Animal reactions to oncoming vehicles: a conceptual review

Frequency-dependent tolerance to aircraft disturbance drastically alters predicted impact on shorebirds

Anthropogenic disturbance of wildlife is increasing globally. Generalizing impacts of disturbance to novel situations is challenging, as the tolerance of animals to human activities varies with disturbance frequency (e.g. due to habituation). Few studies have quantified frequency-dependent tolerance, let alone determined how it affects predictions of disturbance impacts when these are extrapolated over large areas. In a comparative study across a gradient of air traffic intensities, we show that birds nearly always fled (80%) if aircraft were rare, while birds rarely responded (7%) if traffic was frequent. When extrapolating site-specific responses to an entire region, accounting for frequency-dependent tolerance dramatically alters the predicted costs of disturbance: the disturbance map homogenizes with fewer hotspots. Quantifying frequency-dependent tolerance has proven challenging, but we propose that (i) ignoring it causes extrapolations of disturbance impacts from single sites to be unreliable, and (ii) it can reconcile published idiosyncratic species- or source-specific disturbance responses.

Wildlife mortality risk posed by high and low traffic roads

Wildlife mortality due to collisions with vehicles (roadkill) is one of the predominant negative effects exerted by roads on many wildlife species. Reducing roadkill is therefore a major component of wildlife conservation. Roadkill is affected by various factors, including road attributes and traffic volume. It is theorized that the effect of traffic volume on roadkill probability should be unimodal. However, empirical evidence for this theory is lacking. Using a large-scale roadkill database of 18 wildlife species in Israel, encompassing 2846 km of roads over 10 years, we explored the effects of traffic volume and road attributes (e.g., road lighting, verge vegetation) on roadkill probability with a multivariate generalized linear mixed model. A unimodal effect of traffic volume was identified for the striped hyena (Hyaena hyaena), whereas 5 species demonstrated a novel quadratic U-shaped effect (e.g., golden jackal [Canis aureus]). Four species showed a negative linear effect (e.g., wild boar [Sus scrofa]). We also identified varying effects of road attributes on roadkill. For instance, road lighting and roadside trees decreased roadkill for several species, whereas bus stops and concrete guardrails led to increased roadkill. The theorized unimodal effect of traffic volume may only apply to large, agile species, and the U-shaped effect could be related to intraspecies variability in traffic avoidance behavior. In general, we found that both high-traffic and low-traffic roads can pose a high mortality risk for wildlife. It is therefore important to monitor roadkill on low-traffic roads and adapt road attributes to mitigate roadkill. Road design for effective roadkill mitigation includes reducing the use of concrete guardrails and median barriers where possible and avoiding dense bushes in verge landscaping. These measures are complemented by employing wildlife detection systems, driver warnings, and seasonal speed reduction measures on low-traffic roads identified as roadkill hotspots.

Use of a behavioural response method to assess the risk of collision between migrating humpback whales and vessels

With the substantial increase in many large whale populations, paired with the rise in global shipping and recreational vessel activity, it is not surprising that negative interactions between whales and vessels are increasing. Here, the collision risk between migrating groups of humpback whales (Megaptera novaeangliae) and vessels was assessed by determining if changes in their movement trajectories in response to an oncoming vessel translated to vessel avoidance. It was assumed groups would implement an escape response strategy, using cues such as the vessel speed, trajectory, proximity, and received level of noise to inform their response magnitude. However, many groups were unresponsive to an approaching vessel such that the vessel had to take evasive action. This study shows that humpback whales are not likely to take sufficient avoidance action when there is a potential for a vessel and whale to collide. Therefore, when developing a risk management strategy, mitigation measures that reduce the encounter rate between whales and vessels are likely to be the most effective.

Identifying Roadkill Hotspots for Mammals in the Brazilian Atlantic Forest using a Functional Group Approach

A critical step to design wildlife mitigating measures is the identification of roadkill hotspots. However, the effectiveness of mitigations based on roadkill hotspots depends on whether spatial aggregations are recurrent over time, spatially restricted, and most importantly, shared by species with diverse ecological and functional characteristics. We used a functional group approach to map roadkill hotspots for mammalian species along the BR-101/North RJ, a major road crossing important remnants of the Brazilian Atlantic Forest. We tested if functional groups present distinct hotspot patterns, and if they converge into the same road sectors, in that case, favoring optimal mitigating actions. Roadkill rates were monitored and recorded between October/2014 and September/2018 and species were classified into six functional groups based on their home range, body size, locomotion mode, diet, and forest-dependency. Hotspots along the roads were mapped for comparison of spatial patterns between functional groups. Results demonstrated that the roadkill index varied idiosyncratically for each functional group throughout the months and that no group presented seasonality. Seven hotspots were shared by two or more functional groups, highlighting the importance of these road stretches to regional mammal fauna. Two of the stretches are associated with aquatic areas extending from one side of the road to the other, and the remaining are connected to patches of native vegetation on both sides. This work brings a promising approach, yet hardly used in ecological studies on roads to analyze roadkill dynamics, assigning more importance to ecological instead of taxonomical characteristics, normally used to identify spatiotemporal patterns.

Assessment of Ecological Bridges at Wildlife Crossings in Türkiye: A Case Study of Wild Boar Crossings on the Izmir-Çeşme Motorway

In this study, the use of an ecological bridge installed as a wildlife overpass and constructed in the Zeytinler neighborhood in 2020 was analyzed as a mitigating factor in wild-boar-vehicle collisions (WVCs) on the Izmir-Çeşme motorway. In this context, this study aimed to assess the use of the Zeytinler Ecological Bridge by wild boars (Sus scrofa Linnaeus, 1758). To this end, wildlife crossings were monitored, analyzed, and modeled with Bayesian networks. Between August 2020 and December 2022, a total of 686 instances of movement were observed among six medium to large wild mammal species. Wild boars accounted for approximately 87.5% of the recorded wildlife crossings, with foxes comprising 10%. The findings showed that the highest frequency of wildlife crossings occurred during the autumn season, particularly between 22:00 (10 p.m.) and 02:00 (2 a.m.), coinciding with the Waxing Gibbous and Waxing Crescent phases of the moon. The model outcomes highlighted that during the autumn season with a full pond, wild boar crossings increased by one and a half times in comparison to regular herd crossings. Throughout the observation period, there were no instances of wild boar fatalities subsequent to the completion of the bridge.

Trucks versus treks: The relative influence of motorized versus nonmotorized recreation on a mammal community

Outdoor recreation is increasing rapidly on public lands, with potential consequences for wildlife communities. Recreation can induce shifts in wildlife activity and habitat use, but responses vary widely even within the same species, suggesting mitigating factors that remain poorly understood. Both the type of recreation-motorized or nonmotorized-and the distance of wildlife from human disturbance may be important in developing a general understanding of recreation impacts on wildlife and making more informed management decisions. We conducted a camera-trapping survey in the Colville National Forest (CNF) of northeastern Washington in the summers of 2019 and 2020. We collected ~11,000 trap nights of spatially extensive data on nine mid-large mammalian species, simultaneously recording the presence and activity patterns of motorized (primarily vehicles on roads) and nonmotorized (primarily hikers on trails) recreation and wildlife both along trails and roads and off trails and off roads (away from most recreation). We used diel overlap analysis, time lag analysis, and single-season single-species occupancy modeling to examine the impact of recreation on the focal species. Species temporally avoided recreationists either by shifting to more nocturnal hours or delaying return to recently used recreation sites. Most species also responded spatially by altering the use or the intensity of use of camera sites due to recreation, although both positive and negative associations with recreation were documented. Species responded to nonmotorized recreation (e.g., hikers on trails) more often than motorized recreation (e.g., vehicles on roads). Most effects of recreation extended off the trail or road, although in three instances the spatiotemporal response of species to recreation along trails/roads disappeared a short distance away from those features. Our work suggests that a better understanding of landscape-scale impacts of recreation, including fitness consequences, will require additional work to disentangle the effects of different types of recreation and estimate the effective distance at which wildlife responds. Moreover, these results suggest that quiet, nonconsumptive recreation may warrant increased attention from land managers given its potential to influence the spatiotemporal ecology of numerous species.

Potential hotspots of amphibian roadkill risk in Spain

We test a forecasting strategy to identify potential hotspots of amphibian roadkill, combining the spatial distribution of amphibians, their relative risk of collision with vehicles and data on road density in Spain. We extracted a large dataset from studies reporting road casualties of 39 European amphibian species and then estimated the 'relative roadkill risk' of species as the frequency of occurrence of casualties for each amphibian and standardized by the range of distribution of the species in Europe. Using a map with the spatial distribution of Spanish amphibians at a spatial resolution of 10 × 10 Km squares, we estimated the 'cumulative relative risk of roadkill' for each amphibian assemblage as the sum of risk estimates previously calculated for each species. We also calculated the total length of roads in each square (road density). Finally, combining all layers of information, we elaborated a forecasting map highlighting the potential amphibian roadkill risk across Spain. Our findings are relevant to suggest areas that should be focused on at more detailed spatial scales. Additionally, we found that the frequency of roadkill was unrelated to the evolutionary distinctiveness score and conservation status of amphibian species, while was positively correlated with their distribution range.

Fear generalization and behavioral responses to multiple dangers

Animals often exhibit consistent-individual differences (CIDs) in boldness/fearfulness, typically studied in the context of predation risk. We focus here on fear generalization, where fear of one danger (e.g., predators) is correlated with fear of other dangers (e.g., humans, pathogens, moving vehicles, or fire). We discuss why fear generalization should be ecologically important, and why we expect fear to correlate across disparate dangers. CIDs in fear are well studied for some dangers in some taxa (e.g., human fear of pathogens), but not well studied for most dangers. Fear of some dangers has been found to correlate with general fearfulness, but some cases where we might expect correlated fears (e.g., between fear of humans, familiar predators, and exotic predators) are surprisingly understudied.

Effects of domestication and captive breeding on reaction to moving objects: implications for avoidance behaviours of masu salmon Oncorhynchus masou

Domestication and captive breeding can compromise the obstacle- and predator-avoidance capabilities of animals in the wild. Whereas previous studies only examined these effects in combination, here we examine them individually by comparing the abilities of wild, F1 (offspring of wild parents) and captive-bred (approx. F15) masu salmon Oncorhynchus masou to avoid a falling object under experimental conditions. Rates of avoidance failure were low (wild, 12.5%; F1, 10.7%; captive-bred, 8%) under light conditions, but increased under dark conditions (wild, 11.1%; F1, 32.1%; captive-bred, 60.0%). We attribute the elevated avoidance failure rate among F1 fish to the lack of learning opportunities in hatchery environments (i.e. domestication), and the further elevation of avoidance failure rate among captive-bred fish to the degradation of sensory organ function (i.e. captive breeding). These results imply reduced survival rates for F1 and captive-bred fish in the wild and are consistent with the low stocking efficiencies reported for captive-bred masu salmon.

Ungulates and trains - Factors influencing flight responses and detectability

Wildlife-train collisions can have deleterious effects on local wildlife populations and come with high socio-economic costs, such as damages, delays, and psychological distress. In this study, we explored two major components of wildlife-train collisions: the response of wildlife to oncoming trains and the detection of wildlife by drivers. Using dashboard cameras, we explored the flight response of roe deer (Capreolus capreolus) and moose (Alces alces) to oncoming trains and explored which factors, such as lighting and physical obstructions, affect their detection by drivers. In a majority of cases, roe deer and moose fled from an oncoming train, at an average flight initiation distance (FID) of 78 m and 79 m respectively. Warning horns had unexpected influences on flight behaviour. While roe deer initiated flight, on average, 44 m further away from the train when warned, they usually fled towards the tracks, in the direction of danger. FID of moose, however, was unaffected by the use of a warning horn. As train speed increased, moose had a lower FID, but roe deer FID did not change. Finally, detection of wildlife was obstructed by the presence of vegetation and uneven terrain in the rail-side verge, which could increase the risk of collisions. Our results indicate the need for early detection and warning of wildlife to reduce the risk of collisions. We propose that detection systems should include thermal cameras to allow detection behind vegetation and in the dark, and warning systems should use cues early to warn of oncoming trains and allow wildlife to escape the railway corridor safely.

Can we use antipredator behavior theory to predict wildlife responses to high-speed vehicles?

Animals seem to rely on antipredator behavior to avoid vehicle collisions. There is an extensive body of antipredator behavior theory that have been used to predict the distance/time animals should escape from predators. These models have also been used to guide empirical research on escape behavior from vehicles. However, little is known as to whether antipredator behavior models are appropriate to apply to an approaching high-speed vehicle scenario. We addressed this gap by (a) providing an overview of the main hypotheses and predictions of different antipredator behavior models via a literature review, (b) exploring whether these models can generate quantitative predictions on escape distance when parameterized with empirical data from the literature, and (c) evaluating their sensitivity to vehicle approach speed using a simulation approach wherein we assessed model performance based on changes in effect size with variations in the slope of the flight initiation distance (FID) vs. approach speed relationship. The slope of the FID vs. approach speed relationship was then related back to three different behavioral rules animals may rely on to avoid approaching threats: the spatial, temporal, or delayed margin of safety. We used literature on birds for goals (b) and (c). Our review considered the following eight models: the economic escape model, Blumstein's economic escape model, the optimal escape model, the perceptual limit hypothesis, the visual cue model, the flush early and avoid the rush (FEAR) hypothesis, the looming stimulus hypothesis, and the Bayesian model of escape behavior. We were able to generate quantitative predictions about escape distance with the last five models. However, we were only able to assess sensitivity to vehicle approach speed for the last three models. The FEAR hypothesis is most sensitive to high-speed vehicles when the species follows the spatial (FID remains constant as speed increases) and the temporal margin of safety (FID increases with an increase in speed) rules of escape. The looming stimulus effect hypothesis reached small to intermediate levels of sensitivity to high-speed vehicles when a species follows the delayed margin of safety (FID decreases with an increase in speed). The Bayesian optimal escape model reached intermediate levels of sensitivity to approach speed across all escape rules (spatial, temporal, delayed margins of safety) but only for larger (> 1 kg) species, but was not sensitive to speed for smaller species. Overall, no single antipredator behavior model could characterize all different types of escape responses relative to vehicle approach speed but some models showed some levels of sensitivity for certain rules of escape behavior. We derive some applied applications of our findings by suggesting the estimation of critical vehicle approach speeds for managing populations that are especially susceptible to road mortality. Overall, we recommend that new escape behavior models specifically tailored to high-speeds vehicles should be developed to better predict quantitatively the responses of animals to an increase in the frequency of cars, airplanes, drones, etc. they will face in the next decade.

Behavioural reactions to oncoming vehicles as a crucial aspect of wildlife-vehicle collision risk in three common wildlife species

Wildlife-vehicle collisions (WVC) strongly impact road safety. While technical aspects of collision risk and the effects of roads on animal populations are well studied, knowledge about wildlife behaviour prior to and during contact with oncoming vehicles as a crucial aspect of collision risk is still lacking. We analysed 28,400 hours of video data (thermal network cameras at 14 road sections in south-west Germany) with 2,841 animal-vehicle encounters (1,960 roe deer, Capreolus capreolus, 696 red fox, Vulpes vulpes and 185 wild boar, Sus scrofa) and classified animal behaviour before and during contact with a vehicle. We fitted two sets of models to the data. In the first step, we modelled the intensity of the behavioural reaction exhibited by the animals as a function of behavioural and environmental predictors using ordinal Bayesian mixed-effect regression models. In a second step, we modelled the probability of a positive vs. a negative behavioural response in terms of WVC risk using binomial mixed-effect regression models. Both the intensity of behavioural reactions as well as the degree of risk during the interaction with oncoming vehicles differed among the species and as a function of road section layout. Our results showed that animal attentiveness, the behaviour a priori, access to cover, vehicle type and biological seasonality were important predictors of an animal's response to oncoming vehicles. More specifically, roe deer reacted to oncoming vehicles mostly with short movements away from the road, foxes often reacted unpredictably and wild boar behaviour appeared to be least affected by oncoming vehicles. Thus, we suggest that collision risk for common European mammals is shaped by the interplay of vehicle type, the road layout as well as the species-specific behavioural repertoire including the attentiveness of the animal and the behavioural state prior to an approaching vehicle. In addition, wildlife warning reflectors, a frequently used technique in WVC mitigation, did not alter behavioural reactions and thus failed to reduce WVC risk.

Responses of turkey vultures to unmanned aircraft systems vary by platform

A challenge that conservation practitioners face is manipulating behavior of nuisance species. The turkey vulture (Cathartes aura) can cause substantial damage to aircraft if struck. The goal of this study was to assess vulture responses to unmanned aircraft systems (UAS) for use as a possible dispersal tool. Our treatments included three platforms (fixed-wing, multirotor, and a predator-like ornithopter [powered by flapping flight]) and two approach types (30 m overhead or targeted towards a vulture) in an operational context. We evaluated perceived risk as probability of reaction, reaction time, flight-initiation distance (FID), vulture remaining index, and latency to return. Vultures escaped sooner in response to the fixed-wing; however, fewer remained after multirotor treatments. Targeted approaches were perceived as riskier than overhead. Vulture perceived risk was enhanced by flying the multirotor in a targeted approach. We found no effect of our treatments on FID or latency to return. Latency was negatively correlated with UAS speed, perhaps because slower UAS spent more time over the area. Greatest visual saliency followed as: ornithopter, fixed-wing, and multirotor. Despite its appearance, the ornithopter was not effective at dispersing vultures. Because effectiveness varied, multirotor/fixed-wing UAS use should be informed by management goals (immediate dispersal versus latency).

Behavioral responses of the European mink in the face of different threats: conspecific competitors, predators, and anthropic disturbances

Prey species assess the risk of threat using visual, olfactory, and acoustic cues from their habitat. Thus, they modify their behavior in order to avoid encounters with competitors, predators, and human disturbances that endanger their fitness. European mink (Mustela lutreola) is a critically endangered species that can be preyed upon by larger carnivores and displaced by dominant conspecifics to areas of lower quality, e.g., near to more anthropized localities which may be noisier. In this study, the behavioral responses of 24 European mink were evaluated by conducting an experiment in which the presence of a conspecific competitor was simulated with a visual cue (mirror) and the presence of predators (terrestrial and aerial) with odorous cues. Additionally, they were also exposed to potential sources of anthropic disturbance with acoustic cues (road traffic noise and human voices). Our results showed that European mink were hidden for longer periods of time due to the presence of conspecifics and being exposed to the fecal odors of a terrestrial predator such as dog, but especially when they were exposed to anthropic noises. In the presence of a conspecific, the females and the subadults were the ones who remained hidden for the longest time. As well, they were hidden for longer periods of time due to the presence of conspecifics but in combination with dog feces and anthropic sounds did not induce variations in the response, as both by themselves already triggered an increase in the time they spent hiding. The vigilance model showed the effects of the same factors as the hiding model, but with antagonistic effects in the case of vigilance time which decreased during anthropic noises exposition. Finally, we want to highlight that European mink showed an innate response favorable to all three types of threats, but attention should be focused on human disturbances-as they trigger the most extreme responses-which may affect the rate of survival of this threatened species.

Accidents alter animal fitness landscapes

Animals alter their habitat use in response to the energetic demands of movement ('energy landscapes') and the risk of predation ('the landscape of fear'). Recent research suggests that animals also select habitats and move in ways that minimise their chance of temporarily losing control of movement and thereby suffering slips, falls, collisions or other accidents, particularly when the consequences are likely to be severe (resulting in injury or death). We propose that animals respond to the costs of an 'accident landscape' in conjunction with predation risk and energetic costs when deciding when, where, and how to move in their daily lives. We develop a novel theoretical framework describing how features of physical landscapes interact with animal size, morphology, and behaviour to affect the risk and severity of accidents, and predict how accident risk might interact with predation risk and energetic costs to dictate movement decisions across the physical landscape. Future research should focus on testing the hypotheses presented here for different real-world systems to gain insight into the relative importance of theorised effects in the field.

Railway mortality for several mammal species increases with train speed, proximity to water, and track curvature

Railways are a major source of direct mortality for many populations of large mammals, but they have been less studied or mitigated than roads. We evaluated temporal and spatial factors affecting mortality risk using 646 railway mortality incidents for 11 mammal species collected over 24 years throughout Banff and Yoho National Parks, Canada. We divided species into three guilds (bears, other carnivores, and ungulates), compared site attributes of topography, land cover, and train operation between mortality and paired random locations at four spatial scales, and described temporal patterns or mortality. Mortality risk increased across multiple guilds and spatial scales with maximum train speed and higher track curvature, both suggesting problems with train detection, and in areas with high proximity to and amount of water, both suggesting limitations to animal movement. Mortality risk was also correlated, but more varied among guilds and spatial scales, with shrub cover, topographic complexity, and proximity to sidings and roads. Seasonally, mortality rates were highest in winter for ungulates and other carnivores, and in late spring for bears, respectively. Our results suggest that effective mitigation could address train speed or detectability by wildlife, especially at sites with high track curvature that are near water or attractive habitat.

The Bird Strike Challenge

Collisions between birds and aircraft pose a severe threat to aviation and avian safety. To understand and prevent these bird strikes, knowledge about the factors leading to these bird strikes is vital. However, even though it is a global issue, data availability strongly varies and is difficult to put into a global picture. This paper aims to close this gap by providing an in-depth review of studies and statistics to obtain a concise overview of the bird strike problem in commercial aviation on an international level. The paper illustrates the factors contributing to the occurrence and the potential consequences in terms of effect on flight and damage. This is followed by a presentation of the risk-reducing measures currently in place as well as their limitations. The paper closes with an insight into current research investigating novel methods to prevent bird strikes.

Social information affects Canada goose alert and escape responses to vehicle approach: implications for animal-vehicle collisions

BACKGROUND

Animal-vehicle collisions represent substantial sources of mortality for a variety of taxa and can pose hazards to property and human health. But there is comparatively little information available on escape responses by free-ranging animals to vehicle approach versus predators/humans.

METHODS

We examined responses (alert distance and flight-initiation distance) of focal Canada geese (Branta canadensis maxima) to vehicle approach (15.6 m·s-1) in a semi-natural setting and given full opportunity to escape. We manipulated the direction of the vehicle approach (direct versus tangential) and availability of social information about the vehicle approach (companion group visually exposed or not to the vehicle).

RESULTS

We found that both categorical factors interacted to affect alert and escape behaviors. Focal geese used mostly personal information to become alert to the vehicle under high risk scenarios (direct approach), but they combined personal and social information to become alert in low risk scenarios (tangential approach). Additionally, when social information was not available from the companion group, focal birds escaped at greater distances under direct compared to tangential approaches. However, when the companion group could see the vehicle approaching, focal birds escaped at similar distances irrespective of vehicle direction. Finally, geese showed a greater tendency to take flight when the vehicle approached directly, as opposed to a side step or walking away from the vehicle.

CONCLUSIONS

We suggest that the perception of risk to vehicle approach (likely versus unlikely collision) is weighted by the availability of social information in the group; a phenomenon not described before in the context of animal-vehicle interactions. Notably, when social information is available, the effects of heightened risk associated with a direct approach might be reduced, leading to the animal delaying the escape, which could ultimately increase the chances of a collision. Also, information on a priori escape distances required for surviving a vehicle approach (based on species behavior and vehicle approach speeds) can inform planning, such as location of designated cover or safe areas. Future studies should assess how information from vehicle approach flows within a flock, including aspects of vehicle speed and size, metrics that affect escape decision-making.

Animal learning may contribute to both problems and solutions for wildlife-train collisions

Transportation infrastructure can cause an ecological trap if it attracts wildlife for foraging and travel opportunities, while increasing the risk of mortality from collisions. This situation occurs for a vulnerable population of grizzly bears (Ursus arctos) in Banff National Park, Canada, where train strikes have become a leading cause of mortality. We explored this problem with analyses of rail-associated food attractants, habitat use of GPS-collared bears and patterns of past mortality. Bears appeared to be attracted to grain spilled from rail cars, enhanced growth of adjacent vegetation and train-killed ungulates with rail use that increased in spring and autumn, and in areas where trains slowed, topography was rugged, and human density was low. However, areas with higher grain deposits or greater use by bears did not predict sites of past mortality. The onset of reported train strikes occurred amid several other interacting changes in this landscape, including the cessation of lethal bear management, changes in the distribution and abundance of ungulates, increasing human use and new anthropogenic features. We posit that rapid learning by bears is critical to their persistence in this landscape and that this capacity might be enhanced to prevent train strikes in future with simple warning devices, such as the one we invented, that signal approaching trains. This article is part of the theme issue 'Linking behaviour to dynamics of populations and communities: application of novel approaches in behavioural ecology to conservation'.

Daytime driving decreases amphibian roadkill

Roadkill has gradually become a common factor that has contributed to the decline of amphibians, and traffic volume is an important parameter that can be used to determine the impacts of roads. However, few researchers have studied the effects of either daily or nightly traffic volume on amphibian roadkill in China. Hence, as an essential step for implementing mitigation measures, we conducted 77 road surveys along 10 km of road in the Wanglang National Nature Reserve (NNR) to determine the temporal and spatial distribution patterns of amphibian road mortality. In total, 298 dead individuals (Bufo andrewsi and Rana chensinensis) were observed on the road from April to October in 2017 and during June and August in 2015 and 2016. B. andrewsi had the highest number of records (85.2%) and was more vulnerable to road mortality than R. chensinensis. Amphibian fatalities mainly occurred during the breeding season in April, but there was an additional concentration of B. andrewsi roadkill in June and July. There was a significantly positive correlation between amphibian road mortality and mean night-time traffic volume. Roadkill hotspots were non-randomly distributed throughout the study area and were mainly concentrated in the road sections near the breeding pools. Therefore, to effectively mitigate the effects of road mortality in the Wanglang NNR, measures should be implemented both during hot moments and at hotspots. First, based on roadkill hot moments, during the breeding season (in April) and in June and July, the Wanglang NNR should establish temporary traffic restraints at night. Second, based on roadkill hotspots, culverts should be established in areas near breeding pools adjacent to roads, and barrier walls should be installed to guide amphibians into the culverts.

Individual variation in avian avoidance behaviours in response to repeated, simulated vehicle approach

Birds exhibit variation in alert and flight behaviours in response to vehicles within and between species, but it is unclear how properties inherent to individuals influence variation in avoidance responses over time. We examined individual variation in avoidance behaviours of Brown-headed Cowbirds (Molothrus ater (Boddaert, 1783)) in response to repeated presentation of a simulated vehicle approach in a video playback scenario. We modeled temporal alert and flight behaviours to determine whether overall behavioural variation resulted primarily from variation within individuals (i.e., intraindividual variation) or between individuals (i.e., interindividual variation). We examined reaction norms (individual × treatment day) and whether birds showed plasticity in responses via habituation or sensitization. Repeatability in the response metrics for individuals was low (∼0.22 for alert and flight), indicating that model variation was due primarily to within-individual variation rather than between-individual variation. We observed sensitization in alert responses over time, but no sensitization or habituation in flight responses. Our results indicate that individuals learned to anticipate the vehicle approach but did not vary their escape behaviour, suggesting that alert and flight behaviours might be affected differently by cues associated with oncoming objects or experience with them. We consider our findings in light of the ongoing development of strategies to reduce animal–vehicle collisions.

Reptile road-kills in Southern Brazil: Composition, hot moments and hotspots

Understanding road-kill patterns is the first step to assess the potential effects of road mortality on wildlife populations, as well as to define the need for mitigation and support its planning. Reptiles are one of the vertebrate groups most affected by roads through vehicle collisions, both because they are intentionally killed by drivers, and due to their biological needs, such as thermoregulation, which make them more prone to collisions. We conducted monthly road surveys (33months), searching for carcasses of freshwater turtles, lizards, and snakes on a 277-km stretch of BR-101 road in Southernmost Brazil to estimate road-kill composition and magnitude and to describe the main periods and locations of road-kills. We modeled the distribution of road-kills in space according to land cover classes and local traffic volume. Considering the detection capacity of our method and carcass persistence probability, we estimated that 15,377 reptiles are road-killed per year (55reptiles/km/year). Road-kills, especially lizards and snakes, were concentrated during summer, probably due to their higher activity in this period. Road-kill hotspots were coincident among freshwater turtles, lizards, and snakes. Road-kill distribution was negatively related to pine plantations, and positively related to rice plantations and traffic volume. A cost-benefit analysis highlighted that if mitigation measures were installed at road-kill hotspots, which correspond to 21% of the road, they could have avoided up to 45% of recorded reptile fatalities, assuming a 100% mitigation effectiveness. Given the congruent patterns found for all three taxa, the same mitigation measures could be used to minimize the impacts of collision on local herpetofauna.

Australian magpies exhibit increased tolerance of aircraft noise on an airport, and are more responsive to take-off than to landing noises

Context On airports, birds often exhibit escape behaviour in response to aircraft. Avian escape behaviours can enable birds to effectively avoid collisions with aircraft, although some are maladaptive and may increase the risk of collision (e.g. erratic flying). Habituation and habituation-like processes among birds potentially mediate the likelihood of aircraft-bird collisions. Moreover, because managers exploit avian escape behaviour to reduce bird–aircraft collision risks, habituation may decrease the efficiency of bird-hazard management. Aims Our aim was to better understand avian behavioural responses to approaching aircraft, which may inform bird-hazard management. Methods We examined the response of Australian magpie, Cracticus tibicen, a species commonly involved in collisions with aircraft, to the noise associated with take-off and landing in three areas: airside, on airport but not airside, and off airport. Key results Magpies responded to aircraft noise in a nuanced way. Take-off produced more responses, and more intense responses, than did landing; both resulted in more frequent, and more intense, responses than did a ‘silent’ control. Responses were least likely, and response latencies were longer, airside, followed by on airport but not airside, and off airport. Intensity of responses was similar across these areas. Conclusions Magpies on the airside were least responsive, and this might influence their strike risk. Implications Given that most wildlife collisions occur during take-off and landing and at low altitudes, and that take-off has greatest overall strike risk, the lack of responsiveness of airside-inhabiting magpies may contribute to collision risk.

Temporal patterns in road crossing behaviour in roe deer (Capreolus capreolus) at sites with wildlife warning reflectors

Every year, there are millions of documented vehicle collisions involving cervids across Europe and North America. While temporal patterns in collision occurrence are relatively well described, few studies have targeted deer behaviour as a critical component of collision prevention. In this study, we investigated weekly and daily patterns in road crossing behaviour in roe deer. Using road crossing events and movement data obtained from GPS telemetry, we employed mixed-effect models to explain frequency and timing of crossings at five road segments by a number of predictors including traffic volume, deer movement activity and the presence of wildlife warning reflectors. We analysed 13,689 road crossing events by 32 study animals. Individual variation in crossing frequency was high but daily patterns in crossing events were highly consistent among animals. Variation in the intensity of movement activity on a daily and seasonal scale was the main driver of road crossing behaviour. The seasonal variation in crossing frequency reflected differences in movement activity throughout the reproductive cycle, while daily variation in the probability to cross exhibited a clear nocturnal emphasis and reflected crepuscular activity peaks. The frequency of road crossings increased as a function of road density in the home-range, while traffic volume only exerted marginal effects. Movement activity of roe deer in our study coincided with commuter traffic mainly in the early morning and late afternoon during winter and during periods of high spatial activity such as the rut. Both timing and frequency of crossing events remained unchanged in the presence of reflectors. Our results emphasise the importance of behavioural studies for understanding roe deer vehicle-collision patterns and thus provide important information for collision prevention. We suggest that mitigation of collision risk should focus on strategic seasonal measures and animal warning systems targeting drivers.

Unmanned aircraft systems as a new source of disturbance for wildlife: A systematic review

The use of small Unmanned Aircraft Systems (UAS; also known as “drones”) for professional and personal-leisure use is increasing enormously. UAS operate at low altitudes (<500 m) and in any terrain, thus they are susceptible to interact with local fauna, generating a new type of anthropogenic disturbance that has not been systematically evaluated. To address this gap, we performed a review of the existent literature about animals’ responses to UAS flights and conducted a pooled analysis of the data to determine the probability and intensity of the disturbance, and to identify the factors influencing animals’ reactions towards the small aircraft. We found that wildlife reactions depended on both the UAS attributes (flight pattern, engine type and size of aircraft) and the characteristics of animals themselves (type of animal, life-history stage and level of aggregation). Target-oriented flight patterns, larger UAS sizes, and fuel-powered (noisier) engines evoked the strongest reactions in wildlife. Animals during the non-breeding period and in large groups were more likely to show behavioral reactions to UAS, and birds are more prone to react than other taxa. We discuss the implications of these results in the context of wildlife disturbance and suggest guidelines for conservationists, users and manufacturers to minimize the impact of UAS. In addition, we propose that the legal framework needs to be adapted so that appropriate actions can be undertaken when wildlife is negatively affected by these emergent practices.

Human recreation affects spatio-temporal habitat use patterns in red deer (Cervus elaphus)

The rapid spread and diversification of outdoor recreation can impact on wildlife in various ways, often leading to the avoidance of disturbed habitats. To mitigate human-wildlife conflicts, spatial zonation schemes can be implemented to separate human activities from key wildlife habitats, e.g., by designating undisturbed wildlife refuges or areas with some level of restriction to human recreation and land use. However, mitigation practice rarely considers temporal differences in human-wildlife interactions. We used GPS telemetry data from 15 red deer to study the seasonal (winter vs. summer) and diurnal (day vs. night) variation in recreation effects on habitat use in a study region in south-western Germany where a spatial zonation scheme has been established. Our study aimed to determine if recreation infrastructure and spatial zonation affected red deer habitat use and whether these effects varied daily or seasonally. Recreation infrastructure did not affect home range selection in the study area, but strongly determined habitat use within the home range. The spatial zonation scheme was reflected in both of these two levels of habitat selection, with refuges and core areas being more frequently used than the border zones. Habitat use differed significantly between day and night in both seasons. Both summer and winter recreation trails, and nearby foraging habitats, were avoided during day, whereas a positive association was found during night. We conclude that human recreation has an effect on red deer habitat use, and when designing mitigation measures daily and seasonal variation in human-wildlife interactions should be taken into account. We advocate using spatial zonation in conjunction with temporal restrictions (i.e., banning nocturnal recreation activities) and the creation of suitable foraging habitats away from recreation trails.