Roadkill hotspot

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A roadkill hotspot [1] [2] or blackspot [3] is an accumulation of roadkill along a given length of roadway with significantly more wildlife-vehicle collisions than expected to occur by chance, based on a normal distribution. [1] [4] Decision-makers can then authorize the construction of roadkill mitigation infrastructure based on roadkill hotspot locations, prioritizing those with the most roadkill in number or those for a particular target species for conservation. [5] [4] Roadkill hotspots vary spatially and temporally, depending on the scale, duration of monitoring, and both the species and season in question. [6] They can be calculated using roadkill survey data; GPS coordinates of roadkill collected by researchers and highway maintenance personnel, [4] or increasingly, civilian-reported data. [7] [8] Additionally, roadkill hotspots can be projected by using a model to ascertain probable locations; models typically use existing wildlife abundance, distribution, and mitigation data combined with landscape variables (distance to forest, wetland, grassland, road elevation, road width, speed limit, etc.) [5] and climatic data (temperature, humidity, precipitation, etc.). [9] [8] [10] Models are often used to determine the probable roadkill locations of ecologically sensitive animals or during the planning stages of a new road, [4] it is noted that these locations may not align perfectly with sites of highest animal crossing attempts. [2] Many academics stress the combined value of animal abundance and migration data with roadkill hotspots as a more assured way to ascertain the best locations to construct roadkill mitigation structures. [11] [12] [2] [5]

Contents

Calculation and uses

Roadkill Hotspot analysis, calculated in the freeware program Siriema, at a diameter scale of 1000m (radius of 500m). Areas in red represent roadkill hotspots, where calculated values (blue line) rises above the upper confidence interval (upper black line), set at 95%. Siriema Hotspot Output .png
Roadkill Hotspot analysis, calculated in the freeware program Siriema, at a diameter scale of 1000m (radius of 500m). Areas in red represent roadkill hotspots, where calculated values (blue line) rises above the upper confidence interval (upper black line), set at 95%.

Roadkill hotspots can be calculated using Ripley's K statistical analysis, which evaluate dispersion of events on different scales, [6] as well as employing various freeware programs, such as Siriema, used "to determine the scales on which road-kills were significantly aggregated in space." [9] Roadkill hotspots are a useful by providing researchers and decision-makers with high-roadkill location. A strong anthropogenic effect, the results of wildlife-vehicle collisions claim hundreds of millions of animals per year, and the burden to mitigate ecological degradation often becomes the responsibility of governments. [13] Roadkill hotspot locations can be prioritized by governments as areas to construct roadkill mitigating infrastructure (fencing, wildlife overpasses, wildlife crossing areas, reduced speed, etc.). [4] [8] [5]

Presence or absence of roadkill hotspots

The presence of roadkill hotspots calculated using roadkill GPS data in a given location does not always align with locations of the highest number of road-crossing attempts but instead represent sites of the highest number of unsuccessful road crossings, resulting in an area of higher animal mortality. [12] It is possible that more animals are attempting a crossing somewhere else along the roadway and are more successful at doing so, for whatever reason.

Researchers stress that an absence of hotspots in a given area should not be taken as conclusive evidence for a lack of roadway effects among local animal populations. [12] It is possible that roadway effects have already exhausted local animal populations, resulting in fewer roadkill. [11] Some animals avoid the road, which creates a barrier effect and can lead to passive Often, an animal will live long enough after a wildlife-vehicle collision to make it off of the roadway and therefore go undetected. [14] The detection of roadkill, or lack thereof, is a concern for researchers, as animal size generally favours detectability, resulting in roadkill hotspots of larger, easily-detected animals. [15]

In instances where the target species for conservation has few remaining individuals, modelling can be employed to project hotspot locations, sites that can be prioritized for the construction of roadkill mitigation infrastructure. [10] Fencing in these areas can aid in the recovery of animal populations. [11] [4]

A lack of a certain type of roadkill is a variable to consider– for example, many amphibian species are removed from roadways by scavengers within hours of wildlife-vehicle collisions and as a consequence, would not appear in road survey data (surveys that are conducted on a daily, weekly, or monthly basis). [9]

Scale

Siriema Roadkill Hotspot locations in Geographic Information System (GIS), with applicable scales as buffers in red (scales of 100m, 200m, and 1000m are depicted). A statistically significant lack of roadkill, 'coldspots,' are in blue. Hotspots Calculated at Different Radii.png
Siriema Roadkill Hotspot locations in Geographic Information System (GIS), with applicable scales as buffers in red (scales of 100m, 200m, and 1000m are depicted). A statistically significant lack of roadkill, 'coldspots,' are in blue.

The strength of roadkill hotspots is a factor of the number of roadkill per unit length of roadway; if the number of roadkill decreases or the size of the scale increases, the strength of the hotspot will be reduced. [16] Conversely, if the number of roadkill increase or the scale length decreases, the strength of the hotspot increases. Strength here is a measure of anomaly – how far outside the set confidence interval the value of the roadkill hotspot lies.

It is important to choose an appropriate scale (the diameter length containing the sum of roadkill data) to align with the practical considerations of roadkill mitigation structure and target animal in question (if present). [4] [8] The species in question and the area size of its range often dictate the scale used. Corresponding mitigation structures, e.g. fencing, would fence at minimum the length of the hotspot though likely more to avoid the ‘fence-end effect’ – fencing only the locations of roadkill hotspots is ineffective as the animal trying to cross would simply follow the fence to where it ends and cross there, creating a new hotspot. [17] [4]

In practice, monetary costs are levied on the tax payer, therefore efficiency with mitigating structures is key. [4] [8] [18] The roadkill hotspot scale and subsequent mitigating structure scale is usually a compromise between ecology and economics.

Species

Varying animal types produce roadkill hotspots in different locations, making it a challenge for researchers to recommend specific locations for mitigation that benefit the entire ecosystem. [6] As a result, specific species may receive priority or roadkill data may be combined along animal type or ecosystem role, e.g. birds, small mammals, reptiles, specialists, etc. [6] Additionally, specific animal types require specific types of mitigation infrastructure, [6] e.g. even if a bird and reptile hotspot overlaps, both require different types of fencing. Combining an endangered animal with roadkill data from its animal type serves to protect both the endangered and all members of its kind, though hotspot locations can fluctuate between individual species within the same family group. [9]

Temporal nature of roadkill hotspots

Roadkill hotspots are dynamic – their presence fluctuates over time. [18] Roadkill hotspot presence and strength is subject to seasonality, animal migration patterns, dispersal, feeding, breeding, and journeys taken to complete lifecycle needs; likewise, roadkill data used to determine roadkill hotspots should consider these factors. [2] Road mortality surveys (researcher-conducted scanning of the roadway looking for roadkill) are most effective when adhering to a consistent and systematic protocol so that accumulated data are a good representation of the research site regardless of time. [4] [2] [15]

Understanding roadkill hotspot variability over time is essential for mitigation purposes. For example, once hotspot seasonality is determined, warnings of potential animal crossings can be timed and delivered to motorists, increasing driver awareness. [2] Studies have shown that permanent animal crossing signs are all but ignored by motorists. [19]

Related Research Articles

<span class="mw-page-title-main">Roadkill</span> Animals that have died due to vehicular incursions

Roadkill is an animal or animals that have been struck and killed by drivers of motor vehicles. Wildlife-vehicle collisions (WVC) have increasingly been the topic of academic research to understand the causes, and how it can be mitigated.

<span class="mw-page-title-main">Urban ecology</span> Scientific study of living organisms

Urban ecology is the scientific study of the relation of living organisms with each other and their surroundings in an urban environment. An urban environment refers to environments dominated by high-density residential and commercial buildings, paved surfaces, and other urban-related factors that create a unique landscape. The goal of urban ecology is to achieve a balance between human culture and the natural environment.

<span class="mw-page-title-main">Road traffic safety</span> Methods and measures for reducing the risk of death and injury on roads

Road traffic safety refers to the methods and measures used to prevent road users from being killed or seriously injured. Typical road users include pedestrians, cyclists, motorists, vehicle passengers, and passengers of on-road public transport.

<span class="mw-page-title-main">Mule deer</span> Deer indigenous to western North America

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<span class="mw-page-title-main">Rumble strip</span> Road safety feature

Rumble strips are a road safety feature to alert inattentive drivers of potential danger, by causing a tactile vibration and audible rumbling transmitted through the wheels into the vehicle interior. A rumble strip is applied along the direction of travel following an edgeline or centerline, to alert drivers when they drift from their lane. Rumble strips may also be installed in a series across the direction of travel, to warn drivers of a stop or slowdown ahead, or of an approaching danger spot.

<span class="mw-page-title-main">Wildlife crossing</span> Structures enabling wildlife to safely cross human-made barriers

Wildlife crossings are structures that allow animals to cross human-made barriers safely. Wildlife crossings may include underpass tunnels or wildlife tunnels, viaducts, and overpasses or green bridges ; amphibian tunnels; fish ladders; canopy bridges ; tunnels and culverts ; and green roofs.

<span class="mw-page-title-main">Florida panther</span> Population of cougar endemic to Florida

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<span class="mw-page-title-main">Railroad ecology</span>

Railroad ecology or railway ecology is a term used to refer to the study of the ecological community growing along railroad or railway tracks and the effects of railroads on natural ecosystems. Such ecosystems have been studied primarily in Europe. Similar conditions and effects appear also by roads used by vehicles. Railroads along with roads, canals, and power lines are examples of linear infrastructure intrusions.

<span class="mw-page-title-main">Pest-exclusion fence</span> Barrier built to exclude certain types of animal pests

A pest-exclusion fence is a barrier that is built to exclude certain types of animal pests from an enclosure. This may be to protect plants in horticulture, preserve grassland for grazing animals, separate species carrying diseases from livestock, prevent troublesome species entering roadways, or to protect endemic species in nature reserves. These fences are not necessarily traditional wire barriers, but may also include barriers of sound, or smell.

<span class="mw-page-title-main">Wildlife observation</span>

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<span class="mw-page-title-main">Human–wildlife conflict</span> Negative interactions between people and wild animals

Human–wildlife conflict (HWC) refers to the negative interactions between humans and wild animals, with undesirable consequences both for people and their resources on the one hand, and wildlife and their habitats on the other. HWC, caused by competition for natural resources between human and wildlife, influences human food security and the well-being of both humans and other animals. In many regions, the number of these conflicts has increased in recent decades as a result of human population growth and the transformation of land use.

<span class="mw-page-title-main">Deer–vehicle collisions</span>

A deer–vehicle collision (DVC) occurs when one or more deer and a human-operated vehicle collide on a roadway. It can result in deer fatality, property damage, and human injury or death. The number of accidents, injuries, and fatalities varies from year to year and region. Each year in the United States, deer–vehicle collisions resulted in at least 59,000 human injuries and 440 human fatalities.

<span class="mw-page-title-main">Roadkill cuisine</span> Preparation and consumption of roadkill

Roadkill cuisine is preparing and eating roadkill, animals hit by vehicles and found along roads.

<span class="mw-page-title-main">Road debris</span> Road hazard

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<span class="mw-page-title-main">CrimeStat</span>

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Road ecology is the study of the ecological effects of roads and highways. These effects may include local effects, such as on noise, water pollution, habitat destruction/disturbance and local air quality; and the wider environmental effects of transport such as habitat fragmentation, ecosystem degradation, and climate change from vehicle emissions.

<span class="mw-page-title-main">Linear infrastructure intrusions</span>

Linear infrastructure intrusions into natural ecosystems are man-made linear infrastructure such as roads and highways, electric power lines, railway lines, canals, pipelines, firebreaks, and fences. These intrusions cause linear opening through the habitat or breakage in landscape connectivity due to infrastructure creation and maintenance, which is known to have multiple ecological effects in terrestrial and aquatic ecosystems. These effects include habitat loss and fragmentation, spread of invasive alien species, desiccation, windthrow, fires, animal injury and mortality, changes in animal behaviour, pollution, microclimate and vegetation changes, loss of ecosystem services, increased pressures from development, tourism, hunting, garbage disposal, and associated human disturbances. These intrusions, considered crucial infrastructure for economic sectors such as transportation, power, and irrigation, may also have negative social impacts on indigenous and rural people through exposure to novel social and market pressures, loss of land and displacement, and iniquitous distribution of costs and benefits from infrastructure projects. The study of the ecological effects of linear infrastructure intrusions has spawning sub-fields of research such as road ecology and railroad ecology.

<span class="mw-page-title-main">Road barrier effect</span> The effect that roads and railways have on the movement of wildlife

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Many animal migration patterns are still intact in the greater Jackson area due to the large quantity of protected land. Large animals such as elk, mule deer, and pronghorn have separate winter and summer habitats and are moving in the spring and fall. Elk, moose, and other large animals also converge in the low-lying areas around Jackson during the winter months to escape deep snow at higher elevations. All of this movement increases the likelihood of wildlife-vehicle collisions on roads.

<span class="mw-page-title-main">Lenore Fahrig</span> Biologist

Lenore Fahrig is a Chancellor's Professor in the biology department at Carleton University, Canada and a Fellow of the Royal Society of Canada. Fahrig studies effects of landscape structure—the arrangement of forests, wetlands, roads, cities, and farmland—on wildlife populations and biodiversity, and is best known for her work on habitat fragmentation. In 2023, she was elected to the National Academy of Sciences.

References

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  17. ↑ Plante, Judith; Bélanger-Smith, Katrina; Spanowicz, Ariel G.; Clevenger, Anthony P.; Jaeger, Jochen A.G. (December 2018). "Road mortality locations of small and medium-sized mammals along a partly-fenced highway in Quebec, Canada, 2012–2015". Data in Brief. 21: 1209–1215. Bibcode:2018DIB....21.1209P. doi:10.1016/j.dib.2018.10.048. PMC   6231288 . PMID   30456234.
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  19. ↑ "What Can Highway Managers Do? - | Wildlife Collision Prevention Program". www.wildlifecollisions.ca. Retrieved 2021-04-21.
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