Roadkill Research Articles

Optimising the cost of roadkill surveys based on an analysis of carcass persistence

Reliable estimates of wildlife mortality due to wildlife-vehicle collisions are key to understanding its impact on wildlife populations and developing strategies to prevent or reduce collisions. Standardised approaches for monitoring roadkill are needed to derive robust and unbiased estimates of mortality that are comparable across different study systems and ecological contexts. When designing surveys, there is a trade-off between survey frequency (and hence logistical effort and financial cost) and carcass detection. In this regard, carcass persistence (the period a carcass remains detectable before being removed by decomposition or scavengers) is important; the longer a carcass persists, the greater the likelihood it will be detected with lower survey effort by conducting more infrequent surveys. Using multi-taxon carcass data collected over a month of repeated driven surveys, combined with five covariates (species functional group, body weight, carcass position on road, carcass condition [either flattened or not after impact], and rainfall prior to each survey), we explored the drivers of carcass persistence with the overall aim of providing information to optimise the design of carcass surveys along linear infrastructure. Our methodological approach included a survival analysis to determine carcass persistence, linear regressions to test the effect of covariates, a subsampling analysis (using field data and a simulation exercise) to assess how the proportion of carcasses detected changes according to survey frequency, and an analysis to compare the costs of surveys based on study duration, transect length and survey frequency. Mean overall carcass persistence was 2.7 days and was significantly correlated with position on road and within-functional group body weight. There was no evidence for a significant effect of rainfall, while the effect of carcass condition was weakly non-significant. The proportion of carcasses detected decreased sharply when survey intervals were longer than three days. However, we showed that survey costs can be reduced by up to 80% by conducting non-daily surveys. Expanding on the call for a standardised methodology for roadkill surveys, we propose that carcass persistence be explicitly considered during survey design. By carefully considering the objectives of the survey and characteristics of the focal taxa, researchers can substantially reduce logistical costs. In addition, we developed an R Shiny web app that can be used by practitioners to compare survey costs across a variety of survey characteristics. This web app will allow practitioners to easily assess the trade-off between carcass detection and logistical effort.

Roadkill-Data-Based Identification and Ranking of Mammal Habitats

Wildlife–vehicle collisions, as well as environmental factors that affect collisions and mitigation measures, are usually modelled and analysed in the vicinity of or within roads, while habitat attractiveness to wildlife along with risk to drivers remain mostly underestimated. The main goal of this study was the identification, characterisation, and ranking of mammalian habitats in Lithuania in relation to 2002–2017 roadkill data. We identified habitat patches as areas (varying from 1 to 1488 square kilometres) isolated by neighbouring roads characterised by at least one wildlife–vehicle collision hotspot. We ranked all identified habitats on the basis of land cover, the presence of an ecological corridor, a mammalian pathway, and roadkill hotspot data. A ranking scenario describing both habitat attractiveness to wildlife and the risk to drivers was defined and applied. Ranks for each habitat were calculated using multiple criteria spatial decision support techniques. Multiple regression analyses were used to identify the relationship between habitat ranks, species richness, and land cover classes. Strong relationships were identified and are discussed between the habitat patch ranks in five (out of 28) land cover classes and in eight (out of 28) species (97% of all mammal road kills). We conclude that, along with conventional roadkill hotspot identification, roadkill-based habitat identification and characterisation as well as species richness analysis should be used in road safety infrastructure planning.

Wildlife species prone to road kill: case in Rawa Aopa Watumohai National Park, Southeast Sulawesi, Indonesia

Wild animals sometimes accidentally got killed when they try to cross the road in their habitat. However, data and information on the road kill/mortality of wild animals in Indonesia was still lacking. The objective of this study was to record and analyze the road kill (e.g.e species and number) along the 22,4 km highway in Rawa Aopa Watumohai National Park, Southeast Sulawesi. Road kills were observed during February-March 2020 through series of driving along the highway by motorcycle. Data collected were species and number of road kill, as well as number of vehicles passing by. A total of 529 individuals from 37 species were found accidentally killed of which about half (49,3%) happened along the beginning of the highway (km 0-10). Species prone to road kill were identifed, naley 19 species of bird (mostly Tricoloured Munia, Lesser Coucal, Zitting Cisticola), 3 species of small mammals (mostly Ricefield Rat), 10 species of reptileses species (mostly Water Monitor and Matana Mud Snake), and 5 species of amphibians species (mostly Crested Toad). Big mammals (Booted Macaque, Wild Boar) were not prone to road kill. There was a positive correlation (r=0,721) between the number of vehicle and the number of road kill.

Assessment of the Behavioural Response of Korean Water Deer (Hydropotes inermis argyropus) to Different Fence Heights.

Simple SummaryThe present study aimed to investigate the success rate of fences and classify the behavioural responses of Korean water deer (Hydropotes inermis argyropus) to different fence heights. The dominant behaviours before the deer crossed the fences by performing vertical and running jumps were recession and rest when the fence heights were lower or higher than 1.2 m, respectively. The general threshold (fence height) for discriminating success or failure was 0.9 m; however, we recommend a fence height of 1.5 m, considering the cost and roadkill risk. Placing exit pathways for deer and eliminating possible resting areas outside fences are essential for reducing the number of successful jump attempts.Fences have been widely implemented to reduce the risk of wildlife–vehicle collisions, wildlife disease spread, and crop damage. To manufacture fences, it is imperative to assess the behavioural responses of the target species. Here, we investigated the success rate of fences and classified eight behavioural responses of Korean water deer (Hydropotes inermis argyropus) to different fence heights. We explored the association of 801 behavioural responses and defined a threshold based on 40 events by applying non-metric multidimensional scaling and a binary logistic generalised linear mixed model. With fences lower and higher than 1.2 m, recession and rest were the dominant behaviours, respectively, before the deer crossed the fences by performing vertical and running jumps. Considering all independent events, 0.9 m was the marginal threshold, with highly variable outliers over this value. Placing exit pathways for deer and eliminating possible resting areas outside fences are essential for reducing the number of successful jump attempts. The optimal fence height could differ based on conditional factors; however, we recommend a height of 1.5 m considering the cost and roadkill risk. In conclusion, exploring and classifying the behavioural responses of the target species may be critical for establishing appropriate fence protocols.

Impact of Road Fencing on Ungulate–Vehicle Collisions and Hotspot Patterns

The number of road traffic accidents decreased in Lithuania from 2002 to 2017, while the ungulate–vehicle collision (UVC) number increased and accounted for approximately 69% of all wildlife–vehicle collisions (WVC) in the country. Understanding the relationship between UVCs, traffic intensity, and implemented mitigation measures is important for the assessment of UVC mitigation measure efficiency. We assessed the effect of annual average daily traffic (AADT) and wildlife fencing on UVCs using regression analysis of changes in annual UVCs and UVC hotspots on different categories of roads. At the highest rates, annual UVC numbers and UVC hotspots increased on lower category (national and regional) roads, forming a denser network. Lower rates of UVC increase occurred on higher category (main) roads, forming sparser road networks and characterized by the highest AADT. Before 2011, both UVC occurrence and fenced road sections were most common on higher-category roads. However, as of 2011, the majority of UVCs occurred on lower-category roads where AADT and fencing had no impact on UVCs. We conclude that wildlife fencing on roads characterized by higher speed and traffic intensity may decrease UVC numbers and at the same time shifting UVC occurrence towards roads characterized by lower speed and traffic intensity. Wildlife fencing re-allocates wildlife movement pathways toward roads with insufficient or no mitigation measures.

Lunar Phases and Wildlife-Vehicle Collisions: Application of the Lunar Disk Percentage Method.

Simple SummaryThe moon is ubiquitous in the night sky and considered an important abiotic factor that influences animal activity. However, little is known about the relationship between moonlight and the daily, monthly, or seasonal frequency of wildlife–vehicle collisions (WVCs). Traditionally, the influence of moonlight on WVCs has been analyzed using the lunar phase (quarters) approach, which evaluates moonlight on a rough scale (only four 25% steps of the visible moon disc and a strict arrangement of phases over time). We used a different approach; we compared WVCs to the actual lunar disc illumination that is based on the specific daily percentage of the visible lunar disk (LDP). Our findings indicated a significant trend of increasing WVC frequencies with increasing LDP at night. We also examined the correlation between the daily numbers of WVCs and LDP for different months and seasons. Positive correlations between LDP and WVCs were stronger at night and during the late autumn–winter months, particularly in December, suggesting the importance of lunar illumination on WVCs. Our study suggests that the LDP approach may provide more possibilities for the evaluation and quantification of WVCs and lunar light relationships than the traditional lunar phase approach. The results can be useful for predicting and reducing WVCs at different times of the lunar illumination cycle and in different seasons.We investigated the relationship between lunar illumination based on the percentage of the visible lunar disk (LDP) and the frequency of wildlife–vehicle collisions (WVCs) in Lithuania. We analyzed WVC frequency during ten 10% LDP intervals to more precisely reflect the relationship between LDP and WVC. The 10% LDP interval approach showed a significant trend of increasing WVC frequencies with an increasing LDP at night. We also examined the correlation between the daily numbers of WVCs and LDP for different months and seasons. The relationship seemed to be stronger at night and during the late autumn–winter months, particularly in December, suggesting the importance of lunar illumination on WVCs. There was a weak positive correlation between LDP and overall daily number of WVCs (rs = 0.091; p < 0.001) and between LDP and night WVCs (rs = 0.104; p < 0.001). We found significant positive correlations for winter (December–February) (rs = 0.118; p = 0.012) and autumn (August–November) (rs = 0.127; p = 0.007). Our study suggests that the LDP interval approach may provide more possibilities for the evaluation and quantification of WVCs and lunar light relationships than the traditional lunar phase approach.

COVID-19 related travel restrictions prevented numerous wildlife deaths on roads: A comparative analysis of results from 11 countries

Millions of wild animals are killed annually on roads worldwide. During spring 2020, the volume of road traffic was reduced globally as a consequence of the COVID-19 pandemic. We gathered data on wildlife-vehicle collisions (WVC) from Czechia, Estonia, Finland, Hungary, Israel, Norway, Slovenia, Spain, Sweden, and for Scotland and England within the United Kingdom. In all studied countries WVC statistics tend to be dominated by large mammals (various deer species and wild boar), while information on smaller mammals as well as birds are less well recorded. The expected number of WVC for 2020 was predicted on the basis of 2015–2019 WVC time series representing expected WVC numbers under normal traffic conditions. Then, the forecasted and reported WVC data were compared.The results indicate varying levels of WVC decrease between countries during the COVID-19 related traffic flow reduction (CRTR). While no significant change was determined in Sweden, where the state-wide response to COVID-19 was the least intensive, a decrease as marked as 37.4% was identified in Estonia. The greatest WVC decrease, more than 40%, was determined during the first weeks of CRTR for Estonia, Spain, Israel, and Czechia.Measures taken during spring 2020 allowed the survival of large numbers of wild animals which would have been killed under normal traffic conditions. The significant effects of even just a few weeks of reduced traffic, help to highlight the negative impacts of roads on wildlife mortality and the need to boost global efforts of wildlife conservation, including systematic gathering of roadkill data.

Spermatic profile of captive giant anteaters (Myrmecophaga tridactyla): Knowing more to preserve better

The giant anteater (Myrmecophaga tridactyla) is being threatened by natural habitat destruction and fragmentation, illegal hunting and road kills. In this context, the generation of basic information on the reproductive parameters of this species is vital, aiming to improve reproductive management via, amongst others, assisted reproductive technologies. This study aimed to describe the morphological and functional features of semen collected from captive giant anteaters. Electroejaculation was performed in 13 animals housed in zoos located in São Paulo state, Brazil. Semen samples were collected from 13 animals in 16 procedures. Samples were evaluated for volume, motility, vigor, pH, concentration, sperm morphology, and functional tests. The following mean values were obtained: volume 1.28 ± 0.27 mL; motility 28.3 ± 6.2%; vigor 2.4 ± 0.25; concentration 129.4 ± 36.1 × 106 sperm/mL; pH 7.4 ± 0.2. Total acrosome, head, midpiece, and tail sperm abnormalities were 3.2 ± 0.8%, 25.4 ± 3.6%, 20.7 ± 3.2%, and 14.7 ± 2.6%, respectively. Intact acrosome was found in 83.7 ± 3.1% and intact membrane in 81.1 ± 4.0% of all samples collected. Mitochondrial activity was 66.4 ± 6.0% (Class I), 18.7 ± 2.9% (Class II), 8.0 ± 2.0% (Class III), 3.9 ± 1.0% (Class IV), and 3.0 ± 0.9% (Class V). Sperm DNA fragmentation rate was 13.2 ± 3.7%. These results indicated that electroejaculation is a feasible method for semen collection in giant anteaters, allowing a more detailed description of the semen in this species.

Spatio-Temporal Patterns and Consequences of Road Kills: A Review.

Simple SummaryRoad kill continues to be a challenge in the 21st century. Numerous studies have sought to explain the causes and risks of animal-vehicle collisions that result in road kills, and how best to mitigate these events. This review evaluates the relevant literature on road kills, in order to determine how to effectively address them. Identifying methodologies and sources used in previous studies, how mortalities are normally recorded and reported was determined. Previous literature has suggested that spatial proximity, road infrastructure, traffic volume and velocity, driver awareness, landscape, climate and weather conditions, and animal behavior are the primary factors contributing to the spatio-temporal patterns of road kills. Important socioeconomic and environmental impacts of animal-vehicle collisions that result in road kills were also identified. Current mitigation measures for addressing road kills were examined from previous studies; including road management and wildlife crossing structures. Shortcomings to strategies and methodologies for addressing animal-vehicle collisions were subsequently assessed. Thereafter, the paper analysed geospatial technologies that have been utilised inroad kill studies. This review recommends focusing an all road kills in an area, using larger study locations, taking timelier observations, the increased use of citizen science, more research on nighttime driving speeds, and popularising effective road kill apps.The development and expansion of road networks have profoundly impacted the natural landscape and various life forms. Animals are affected by these roads in a myriad of ways, none as devastating as road mortalities. This article reviews the literature on the magnitude, spatiotemporal patterns, factors, and consequences of Animal-Vehicle Collisions (AVCs) and the subsequent road kills. Furthermore, the review paper briefly outlines the relationship between roads and animals in the surrounding landscape and later examines the nature and impacts of AVCs. This article evaluates the statistics on the number of road kills and a critical analysis of the spatiotemporal patterns of these mortalities is also evaluated. Subsequently, the review paper examines current mitigation measures and the challenges impeding their success. The paper then concludes with an evaluation of geospatial tools (GIS) and other technologies used in road kill studies. The relevant findings of this paper are that, (1) factors influencing road kill patterns interact with one another; (2) AVCs have serious environmental, economic and social consequences; (3) road kill mitigation strategies suffer several challenges hindering their success; and (4) specific geospatial tools and other technologies have been utilised in assessing AVC road kill patterns. The review, therefore, recommends including overall road kill clusters of all animals in mortality surveys, increasing the spatial coverage of road kill observations, consistent surveying, sufficient research on nighttime driving distances and speed, utilising citizen science in all road mortality studies and incorporating GIS into all apps used for recording road kills. An increased sufficiency in road kill data coupled with improved technologies can enable more effective mitigation strategies to prevent AVCs.

Where wildlife and traffic collide: Roadkill rates change through time in a wildlife-tourism hotspot

Understanding when and where roadkill is most likely to occur is vital to reducing wildlife-vehicle collisions. However, little is known about how roadkill rates change through time and whether or not the key influences on roadkill also change. Understanding changes in roadkill will facilitate the best implementation of mitigation measures. We aimed to determine how roadkill rates have changed between two distinct time periods and assess whether the spatial and temporal drivers of roadkill rates may have changed: with a view to informing taxon-specific mitigation strategies. We assess the spatial and temporal factors that influence road mortalities in two periods (1998–1999 and 2014) at the same site for multiple taxa. Bi-weekly surveys were undertaken from February to May 1998 and 1999 and again from February to June 2014. In total 2479 individual roadkill were recorded throughout the surveys, with 1.59 roadkill per km per month in the 1990s, increasing to 2.39 per km per month in 2014. Roadkill rates increased primarily with road speed limit with mortalities peaking at moderate (60–80 km/h) speeds, however, the structural complexity of roadside vegetation influenced roadkill rates for some taxa but not others. We show that roadkill rates have changed through time with shifts in both the temporal and spatial influences on these roadkill rates. These changes are likely associated with changes in the abundance of taxa and increased vehicle traffic. The spatial and temporal drivers of roadkill rates were found to be taxon specific, and although mitigation measures exist, assessment of their efficacy remains a priority.

Environmental Exposure of Wild Carnivores to Zoonotic Pathogens: Leptospira Infection in the First Free Living Wolf (Canis lupus Linnaeus, 1758) Found Dead in the Friuli Venezia Giulia Region.

Leptospirosis is a worldwide-spread zoonosis causing disease and death in dogs and in humans. A Leptospiral infection has been recorded in several wild carnivore species in Europe, but tissue pathological changes were not commonly described. The Grey wolf (Canis lupus) has been expanding its distribution range in north-eastern Italy during the last decade. A young wolf, representing the first individual handled in the region, was found road-killed and then submitted to necropsy. Pathological changes included erosive lesions of gingival mucosa, mild liver enlargement, and multifocal degenerative-necrotic areas along with hyperemic reactive lesions; multifocal interstitial nephritis and multifocal lung hemorrhages were observed. A Polymerase Chain Reaction (PCR) able to detect pathogenic species of Leptospira performed on a kidney sample was positive. Serological reactions for serogroup Gryppotyphosa (1:6400), Pomona (1:800), and Icterohaemorrhagiae (1:200) were evidenced by MAT. Genotyping by Multilocus Sequence Typing (MLST) performed on detected Leptospira characterized it as belonging to Sequence Type (ST) 117, which refers to L. kirschneri, serogroup Pomona, serovar Mozdok. Regardless of the role of Leptospira infection as an eventual predisposing factor to the road killing of this wolf, to the best of the authors’ knowledge, this is the first report of Leptospira-induced pathology in a wolf in Europe. Surveys on Leptospira infection in free-ranging wildlife species should be pursued in order to achieve further epidemiological knowledge on the circulation of the Leptospira strain.

Factors affecting usage of crossing structures by wildlife – A systematic review and meta-analysis

Wildlife crossing structures (WCS) are widely used to allow for safe animal movement across roads, promoting both human safety and wildlife conservation. These structures are expensive to build and maintain, and therefore cost-effective design is essential. Although there has been much research to date on the factors affecting the usage of WCS by wildlife, no attempt has been made to synthesize these results and assess the current state of knowledge. We conducted a systematic review of the scientific and professional literature to assess the state of empirical evidence on WCS and a meta-analysis to explore the factors that influence their effectiveness. We identified a total of 270 studies that reported empirical results spanning four decades of research. Most studies (161) measured the number of crossing events without monitoring approaches to the structure, thus limiting the ability to assess WCS effectiveness. Only 77 studies measured the proportion of successful crossings to approaches, which was the type of data used for meta-analysis. Our meta-analysis results show that viaducts are the most effective type of WCS for large mammals. For example, the odds of ungulates crossing through a viaduct are 2.9 times that of an overpass, and 3.6 times that of an underpass. WCS built specifically for wildlife are used significantly more than those built for dual use by humans and wildlife. For large carnivores, the odds of using a dedicated WCS are 15.9 times that of a structure used concurrently by humans. We additionally found that natural materials and round shapes are preferable in the design of effective WCS. Altogether, these results highlight the importance of adopting large-scale monitoring of wildlife crossing structures. More broadly, we conclude that further research focusing on under-studied species and structure characteristics is needed to facilitate cost-effective mitigation efforts that reduce wildlife-vehicle collisions and promote wildlife conservation. • We reviewed 270 empirical papers on the effectiveness of wildlife crossing structures. • Only 28% of global studies reported the proportion of successful crossings to overall approaches. • Viaducts are the most effective type of crossing structure for large mammals. • Natural materials and round shapes are preferable in the design of crossing structures. • Structures designed for dual use are less effective than those designed exclusively for wildlife.

How far from the road should land cover be assessed? A case study on mesopredator mortality on roads

The methods used to assess the significance of land cover in the vicinity of a road for the mortality of mesopredators are diverse. In assessing the effect of land cover along the road on road causalities, scientists use various buffer sizes, or even no buffer along the road. The aim of this study was to verify how results of land cover effects on the mortality of mesopredators on roads may differ when analyzing various buffer sizes from the road. We assessed road causalities in the Warmian-Masurian voivodeship (Poland) from 3 consecutive years: 2015, 2016, and 2017. The roads were divided into equal sections of 2000 m each with buffer size of radius: 10, 250, 500, and 1000 m. We analyzed the number of road kills of red fox and European badger separately in a generalized linear model, whereas explanatory variables we used land cover types (based on the Corine Land Cover inventory) and traffic volume. Mean annual mortality from road collisions amounts to 2.36% of the red fox population and 3.82% of the European badger population. We found that the buffer size determines the results of the impact of land cover on mesocarnivore mortality on roads. The red fox differed from the European badger in response to land cover depending on the buffer size. The differences we have shown relate in particular to built-up areas. Our results indicate a 500-m buffer as best reflecting the land cover effects in road kills of both species. This was confirmed by model evaluation and a tendency to use or avoid the vicinity of human settlements of the analyzed species. We concluded that buffer size will probably affect mostly the significance of cover types that are spatially correlated with roads, positively or negatively. We suggest that the home range size of given species in local conditions should be assessed before determining the size of the buffer for analysis.

Temporal pattern of moose-vehicle collisions

Wildlife-vehicle collisions have become an increasing problem in recent decades as they seriously affect both animals and road users, leading to fatalities, substantial economic losses, and high biodiversity costs. We used GPS tracking of 37 moose, traffic volume, weather conditions, and information on moose-vehicle collisions (MVCs) reported on the Internet to explain the temporal patterns of MVCs in Poland from 2003 to 2019. MVCs peaked in early autumn (September-October). In all seasons, the greatest MVC risk occurred during the few hours after dusk, while in early autumn, MVC risk was also elevated during the hours preceding dawn. Moose activity was the strongest positive predictor of MVCs, but moose presence near roads, traffic volume, fogginess, and lack of precipitation were also positively correlated with MVC risk. We conclude that introducing seasonally adjusted measures (e.g. speed limitations, temporary warning signs) could substantially reduce the number of MVCs.

The identification of wildlife-vehicle collision hotspots: Citizen science reveals spatial and temporal patterns

Linear infrastructures (e.g., roads, railways, pipelines, and powerlines) pose a serious threat to wildlife, due to the risk of wildlife-vehicle collisions (roadkills). The placement of mitigation measures, such as crossing structures, should consider species’ life cycles and ecological requirements. Such an assessment would require data collection over large areas, which may be possible by employing citizen science. In this study, we aimed to identify spatio-temporal trends of roadkill occurrence using citizen science data from one of the most urbanized and biodiversity-rich regions of Italy. Temporal trends were analyzed using generalized additive models, while landscape patterns were assessed by identifying significant thresholds over land cover gradients, related to increases in relative roadkill abundance, by employing threshold indicator taxa analysis. Our approach recorded a total of 529 roadkills, including 33 different species, comprising 13 mammal, 10 bird, 6 reptile, and 2 amphibian species. Statistical analysis indicated significant temporal trends for the red fox, the European hedgehog, the stone marten and the European badger, with peaks in roadkill occurrence between the winter and spring months. Relative roadkill abundance increased mostly in landscapes with anthropogenic land cover classes, such as complex cultivations, orchards, or urban surfaces. Our results allowed us to develop a map of potential roadkill risk that could assist in planning the placement of mitigation measures. Citizen science contributions from highly populated areas allowed data collection over a large area and a dense road network, and also directly led to the evaluation of management decisional options.

Temporal Patterns and Hotspot Identification of Vehicle Collisions with the Roe Deer (Capreolus pygargus) on Jeju Island, South Korea

Wildlife–vehicle collisions (WVCs) are increasing worldwide, posing a threat to both humans and wildlife in terms of human injury and loss of wildlife. Understanding the temporal and spatial non-randomness of WVCs is an essential process for effective WVC management. Roe deer (Capreolus pygargus) is the most prevalent wildlife species in WVCs on Jeju Island, South Korea. This study analyzed individual temporal patterns and spatial hotspots (clusters) based on roe deer–vehicle collisions (RDVC) on Jeju Island from 2014 to 2017. RDVCs occur frequently from July to October, and RDVCs are higher in male deer than with females in all seasons, except in winter. The clusters in the high-risk periods were more regionally distributed compared to the clusters in the low-risk periods. Regardless of the period, some road sections have been identified as crucial clusters that should be given priority for road fencing to mitigate human-deer conflicts. Our findings could also provide road administrators with practical options for management such as temporarily imposing vehicle speed limits and installing signboards.

Eco-Biology, Threats and Conservation Problems of Indian Vulture in Southern Rajasthan, India

Vultures are very efficient and powerful natural scavengers in ecosystem, they usually feed upon carcass of domestic and wild animals. India is a home of nine specie of vultures they are very sensitive towards changes in habitat and climatic conditions. Vultures required large territories, selective diet and unique habitats for its survival. Vulture populations dramatically and rapidly declined from last 30 years due to acute and chronic renal failure and avian gout disease. Major reasons of vulture declined due to extensive use of veterinary drugs like diclofenac, ketofenac, fluxin, carprofen and nimesulide for treatment of domestic animals in various diseases. Other factor also responsible for vulture’s population declined due to habitat destruction, lack of roosting and nesting habitat, mortality due to electrocution and collision with wind turbine, road killing and low reproductive success rate responsible for its survival and population decline. Male and female of Indian vultures are morphologically similar in shape and size. Vulture’s having slow breeding rate and usually laid single egg per year or in every breeding season. Vultures collectively feed upon carrion and sometime inter & intra specific competition observed at feeding and roosting times. Indian vulture usually construct nest upon rock cliffs and old historical monuments area where cliffs are absent they generally construct nest on large and old trees. GPS tagging and satellite monitoring helpful for finding daily, seasonal, local and global migratory route of species.

The Rusty-spotted Cat Prionailurus rubiginosus (I. Geoffroy Saint-Hillaire, 1831) (Mammalia: Carnivora: Felidae) in Rajasthan, India – a compilation of two decades

In Rajasthan, the presence of the Rusty-spotted Cat Prionailurus rubiginosus was first reported in 1994 in Udaipur District, the southernmost district of Rajasthan. Since then, it was also recorded in four more districts scattered over an area of about 86,205km2. We compiled information about the occurrence of the Rusty-spotted Cat in Rajasthan based on direct sightings, road kills, rescued kittens, and camera trap images. Our data set shows that the Rusty-spotted Cat is also present in eight more districts of Rajasthan that form part of the Aravalli Hills and Vindhyan Hills in the semi-arid zone of eastern Rajasthan. The area encompassed by these records amounts to 71,586km2. Kittens were rescued in six instances. Adult cats were recorded in 45 instances including 41 live cats and four roadkills. Ten adult live Rusty-spotted Cats were sighted in the mornings, and 31 were recorded after dark between late evenings and early mornings. They were recorded in eight habitat types including foremost thorny and dry deciduous forests, but also ravines and agricultural fields adjacent to forests, and in forest patches in the vicinity of human settlements. The preservation of forests is of utmost importance for the long-term viability of the Rusty-spotted Cat. We strongly recommend surveys outside protected areas to determine the connectivity between Rusty-spotted Cat population units in Rajasthan.

Preventing wildlife roadkill can offset mitigation investments in short-medium term

Wildlife vehicle collisions (WVC) are a threat to wildlife and humans, killing millions of animals of numerous species, as well as causing significant damage to vehicles, drivers and passengers. Road fencing is a highly effective mitigation measure at reducing WVC, however its large-scale implementation requires a high investment. We questioned how long it would take for savings from avoided collisions to offset the investments in road fencing mitigation, focusing on vehicle damage costs. Using the information of a 3-year systematic roadkill monitoring of 1158 km in Mato Grosso do Sul, Brazil, we estimated the real number of casualties accounting for bias in roadkill counting. We obtained information on the material costs on cars and trucks due to WVC and, considering the road traffic volume characteristics, estimated the total material costs resulting from collisions with larger animals. Cost-benefit analyses allowed estimating the time required to amortize the investment in fencing, considering its application along the full surveyed roads or only in hotspots of mortality. We recorded over 10,000 WVC, 40% of which involved animals that can cause significant material damage to vehicles, namely the endangered lowland tapir (Tapirus terrestris, n = 267) and giant anteater (Myrmecophaga tridactyla, n = 608). The average material cost per accident was US$ 885 ± 1575 (mean ± SD). We show that investments are likely to pay off in 16–40 years for the mitigation of the full roads, and in 9–25 years for hotspots of mortality. Thus, road mitigation is a win-win solution for increasing traffic safety for humans and reduces road-related negative effects on biodiversity.

Anticipating the impacts of the COVID-19 pandemic on wildlife.

Author(s): Gaynor, Kaitlyn M; Brashares, Justin S; Gregory, Gillian H; Kurz, David J; Seto, Katherine L; Withey, Lauren S; Fiorella, Kathryn J