation for flight. We hypothesise that skeletal density modulation in small, non‐volant, maniraptorans resulted in energetic savings as part of a multi‐system response to increased metabolic demands. Acquisition of extensive postcranial pneumaticity in small‐bodied maniraptorans may indicate avian‐like high‐performance endothermy.     

Estimating flight height and flight speed of breeding Piping Plovers

Collisions with wind turbines are an increasing conservation concern for migratory birds that already face many threats. Existing collision‐risk models take into account parameters of wind turbines and bird flight behavior to estimate collision probability and mortality rates. Two behavioral characteristics these models require are the proportion of birds flying at the height of the rotor swept‐zone and the flight speed of birds passing through the rotor swept‐zone. In recent studies, investigators have measured flight height and flight speed of migrating birds using fixed‐beam radar and thermal imaging. These techniques work well for fixed areas where migrants commonly pass over, but they cannot readily provide species‐specific information. We measured flight heights of a nesting shorebird, the federally threatened Piping Plover (Charadrius melodus), using optical range finding and measured flight speed using videography. Several single‐turbine wind projects have been proposed for the Atlantic coast of the United States where they may pose a potential threat to these plovers. We studied Piping Plovers in New Jersey and Massachusetts during the breeding seasons of 2012 and 2013. Measured flight heights ranged from 0.7 to 10.5 m with a mean of 2.6 m (N = 19). Concurrent visually estimated flight heights were all within 2 m of measured heights and most within 1 m. In separate surveys, average visually estimated flight height was 2.6 m (N = 1674) and ranged from 0.25 m to 40 m. Average calculated flight speed was 9.30 m/s (N = 17). Optical range finding was challenging, but provided a useful way to calibrate visual estimates where frames of reference were lacking in the environment. Our techniques provide comparatively inexpensive, replicable procedures for estimating turbine collision‐risk parameters where the focus is on discrete nesting areas of specific species where birds follow predictable flight paths.     

Mesozoic birds of China—a synoptic review

A synoptic review of the discoveries and studies of Chinese Mesozoic birds is provided in this paper. ⁴⁰Ar/³⁹Ar dating of several bird-bearing deposits in the Jehol Group has established a geochronological framework for the study of the early avian radiation. Chinese Mesozoic birds had lasted for at least 11 Ma during about 131 Ma and 120 Ma (Barremian to Aptian) of the middle and late Early Cretaceous, respectively. In order to further evaluate the change of the avian diversity in the Jehol Biota, six new orders and families are erected based on known genera and species, which brings the total number of orders of Chinese Mesozoic birds to 15 and highlights a remarkable radiation ever since the first appearance of birds in the Late Jurassic. Chinese Early Cretaceous birds had experienced a significant differentiation in morphology, flight, diet and habitat. Further examination of the foot of Jeholornis suggests this bird might not have possessed a fully reversed hallux. However, the attachment of metatarsal I to the medial side of metatarsal II does not preclude trunk climbing, a pre-adaptation for well developed perching life of early birds. Arboreality had proved to be a key adaptation in the origin and early evolution of bird flight, and the adaptation to lakeshore environment had played an equally important role in the origin of ornithurine birds and their near-modern flight skill. Many Chinese Early Cretaceous birds had preserved the direct evidence of their diet, showing that the most primitive birds were probably mainly insectivorous and that specialized herbivorous or carnivorous (e.g., piscivorous) dietary adaptation had appeared only in later advanced forms. The only known Early Cretaceous bird embryo fossil has shown that precocial birds had occurred prior to altricial birds in avian history, and the size of the embryo and other analysis indicate it probably had a short incubation period. Leg feathers probably have a wide range of distribution in early birds, further suggesting that leg feathers had played a key role in the beginning stage of the flight of birds. Finally, the Early Cretaceous avian radiation can be better understood against the background of their unique ecosystem. The advantage of birds in the competitions with other vertebrate groups such as pterosaurs had probably not only resulted in the rapid differentiation and radiation of birds but also the worldwide spreading of pterosaurs and other vertebrates from East Asia in the Early Cretaceous. Selected from Vertebrata PalAsiatica 2006, 44 (1): 74–98     

Landscape‐level tree cover predicts species richness of large‐bodied frugivorous birds in forest fragments

Large‐bodied frugivorous birds play an important role in dispersing large‐sized seeds in Neotropical rain forests, thereby maintaining tree species richness and diversity. Conversion of contiguous forest land to forest fragments is thought to be driving population declines in large‐bodied frugivores, but the mechanistic drivers of this decline remain poorly understood. To assess the importance of fragment‐level versus local landscape attributes in influencing the species richness of large‐bodied (>100 g) frugivorous birds, we surveyed 15 focal species in 22 forest fragments (2.7 to 33.6 ha, avg. = 16.0 ha) in northwest Ecuador in 2014. Fragment habitat variables included density of large trees, canopy openness and height, and fragment size; landscape variables included elevation and the proportion of tree cover within a 1 km radius of each fragment. At both the individual species level, and across the community of 12 species of avian frugivore we detected, there was higher richness and probability of presence in fragments with more tree cover on surrounding land. This tendency was particularly pronounced among some endangered species. These findings corroborate the idea that partially forested land surrounding fragments may effectively increase the suitable habitat for forest‐dwelling frugivorous birds in fragmented landscapes. These results can help guide conservation priorities within fragmented landscapes, with particular reference to retaining trees and reforesting to attain high levels of tree cover in areas between forest patches.     

Mapping wintering waterfowl distributions using weather surveillance radar

The current network of weather surveillance radars within the United States readily detects flying birds and has proven to be a useful remote-sensing tool for ornithological study. Radar reflectivity measures serve as an index to bird density and have been used to quantitatively map landbird distributions during migratory stopover by sampling birds aloft at the onset of nocturnal migratory flights. Our objective was to further develop and validate a similar approach for mapping wintering waterfowl distributions using weather surveillance radar observations at the onset of evening flights. We evaluated data from the Sacramento, CA radar (KDAX) during winters 1998-1999 and 1999-2000. We determined an optimal sampling time by evaluating the accuracy and precision of radar observations at different times during the onset of evening flight relative to observed diurnal distributions of radio-marked birds on the ground. The mean time of evening flight initiation occurred 23 min after sunset with the strongest correlations between reflectivity and waterfowl density on the ground occurring almost immediately after flight initiation. Radar measures became more spatially homogeneous as evening flight progressed because birds dispersed from their departure locations. Radars effectively detected birds to a mean maximum range of 83 km during the first 20 min of evening flight. Using a sun elevation angle of -5° (28 min after sunset) as our optimal sampling time, we validated our approach using KDAX data and additional data from the Beale Air Force Base, CA (KBBX) radar during winter 1998-1999. Bias-adjusted radar reflectivity of waterfowl aloft was positively related to the observed diurnal density of radio-marked waterfowl locations on the ground. Thus, weather radars provide accurate measures of relative wintering waterfowl density that can be used to comprehensively map their distributions over large spatial extents.