Abstract: The traffic load near large cities may show dramatic cyclical changes induced by weekend tourism, and this could induce cyclical changes in the activity patterns of wildlife. We studied a 19-km-long section of a road that crossed a high-use raptor area near a large city in Spain. We observed 18 raptor species along this segment of the road, including some threatened species, such as the Spanish Imperial Eagle ( Aquila adalberti ). The number of cars increased dramatically on Saturdays and Sundays, so we assessed the effect of varying traffic loads on raptor behavior by recording all birds of prey as close or distant to the road during working days and weekend days. On weekends, the occurrence of Spanish Imperial Eagles and vultures decreased near the road. The occurrence of other species did not change between working days and weekend days. The activity decrease on weekends by Imperial Eagles and other large raptors suggests that there are weekly cycles in raptor activity. Weekly cycles in wildlife caused by human activity are a source of concern in conservation biology. 相似文献
Objective: The ability to detect changing visual information is a vital component of safe driving. In addition to detecting changing visual information, drivers must also interpret its relevance to safety. Environmental changes considered to have high safety relevance will likely demand greater attention and more timely responses than those considered to have lower safety relevance. The aim of this study was to explore factors that are likely to influence perceptions of risk and safety regarding changing visual information in the driving environment. Factors explored were the environment in which the change occurs (i.e., urban vs. rural), the type of object that changes, and the driver's age, experience, and risk sensitivity.
Methods: Sixty-three licensed drivers aged 18–70 years completed a hazard rating task, which required them to rate the perceived hazardousness of changing specific elements within urban and rural driving environments. Three attributes of potential hazards were systematically manipulated: the environment (urban, rural); the type of object changed (road sign, car, motorcycle, pedestrian, traffic light, animal, tree); and its inherent safety risk (low risk, high risk). Inherent safety risk was manipulated by either varying the object's placement, on/near or away from the road, or altering an infrastructure element that would require a change to driver behavior. Participants also completed two driving-related risk perception tasks, rating their relative crash risk and perceived risk of aberrant driving behaviors.
Results: Driver age was not significantly associated with hazard ratings, but individual differences in perceived risk of aberrant driving behaviors predicted hazard ratings, suggesting that general driving-related risk sensitivity plays a strong role in safety perception. In both urban and rural scenes, there were significant associations between hazard ratings and inherent safety risk, with low-risk changes perceived as consistently less hazardous than high-risk impact changes; however, the effect was larger for urban environments. There were also effects of object type, with certain objects rated as consistently more safety relevant. In urban scenes, changes involving pedestrians were rated significantly more hazardous than all other objects, and in rural scenes, changes involving animals were rated as significantly more hazardous. Notably, hazard ratings were found to be higher in urban compared with rural driving environments, even when changes were matched between environments.
Conclusion: This study demonstrates that drivers perceive rural roads as less risky than urban roads, even when similar scenarios occur in both environments. Age did not affect hazard ratings. Instead, the findings suggest that the assessment of risk posed by hazards is influenced more by individual differences in risk sensitivity. This highlights the need for driver education to account for appraisal of hazards’ risk and relevance, in addition to hazard detection, when considering factors that promote road safety. 相似文献
The Road Erosion and Delivery Index (READI) is a new geographic information system–based model to assess erosion and delivery of water and sediment from unpaved road networks to streams. READI quantifies the effectiveness of existing road surfacing and drain placements in reducing road sediment delivery and guides upgrades to optimize future reductions. Roads are draped on a digital elevation model and parsed into hydrologically distinct segments. Segments are further divided by engineered drainage structures. For each segment, a kinematic wave approximation generates runoff hydrographs for specified storms, with discharge directly to streams at road–stream crossings and onto overland‐flow plumes at other discharge points. Plumes are attenuated by soil infiltration, which limits their length, with delivery occurring if plumes intersect streams. Sediment production and sediment delivery can be calculated as a relative dimensionless index. READI predicts only a small proportion of new drains and new surfacing results in the majority of sediment delivery reductions. The model illustrates how the spatial relationships between road and stream networks, controlled by topography and network geometries, influence patterns of road–stream connectivity. READI was applied in seven northern California basins. The model was also applied in a recent burn area to examine how reduced hillslope infiltration can result in increased hydrologic connectivity and sediment delivery. 相似文献
Abstract: Noise may drive changes in the composition and abundance of animals that communicate vocally. Traffic produces low‐frequency noise (<3 kHz) that can mask acoustic signals broadcast within the same frequency range. We evaluated whether birds that sing within the frequency range of traffic noise are affected by acoustic masking (i.e., increased background noise levels at the same frequency of vocalizations reduce detection of vocalization) and are less abundant in areas where traffic noise is loud (44–57 dB). We estimated occupancy, the expected probability that a given site is occupied by a species, and detection probabilities of eight forest‐breeding birds in areas with and without traffic noise as a function of noise and three measures of habitat quality: percent forest cover, distance from plot center to the edge of forest, and the number of standing dead trees or snags. For the two species that vocalize at the lowest peak frequency (the frequency with the most energy) and the lowest overall frequency (Yellow‐billed Cuckoo [Coccyzus americanus] and White‐breasted Nuthatch [Sitta carolinensis]), the presence of traffic noise explained the greatest proportion of variance in occupancy, and these species were 10 times less likely to be found in noisy than in quiet plots. For species that had only portions of their vocalizations overlapped by traffic noise, either forest cover or distance to forest edge explained more variation in occupancy than noise or no single variable explained occupancy. Our results suggest that the effects of traffic noise may be especially pronounced for species that vocalize at low frequencies.相似文献
Accelerated erosion and increased sediment yields resulting from changes in land use are a critical environmental problem. Resource managers and decision makers need spatially explicit tools to help them predict the changes in sediment production and delivery due to unpaved roads and other types of land disturbance. This is a particularly important issue in much of the Caribbean because of the rapid pace of development and potential damage to nearshore coral reef communities. The specific objectives of this study were to: (1) develop a GIS-based sediment budget model; (2) use the model to evaluate the effects of unpaved roads on sediment delivery rates in three watersheds on St. John in the US Virgin Islands; and (3) compare the predicted sediment yields to pre-existing data. The St. John Erosion Model (STJ-EROS) is an ArcInfo-based program that uses empirical sediment production functions and delivery ratios to quantify watershed-scale sediment yields. The program consists of six input routines and five routines to calculate sediment production and delivery. The input routines have interfaces that allow the user to adjust the key variables that control sediment production and delivery. The other five routines use pre-set erosion rate constants, user-defined variables, and values from nine data layers to calculate watershed-scale sediment yields from unpaved road travelways, road cutslopes, streambanks, treethrow, and undisturbed hillslopes. STJ-EROS was applied to three basins on St. John with varying levels of development. Predicted sediment yields under natural conditions ranged from 2 to 7Mgkm(-2)yr(-1), while yield rates for current conditions ranged from 8 to 46Mgkm(-2)yr(-1). Unpaved roads are estimated to be increasing sediment delivery rates by 3-6 times for Lameshur Bay, 5-9 times for Fish Bay, and 4-8 times for Cinnamon Bay. Predicted basin-scale sediment yields for both undisturbed and current conditions are within the range of measured sediment yields and bay sedimentation rates. The structure and user interfaces in STJ-EROS mean that the model can be readily adapted to other areas and used to assess the impact of unpaved roads and other land uses sediment production and delivery. 相似文献
Abstract: In northern regions, large volumes of water are needed for activities such as winter road construction. Such withdrawals, particularly from small lakes, can reduce oxygen concentrations and water levels, potentially affecting aquatic organisms. Withdrawal limits have been developed by regulatory agencies, but are largely theoretical. Water withdrawal thresholds were tested in two small lakes by removing 10% and 20% of their respective under‐ice volumes and comparing oxygen parameters, temperature, over‐wintering habitat, and northern pike (Esox lucius) abundance to reference conditions. Because of a milder winter, oxygen parameters were elevated in reference lakes in the period following withdrawal compared to the prewithdrawal period. The 10% withdrawal resulted in a ?0.2 m shift in the oxygen concentration profile at 4 mg/l in that lake, but had no effect on total volume‐weighted oxygen, or volume of over‐wintering habitat. In contrast, the 20% withdrawal caused 0.7 m reduction in the oxygen concentration profile at 4 mg/l compared to the previous year, a 26% decline in the volume‐weighted oxygen concentration, and a 23% reduction in the volume of over‐wintering habitat compared to prewithdrawal conditions. Water temperatures were slightly (≤ 10%) colder in the upper strata in the year following the withdrawal in both withdrawal and reference lakes. Northern pike abundance was not impacted by water withdrawals in either of the lakes. The results of this study show that the effects of water withdrawal on the parameters investigated reflected the characteristics of the lakes, and would therefore be expected to vary from lake to lake. Policy development to mitigate impacts must therefore reflect the site‐specific nature of water withdrawal. 相似文献