Can't pass or won't pass: the importance of motivation when quantifying improved connectivity for riverine brown trout Salmo trutta

Reversing the negative impacts that anthropogenic habitat fragmentation has on animal movement is a key goal in the management of landscapes and conservation of species globally. Accurate assessment of measures to remediate habitat fragmentation, such as fish passage solutions in rivers, are imperative but are particularly challenging for territorial species, which are less likely to leave their existing home range, or populations composed of both migratory and resident individuals (i.e., partial migration). This investigation quantified the movements of translocated (captured upstream of the impediment and released downstream) and non-translocated (captured and released downstream of the impediment) riverine brown trout (Salmo trutta L.), a species known to perform a homing movement, through a fish pass using passive integrated transponder (PIT) telemetry. A significantly higher proportion of translocated fish approached, entered, and passed (on a wider range of flows) compared to non-translocated fish, consistent with the theory that motivation is a key driver in fish pass use. Translocated fish that entered the pass were significantly larger than those that approached but did not enter, presumably due to physiological capability. Translocated fish were a more reliable indicator of the fish passage solution effectiveness than non-translocated fish. Our findings hence imply that many fish passage solutions globally, and potentially measures to remediate habitat fragmentation for other taxa, may have been mistakenly assessed for unmotivated animals. Studying both non-translocated and translocated fish is recommended to provide more accurate and cost-effective fish passage solution assessments.

Use of road underpasses by mammals and a monitor lizard in eastern Australia and consideration of the prey‐trap hypothesis

Road networks continue to expand globally with predictable effects on ecological systems. Research into the effectiveness of road underpasses and overpasses for wildlife has been concentrated in North America and Europe. In Australia, most studies of underpasses have been of relatively short duration and without reference sites to give context to the measured rates of use. We studied 5–7 road underpasses at two locations in eastern Australia over 2–3 years, comparing camera trap detections of animals in underpasses with those at nearby forest sites. Three species of large macropod (wallabies and kangaroos) were frequently detected in the underpasses, with some underpasses traversed 1–4 times per week, and in many cases exceeded detections in the forest. The lace monitor (Varanus varius) was detected in all underpasses, often once per week during spring and summer, and infrequently in the forest. At each location, a different small macropod species, including one regionally threatened, showed a higher probability of detection in one underpass compared with several of the forest sites. The vulnerable koala (Phascolarctos cinereus) was detected infrequently in underpasses and in the adjoining forest. The short‐beaked echidna (Tachyglossus aculeatus) had a high probability of detection in a single underpass. The “prey‐trap hypothesis” postulates that predators will exhibit increased activity at underpasses as a consequence of prey being funneled. We found the red fox (Vulpes vulpes) had high activity in some underpasses. However, its activity coincided less than expected with the activity of the mammals most at risk to it. Our results provide no consistent support for the “prey‐trap hypothesis.” Instead, our study confirms the generic value of underpasses for a range of medium‐large mammals as well as one large reptile. Habitat adjoining underpasses exert a strong influence on their use and require greater consideration to maximize underpass use.

Influence of infrastructure, ecology, and underpass-dimensions on multi-year use of Standard Gauge Railway underpasses by mammals in Tsavo, Kenya

Rail and road infrastructure is essential for economic growth and development but can cause a gradual loss in biodiversity and degradation of ecosystem function and services. We assessed the influence of underpass dimensions, fencing, proximity to water and roads, Normalized Difference Vegetation Index (NDVI), presence of other species and livestock on underpass use by large and medium-sized mammals. Results revealed hyenas and leopards used the underpasses more than expected whereas giraffes and antelopes used the underpasses less than expected. Generalized linear mixed-effects models revealed that underpass height influenced use by wildlife, with several species preferring to use taller underpasses. Electric fencing increased underpass use by funneling species towards underpasses, except for elephants and black-backed jackal for which it reduced underpass passage. We also found that the use of underpasses by livestock reduced the probability of use by nearly 50% for wildlife species. Carnivore species were more likely to cross underpasses used by their prey. Buffalo, livestock, and hyenas used underpasses characterized by vegetation with higher NDVI and near water sources while baboons, dik-diks and antelope avoided underpasses with high NDVI. Our findings suggest a need for diverse and comprehensive approaches for mitigating the negative impacts of rail on African wildlife.

How Important Are Resistance, Dispersal Ability, Population Density and Mortality in Temporally Dynamic Simulations of Population Connectivity? A Case Study of Tigers in Southeast Asia

Development of landscape connectivity and spatial population models is challenging, given the uncertainty of parameters and the sensitivity of models to factors and their interactions over time. Using spatially and temporally explicit simulations, we evaluate the sensitivity of population distribution, abundance and connectivity of tigers in Southeast Asia to variations of resistance surface, dispersal ability, population density and mortality. Utilizing a temporally dynamic cumulative resistant kernel approach, we tested (1) effects and interactions of parameters on predicted population size, distribution and connectivity, and (2) displacement and divergence in scenarios across timesteps. We evaluated the effect of varying levels of factors on simulated population, cumulative resistance kernel extent, and kernel sum across nine timesteps, producing 24,300 simulations. We demonstrate that predicted population, range shifts, and landscape connectivity are highly sensitive to parameter values with significant interactions and relative strength of effects varying by timestep. Dispersal ability, mortality risk and their interaction dominated predictions. Further, population density had intermediate effects, landscape resistance had relatively low impacts, and mitigation of linear barriers (highways) via lowered resistance had little relative effect. Results are relevant to regional, long-term tiger population management, providing insight into potential population growth and range expansion across a landscape of global conservation priority.

Temporal clustering of prey in wildlife passages provides no evidence of a prey-trap

Wildlife passages are structures built across roads to facilitate wildlife movement and prevent wildlife collisions with vehicles. The efficacy of these structures could be reduced if they funnel prey into confined spaces at predictable locations that are exploited by predators. We tested the so-called prey-trap hypothesis using remote cameras in 17 wildlife passages in Quebec, Canada from 2012 to 2015 by measuring the temporal occurrence of nine small and medium-sized mammal taxa (< 30 kg) that we classified as predators and prey. We predicted that the occurrence of a prey-trap would be evidenced by greater frequencies and shorter latencies of sequences in which predators followed prey, relative to prey–prey sequences. Our results did not support the prey-trap hypothesis; observed prey–predator sequences showed no difference or were less frequent than expected, even when prey were unusually abundant or rare or at sites with higher proportions of predators. Prey–predator latencies were also 1.7 times longer than prey–prey sequences. These results reveal temporal clustering of prey that may dilute predation risk inside wildlife passages. We encourage continued use of wildlife passages as mitigation tools.

Attraction and Avoidance between Predators and Prey at Wildlife Crossings on Roads

Wildlife passages are currently built at roads and railway lines to re-establish connectivity. However, little is known about whether predator-prey interactions may reduce the effectiveness of the crossing structures. We evaluated the co-occurrence patterns of predator-prey species-pairs at 113 crossing structures, noting their coincidence at the same structure and/or on the same day. We built occupancy models using presence-absence matrices for three prey and five predator types obtained during 2076 passage-days of monitoring. The results indicate that predators and prey do not use passages independently. Attraction or segregation effects occurred in 20% of predator-prey species-pairs and were detected in 67% of cases with respect to same-day use. Our results show that both predator and prey species used the same structures to cross fenced roads. However, the spatial and daily patterns of crossing suggest that there were predators that attended crossings to search for prey and that prey species avoided using crossings in the presence of predators. Our results support two recommendations to avoid crossing structures losing effectiveness or becoming prey traps: (i) increase the number of wider structures to reduce the risks of predator-prey encounters and (ii) include inside them structural heterogeneity and refuges, to reduce the likelihood for predator-prey interactions.