Wildlife Impacts

Amphibian Mitigation Measures in Central Europe

Miklós Puky, (tel/fax: 00-36-27-345023 , Email: h7949puk@ella.hu ), Hungarian Danube Research Station of the Institute of Ecology and Botany of the Hungarian Academy of Sciences, 2131 Göd, Jávorka S. u. 14, Hungary

Studies from different continents have proved amphibians to be the most frequently killed vertebrates on roads. In Central-Europe their ratio is between 70 and 88 percent. Local populations are known to become extinct or genetically isolated, and avoidance is also recognised, especially where the road network is dense and the traffic is intensive. Besides ecological and conservation considerations, amphibian road kills also present a hazard for motorists when amphibians migrate in large numbers.

Mitigation measures for amphibians have been applied since the 1960s. In Central-Europe the first amphibian-related culvert modification occurred at Parassapuszta, Hungary, in 1986. A number of amphibian-oriented mitigation measures have been made in the region under roads and motorways since then, especially after 1995. The aim of this paper is to describe the main features of these constructions, overview the different designs, and make suggestions for their improvement as well as for future amphibian-oriented mitigation measures in general. A total of 31 road sections were monitored. Besides amphibian tunnels, game passages and game bridges were also investigated. Both the detailed characterisation of the technical solutions and the survey of amphibian populations and habitats were included in the methodology.

The investigation of the tunnel systems showed a great diversity, e.g., in tunnel and fence material, their position in relation to the road, and connections between them. For economical reasons concrete tunnels were the most common. Both circular and square cross-section tunnels were in place. The accessibility of the entrance was a possible problem, especially in areas where erosion is considerable. Plastic mesh and concrete fences were both applied with a height fluctuating between 45 and 70cm. Plastic fences are usually fixed to wooden poles, which need to be checked before the migration period starts. However, the advantage of such fencing is flexibility, which makes possible, e.g., the turning back of its ends to prevent amphibians from getting on the road.

Some systems did not work because certain elements (usually fences) were in bad condition. Elsewhere lack of maintenance reduced the efficiency of mitigation measures. Missing elements should be replaced immediately, even if the amphibian migration period is over, because other animals, e.g., small mammals, also use these systems.

The lowest distance between tunnels is 40m in the region (Kudowa Zdrój, Poland). Usually, amphibian tunnels were placed 50-100m from each other, which is an acceptable distance. In case of adequate fencing, game passages and game bridges would also be adequate for the crossing of amphibians as well as reptiles and small mammals, similar to slightly modified existing culverts under high road mortality sections, and there would be a need for such conservation improvements at several sites.

As a result of this work, several recommendations on the maintenance of amphibian tunnels and fences were also developed. Further cooperation among different agencies and organisations was urged, nationally as well as internationally. The improvement of public relation activities on fauna passages also seems to be needed for the effective protection of wildlife on roads.

Cooperative Approach to Reduce Turtle Mortality on New York State Route 21

Mary Ellen Papin, (Phone: 585-272-3407, Email: mepapin@gw.dot.state.ny.us), Maintenance Environmental Coordinator ,NYS Department of Transportation - Region 4, 1530 Jefferson Road, Rochester, NY 14623, Fax: 585-272-7002

Problem Statement:
In 2000 Region 4 of the NYS Department of Transportation (DOT) received citizen complaints regarding the high rate of turtle mortality along NYS Route 21 in Woodville, NY at the south end of Canandaigua Lake. A partnership including DOT Regions 4 and 6, the NYS Department of Environmental Conservation (DEC) and Finger Lakes Community College (FLCC) was developed to identify areas of concentrated road kill of reptiles and amphibians along state routes in the vicinity of the High Tor State Wildlife Management Area. Observations made in 2000 and 2001 identified a concentrated area of turtle crossing on Rte. 21 in Woodville. It was determined that this high concentration crossing was likely due to the turtles searching for adequate nesting sites.

Project Objective:
The project objective is to reduce turtle mortality on the identified area of Route 21 using a two component strategy including: (1) construction of an area suitable for turtle nesting on the side of Route 21 where the turtle crossings originate and (2) construction a physical barrier approximately 1400' in length to funnel turtles to four existing culverts.

Funding Source/Budget:
Approximately $15,000 of materials were purchased with DOT funds. Construction was completed by DOT forces.

Methodology:
The area suitable for nesting was constructed on privately owned property with the permission of the property owner. A portion of an overgrown, disused vineyard was cleared. Loose gravely spoil from nearby drainage cleaning was then placed on an approximately 30 m by 10 m crescent shaped portion of the cleared area. A physical barrier was also placed between the filled area and Route 21. Maintenance of this area will consist of one late season mowing each year to prevent overgrowth.

South of the nesting area, along the Canandaigua Lake/wetland side of Route 21 a 1400' physical barrier was constructed using 2 x 8 lumber and sign posts. The barrier is up to 16" high. Turtles and other small animals will be able to cross Route 21 in this area through four existing culverts.

Construction was completed during the fall of 2002.

Implications for Future Research/Policy Development:
The effectiveness of both the area suitable for nesting and the physical barrier will be evaluated beginning in the late winter/early spring of 2003. Results will be shared and applied to future projects as appropriate.

Do Small Mammals Exhibit Road Aversion?

Rachelle McGregor, (Phone: 613-520-2600 ext.3853, Email: rmcgrego@connectmail.carleton.ca), Carleton University, Ottawa, Ontario, K1S 5B6, Canada, Fax: 613-520-2569, Sarah Derrane, Darren Bender and Lenore Fahrig

We investigated whether white-footed mice (Peromyscus leucopus) and eastern chipmunks (Tamias striatus) were capable of crossing roads with varying levels of traffic volume. We live-trapped small mammals in 24 “home” patches. We uniquely marked and translocated 197 white-footed mice and 115 eastern chipmunks to nearby forest patches. Recaptured animals were recorded as successful returns. Forty five (22.8 %) of the mice and 22 (19.1 %) of the chipmunks returned to their home patches within 6 days of their release. Traffic on roads between the capture and release sites had a significant negative effect on small mammal return rates. No small mammals returned when moved across roads with average annual daily traffic over 11,000. Roads with low traffic may be weak barriers to movement, but high traffic prevents successful crossing.

Effects of Two-Lane Highways on the Endangered San Joaquin Kit Fox

Curtis D. Bjurlin, (Email: cbjurlin@esrp.org) Brian L. Cypher, Endangered Species Recovery Program, P.O. Box 9622, Bakersfield, CA 93389

Roads have a variety of adverse impacts on wildlife populations and can seriously impact rare species. Numerous roads are present throughout the range of the endangered San Joaquin kit fox (Vulpes macrotis mutica), and many more are planned. We review existing literature and data to assess potential impacts from roads on kit fox conservation and recovery. In addition, we discuss mitigation strategies with their potential benefits.

Endangered Species Protection Efforts Through Design and Into Construction

Christine L. Howsare, (Phone: 215-592-4200, Email: CLHowsare@mccormicktaylor.com), Environmental Planner, Two Commerce Square, 2001 Market Street, 10th Floor, Philadelphia, PA 19103
Fax: 215-574-3657

Laren M. Myers, (Phone: 215-592-4200, Email: LMMyers@mccormicktaylor.com), Natural Resource Group Leader, McCormick Taylor & Associates, Inc., Two Commerce Square, 2001 Market Street, 10th Floor, Philadelphia, PA 19103, Fax: 215-574-3657

Relocation/Reconstruction of U.S. 222 and the Warren Street Extension

The U.S. 222 project in Berks County Pennsylvania involves eight miles of new and reconstructed highway to create a limited access facility. Final design and construction were divided into three sections following the Spring 1997 Record of Decision. However, in the fall of 1997, the bog turtle (clemmys muhlenbergii) was declared a federally threatened species, and soon after the U.S. Fish and Wildlife Service raised concerns regarding the proximity of the southern section of the Warren Street project to known turtle populations. Field investigations in the spring of 1998 confirmed the presence of populations within the southernmost design section, necessitating formal consultation under the Endangered Species Act.

Coordination with USFWS, the U.S. Army Corps of Engineers, and the Pennsylvania Fish and Boat Commission ensued. A Biological Assessment of the species in the project area, the project’s potential effects, and proposed mitigative measures was written and used as the basis for the USFWS’s final Biological Opinion, which concluded no adverse effect for the species and now serves as the framework for managing the Warren Street project as it relates to the species. However, to ensure this conclusion, design alterations and other measures were required to ensure the project could move forward.

The effects the discovery of bog turtles had on the development of the project plans and timetable were significant. Avoidance, minimization, and mitigation measures were evaluated, and those that were ultimately adopted to best protect the species while allowing the roadway improvements to move forward included design modifications, construction limitations, and monitoring efforts. Specific measures involved redesigning two box culverts into single span bridges, careful sequencing of construction activities around the bog turtle’s physiological requirements (i.e. hibernation), disturbance limits to minimize activity near identified habitat, barriers to preclude turtles in the construction zone, and an ongoing tagging and monitoring study to identify habitat and behavior. These efforts have required and continue to require close cooperation between PENNDOT and the regulating agencies.

As the southern section prepares to move into construction early in 2003, challenges in managing the project around the bog turtle populations continues. The first real tests for exclusionary and protective measures await, as do interactions with the construction contractor. This first construction season should provide much insight for managing the remainder of the project in light of the bog turtle’s presence.

Evertebrates a Forgotten Group of Animals in Infrastructure Planning? Butterflies as Tools and Model Organisms in Sweden

Karl-Olof Bergman (PhD), Phone: +46 13 28 26 85, Email: karbe@ifm.liu.se), Department of Biology, Linköping University, SE-581 82 Linköping, Sweden, Fax: +46 13 28 13 99 and John Askling, (Phone: +46 13 12 25 75, E-mail: john.askling@calluna.se), (MSc), Calluna AB, Linköpings slot, SE-582 28 Linköping, Sweden, Fax: +46 13 12 65 95

As an improvement of its present planning system, the Swedish National Road Administration (SNRA), is in the process of developing a target-oriented approach to planning. Targets and indicators are currently being developed for natural and cultural heritage values. When a new road is being planned, an assessment of its environmental impact and the potential for reaching designated targets is necessary at a very early stage. This in turn requires knowledge and tools for making such an assessment. The SNRA is developing such a tool through the EKLIPS project, which includes the following study of invertebrates.

There is a growing concern about the ecological effects of roads and railways on animals. For example, based on road-effect zones, an estimated 15-20% of the United States is ecologically impacted by roads. A number of negative effects of roads and railways have been indicated. Among others, there are increased mortalities due to road kills, changes in movement patterns and changes in the physical environment in areas affected by infrastructure. A majority of all studies has concerned larger mammals and birds but there are also a growing number of studies on amphibians and small mammals. However, the studies on evertebrates are few and the knowledge of the effects of infrastructure on this group is limited, in spite of the fact that this is the most species rich group of animals we have. A majority of the red-listed species are also invertebrates. Of 4 120 species red-listed in Sweden, fully 2 337 are invertebrates. Many of the invertebrate species also use the landscape in the same scale as roads and railways affect the landscape. They have dispersal ability ranging in hundreds of meters and area demands in the range of a few hectares. Their generation time is fast which makes the response on changes in their environment fast compared to mammals and birds.

One of the invertebrate groups that have many red-listed species is the butterflies. They have several traits that make them suitable as model organism to represent the invertebrates. It is easy and cheap to catch and mark a large number of individuals and in the same environments you find a large number of other invertebrate species. In Sweden, they inhabit floral-rich semi-natural pastures and open deciduous forests, a habitat that has decreased much in area and HAS many other red-listed species. This habitat is sensitive to further fragmentation due to effects of e.g. infrastructure. To be able to identify landscapes like this with high nature conservation values, it is interesting to find species that are dependent on large non-fragmented areas.

During 2001-2002, butterflies were studied in Sweden and the main questions that we tried to answer were:

• Is it possible to identify rich landscapes in the planning process of roads and railways?
• Are there threshold values that can be identified, in terms of area for species to survive in a landscape?
• Is it possible to find species, or groups of species, that can be used as indicator species?
• Do roads have a barrier effect?

Funding source and total budget
Swedish National Road Administration and Banverket (Swedish Railway Administration)
190 000 euro, 2001-2003.

Methodology
In 2001, butterflies were counted in 62 sites using line transects six times during the summer. All butterflies in 5 m from the observer were identified. The sites were located in landscapes with different amount of suitable butterfly habitats - semi-natural grasslands and open deciduous forests.

In 2002, butterflies were marked and released on a daily basis in a rich butterfly site bisected by a motorway of 40 m width to study the barrier effect on butterflies of a busy road.

Butterflies as landscape indicators
In total, 12 179 butterfly individuals of 57 species were observed on the 62 sites. An analysis of the data showed that total area of open deciduous forests and semi-natural grasslands with a tree and bush cover >25% in the landscape were important for the species diversity of butterflies. The area of grasslands and deciduous forests in 5000 m from the studied butterfly site had a significant positive effect on both species richness and occurrence of single species. The area in 500 m and 2000 m were not as important. Therefore, our study indicates that a relevant scale to predict the occurrence of species richness of butterflies in a certain site, is to study the occurrence of suitable habitats in 5 km from the site.

There seems to be clear thresholds in area demands. The probability to find species rich sites increased fast in a landscape where the area of grasslands and deciduous forest increased from 100 ha to 600 ha in 5 km. Above 1000 ha the increase in probability leveled off. The results can be used to identify potentially species rich areas without expensive field surveys, before the start of road and railway projects. One example can be to look for all areas that has a probability above 50% to harbor >20 species. Our data from Sweden show that areas with >520 ha of grasslands and open deciduous forests in a circle with the radius of 5 km has these qualities. There are also individual species and groups of species that show clear thresholds in area demands. They can be used as indicators of biologically rich landscapes instead of studying a large number of species that may need expensive expertise. One group of demanding species seems to be the whole family Zygaenidae. For a site to harbor at least one species of Zygaenidae, there has to be >820 ha of grasslands and deciduous forest. Some other indicator species seem to be Mellicta athalia, Boloria selene, B. euphrosyne (Nymphalidae) and Heodes virgaureae, (Lycaenidae).

Barrier effects
The mark and recapture work along the motorway shows that there were large differences between species regarding dispersal ability. Some species like Pieris napi and Gonepteryx rhamni (Pieridae) crossed the road relatively often. However, some species like Coenonympha arcania, Aphantopus hyperantus (Nymphalidae) and Polyommatus semiargus (Lycaneidae) seldom crossed the road in spite of large populations on both sides of the road. This indicates that roads may act as barriers also to flying insects and that careful planning may be needed for keeping the contact between populations even though the butterfly sites themselves are untouched.

Frequency and Distribution of Highway Crossing by Kenai Peninsula Brown Bears

Tabitha A. Graves, (Phone: 406-243-5197, Email: tgraves@forestry.umt.edu), Research Associate, University of Montana, University Hall 309, University of Montana, Missoula, Montana 59812 Fax: 406-329-3212

Sean Farley, (Phone: 907-267- 2203, sean_farley@fishgame.state.ak.us), Research Biologist, Alaska Department of Fish & Game, Division of Wildlife Conservation, 333 Raspberry Rd, Anchorage, Alaska 99518 Email:

Christopher Servheen, (Phone: 406-243-4903, Email: grizz@selway.umt.edu ), U.S. Fish and Wildlife Service, University Hall 309, University of Montana, Missoula, Montana 59812

Highway construction and expansion through bear habitat can negatively affect brown bear populations. Highway structures can decrease habitat availability through habitat loss and restricted access, roads often displace animals and cause re-direction of natural movements, and highways can act as barriers to decrease gene flow. Lastly, highway traffic can cause direct bear and human mortality through car-animal collisions. We examined the spatial and temporal distribution of brown bear crossings of the Sterling and Seward Highways on the Kenai Peninsula, Alaska. Data were collected between 1995 and 2001 as part of an ongoing population study. We created random walking bears within each bear’s home range and compared the geographic distribution of each bear’s highway crossing locations to the random crossing locations to assess whether the number and pattern of crossing locations were different than expected. An information theoretic approach comparing logistic regression models was used to determine if traffic volume, distance to cover across the highway, road density, and distance to the closest stream crossing were related to locations bears crossed the highway. We conducted a second set of analyses comparing models based on the temporal factors daylight versus darkness, mean bear movement per hour, and traffic volume. Most bears crossed the highway less frequently than expected. While locations where bears crossed the highway were clustered, none of the spatial models tested strongly explained the observed clustering. Bears were more likely to cross the highway during nighttime. Additional research will be necessary to identify the cues bears use to choose locations to cross the highway.

Funding sources:
This project was supported by the Kenai National Wildlife Refuge, the Alaska Department of Fish and Game, UNOCAL Alaska, Audobon Alaska, and the U.S. Fish and Wildlife Service

Frog Fence Along Vermont Rt. 2 in Sandbar Wildlife Management Area: A Collaboration Between Vermont Agency of Transportation and Vermont Agency of Natural Resources

Nelson Hoffman, (Phone: 802-828.0445, Email:nelson.hoffman@state.vt.us), Transportation Environmental Coordinator, Vermont Agency of Transportation, National Life Building, Drawer 33, Montpelier, VT 05633. Fax: 802-828-2334

The Sandbar Wildlife Management Area (SWMA) is on the northeast shore of Lake Champlain in Vermont. The wetlands of SWMA are bisected by US Rt. 2 an arterial highway with average daily traffic (ADT) of 10,200. There are hundreds of acres of wetlands and forested upland on both sides of Rt. 2. Wildlife commonly crosses the highway, which results in a high incident of roadkill. Northern leopard frogs (Rana pipiens) are a significant portion of the roadkill. The Vermont Agency of Transportation (VTrans) in collaboration with the Vermont Agency of Natural Resources (VANR) installed silt fences as a barrier to keep animals off the highway. This is a short-term solution that also provided a test for the use of temporary fences to direct movement of animals. The long-term solution must include the installation of culverts and permanent fencing. A secondary benefit of the project was to promote the needs for wildlife crossing in Vermont through media coverage of the project.

Growth Management in Washington State: Transportation Concurrency, Induced Growth, and Endangered Species Act Indirect Effect

Brian Bigler, (Phone: 206-440-4519, Email: BiglerB@wsdot.wa.gov) Asst. NW Region Biology Program Manager Washington State Department of Transportation, PO Box 330310; MS-138 Seattle, WA 98133-9710

Few would dispute that highway projects in the United States have had impacts on land use and local growth. Beginning in the 1950’s, the spreading interstate roadway system abruptly increased access to land and communities that had been relatively untouched by development. As transportation infrastructure has reached maturity, current projects are usually small improvements to existing roads, and the influence of transportation projects on local growth has become much less obvious. In 1990, the state of Washington became the seventh state to adopt a Growth Management Act as a prescription for controlling growth by affecting density, zoning, mixed uses, and development timing. Since enaction, GMA has accommodated growth rationally by emphasizing the compaction of residential and commercial development within Urban Growth Areas separated by areas zoned for limited development. The Maltby, Washington, UGA is typical of this GMA product. Facing increased congestion and public safety issues, the Washington State Department of Transportation recently developed plans to expand the capacity and two rural intersections of State Route 522, which transects the Maltby UGA. The GMA directs that state and local agencies develop transportation systems that complement land-use goals, and the question arose of whether the project would induce growth beyond that planned under GMA. If the project induces growth beyond that already planned, agencies are responsible to offset the potential for these indirect project effects to sensitive habitat and species. In order to assess indirect effects, an analysis must quantify the proportion of future (anticipated) development that is a result of the specific roadway improvement beyond what is already planned, or that is ascribable to the individual roadway section. WSDOT and the U.S. Fish and Wildlife Service conducted an exhaustive search of local planning commission files, interviews with relevant stakeholders, and information available through GIS databases to address the proportion of local growth attributable to the SR 522 project. The analysis provided estimates of future changes in Total Impervious Area and other environmental impacts based on GMA-based projections, but was not able to assign a percentage of these impacts to the current expansion project. Federal agencies concluded that the current project would not individually affect sensitive species and habitat. Long-term actions such as the gradual change from rural to urban land use patterns in Washington and other Growth Management states may incrementally degrade the environment of species sensitive to minor changes, but it is not possible to assign a percentage of that growth to an individual project or a project that upgrades an existing roadway.

Highway Mortality of Turtle and Other Herpetofauna at Lake Jackson, Florida, USA, and the Efficacy of a Temporary Fence/Culvert System to Reduce Road Kills

Matthew J. Aresco, (Phone: 850-562-3093, Email: aresco@bio.fsu.edu ), Department of Biological Science, Florida State University, Tallahassee, FL 32306-1100, Fax: 850-644-9829

I investigated highway mortality and attempted crossings of turtles and other herpetofauna from 2000-2003 on a 1.2 km section of a four-lane highway crossing Lake Jackson, Florida. U.S. Highway 27 was built directly through the northwest arm of Lake Jackson, separating a 21-ha portion of the lake to the west (now known as "Little Lake Jackson"). U.S. Highway 27 is a virtually impassable barrier to wildlife (21,500 vehicles per day) and prevents normal movements, dispersal, and migration of most species both during non-drought periods and periodic natural drydowns (on average every 12 yrs). During periods of drought, Little Lake Jackson maintains water and is the destination for large numbers of migrating turtles and other wildlife that leave the drying lake until it refills. The objectives of this study were to: (1) determine the level of road mortality and attempted crossings of turtles and other herpetofauna, (2) examine the potential effects of road mortality on turtle demography including sex ratios and female population size, and (3) design and evaluate the effectiveness of a temporary drift fence-culvert system to both reduce road mortality and facilitate migration. Two drift fences (885 and 600 m) were constructed to divert animals away from the north and southbound lanes and direct them into an existing 3.5 m diameter culvert. Monitoring of road kills and attempted crossings consisted of multiple daily surveys for 43 months (5558 h) including a pre-fence (40 d) and post-fence (1274 d) survey during a drought migration and non-drought conditions.

A total of 10,180 reptiles and amphibians of 44 species were found either road killed or alive behind drift fences: 8833 turtles, 825 frogs, 344 snakes, 145 lizards, 31 alligators, and 2 salamanders. Diversity among taxonomic groups included 10 species of turtles, 15 species of snakes, 10 species of anurans, 6 species of lizards, 2 salamander species, and 1 crocodilian. Drift fences combined with intensive monitoring greatly reduced turtle road kills and facilitated the use of an under-highway culvert. Pre-fence turtle mortality (9.7/km/day) was significantly greater than post-fence mortality (0.08/km/day) and only 84 of 8466 turtles climbed or penetrated the temporary fences. Pre-fence data provided strong evidence that turtles cannot successfully cross all four lanes of U.S. Highway 27 with 95% of 343 turtles killed as they first entered the highway adjacent to the shoulder and the remaining 5% killed in the first two traffic lanes. I used the equation, Pkilled = 1 - e -Na/v, to estimate the probability of being struck in one attempted crossing of U.S. Highway 27, where N is traffic rate in vehicles/lane/sec during 80% of daily volume, a = width of the kill zone (2 tire widths per lane plus 2 times weighted average shell length of 5 species), and v = turtle velocity (m/sec). Solving this equation results in a 98% probability of a turtle being killed in one attempted crossing, closely matching my direct observations. Using this model and historic traffic data, the probability of a turtle successfully crossing U.S. Highway 27 decreased from 32% in 1977 to only 2% in 2001. Therefore, at least 98% of turtles diverted by the fences would have been killed on U.S. Highway 27 during this study if fences were not in place and the road kill rate is estimated at 1294/km/yr. Based on a literature survey, this is the highest attempted crossing rate ever documented for turtles. Sex ratios (M:F) of Pseudemys floridana (4:1), Trachemys scripta (3:1), and Sternotherus odoratus (2:1) were significantly male-biased and low numbers of mature females are likely due to 5-10% annual road mortality during attempted nesting forays. Because of demographic and life history constraints, turtle populations cannot compensate for the combined effects of annual road mortality (5-10%) and periodic mass road mortality (95-99%) during lake dry-downs.

Impacts of Highways on Dutch Breeding Birds: An Analysis by Applying National Bird Censuses

R. Cuperus, (Email:r.cuperus@dww.rws.minvenw.nl), Directorate-General of Public Works and Water Management, Road and Hydraulic Engineering Division, P.O. Box 5044, 2600 GA Delft, The Netherlands

R. Foppen, (Email: ruud.foppen@sovon.nl), SOVON Dutch Centre for Field Ornithology, Rijksstraatweg 178, 6573 DG Beek-Ubbergen, The Netherlands.

Problem statement
Field studies under controlled circumstances have demonstrated adverse impacts of highways on breeding birds. These studies show that the presence and use of highways deteriorates habitat quality of a selected number of breeding birds from forests and wet meadow birds, resulting in lower population densities along roads. Studies showing effects on the national population level however are not available.

Project objective
The project aimed to describe impacts of highways on the population level for a wide variety of breeding birds in the Netherlands. During the last twenty years, SOVON - being a non-governmental organization - has built up enormous data on the distribution and numbers of Dutch breeding birds. Also plots were monitored yearly on the presence of breeding birds during a considerable period of time. The availability of these data addressed the question whether the increase in the Dutch highway length and traffic intensity that took place from 1975 to 2000, has lead to significant changes in the distribution of breeding birds. In contrast with other studies, the SOVON data allow us to address a large number of bird species in broad range of habitat types.

Funding source and total budget
The project was funded by the Dutch Ministry of Transport, Public Works and Water Management, The Netherlands. The research was carried for the amount of 120.000 US Dollars.

Analyses and results: summary
Analyses were based on the assumption that changes in figures of species relate directly to the presence and changes in the highway’s length and highway’s traffic intensity. It was also assumed that the most predictive parameters for breeding bird presence and densities are addressed by the type of habitat and the geographic region. From other studies it was concluded that traffic noise appears to be a good predictor of the traffic’s influence, and threshold values were derived for so-called ‘effect zones’, depending on traffic and road characteristics. These effect zones along roads were used as an indicator for the areas along roads with an expected impact from traffic.

To assess how many breeding bird species were affected by road traffic data were used of hundreds of survey plots that are counted yearly between 1984 and 2000, two national surveys on distribution, 1973-1977 ( 5x5 km basis) and 1998-2000(1x1 and 5x5 basis), and the national survey on rare breeding birds (1x1 km basis).

For 125 breeding bird species analyses based on one or more of these data sets could be conducted. Negative impacts for traffic (e.g., effects on density and or presence/absence) could be shown for 25-50% of the species, depending on the type of analysis. An integration of these results shows that for more than 50% of the species the highway’s impact is negative. These effects appear in all kinds of habitats, the largest proportion of affected species is found for those of heath land and marshland habitats, the lowest proportion for species of (sub)urban and rural habitats. The effects are spread over a wide variety of taxonomic groups. Species of special conservation concern (on the Dutch Red List or EU- Bird Directive) showed larger negative impacts that average. In 11% of the species a positive effect was found, mainly for species of (sub)urban and rural habitats. This probably is related to small habitat changes associated with road presence that could not be taken into account in the analyses and that work out positive for species of open habitats, e.g., presence of broad ditches along highways.

Implication for further research / policy development
The obtained results are in accordance with Dutch empirical research which was conducted in the mid 90’s on a restricted number of plots of grasslands and woodland. The Directorate-General of Public Works and Water Management may use these results for emphasizing dose-impact responses on breeding birds into Environmental Impacts Assessment (EIA) studies, and even considering being more reserved now towards new development in vulnerable habitats, such as woodlands and marches.

The project results legitimates further research into the impacts of highway development in or in the vicinity of areas that are protected by the European Bird Directive and the National Ecological Network. Additionally, the results stress that we should know more in detail about the effectiveness of mitigation measures that reduces ecological impacts, such as noise screens and sound-suppressing concrete asphalt, in order to preserve the habitats that are important from the avian point of view.

Website: www.sovon.nl

Improving Native Bird Habitat Along the Lake Ontario State Parkway

Amy Kahn, (Phone: (585) 272-4825, Email: akahn@dot.state.ny.us), Environmental Specialist, New York State Department of Transportation, 1350 Jefferson Rd. Rochester, NY 14623, Fax: 585-272-7547

Funding Source and Total Budget: State Directed Funds, $100,000

Project Description:
In 1998 The Nature Conservancy (TNC) made the Rochester regional office of the New York State Department of Transportation aware of the need for improved habitat for birds along Lake Ontario. The lake shore is internationally recognized as an important migratory route, nesting and wintering area for many bird species, both songbirds and birds of prey. The Lake Ontario State Parkway, with more than 30 miles of expansive right-of-way along the shoreline, presented an ideal opportunity for the Department to respond, while enhancing the aesthetics of the corridor for the traveling public and adjacent land owners.

Planning and design began in 1999 with construction in the spring of 2000. The project included restoring and enhancing native vegetation (meadow, shrub and trees) for habitat and food, and adding nest boxes for wood ducks, kestrels and other native cavity dwellers. Nest boxes are monitored through the creation of an ‘adopt a nest box’ volunteer program which has successfully kept European Starling activity to a minimum. Boxes have been used by six different native bird species. Seven hundred native shrubs and 236 fruit or mast bearing trees were planted. Forty four acres of non-native scrub shrub was removed, with three acres replanted with native woody plants and the rest left open as meadow. Since 2001, the 41 acre R.O.W. area is being managed so that mowing occurs once after September 1 which has improved nesting success for Savannah and Grasshopper Sparrows, Bobolink and Meadowlark. Upland Sandpiper nested there until 1999 and it is hoped they will return. The department is currently revising mowing management practices state wide in part based on the success of this project.

The NYSDOT partnered with TNC, NYS Department of Environmental Conservation, NYS Office of Parks, Recreation, and Historic Preservation, Cornell University, Braddock’s Bay Raptor Research Center, Braddock’s Bay Bird Observatory, Genesee Ornithological Society, Town of Greece, Otetiana Boy Scout Council and DOT staff volunteers through planning and implementation phases of this ongoing project. For a relatively small investment of time and money, the Department has made a noticeable improvement in the environment and won accolades from our many partners.

Mitigation Potential Impacts of Herptile Habitat Loss and Fragmentation from New Roadway Construction in Southern New York State

Ed Samanns, (Phone: (973) 678-1960, Email: esamanns@louisberger.com), Principal Environmental Scientist, The Louis Berger Group, Inc., 100 Halsted Street, East Orange, NJ 07018, Fax: (973) 672-4284

Sebastian Zacharias, (Phone: (973) 678-1960, Email: szacharias@louisberger.com), Senior Engineer, The Louis Berger Group, Inc., 100 Halsted Street, East Orange, NJ 07018, Fax (973) 672-4284

Construction of a 6.5 kilometer (4-mile) two-lane access roadway has been proposed to provide airport patrons with improved access to Stewart International Airport in Orange County, New York. The project design, environmental review and permitting process were a joint effort between the New York State Department of Transportation (NYSDOT) and the New York State Thruway Authority (NYTA).

While the majority of the new access roadway will utilize an existing road network, an approximately 1mile portion will pass through extensive secondary growth forest on the southwest side of the airport. This area is in close proximity to the 6,000-acre Stewart State Forest. A 1.12 kilometer (0.7 mile) length of this alignment passes through a valley containing a complex of emergent and forested wetlands and a headwater stream. In order to minimize potential impacts to two New York State Species of Special Concern, the spotted turtle (Clemmys guttata) and the Jefferson salamander (Ambystoma jeffersonianum), as well as other wildlife species, a mitigation plan was devised to replace wetland habitat utilized by these species. The mitigation plan also includes four underpasses to maintain a connection between upland forest and wetland habitats on either side of the roadway.

The mitigation plan was developed in a collaborative effort with the New York State Department of Environmental Conservation (NYSDEC), NYSDOT, NYTA and The Louis Berger Group, Inc. (Berger). Berger developed a design plan for the construction of 12 vernal pools in close proximity to the impacted wetlands to provide supplemental breeding habitat for several herpetile species. The 12 pools range in size from 0.01 to 0.13 hectares (0.04 to 0.33 acre), with a combined total area of 0.55 hectares (1.37 acres). The site selection, vernal pool design, water budget analysis, and plan and specification preparation was a collaborative effort between biologists and engineers.

Several criteria were used to select the best possible sites for pool construction. These criteria took multiple factors into consideration including proximity to existing wetlands, upslope drainage areas, forest quality, site topography, soil characteristics, and availability of adjacent upland buffer habitat. The design places major emphasis on site hydrology since this would be the determining factor for target species use of these habitats. The intended inundation hydroperiod (March through July) was based on the target species breeding requirements and was the basis of determining if an individual vernal pool site could be successful. Water budgets were developed for each proposed site to determine the necessary design elements required to establish naturally functioning vernal pool hydrology. Controlling influences such as pool watershed, subsoil infiltration rates, precipitation rates, and substratum composition were all accounted for in the water budget analysis. Other elements such as maintaining a closed tree canopy and incorporating leaf litter to provide an appropriate substrate were addressed in the design.

The mitigation plan also calls for the minimization of habitat fragmentation through the incorporation of wildlife passages. The roadway design incorporates the use of amphibian barriers at three locations to prevent herpetiles from entering the travel lanes of the new road and to direct them to pairs of culverts designed to provide passage through the roadway embankment. Two larger 12 ft. by 8 ft. con-spans were also incorporated into the design to provide deer, coyote and other mammals a safe point to cross beneath the roadway. The underpasses are open-bottom box culverts with an openness ratio of 0.85. Upon construction, a five-year monitoring program will be implemented by NYSDOT that will include monitoring both the herpetile colonization and use of the vernal pools, wildlife utilization of the wildlife underpasses, and road kills along the road segment. Information gathered from this mitigation plan would be adapted to other projects undertaken by NYSDOT and NYTA as appropriate.

Kurt Weiskotten, (Phone: 518-485-5320, Email: kweiskotten@dot.state.ny.us), Environmental Specialist, Water Ecology Section, Environmental Analysis Bureau, New York State Department of Transportation, 1220 Washington Avenue, 5-303, Albany, NY 12232-0473, Fax: 518-457-6887

Problem Statement:
A primary responsibility of the New York State Department of Transportation (NYSDOT) is to maintain a highway right of way that is safe for the traveling public. Most often, this requires removal of trees, shrubs, and other fixed objects that may stand in the way of drivers leaving the highway. For many years, the Department has fulfilled this responsibility but large scale clearing and mowing of a clear zone. Roadside management practices that maintain the right of way as parkland certainly make the road safe and visually pleasing, but provide little in the way of useful habitat for wildlife. The clear zone, occupying approximately 1% of the State’s land area, is a landscape that has much potential for providing nesting and foraging habitat for grassland bird species. Protection of the environment being another responsibility of the Department, the NYSDOT needs to advance practices that promote wildlife use of habitats along the highway, while maintaining a safe and aesthetic roadside for the travelers.

Project Objective:
Maintain a safe, visually pleasing, and manageable roadside environment for the traveling public, while developing habitat management practices for roadside landscapes that promote protection and sustainability of grassland bird species, endangered species and other wildlife.

Funding Source and Total Budget:
Funding for advancement of management practices will be from the general department operating budget.

Methodology:
Over the past three years, some Department regions have shifted their roadside clearing and mowing practices to more fully address wildlife issues within the right of way. Efforts are underway to incorporate any practices already underway throughout the state into a statewide roadside management program, which will be manifested in the form of an updated statewide mowing manual. Habitat management methods employed by other state DOT’s are being investigated for incorporation into NYSDOT’s mowing and roadside habitat management program. Independent research will be conducted by local universities on grassland bird species to investigate habitat needs and characteristics of roadside habitats.

Summary:
This presentation will discuss mowing practices currently employed by the department and recent efforts made to do things differently along NYSDOT roadsides. With an enhanced environmental awareness and increased biological staff throughout the department, work on managing roadsides for wildlife has increased dramatically. Examples of innovative stewardship activities and endeavors to promote grassland habitats and typical bird species found in these environs will be presented. The process of revising the statewide mowing manual to incorporate habitat management will be reviewed. Implications of the Migratory Bird Treaty Act on roadside and bridge projects will be briefly discussed.

Future Research and Policy Development:
Roadside habitat management is a topic with many unknown aspects for a transportation department. Many opportunities exist for research on how best to manage the landscape for wildlife while still providing a safe and pleasing roadside. As the department moves forward in an ever-expanding role of stewardship of the natural environment, development of roadside management policies will be crucial.

Programmatic Section 7 Consultation Based on Resorting Habitat Connectivity and Achieving Recovery for a Threatened Species: Preble’s Meadow Jumping Mouse

Roland Wostl, (Phone: 303-757-9788, Email: roland.wostl@dot.state.co.us), Colorado Department of Transportation, 4201 E. Arkansas Ave., Empire Park, Ste. B606, Denver, CO 80222, Fax: 303-757-9727

The Colorado Department of Transportation (CDOT), the Federal Highway Administration (FHWA) and the U.S. Fish and Wildlife Service (USFWS) have recently completed a programmatic consultation under section 7 consultation of the Endangered Species Act (ESA). The consultation addresses all currently known transportation projects anticipated to affect Preble’s meadow jumping mouse (Zapus hudsonius preblei) in the Monument Creek watershed, El Paso County, Colorado. It establishes a mitigation process largely divorced from individual projects. Instead of compensating for impacts to habitat with conventional mitigation methods of replacing, restoring or creating habitat based on ratios, programmatic conservation commitments focus on promoting recovery of a listed species. Also, by establishing protocols for developing subsequent projects and site-specific biological assessments, the programmatic process provides a framework for developing highway projects along predictable schedules.

Resolving Landscape-Level Highway Impacts on the Florida Black Bear and Other Listed Wildlife Species

Letitia Neal, (Phone: (386)-943-5396, Email: letitia.neal@dot.state.fl.us), Senior Environmental Scientist, Florida Department of Transportation, 719 S. Woodland Boulevard, Deland, Florida 32720, Fax: (386)-736-5456

Terry Gilbert,( Phone: (850)-488-6661, Email: terry.gilbert@fwc.state.fl.us), Biological Scientist IV, Florida Fish and Wildlife Conservation Commission, Office Of Environmental Services, 620 South Meridian St., Tallahassee, FL 32399-1600, Fax: (850) 922-5679

Thomas Eason, (Phone: (850) 413-7379, Email: thomas.eason@fwc.state.fl.us), Biological Administrator, Florida Fish and Wildlife Conservation Commission, Division of Wildlife, 620 South Meridian Street, Tallahassee, FL 32399-1600, Fax: (850)-921-1847

Lisa Grant, (Phone: (386) 329-4430, Email: lgrant@sjrwmd.com), Technical Program Manager, St. Johns River Water Management District, P.O. Box 1429, Palatka, FL 32178-1429, Fax: (386) 329-4315

Tom Roberts, (Phone: (407)260-0883 Email: troberts@ems-sep.com), Director of Environmental Assessment, EMS Scientists, Engineers, Planners, Inc. 393 Center Pointe Circle, Suite 1483, Altamonte Springs, FL 32701

District Five of the Florida Department of Transportation (FDOT) is a nine-county area totaling about 5.6 million acres in east central Florida. District Five had the greatest population growth in Florida during the past 10 years, and FDOT has initiated a major long-term program for highway expansion and improvements to accommodate this growth. The Ocala and St. Johns River black bear populations are found in District Five, and account for greater than 50 percent of the statewide bear roadkill since 1976. Highway capacity improvements are planned for many highways that are currently sustaining high bear roadkill levels. This inherent conflict between highways and wildlife has resulted in considerable opposition and long-term delays to FDOT’s efforts to accomplish planned highway improvements.

This paper presents results of the successful resolution of fish and wildlife resource issues associated with the proposed six-laning of Interstate 4 (I-4), a major east-west transportation corridor that bisects regionally important habitat systems in east central Florida. Based on the results of an Environmental Assessment completed for the Federal Highway Administration in 2000, FDOT has completed design plans for two large wildlife underpasses, and a wildlife overpass, which will be constructed along a six-mile corridor of public lands in the area of Tiger Bay State Forest in Volusia County. Major issues which were addressed included: bear roadkills and habitat connectivity; impacts to public land; direct and secondary habitat loss; recreational access; and restoring historical hydrological connections originally severed by I-4 in the early 1960’s. Key considerations involved in the planning, design, cost, and siting of the structures, and the animal-proof funnel fencing are discussed. Landscape level mitigation for project habitat loss was also facilitated through a coordinated effort by the St. Johns River Water Management District and FDOT in the acquisition of over $8 million of public land identified in FWC’s Integrated Wildlife Habitat Ranking System maps. This paper highlights the need for interagency coordination in acquiring public land to re-establish habitat connectivity to enhance long-term protection and management opportunities for the black bear and other listed species when dealing with highway impacts.

Small Mammal use of Modified Culverts on the Lolo South Project of Western Montana: An Update

Kerry R. Foresman, (Phone: 406-243-4492, Email: foresman@mso.umt.edu), Professor of Biology and Wildlife Biology, Division of Biological Sciences, University of Montana, Missoula, MT 59812, Fax: 406-243-4184

Funding Source: Montana Department of Transportation
Total Budget: $156,763.
Project Period Described: October 30, 2001-Present

A highway reconstruction project, termed the Lolo South Project, is currently underway in west-central Montana to expand Highway 93 from 2 lanes to 4 over a distance of approximately 45 miles from the town of Lolo to that of Hamilton. Portions of this highway bisect a series of wetlands which currently support a variety and abundance of wildlife. As one wildlife mitigation approach several 3 and 4 foot diameter culverts have been placed at these sites to encourage animal movement between the fragmented wetlands. Metal shelves serviced by ramps were installed in 3 of the culverts to allow animal movement during periods of high water. The current research project continued and expanded upon the initial pilot study which was begun in January 2001(and reported at the ICOET 2001 meetings). In particular, additional culverts were added to the original study to increase the sample size, and modifications of the shelf design were made based upon early results and these refinements were rigorously tested.

A total of 10 culverts spaced over a distance of approximately 6 miles along a series of wetlands along Highway 93 are now being studied, 5 with 25"-wide shelves (experimentals) and 5 without (controls). Besides the 3-4 foot diameter culverts originally employed, larger culverts have been added (ranging up to 10 foot wide squash culverts). An additional 4 culverts along Interstate 90 through Missoula (ranging from 3 to 10 foot widths) are also being studied. This phase of the study was initiated in October 2001 and will continue through December 2003. Remote sensing TrailMaster® cameras which are triggered by a combination of heat and motion were mounted on the roof of each culvert approximately 15 meters from one entrance. These cameras were positioned so that any mammals traversing the culvert either on the floor of experimental or control culverts or on the ramps in the experimental culverts would be photographed. Cameras are being checked one each week and film is replaced as needed. Once each month (March - October) the small mammal populations which exist along the wetlands adjacent to the original 6 culverts are being censussed. For this purpose, 25 Sherman® live traps baited with rolled oats are placed in single transect lines approximately 10 meters from each entrance, with a trap spacing of 5 meters. Traps are checked twice per day at 6:00 am and 6:00 pm for a total of 3 days. All animals captured are identified to species, sexed, weighed, their reproductive status noted, they are aged (immature/juvenile/mature), and marked before being released at the point of capture. Environmental data loggers which record temperature, light, and humidity levels at 30-second intervals 24 hours/day were placed at 3 sites; information from each data logger is downloaded each week. Finally, habitat characteristics adjacent to each culvert entrance are being described. Given this experimental design we are able to determine which small mammal species are present adjacent to the culverts and which of these are actually using the culverts to move between wetland sites on each side of the highway. Seasonal use of the culverts and use of the shelves during periods of high water are being assessed. Activity patterns of those animals traversing the culverts is determined from date and time information imprinted on each photograph. Activity patterns are also being correlated with prevailing environmental conditions.

Trapping data to date has identified 7 small mammal species living adjacent to the culverts: meadow voles (Microtus pennsylvanicus), deer mice (Peromyscus maniculatus), vagrant shrews (Sorex vagrans) short-tailed weasels (Mustela erminea), House mice (Mus musculus), Columbian ground squirrels (Spermophilus columbianus), and striped skunks (Mephitis mephitis). Other species surely reside here as well though they are too large for the traps employed.

Since the original pilot study the floor of the original shelves has been modified to provide a better surface for small mammals and a “vole tube” has been incorporated to address apparent shyness to enter culverts by meadow voles. Photographic evidence has so far demonstrated culvert use by a total of 23 species including the species listed above (with the exception of the house mouse), and muskrats (Ondatra zibethicus), raccoons (Procyon lotor), coyotes (Canis latrans), red foxes (Vulpes vulpes), and white-tailed deer (Odocoileus virginianus) among others.

During periods in which water has covered the floor of the culverts deer mice, short-tailed weasels, striped skunks, raccoons, and domestic cats have used the shelves in the experimental culverts. Meadow voles, the most abundant small mammal species adjacent to the culverts, have now been observed freely moving through the culverts equipped with tubes. These tubes are also heavily used by weasels.

From this data several conclusions can be drawn. Most importantly, several species of small mammal appear to readily use the shelves when water in the culvert would otherwise prevent movement thus these devices seem to be very effective. Behavioral differences in some species, notably the meadow vole which will not expose itself to an open environment, have been overcome with the development of a protective tube. Further refinements are continuing to be made. The application of these devices for retrofitting small culverts, as well as their utility in large culverts with permanent water flow will be discussed.

Spatial and Temporal Response of Grizzly Bears to Recreational Use on Trails

Tabitha A. Graves, (Phone: 406-243-5197, Email: tgraves@forestry.umt.edu)University of Montana, University Hall 309, University of Montana, Missoula, Montana 59812 Fax: 406-329-3212

Christopher Servheen, (Phone: 406-243-4903, Email: grizz@selway.umt.edu) U.S. Fish and Wildlife Service, University Hall 309, University of Montana, Missoula, Montana 59812

Don Godtel, (Phone: 406-791-7739, Email: dgodtel@fs.fed.us) U.S. Forest Service, Lewis and Clark National Forest, 1101 15th St, Great Falls, MT, 59403

Many human activities affect how bears use habitat. The effects of motorized recreational vehicle use on trails have not been formally assessed previously. Potential effects include displacement from and avoidance of high quality habitat, either temporally or spatially, which could affect reproduction and survival and result in fewer bears. Focusing on displacement, we used hourly locations from four GPS-collared female bears in the Badger-Two Medicine area in the Lewis and Clark National Forest to assess spatial and temporal distributions of bears relative to trail locations and to recreational use on trails. When availability was defined as circles equal to 95% of move distances around the previous bear location, all bears used areas near trails less than expected. We iteratively reclassified trail habitat versus non-trail habitat as increasing buffers in 50 m increments around trails until we reached a buffer-width at which bears used areas near trails in proportion to availability. Compositional analysis results showed that bears selected against areas within 250 - 900 m from ATV trails and within 450 - 600 m from single-track trails, which had some motorbike use. The distance from trails at which bear use approximated availability varied by individual bear, by time of day, and by type of trail. Log-ratio differences were used to assess selection. Bears were less likely to spend time near trails with high (~5 trips/day average) motorized use than trails with low motorized use. We used an information-theoretic approach to select between nonlinear regression models with variables that included motorized use estimates, non-motorized use estimates, and trail density.

Funding
This study was supported by the Lewis and Clark National Forest, the U.S. Fish and Wildlife Service, the Blackfeet Tribal Fish and Game Department, Brown Bear Resources, and the George E. Bright Fellowship through the University of Montana School of Forestry.

Species-Specific Behavioral Responses of Snakes to Road Encounters

Kimberly M. Andrews, (Phone: (803) 725-0422, Email: andrews@srel.edu), University of Georgia, Savannah River Ecology Laboratory, Drawer E, Aiken, SC 29802, Fax: (803) 725-3309

Habitat fragmentation from roads is widely recognized as an issue of environmental concern. On-road mortality is frequently noted in studies of snakes. The assumption that road mortality is the only, or even the major, detriment to wild snake populations, could be misleading. Some species could perceive threats posed by the road in a manner that lead them to avoid the road rather than crossing it. In these instances, the larger disruption is the creation of the barrier effect. Research on behavioral responses of snakes in road encounters could uncover patterns of species-specific vulnerabilities for snakes. These behavioral trials test the responses of snake species to primary threats posed by the road-zone, such as road openness and the vehicle. These data based on 846 behavioral tests with 27 species of southeastern snakes will yield evidence for both mortality and fragmentation impacts on snake species.

The Preservation of Bog Turtle Metapopulation Dynamics by a Transportation Improvement Project in Southeastern Pennsylvania

Teresa McElhenny, (Phone: 717-232-0593, Email: tmcelhenny@skellyloy.com) Wildlife Biologist and Andy Brookens,(Phone: 301-766-4236, Email: abrookens@skellyloy.com) Aquatic Biologist, Skelly and Loy, Inc., 2601 North Front Street Harrisburg, Pennsylvania 17110, Fax: 717-232-1799

The Pennsylvania Department of Transportation is currently performing bog turtle radio-tracking and environmental compliance monitoring as required by the U.S. Army Corps of Engineers 404 permit and U.S. Fish and Wildlife Service Biological Opinion. Radio tracking of bog turtles was initiated in 1999 and will continue to one year post-construction, anticipated to be in 2006.

The Biological Opinion for the project required the Department to minimize direct and indirect impacts to bog turtles and critical habitat through innovative highway engineering design modifications, specialized containment fencing, and seasonal constraints for certain construction activities. Pre-construction provisions in compliance with the Biological Opinion include vegetation community mapping; ground water monitoring; invasive species management and monitoring; and bog turtle behavior and movement patterns.

The research has confirmed many of the natural history characteristics of the species cited in previous studies in the scientific literature. However, behavior and movement patterns previously undocumented have been recorded. Telemetry data from this transportation project continues to expand our understanding of this federally threatened species. Monitoring throughout construction of the project will confirm if the implemented engineering design modifications have avoided and minimized potential impacts to the species metapopulation. This project is an example of a transportation undertaking that is designed and constructed in such a manner as to fulfill the project purpose and promote the conservation of a threatened species.

Using Genetics to Study Road Impacts on Bears in Florida

Stephanie L. Simek, (Phone (850) 922- 9803, E-mail stephanie.simek@fwc.state.fl.us), Bear Management Assistant Section Leader, Florida Fish and Wildlife Conservation Commission, 620 S. Meridian St., Tallahassee, FL 32399-1600, USA, Fax: (850) 921-1847

Thomas H. Eason, (Phone (850) 413- 7379, E-mail thomas.eason@fwc.state.fl.us), Bear Management Section Leader, Florida Fish and Wildlife Conservation, Commission, 620 S. Meridian St., Tallahassee, FL 32399-1600, USA, Fax: (850) 921-1847

The Florida Fish and Wildlife Conservation Commission (FWC) has documented an increase in the number of transportation related bear deaths (roadkill) since the late 1970’s. In addition to impacts on bear populations vehicle collisions with bears often are traumatic for the people involved and may cause significant collateral damage and personal injury. For these reasons and because of the lack of definitive information on the subject the FWC, partnered with the Florida Department of Transportation, to design a project that would quantify the impacts of roadkill on bear populations in Florida. Our study design incorporates 2 main features, population size enumeration and range delineation for bears in six core areas across Florida. As genetic analyses have improved and laboratory costs decreased, DNA techniques have been used for a wide variety of studies on bears. Our methodology involves sampling bears via hairs left on barbed wire strands surrounding bait sites (hair snare) randomly placed in a systematic grid across a study area. Population abundance estimates then can be derived using individual identification from the DNA analysis within a mark-recapture framework. We will determine both core and peripheral bear range across Florida. Core bear range is defined as that which contains breeding females and peripheral range is that which contains bear sign but no evidence of breeding females. Using an estimate of minimum patch size needed for bears, we sectioned areas into 10,000-acre blocks to determine whether bears are present or absent in each block. We polled local residents and area biologists to help ascertain areas occupied by bears. We will extrapolate densities derived from the mark-recapture abundance estimates to the entire area of core bear range within each population. The final product will be a detailed range map and corresponding population estimate for each of the core areas. We will calculate the impacts of roads within each core population and across the state by determining the proportion of roadkill in relation to abundance estimates derived from the DNA analysis. The numbers generated from this analysis will be compared to literature and published data on sustainable mortality rates for black bears. We will document and examine the relationship between roadkill, road density, traffic volume, and estimated abundance for trends in these parameters. We will identify areas of significant impact and, if necessary, make recommendations on how to improve the relationship between roads and black bears in these areas. Lastly, we will examine the updated bear range maps for signs of fragmentation and isolation related to roads.

Vegetation & Roadsides

Adirondack Park GIS Interactive Non-Native Invasive Plant Species Project

Hilary Oles, (Phone: (518) 576-2082, E-Mail: bholes@tnc.org), Adirondack Park Invasive Plant Project Program Coordinator, The Nature Conservancy, P.O. box 65, Keene Valley, N.Y. 12943, Fax: (518) 576-4203

John Falge, (Phone: (315) 785-2343, E-Mail: jfalge@dot.state.ny.us), Environmental Specialist II, New York State Department of Transportation, Region 7, 317 Washington St., Watertown, NY 13601, Fax: (315) 7852483

Ed Frantz, (Phone: (315) 793-2722, E-Mail: efrantz@dot.state.ny.us), Environmental Specialist II, New York State Department of Transportation, Region 2, Utica State Office Building, Genesee St., Utica NY 13501, Fax: (315) 793-2400

Dan Spada, (Phone: (518) 891-4050, E-Mail: dmspada@gw.dec.state.ny.us), Associate Project Analyst, Adirondack Park Agency, P.O. Box 99, Raybrook N.Y. 12977, Fax: (518) 891-3938

Ken Kogut, (Phone: (518) 897-1200, E-Mail: kxkogut@gw.dec.state.ny.us), Bureau of Habitat Manager, New York State Department of Environmental Conservation, Region 5, P.O. box 296, Raybrook N.Y. 12977, Fax: (518) 897-1370

Susanne Maloney, (Phone: (518) 271-0346, E-Mail: smaloney@tnc.org), Executive Director, Invasive Plant Council of New York State, 415 River St. Troy N.Y. 12180, Fax: (518) 629-0052

The goal of this poster is to demonstrate the interactive GIS database that has been developed by this group to collect, store and disseminate invasive plant species location and associated attribute information.

This environmental core research group has initiated a multi year strategic plan to monitor and control the spread of non-native invasive plant species in the Adirondack Park. The spread of invasive non-native plant species is one of the greatest threats to our natural plant communities throughout the United States. Increasingly we are seeing aggressive non-native plants taking the place of many of our native plants. Transportation systems have often contributed inadvertently to the spread of these plant species by way of construction and maintenance activities and through the conduits of their interconnected nature. Thus, the spread of invasive non-native plant species by way of our transportation systems has put the ecological balance of our native plant communities at risk.

Initial annual funding for this project, year 2000, was at $25,000 which was a National Fish and wildlife Foundation Grant together with in-kind services provided by the participants.

The Adirondack Park, the largest public and private land reserve in the eastern United States, serves as an important ecological and recreational resource for our country. Until recently, the Adirondack Park has been relatively free from the degree of invasion by non-native plants found in other parts of the country. Currently non-native plant species such as Purple Loosestrife, Common Reed, Japanese Knotweed, are primarily concentrated along transportation corridors, spreading by way of highway related use and projects. Without efforts to control problem species, the future of many of the natural plant communities, many of which are unique only to the Adirondack Park, will be in jeopardy.

For these reasons NYSDOT has joined with the Nature Conservancy, Adirondack Park Agency, Adirondack Student Conservation Association of AmeriCorps, New York State Department of Environmental Conservation, and local volunteers to inventory and monitor invasive plant species in an effort to develop a management plan with a GIS data base to test control methods to develop a Best Management Practices Guide for NYSDOT and the public related to this problem. At working group meetings, this team has identified and prioritized problem species of which require immediate control.

The combined efforts of many Agencies and concerned citizens will serve as a front runner to address the influence transportation has on the issue of invasive species and help to maintain the ecological integrity within the Adirondack Park. Further this project will provide valuable information to assist with educational outreach efforts to the public of this problem both within and outside the Adirondack Park.

This project is an on going effort that was awarded a Federal Highway Administration 2001 award for Environmental Excellence in vegetation management.

Effects of Soil Disturbance from Roadwork's on Roadside Shrub Populations in South-Eastern Australia

Peter Spooner, (Phone: +61 2 6051 9620. Email: pspooner@csu.edu.au )The Johnstone Centre, Charles Sturt University, PO Box 789, Albury NSW 2640 Australia

In many fragmented agricultural regions of south-eastern Australia, roadside vegetation provides important refuges for threatened native fauna and isolated populations of plant species. However as roads are transport corridors for humans and their vehicles, species survival is affected through destruction and modification of remaining habitat by human activity. The effects of soil disturbance from roadworks on the structural dynamics and spatial patterning of roadside Acacia populations was investigated in the Lockhart Shire study area, NSW, Australia. Classification and ordination of size structures of Acacia pycnantha, A. montana and A. decora showed distinct groups of colonising, stable and senescent populations. Soil disturbance from previous roadworks was recorded in 88% of populations, and there was a significant relationship between major recruitment pulses and roadworks events in Acacia populations. Spatial pattern analysis using the Network K-function showed significant clustering of older senescent populations, and Discriminant Function Analyses revealed that road verge width, road category, disturbance intensity, and distance to nearest town were highly significant variables in relation to disturbance regimes from roadworks activities. These results have highlighted the importance in understanding human logic regarding roadworks activities, in ongoing management of roadside vegetation, and has important consequence regarding conservation of these unique environments.

Forest Roads Reengineering to Restore Riparian Meadow Conditions in the Zuni Mountains of New Mexico

Roy Jemison, (Email: rjemison@fs.fed.us), United States Department of Agriculture, Forest Service, Rocky Mountain Research Station, 333 Broadway SE, Suite 115, Albuquerque, New Mexico 87102, USA

The Cibola National Forest is upgrading roads to provide safe year around travel in the Zuni Mountains of NM. Engineers are combining a variety of old and new techniques and materials with road improvement projects to try and correct ecosystems damaged by old non-environmental friendly forest roads. Channel realignment, French drains and multi-culvert arrays are a few of the techniques used to improve road/ecosystem issues. Some techniques have already stood the test of time and continue to perform as designed for, while others are still waiting for precipitation and runoff events to test their effectiveness.

Hydrologic, Geomorphic and Ecological Impacts of Road Removal

T Adam Switalski (Phone: 406-543-9551, Email: adam@wildandscpr.org), Science Coordinator, Wildlands CPR, PO Box 7516, Missoula, MT 59807

John A. Bissonette (Phone: 435-797-2511), Wildlife Ecologist, USGS Utah Cooperative Fish and Wildlife Research Unit, Utah State University, Logan, UT 84322-5290

Tom H. DeLuca (Phone: 406-234-4425), Soil Scientist, University of Montana, 402 Science Complex, Missoula, MT 59812

Charles H. Luce (Phone: 208-373-4382), Research Hydrologist, USDA Forest Service Intermountain Research Station, 316 E. Myrtle St., Boise, ID 83702

Mary Ann Madej, (Phone: 707-825-5148) Research Geomorphologist, USGS Western Ecological Research Center, 1655 Heindon Rd., Arcata, CA 95521

Wildland road removal is a common practice across the U.S. and in some parts of Canada. The main types of road removal include ripping, stream crossing restoration, and full recontour. Road removal creates a short-term disturbance that may temporarily increase sediment loss. However, research and long-term monitoring have shown that road removal both reduces erosion rates and the risk of road-induced landslides. Research is needed to determine whether road removal is effective at restoring ecosystem processes and wildlife habitat. We propose several research questions and the types of studies needed to further road removal efforts. With greater understanding of the impacts of road removal, land managers can more effectively prioritize which roads to leave open and which roads to consider for future road removal projects.

Intensity of Human Use, Back county Roads and Analysis of Human Accessibility

Raymond D. Watts, (Phone: 970-226-9378, Email: rwatts@usgs.gov), USGS Fort Collins Science Center, 2150 Centre Avenue Bldg. C, Fort Collins, CO 80526-8118, Fax: 970-226-9452

Roger W. Compton, (Phone: 303-202-4294, Email: rwcompton@usgs.gov), USGS Rocky Mountain Mapping Center, Box 25046 Denver Federal Center, Mail Stop 516, Denver, CO 80225-0046, Fax 303-202-4354

John H. McCammon, (Phone: 303-202-4077, Email: jhmccammon@usgs.gov), USGS Rocky Mountain Mapping Center, Box 25046 Denver Federal Center, Mail Stop 516, Denver, CO 80225-0046, Fax 303-202-4354

Douglas S. Ouren, (Phone: 406-994-4760, Email: doug_ouren@usgs.gov), USGS Northern Rocky Mountain Science Center, Box 172780 Montana State University, Bozeman, MT 59717-0278, Fax: 406-994-6416

Intensity of human use (IHU) is a conceptual geographic characteristic that describes an area’s rank on the continuum from high use (e.g. urban area or active strip mine) to low use (roadless wilderness). Customary measures of IHU, such as human population density or road density, lose their utility at the low-use end of the spectrum — and it is here that human activities may have their greatest ecological effect on some ecological resources, such as wildlife habitat. Conceptually, we suggest that IHU is determined by four factors: IHUxDxA/C, where A is human accessibility, P is the population of potential visitors, D is attraction to a destination, and C is the dilution effect of alternate destinations.

In our vehicle-centric culture, roads are essential determinants of human accessibility. Each time a road is built or opened, some area surrounding the opened road becomes more accessible, and each time a road is closed or reclaimed some area becomes less accessible.

Our modeling efforts have focused on small enough areas that factors P, D, and C are essentially constant. Our geographic information system (GIS) model of A expresses inaccessibility (roughly the reciprocal of A) as minimum travel time T(x, y) from a paved road. The model depends on three digital geographic descriptors: elevation, land cover, and transportation. Calculations derive from estimates of vehicular speed on unpaved roads and walking speeds off-road. At present, our model ignores alternate off-road transportation modes such as horse, motorized dirt bike, or all-terrain vehicle (ATV), although these can be easily incorporated under the basic model structure.

Management of a Federally Listed Plant Species in the Highway Right of Way

Marion Carey, (Phone 360-705-7404, Email: careym@WSDOT.wa.gov), ESA and Wildlife Team Lead, Bill Null, (Phone 360 705- 7409, Email: nullbil@WSDOT.wa.gov), Wetland Team Lead, Environmental Affairs Office, Washington State Department of Transportation, P.O. Box 47331, Olympia Washington 98504

Problem Statement:
There are 10 species of plants in Washington State that are listed as threatened or endangered under the federal Endangered Species Act. One species, showy stickseed Hackelia venusta occurs within the Washington State Department of Transportation (WSDOT) right-of-way of SR 2, in Tumwater Canyon, along with four other rare plant species. Tumwater Canyon is located in the Wenatchee National Forest (WNF), and a portion of the canyon has been designated the Tumwater Botanical Area which is managed as a Special Interest Area. The potential for conflicts between the management of rare plants and public transportation has long been recognized for this section of the canyon.

Project Objective:
The objective of this project was to move the management of this species beyond a project-by-project basis, by developing a management plan to cover necessary highway maintenance activities.

Funding Source:
US Geological Surveys’ Species at Risk Grant Program provided $20,700.00 plus matching funds from WSDOT. Additional assistance came from the US Forest Service - WNF and the Washington State Department of Natural Resources (DNR)
Project Period: 1998 through 2000

Methods:
The first step in the creation of the management plan was to conduct a survey of the canyon to determine the presence of showy stickseed and other rare plants. Intensive surveys were completed in 1997, 1998, and 1999 during the flowering period. Surveys were conducted within 60 m (200 ft) of the highway from milepost (MP) 90.62 near the north end of the canyon to MP 99.05 at its south end. Information gathered during the inventory included species composition and, for the rare plants, their location and an estimate of their abundance and distribution in Tumwater Canyon. Locations were documented through the use of a global positioning system (GPS). A total of 3 rare plant species were identified and located throughout the canyon.

Once the inventory was complete, a management plan was written to identify roles and responsibilities for managing the plant species within the Canyon. The plan addressed how WSDOT would coordinate projects such as slope stabilization with the WNF and how herbicides would be used and avoided in areas supporting rare plants. Once the Management plan was complete, WSDOT, the WNF and DNR, identified a total of 13 actual and potential threats to rare plants. Some of the threats such as wild fire, low seedling establishment, and low reproductive capacity were threats that changes in WSDOT management practices would not help but other threats such as competition from non-native and/or state-listed noxious plant species, mass-wasting, soil erosion, and use of roadway anti-icers and deicers were identified as threats that could be addressed through Best Management Practices. A set of best management practices addressing each of the threats was developed.

Application:
Both the management plan and a best management practices were incorporated into a programmatic Endangered Species Act consultation with the U.S. Fish and Wildlife Service. Both the management plan and best management practices have resulted in better communication, understanding, and cooperation between WSDOT and resource agencies involved in managing the plants. An example of enhanced cooperation is the funding that WSDOT provided to the University of Washington’s Center for Urban Horticulture to complete a research project on measuring the effects of anti-icer compounds on showy stickseed.

Implications:
The management plan and best management practices are designed to allow for better management of the listed and rare plant species within Tumwater Canyon. This approach may be applied to other situations where WSDOT has listed plant species growing within the highway right of way.

Protecting and Restoring Riparian Area Structure and Function Along Forest Highways and Low Volume Roads

James E. Doyle, (Phone: 425 744-3422, Email: jdoyle@fs.fed.us) Fish and Watershed Restoration Program Manager, USDA-Forest Service, Mt Baker Snoqualmie National Forest, 21905 64 Ave West, Mountlake Terrace, WA, 98043

Beginning in 1999, the USDA-Forest Service in partnership with other federal agencies and non-government natural resource organizations, initiated an interdisciplinary, multi-year project to evaluate efforts for protecting and restoring riparian area values impacted by roads. After 2 1/2 years of field and literature reviews, the project identified and documented 12 of 24 treatments and techniques currently being used across the country to either protect or restore aquatic habitat associated with Forest Service highways and low-volume roads. Successful treatments or techniques that directly protect or restore aquatic habitat impacted by roads included wildlife and fish passage improvement, channel and floodplain structure placements, and re-connecting water bodies.

Roadside Review of Vegetation Problems, Policy, and Applied Research

Bonnie L. Harper-Lore, (Phone: 651-291-6104, Email: bonnie.harper-lore@fhwa.dot.gov), Restoration Ecologist, FHWA/USDOT, 400 Seventh Street SW, Washington D.C. 20590, Fax: 651-291-6000

A ROADSIDE REVIEW of vegetation problems, policy, and applied research
It is only in recent years that maintenance and landscape crews in transportation began to think of themselves as land managers, with some historic exception. Combining interstate and State highway rights-of-way, they care for some 12 million acres of land across the nation. Because their highway corridors slice through your lands, neighbors need to know what they do and why they do it. Together roadside managers are willing to partner with adjacent landowners and agencies to implement current best management practices (BMPs). Some BMPs to address age-old questions of safety, construction costs, and environmental impacts follow. Suggestions for future change will be described.

The challenges of managing highway corridors: 1)Responsibility rests on State agencies, less new funding, 2)Every State District is unique in its political and physical environment, 3)State funding is being decreased not expanded to match roadside issues,
4)The benefits of ecological vegetation management are not yet accepted, 5)Education of decision-makers, new crews, contractors, and the public is unending, and 6)We continue to plant pest problems in the name of erosion control, etc., often because sources of native seed are unavailable or too costly.

Lessons learned from Federal Highway Administration experience & research:
1) One size does not fit all, seed mixes must be site-specific to natural regions, 2) Restored or Protected native plant remnants have many benefits, 3) Invasive plants are the greatest threat to our natural heritage, 4) Some of our own practices diminish the success of vegetation management, 5) State legislation appears the only sound method of reducing (not eliminating) mowing and/or spraying practices, and 6) Prescribed burns and grazing can safely be used as weed control.

Best Management Practices, including on-the-ground methods and local/State/national policies now shared across political boundaries: 1) Beginning with NEPA guidance, 2) Recognizing GIS as a useful roadside management tool for planning and tracking success, 3) Learning from other State, Federal, and Conservation land managers, 4) Adding flexibility during Construction, 5) Being Specific with Specifications, and 6) Establishing a level playing field between private and public sectors.

The Adirondack Invasive Plants Project

John Falge, (Phone:( 315) 785-2343, E-Mail: jfalge@dot.state.ny.us), Environmental Specialist II, New York State Department of Transportation, Region 7, 317 Washington St., Watertown, NY 13601, Fax: (315) 7852483

Ed Frantz, (Phone: (315) 793-2722, E-Mail: efrantz@dot.state.ny.us), Environmental Specialist II, New York State Department of Transportation, Region 2, Utica State Office Building, Genesee St., Utica N.Y. 13501, Fax: (315) 793-2400

Rich Ambuske, (Phone: (518) 473-0522, E-Mail: rambuske@dot.state.ny.us), Senior Landscape Architect, New York State Department of Transportation, Region 1, 84 Holland Ave., Albany N.Y., 12208, Fax: (518) 473-1328

On February 3, 1999, President Clinton signed Executive Order 13112 (E.O.) which calls on State Transportation agencies to work to prevent and control the introduction and spread of invasive species. Nonnative flora and fauna can cause significant changes to ecosystems, upset the ecological balance, and cause economic harm to our Nation’s transportation, environmental, agricultural and recreational sectors. For example, introduced plants, such as Phragmites and purple loosestrife throughout New York State has choked out native plant species and consequently have clogged roadway drainage ways and, altered environmental habitat. Transportation systems can facilitate the spread of plant and animal species outside their natural range. Those species that are likely to harm the environment, transportation safety, human health, or economy are of particular concern.

The NYS Department of Transportation maintains approximately 16,500 miles of highway and annually spends over 9.1 million dollars on vegetation management. Funding for this project is integrated as part of the normal department operational vegetation management budget.

The threat from invasive species is increasing with human population growth, global trade and disturbance of the environment. Effectively dealing with the problem of invasive plant species presents a significant conservation challenge, both biologically and politically. The prevention of new plant invasions, early detection and monitoring of infestations of invasive plants, and effective control of established invasions through area-wide partnerships have been identified as key objectives in an overall national strategy for invasive plant.

Stopping potentially invasive species before they spread from transportation corridors may be the best option for short-term protection. The department is implementing a proactive environmental initiative to attempt to eradicate certain existing invasive populations, and control the colonization and spread of species that have demonstrated negative effects to natural systems.

Highway corridors provide opportunities for the movement of invasive species through the landscape. Invasive plant or animal species can move on vehicles and in the loads they carry. Invasive plants can be moved from site to site during spraying and mowing operations. Weed seed can be inadvertently introduced into the corridor during construction on equipment and through the use of mulch, imported soil or gravel, and sod. Some invasive plant species might be inadvertently planted in erosion control, landscape, or wildflower projects. Thousands of miles of New York State rights-of-ways traverse public and private lands. Many of these adjacent lands have weed problems and the highway rights-of-way provide corridors for further spread.

NYSDOT has an opportunity to address roadside vegetation management issues on both their construction activities and maintenance programs with new levels of cooperation and communication with other State agencies and conservation organizations. Under the E.O., Federal-aid and Federal lands Highway Program funds cannot be used to carry out actions that are likely to cause or promote the introduction or spread of invasive species in the United States or elsewhere unless all reasonable measures to minimize risk of harm have been analyzed and considered.

NYSDOT plans on implementing a ten point invasive transportation vegetation management plan consisting of the following components;

(1) Developing a prioritized list of threatening flora or fauna based upon regional environments.
(2) Field and GIS mapping of existing invasive populations.
(3) Integration of invasive species identification and analysis as part of the Departments normal NEPA /SEQR processing.
(4) Evaluation of potential impacts caused by construction or maintenance activities.
(5) Development of preventative best management practices.
(6) Testing, execution and evaluation of eradication measures.
(7) Annual reviews and updates of the vegetation management plans
(8) Progression of innovative design solutions to reduce the opportunities for the introduction or spread of invasive species.
(9) Promote a climate of interagency cooperation and sharing of coordinated research with public and private sectors.
(10) Increase employee and public knowledge thru outreach training of the effects of invasive species to the users.

An important design component of the plan is consideration of invasive species during all phases of the environmental process. For example, during scoping, discussions with stakeholders should identify the potential for impacts from invasive species and include possible prevention and control measures. The actual NEPA analysis should include identification of any invasive terrestrial or aquatic animal or plant species that could do harm to native habitats within the project study area.

In summary, the NYSDOT is committed to the integration of E.O. 13112 as part of the Departments planning, design, construction and operations programs. This E.O. came at an opportune time to become another facet of the Departments nationally recognized transportation environmental initiative.

Technology Applications for Planning & Assessment

Assessing the Impact of Roads on Animal Population Viability

Edgar A. van der Grift, Jana Verboom & Rogier Pouwels,Alterra, Wageningen University and Research Centre, P.O. Box 47, NL-6700 AA Wageningen, The Netherlands, Edgar.vanderGrift@wur.nl

Different tools have been developed to study the potential effects of spatial developments, such as the construction of roads, on the viability of animal populations. For instance, with dynamic (meta)population models the impacts of spatial developments can be accurately quantified. However, these models are often species specific and require detailed field research to validate the parameters used. If a multi-species analyses is needed the use of such models is often impractical and expensive. In that case an expert system, in which analyses of different species can be aggregated, may be a better tool to assess these kinds of impacts. Pros and cons of both types of tools are illustrated with (1) the ex-ante analyses of badger (Meles meles) population viability in central Limburg (The Netherlands) after the (proposed) construction of highway A73, and (2) the multi-species analyses of high priority locations to restore habitat connectivity across main roads in The Netherlands.

Key words: road, habitat fragmentation, mitigation, PVA, model, expert system

Efficient Transportation Decision Making: Florida’s ETDM Process

Thomas Turton, (Phone: 813-636-2408, Email: Tom_Turton@urscorp.com), 7650 West Courtney Campbell Causeway, Tampa, FL 33607-1462

The Florida DOT has developed a completely new process for how the State of Florida plans transportation projects and accomplishes environmental review and consideration of sociocultural effects. The new process for transportation decision making was developed by FDOT working in conjunction with federal and state agencies to develop an entirely new process that efficiently meets statutory requirements and delivers projects which respect and protect Florida’s resources.
The new process is called “Efficient Transportation Decision Making” or the ETDM Process. The objectives of the multi-agency working group that developed this process were outlined by Congress in Section 1309 of the Transportation Equity Act for the 21st Century (TEA-21):

• Provide early and continuous involvement of agencies and the public in the review process.
• Integrate environmental review and permitting processes.
• Establish coordinated time schedules for agency action.
• Establish effective dispute resolution mechanisms.
• Provide access to information through use of technology.

FDOT assembled 23 federal and state agencies at the initial “summit” in February 2000 to ask for their support and commitment to development of this process. Summit participants developed a “vision statement” for the new process. Their agencies then participated in a series of multi-agency meetings to identify the elements of a process that would improve efficiency (early involvement, easy access to good data, continuous agency and community involvement, teamwork, a method to screen projects early, and an effective method for handling disputes).

Early agency involvement is provided through two “screening” events, which occur early in project planning and before significant engineering work proceeds. These events are the “Planning Screen” and the “Programming Screen.” Agency input received early in planning may identify the need for wildlife crossings, community expressed concerns or other needs for reconfiguration of a project to avoid or minimize adverse effects. This early awareness improves the project cost estimates, which can affect project priorities.
Coordination is achieved through Environmental Technical Advisory Teams (ETATs) which are formed for each of the seven FDOT Districts. ETAT members review project information and provide input about technical scopes of work required for Project Development. These focused scopes of work are expected to improve the quality of information considered and will allow the FDOT to address key issues of concern. All coordination is achieved using the Environmental Screening Tool (EST). This is an Internet-accessible interactive database system with GIS which allows ETAT members and the public to view project plans and the effects on resources. Stakeholder input is documented in the EST and visible to all parties involved in transportation decision making. The EST is described more fully in a companion paper.

A key provision in the ETDM Process is that disputed projects do not advance to the FDOT Work Program until Dispute Resolution has occurred. A methodology for resolving disputes is built into the new process and focuses problem resolution at the local level where consultation among ETAT members is expected to resolve most disputes prior to elevation within agencies.

ElectroBraid Fencing for Use as a Deer Barrier

Thomas W. Seamans, (Phone: 419-625-0242, Email: Thomas.w.seamans@usda.gov), Wildlife Biologist, Zachary J. Patton, Biological Technician, USDA/Wildlife Services, National Wildlife, Research Center, Ohio Field Station, 6100 Columbus Ave., Sandusky, Ohio, Fax: 419-625-8465

Kurt C. VerCauteren, Research Biologist, USDA/Wildlife Services, National Wildlife Research Center, 4101 LaPorte Ave., Fort Collins, Colorado

The white-tailed deer (Odocoileus virginianus) population in the USA has increased from about 350,000 in 1900 to over 25 million in 2002, creating many conflicts with public safety and agriculture. Exclusion of deer from impacted areas using 10 foot high chain-link fencing is a possibility as the long-term solution; but the high cost of this fencing makes this option impractical. Electric fences have potential to offer a less expensive alternative as a deer-exclusion barrier. We tested an electric fence design that is marketed under the name ElectroBraid™ (ElectroBraid Fence Ltd., Dartmouth, Nova Scotia). This fence is comprised of 0.6-cm polyester rope with copper wire woven into it and is carried on frangible, fiberglass posts set at 15-m intervals. From January to March 2002 we conducted both 1- and 2-choice tests on free ranging deer at the 2,200-ha NASA Plum Brook Station in northern Ohio. Ten stations, each = 1 km apart were set in areas of deer activity. At each station we erected 5- x 5-m sites of ElectroBraid that enclosed a feed trough in which whole kernel corn was kept. A trail monitoring device was placed within each site to count deer activity. We recorded deer intrusions and corn consumption at sites both with and without electricity. Mean deer intrusions at treated sites in both 1- and 2-choice tests were < 1/day while control site intrusions were 84 – 86/day. Mean corn consumption by all wildlife (e.g., deer, raccoons [Procyon lotor], fox squirrels [Sciurus niger]) differed between treated (< 2 kg/day) and control sites (15 kg/day). Based upon the results of this test and the cost of ElectroBraid™ we conclude that this fence, under the conditions of this 5-week test, was an effective and economical deer barrier.

Project funding budget and source information:
The Electrobraid fence test was part of a research project, the objective of which was to evaluate the efficacy of ElectroBraid brand electric fencing at reducing deer visitation to a feeding site. The Federal Aviation Administration funded the project as part of a line item within an overall budget examining scare devices for use at airports.

Florida’s Environmental Screening Tool: Laying the Technology Foundation for Efficient Transportation Decision Making

Ruth Roaza (Phone: 850-574-3197, Email: ruth_roaza@urscorp.com), Senior project manager, URS Corporation, 3676 Hartsfield Road Tallahassee, FL 32303, Fax: 850-576-3676

Florida has recently developed a new, more efficient process for conducting environmental reviews of transportation projects. The Environmental Screening Tool, an interactive database and mapping application available on the Internet, is fundamental to the success of the new process. The Environmental Screening Tool integrates resource and project data from multiple sources into one standard format, provides quick and standardized analysis of the effects of the proposed projects on the human and natural environment, and supports effective communication of results among all stakeholders, including the public.

Because an innovative technology solution was fundamental to the success of the new process, application development occurred in conjunction with process refinements. This created a very flexible environment in which the process could be refined to take advantage of technology, and the technology could be easily adjusted, as process details were defined. As the ETDM process was refined, the Environmental Screening Tool was developed using the following general steps:

1. Determine general system requirements for the conceptual process
2. Lay the database foundation
3. Design and develop the user interface in modules
4. Update and add tools within the modules as the process details are refined

Version 1.0 of the Environmental Screening Tool has been tested and statewide training completed in the summer of 2003. Participant feedback on the utility of the application has been very positive. Additional enhancements will most likely continue through the first year of implementation, as the new process is refined. Requests for enhancements have been compiled and will be incorporated into version 2 of the Environmental Screening Tool in the fall of 2003.

The tool integrates Internet mapping technology, relational database management system and GIS. This integration was implemented using industry-standard platform-independent development tools such as Hyper Text Markup Language (HTML), Java Script, Java Server Pages (JSP) and Extensible Markup Language (XML). The Environmental Screening Tool was deployed at the University of Florida in conjunction with the Florida Geographic Data Library (FGDL), a repository of Geographic Information System data gathered from federal, state, and local governments. Users access the application from their desktop computer by connecting to a secure website using Internet Explorer. The application was jointly developed by URS and the University of Florida under contract with the Florida Department of Transportation, Environmental Management Office with funding from the State of Florida and the Federal Highway Administration. The cost of developing the Environmental Screening Tool, Version 1 was approximately $1,255,000.

Impacts of Intensity of Human Use on Grizzly Bear Habitat Selection

Douglas S. Ouren, (Phone: 406-994-4760, Email: doug_ouren@usgs.gov), USGS Northern Rocky Mountain Science Center, Box 172780 Montana State University, Bozeman, MT 59717-0278, Fax :406-994-6416

Robert A. Garrott, (Email: rgarrott@montana.edu), Professor Dept. of Ecology, Montana State University, Bozeman, MT 59717

Raymond D. Watts, (Phone: 970-226-9378, Email: rwatts@usgs.gov), USGS Fort Collins Science Center, 2150 Centre Avenue Bldg. C, Fort Collins, CO 80526-8118, Fax: 970-226-9452

William J. Lukins, (Phone 406-994-4760, Email: wlukins@usgs.gov), USGS Northern Rocky Mountain Science Center, Box 172780 Montana State University, Bozeman, MT 59717-0278, Fax: 406-994-6315

Problem Statement
One of the major challenges to grizzly bear preservation in the greater Yellowstone area is the impact on grizzly bear habitat selection by various types and intensities of human activities. The most prevalent of these human activities is the presence and intensity of use of motorized transportation systems. These transportation systems provide increased access into grizzly bear habitat and thus increase the risk of mortality and dilute the effectiveness of their habitat (Brannon 1984, Archibald et. al 1987, McLellan and Shackleton 1988, Kasworm and Manley 1990, Mace et. al. 1996, Matson et. al. 1993). Results of studies by Anue and Kasworm (1989) found that 63% of 43 grizzly bear mortalities on the Rocky Mountain front occurred within 1km of the nearest road. The Grizzly Bear Conservation Strategy Plan, a document developed for the management of grizzly bears, identifies the impact of motorized transportations systems as one of the key factors in the management of grizzly bear habitat. Metrics have been defined in the plan, including road densities, associated with motorized transportation systems and their use to monitor the effectiveness and change in grizzly bear habitat use. Even though there is a great deal of interest in the impacts of motorized transportation systems and their impact on grizzly bear habitat, there has been little research conducted to address this question in the Greater Yellowstone area. Most of the work that has been done in the Greater Yellowstone area has focused on Yellowstone National Park where road use is tightly controlled and firearms are not allowed. Areas managed for multiple use activities outside of Yellowstone National Park where road use has fewer restrictions and firearms are allowed have received little attention.

Objective
The emphasis of this paper will be to look at the effect of two metrics of human use and their association with grizzly bear habitat selection.

Funding Source
The U.S. Geological Survey

Methodology
The nature of global positioning system (GPS) data available will provide the opportunity to look at distance to roads, road density as well as rates of movement measured in diurnal, nocturnal and crepuscular time periods and seasonal time periods. In addition to bear location data, infrared vehicle counters have been used to count all vehicles that pass by the counters during deployment. These counting devices were placed strategically throughout a geographically closed drainage for the past two non-denning seasons to obtain a measure of human use intensity. To date this project has retrieved 10 collars, equipped with GPS receivers and very high frequency (VHF) beacons. The collars were deployed on 4 female and 6 male grizzly bears in the Yellowstone ecosystem, both within and outside Yellowstone National Park. The collars attempt to collect locations every 3.5 hours. These collars were on bears for 12 months and have collected over 10,000 locations. Two of these collars (from 1 male and 1 female) were retrieved in the same closed drainage where vehicle counters were deployed. The combination of the over 1200 locations obtained and vehicle counter data will be used to examine associations of road use intensity and grizzly bear seasonal and daily habitat use patterns.

Summary of Findings
Thus far we have GPS data from ten collars which were deployed on grizzly bears on multiple use lands. In addition to the GPS data we have three season of traffic monitoring data. This data has provided important ecological insights to grizzly bear habitat use and management options.

Implications for further Research
Based on current research and hypothesis that have been generated from this research, resource management agencies would be well served with efforts that would increase the geographic and temporal scale of this research. One example of this would be in developing management scenarios for implementation of new transportations plans.

Integration of GIS and GPS to Showcase Endangered Species and Transportation Initiatives in Georgia

Robert A. Baffour, (Phone: 404-880-6346, Email: rbaffour@cau.edu), Associate Professor, Clark Atlanta University, 223 James P. Brawley Dr. S.W., Atlanta, GA 30314, Fax: 404-880-6720

Section 7 of the Endangered Species Act (ESA), mandates federal agencies such as the Federal Highway Administration (FHWA) to insure that any action authorized, funded, or carried out by such agencies is not likely to jeopardize the continued existence of any endangered species or threatened species or result in the destruction or adverse modification of habitat of such species which is determined by the Secretary of the interior. ESA therefore, has a significant effect on the selection of a roadway alignment and consequently the cost of the entire highway project. As evident in many parts of the country, developments experienced in the Transportation industry have had a considerable impact on the environment and the general populace. This has resulted in significant changes in the use of land in many metropolitan regions in the country. Among the many environmental issues that transportation officials have to deal with is the issue of Threatened and Endangered Species (TES). The study involved a review of best practices of TES issues as they relate to transportation. Three of such examples from the State of Georgia are presented as case studies in this paper. Geographic Information System (GIS) applications were developed for all the projects used in the case studies some of which are presented in this paper. The paper concludes by noting the influence of ESA on transportation projects.

Mapping Wildlife Needs in Florida: The Integrated Wildlife Habitat Ranking System

Mark Endries (Phone: 850-921-8813 Email: mark.endries@fwc.state.fl.us), Fax: 850-921-1847 Terry Gilbert,( Phone: (850) 488-6661,Email: terry.gilbert@fwc.state.fl.us) and Randy Kautz,(Phone: (850) 488-6661,Email: randy.kautz@fwc.state.fl.us) The Florida Fish and Wildlife Conservation Commission 620 South Meridian St. Tallahassee, FL 32399-1600, Fax: (850) 922-5679

The Florida Fish and Wildlife Conservation Commission is responsible for performing environmental reviews of major land developments in Florida that impact fish and wildlife resources and their habitat. In an effort to improve the efficiency and accuracy of these assessments, and to improve the coordination between agencies, the FWC developed a GIS-based habitat model that incorporates a wide variety of land cover, and wildlife species data. The Integrated Wildlife Habitat Ranking System ranks the Florida landscape based upon the needs of wildlife as a way to identify ecologically significant lands in the state, and to assess the potential impacts of land development projects. The IWHRS is provided as an ArcView (ESRI, Redlands CA) project on a compact disc, which includes the results of the model, all of the data layers that went into the model, a wide variety of wildlife species location data, and a Florida landcover image. By using the capabilities of GIS, users can perform specific queries and investigations of the model results, the data layers that comprise the model, and the additional data provided on the CD, enhancing the utility of the model.

Modeling the Environmental Impacts of the Transportation Sector in Hawaii

Denise Konan, (Phone: 808-956-5971, Email: konan@hawaii.edu),
Interim Assistant Vice Chancellor for Academic Affairs and Professor of Economics, and Karl Kim, ( Phone: 808-956-4570, Email: vcaa@hawaii.edu), Office of the Chancellor, Bachman 105, University of Hawaii at Manoa, Honolulu, Hawaii 96822, Fax: 808-956-7115

Using a computable general equilibrium (CGE) model of the entire state's economy, we first identify and measure the economic activity related to transportation activities in Hawaii. Next, using GIS (Geographic Information Systems) and spatial allocation techniques, we identify the location of these activities and estimate some of the resulting environmental impacts. Transportation is seen as both an important industry as well as a key input into the production of other goods and services. Our principal database is an input-output (I-O) table which contains detailed information on 131 different economic sectors in the state. Combined with census data and various spatial databases, our effort enables us to not only estimate energy use and consumption, but also to identify where the most significant impacts and threats to our environment occur. Hawaii, because of its island geography and isolation from other places and the availability of a rich database provides a unique opportunity to examine the close interaction between transportation, economic activity, and the physical environment. Our contributions to this topic might be seen in terms of three different areas. First, we have integrated economic and environmental theories, methods, and models. Second, while we have focused on data from Hawaii, much of our findings are transferable to other localities. Third, our research has pointed towards not only a deeper understanding of the relationship between transportation, economics, and environmental quality, but also to various policies and programs which might make use of our findings and methodological tools.

Oregon Department of Transportation’s Salmon Resource and Sensitive Area Mapping Project-A High-Tech Procedure for Capturing, Synthesizing and Displaying Biological Resource Data

Robert Carson, (Phone: 503-224-3445, Email: bcarson@masonbruce.com), Environmental Services Manager, Mason, Bruce & Girard, Inc., 707 S.W. Washington St., Suite 1300, Portland, OR 97205, Fax: 503-224-6524

Robert Kirkman, (Phone: 503-224-3445, Email: rkirkman@masonbruce.com), GIS Manager, Mason, Bruce, & Girard Inc., 707 S.W. Washington St., Suite 1300, Portland, OR 97205, Fax: 503-224-6524

Rick Jones, (Phone: 503-228-8708, Email: rjones@spaceimaging.com) Director of Western Regional Operations, Space Imaging, 421 SW 6th Ave., Suite 850, Portland, OR 97204, Fax: 503-228-8751

Jason Neil, (Phone: 503-423-3700, Email: jason.neil@hdrinc.com), Environmental Science Program Manager, HDR Engineering, 1001 SW 5th Ave., Suite 1800, Portland, OR 97204, Fax: 503-551-7244

The Oregon Department of Transportation (ODOT) undertook an innovative project in 1999 to develop a GIS-based inventory of fish-bearing streams, wetlands, threatened and endangered plant and animal habitat, and other sensitive resource sites within the transportation corridor of state-maintained highways. The objective of this effort was to create an environmental management tool for ODOT’s maintenance and operations activities and to facilitate an exemption under Section 4(d) of the ESA.

As a contractor to ODOT, Mason, Bruce & Girard, Inc. (MB&G) has completed this process for four of the five ODOT regions, totaling more than 7,000 miles of state roadway. The project involves the unique integration of high-technology data capture methods, including: 1) high-resolution color infrared digital orthophotography, 2) imagery interpretation and on-screen digitizing of sensitive resource features, 3) road-side verification and capture of sensitive resources using laser rangefinders linked to vehicle-mounted real-time GPS units, and 4) sophisticated GIS modeling. With these tools we are able to accurately determine the locations and attributes of sensitive resources with an error rate of less than five percent.

Key project deliverables include: 1) GIS coverages, or data layers, for twelve categories of sensitive resources present along all state roadways, 2) straight-line maps showing locations of sensitive resources for use by ODOT maintenance crews to facilitate resource protection, 3) high-resolution digital imagery of the state-wide transportation corridor (extending 500 feet each side of centerline), and 4) a desktop computer application that allows non-GIS users the ability to access and view these data. The comprehensive spatial database – comprised of the GIS and the digital imagery –allows biological resources to be considered early in the design process for roadway improvement projects, thus facilitating resource protection and environmental permitting.

The desktop computer application, GeoBook™ allows environmental scientists, transportation planners, and engineers to query various segments of the state transportation corridor by highway name, number, or milepoint. Functionality includes the ability to pan and zoom in and out so that the user can move through the landscape and view the transportation corridor at any desired scale. The application also allows users to toggle on or off the GIS coverages of the twelve categories of sensitive resources so that they can perform “virtual” environmental project scoping and preliminary alternatives analyses for transportation improvement projects.

Using Geographic Information Systems(GIS) Technology to Study the Impacts of Roads on Canada’s National Parks

Michael Seaby, (Phone: (819) 997-9292, Email: Mike.seaby@pc.gc.ca), Professional Engineer, Client Service Team for Canadian Heritage and Parks Canada, Operations Branch, Public Works & Government Services Canada, 25 Eddy Street, 4th Floor, Room 372, Hull, Quebec, Canada, K1A 0M5

Don Rivard, (Phone: 819-953-4444, Email: Don.Rivard@pc.gc.ca), Professional Biologist, Ecosystem Scientist, Ecological Integrity Branch, Parks Canada, 25 Eddy Street, 4th Floor, Room 381, Hull, Quebec, Canada, K1A 0M5

At the national level, Parks Canada employs GIS to support reporting on the ecological integrity of the nation’s national parks, using road development as an indicator. GIS is a critical technology for addressing the spatial and temporal relationship between land use and conservation.

Historical and contemporary digital road data were mapped in and surrounding Canada’s 39 National Parks and National Park Reserves. Internal park road density, park area and the ratio of alien to native species were employed as indices to the ecological integrity of the parks.

Road density surrounding Canada’s national parks was correlated with other infrastructure, land use and human population to demonstrate that the former was a valid quantitative, spatially and temporally explicit index to the latter. External road density and land use, as well as landscape fragmentation and the measures of loss of park ecological integrity increased spatially from north to south. External road density increased temporally from the 1950’s to the 1990’s but internal park road density increased in only a minority of parks. Historical and contemporary road data provide a readily available quantitative measure of the constraints to restoring and maintaining the ecological integrity of the national parks with predictive utility for tracking future trends in land use and fragmentation of the native ecosystem.

At the field unit level, GIS technology is used as a tool to examine the ecological impacts of roads. The locations of wildlife-vehicle collisions on major highways in the Rocky Mountain Parks were examined to assess factors influencing the frequency of wildlife-vehicle collisions and identify various mitigation measures. On the high traffic volume, high speed, divided section of Highway 1 in Banff National Park various types of overpasses and underpasses are used in combination with fencing to link wildlife habitats and reduce road kill. On lower traffic volume highways it is difficult to justify the cost of this intensive mitigation. Other measures need to be examined. A highway safety study of existing and proposed wildlife warning sign locations along Highway 93 South in Kootenay National Park found that most of the existing highway wildlife warning signs were not located at high animal kill sites (which corresponded to where watershed valleys intersected the highway). The new locations for the highway animal warning signs correspond to accident clusters involving wildlife. Another lower traffic volume highway is Highway 16 in Jasper N.P. The GIS database was used to examine driver (photo log) images of kill sites. The analysis of wildlife kill sites along this route indicated that the physical characteristics of the highway and corridor were good predictors of kill sites. Common factors of high kill sites included good roadside habitat, water supply nearby and long wide straight stretches of road.

GIS will be used at the project level for the next phase of twinning Highway 1 in Banff. GIS can produce project displays and base maps to either help conceptualize the project, explain it to the public, or provide base mapping or other data for study and/or planning purposes.

GIS has proved to be an essential decision-support tool for integrating road project and ecological information to facilitate more environmentally sensitive management of roads in national parks.

Utilizing Geographic Information System Throughout the Design and Permitting Process

Christopher C. Salvatico, (Phone: 215-592-4200, email: CCSalvatico@mccormicktaylor.com), GIS Group Leader and Christine L. Howsare (Phone: 215-592-4200, CLHowsare@mccormicktaylor.com) , Environmental Planner, McCormick Taylor & Associates, Inc., Two Commerce Square, 2001 Market Street, 10th Floor, Philadelphia, PA 19103, Fax: 215-574-3657

While Geographic Information Systems (GIS), including data collected through Global Positioning Systems (GPS), are not new to the transportation design industry, coordinated utilization of these technologies does not often occur throughout the course of a project. This may result in the duplication of efforts by the design and environmental analysis teams, or may necessitate analysis done by less efficient means, possibly incurring project delays. By integrating GIS into the project development process as early as possible, these issues can often be minimized or eliminated. The following four projects, widely varied in both scope and budget, show how the incorporation of GIS have enhanced projects’ progress at various stages of completion. Implementation of such techniques should become a standard step in project development to ensure the most timely and accurate results possible.

Route 41 Land Use Study, Chester County, PA

The Route 41 Corridor Land Use Study presented the opportunity to integrate GIS at the inception of the project. Data sets were obtained from a number of sources, and were then combined and corrected to match as necessary, in order to gather an inventory of the area's natural, cultural and demographic assets and liabilities for development. An accessibility map was created by determining accessibility distances from major built-up areas and major roads. For example, major roads were given a 3000-foot buffer of accessibility. This means that based on experience, a 3000-foot frontage on a major road was an area close enough to be easily accessible. Natural features including floodplains, wetlands, slope, wooded areas, prime agricultural soils and seasonal high water tables were mapped, ranked in order of desire of avoidance, and then integrated into a Natural Features Composite Constraint map. For example, a level 5 constraint (land that does not include any of the above features) is the most desirable for development while a level 1 constraint (floodplains) is the least desirable. This resultant map is shown below.

The data that resulted from these two maps was then combined to create a Potential Suitability map for land use development. The land use suitability resulting from this map will be used to help identify potential corridors for future transportation improvements. GIS analysis integrated a large number of features over an extensive (nearly 20 mile long) corridor, which would have been unmanageable through conventional analytical techniques.

DuBois-Jefferson County Airport Access Project, PA

A 4000 acre study area around the existing airport was examined for a roadway network improvement project. A number of ecological features such as cropland, pasture land, forest and wetlands were surveyed and then digitized into GIS layers. Ten different potential road alignments were initially analyzed. GIS was used to calculate the impacts of each alignment on each ecological layer. These ten alignments were then reduced to the two alignments with the least impacts. Modifications were then made to the two remaining alignments to further reduce their impacts on exceptional value wetlands.

The impact calculations were initially done one alternative and one ecological layer at a time. This proved to be very time consuming and prone to error. To solve these problems, an iterative program was written in Visual Basic for Applications to automatically calculate impacts and write the results to a database spreadsheet file for any combination of alternatives and ecological layers. Use of GIS allowed for a far more extensive range of alternatives and features to be examined than could have been accomplished by traditional methods, and in a much shorter time frame. Additional information on this project can be found at: http://www.dujairportaccess.com/

Blue Ball Properties Project Waters and Wetlands Permitting, New Castle County, DE

Permitting often falls within a project's critical path as final design approaches completion. The Blue Ball Properties Transportation Improvements Project was under a very agressive schedule resulting in the need to begin the permitting process at the onset of final design. This required a need to coordinate design changes mandated by both engineering and environmental constraints simultaneously. GIS was the only practicable way to achieve this.

Without the flexibility afforded by GIS, it would have been extremely difficult to keep the impact information in the application current and meet the project's permitting schedule. As the project design evolved, the GIS database, and hence project impact tallies, were regularly updated. This ensured delays due to impact and permit issues would be avoided. Ultimately GIS was used to generate a set of Impact Sheets that depicted the regulated resources, project design, and areas of impact. These sheets were the final piece of the permit application and are being used by the regulatory agencies to inspect construction activities. Additional information on this project can be found at: http://www.blueball.net/

U.S. 222 Relocation and Reconstruction, Berks County, PA

GIS analysis, and particularly the integration of GPS data, has become a critical element of the southern two miles of the eight mile U.S. 222 realignment and widening in Berks County, PA. The discovery of populations of the threatened bog turtle (clemmys muhlenbergii) led to the issuance of a Biological Opinion with a finding of no likely jeopardy for the species by the U.S. Fish and Wildlife Service (USFWS). This included several measures necessary to help protect the species and/or enhance habitat.

In order to institute those measures, and also to adapt the project’s final design to changing conditions such as better understanding of species behaviors and newly discovered populations, GPS was utilized to provide precise data which could be integrated into the GIS project database, which included design and environmental features. Without this tool, it would have been extremely difficult to ensure the project was avoiding known and newly discovered habitat, which may have resulted in project delays. Likewise, GPS ensured that the proper easements were in place to allow for the necessary control measures during and after construction. Additional information on this project can be found at: http://www.222connections.com/berks/berks.html

Environmental Stewardship & Context-Sensitive Solutions

Auditing and Control Programs: Putting EIA Recommendations for Ecological Impacts Prevention in Practice

Rosa M. Arce-Ruiz, (Phone: 34 91 3 49 56 87, Email: rarce@caminos.recol.es), PhD Civil Engineer, Esculele T.S. de Ingenieros de Caminos Ciudad Universitarta Madrid, 28040, Fax: 34 91 5 54 23 94

If we see the EIA process in different countries, it seems that it was linked to the previous phase of discussion of projects, through the administrative process.

This previous stage is, in fact, the one in that the project can be publicly discussed and the decisions about location, design, etc. are made; and the one in that the preventive focus of the EIA can be applied. In consequence, the EIA process looks like if it was linked to the pre-construction period, although, in fact, it must be a cyclic process, with some control instruments to guarantee the performance of mitigation measures and auditing effect forecasts.

However, of central interest in determining the effectiveness of EIA is the extent to which the environment is managed and protected as a result of the whole EIA process. Environmental auditing is an important tool for providing an account of construction and post-development (EIA) activities.

In this paper, we analyze the experience in Auditing Programs of project and construction of highway projects in Spain, in the last ten years, concluding the importance of Auditing Programs to guarantee the success of EIA process, and establishing the basis of its contents, structure and implementation, particularly in the field of ecological impacts. The paper discuss the contents and structure of Auditing Programs, the agents involved in the process and responsibilities of each one looking at the experience in Spain in the last years.

This analysis permits, also, identify the frequent practice in preventive, correction and compensatory measures in the highway projects in Spain.

This paper reflects, in part, the conclusions derived of a research project financed, during 2002, by the Centro de Estudios y Experimentación de Obras Públicas (CEDEX, Research Centre of Public Works) of the Spanish Ministry of Public Works (Ministerio de Fomento), througth the analysis of more than 40 highway projects developed in the last ten years in Spain, most of them already constructed.

Moreover, it reflects, also, the results of the works related with the Quality Verification of Environmental Annexes made by the authors for ESTEYCO, Technical Assistance during several years of the Spanish Ministry of Public Works for the Quality of Projects Assurance Plan.

Blue Ball Properties: Initiating Responsible Environmental Stewardship

Jayne E. McColl, (Phone: 215-592-4200, Email: jemccoll@mccormicktaylor.com), PWS – McCormick Taylor & Associates, Inc., Two Commerce Center, Philadelphia, PA 19103, Fax: 215-574-3657

Dorothy Daly, (Phone: 410-662-7400, Email: dadaly@mta.biz), M.L.A, C.A – McCormick Taylor & Associates, In, Fax: 410-662-7401.

The Blue Ball Properties Area Transportation Improvement Project encompasses roadway and associated transit improvements surrounding the expansion of the AstraZeneca Headquarters at U.S. 202 (Concord Pike) and Delaware Route 141 near Wilmington, Delaware. Delaware secured 232 acres bordering the Zeneca site, known as the Blue Ball Properties and offered to provide land for the company’s expansion, as well as transportation, recreation, and other improvements that would benefit both AstraZeneca employees as well as the local community. Leaders from the Delaware Department of Transportation (DelDOT), the Delaware Department of Natural Resources and Environmental Control (DNREC), and the Delaware Economic Development Office (DEDO) became equal partners with the community in developing a Master Plan for the Blue Ball Properties.

Project development included preparation of an Environmental Assessment (EA) document under NEPA, and identification of sensitive historic, cultural and natural resource areas. The project development process underwent a comprehensive minimization and avoidance evaluation to reduce impacts to natural and cultural resources on the project site and incorporated a proactive, environmental stewardship approach to mitigate for the impacts. A comprehensive mitigation package was developed for the project including extensive stream restoration and wetland replacement initiatives. Agency coordination and frequent agency meetings were held to discuss and enhance the proposed package.

The project incurred approximately 500 linear feet of encroachment at various crossing areas of Alapocas Run. Through coordination with the resource agencies, approximately 800 linear feet of incised and eroding channels was restored by raising the channel bed to its historically correct elevation and stabilized with the use of natural bed and bank materials.

As mitigation compensation for the proposed impacts to approximately 1.12 acres of wetlands associated with the proposed improvement project, wetland replacement design has been completed on a 2.1-acre site adjacent to an existing wetland along the Alapocas Run corridor.

Another priority during Blue Ball Properties development planning was to provide a regional system for stormwater management. Features include bioswales, detention basins and meadow depressions to improve water quality and enhance habitat.
Extensive public involvement for the project included coordination with the resource agencies, public workshops, quarterly newsletters, and an interactive website (www.blueball.net).

Building Partnerships for Incorporating Roadside Environmental Stewardship Best Practices Into Highway Maintenance Programs

Kyle Williams, (Phone: 518-457-5566, Email: kwilliams@dot.state.ny.us), Environmental Specialist 3, Head, Operations Section, Environmental Analysis Bureau, New York State Department of Transportation, 1220 Washington Avenue, 5-303, Albany, NY 12232-0473

Problem Statement:
The New York State Department of Transportation operates and maintains approximately 16,500 miles of highway that occupies approximately 1% of the State’s land area. Due to the tendency of the highway system to follow streams, coastlines and other natural landscape features, this 1% of land is located within, over and adjacent to many very sensitive and important environmental areas. Considering that NYSDOT, most transportation Departments, is now shifting their effort more and more towards improving, operating and maintaining the existing transportation infrastructure, as opposed to building large-scale new alignment projects, the role of incorporating environmental improvements into maintenance and operational programs is increasing in importance.

Project Objective:
Proactively reach-out to internal and external partners to identify priorities and develop multiagency strategies and projects that improve environmental conditions along NYSDOT’s rights-of-way and roadsides.

Methodology:
Thorough internal teamwork involving many regional groups and external partnering with resource agencies and environmental organizations, identify, develop and coordinate prioritized environmental stewardship projects. These “Best Practices” are then implemented during highway maintenance activities.

Summary:
NYSDOT has 11 regional offices with each region having a Landscape Architecture/Environmental Services Unit located within the Regional Design Group. Although, located within the Design Group, these Units provide environmental services to all regional groups - including maintenance. In addition, in 2001, a Sr. Environmental Specialist (a.k.a. Maintenance Environmental Coordinator or MEC) was assigned to each regional maintenance group to supplement existing programs by dedicating full-time effort coordinating environmental issues in the maintenance group. One aspect of this effort has been a focus on incorporating environmental r.o.w. and roadside “Best Practices” into regional maintenance programs. Critical elements of this strategy include fostering internal teamwork within the Region and developing partnerships with external groups. By using internal knowledge and resources and external expertise and assistance, the Department’s organizational strengths can be efficiently and effectively managed to expand r.o.w. roadside environmental stewardship programs.

Examples of 2002 “Best Practices” to be discussed include: 1. Control Methods for Invasive Plants; 2. Installation of Water Level Control Structures at Chronic Nuisance Beaver Locations; 3. Installation of Water Quality Improvement Structures Near Drinking Water Supplies; 4. Turtle Mortality Abatement Efforts; 5. Alternative Mowing Strategies to Enhance Grassland Songbird Nesting Habitat; 6. Establishment of Living Snow Fences; 7. Osprey Nesting Enhancements; 8. Methods to Reduce Deer Vehicle Collisions; 9. Migratory Bird Protection on Bridges; 10. Herbicide Education Programs; and, 11. Small Petroleum Spill Abatement Measures.

Implications for Future Research and Policy Development:
These strategies and Best Practices are applicable to any national, provincial, state or local transportation department with an interest in incorporating environmental improvements into daily maintenance activities.

Context Sensitive Approach to Highway Development in Coastal Louisiana

Christopher G. Gesing, P.E., (Phone: 412-269-4636, Email: cgesing@mbakercorp.com), Michael Baker Jr., Inc., Airside Business Park, 100 Airside Drive,Moon Township, PA 15108, Fax: 412-375-3989

The Louisiana Department of Transportation and Development (LADOTD), in cooperation with the Federal Highway Administration – Louisiana Division (FHWA-LA), proposed to construct a four-lane fully controlled access elevated highway on new location with bridges spanning navigable waterways. Identified as the LA 1 Improvements Project, the proposed facility would be approximately 17 miles in length, generally parallel Louisiana Highway 1 (LA 1) and would extend from Louisiana Highway 3235 (LA 3235) west of Golden Meadow to Louisiana Highway 3090 (LA 3090) at its intersection with LA 1, north of Port Fourchon. The project traverses some of most ecologically unique and sensitive areas in Louisiana, and perhaps the nation. The success of the project’s location and environmental studies and Environmental Impact Statement (EIS) is attributed to LADOTD’s and FHWA-LA’s environmental stewardship, cooperative partnering with federal and state resource agencies, and the context sensitive approach employed and environmental commitments made to reach a consensus on a Selected Alignment that best balanced the project needs with the overall impacts. The project has received national attention as a “landmark effort in environmental streamlining” and a model by which other projects should be developed.

Effectiveness of Forest Road Best Management Practices to Enhance and Protect Water Quality in the Southern Appalachians

Mark S. Riedel, (Phone: 828-524-2128 x113, Email: mriedel@fs.fed.us),Research Hydrologist, Coweeta Hydrologic Laboratory USDA Forest Service Southern Research Station 3160 Coweeta Lab Road, Otto, NC 28734, Fax: 828-369-6768

Barton D. Clinton, Ecologist

James M. Vose, (Phone: 828-524-2128 x114, Email: jvose@fs.fed.us), Project Leader

Sediment from gravel roads has degraded stream health in the southern Appalachians. National Forests initiated road reconstruction projects to reduce stream sedimentation. We monitored runoff water quality, before and after road reconstruction, from a wide variety of roads. Treatments included ditch obliteration, out-sloping, culvert removal, broad-based dips, and hay bales. Pre-treatment sediment yield generally increased with usage levels. Sediment yields following reconstruction were approximately ½ of pretreatment levels. We monitored total suspended solids (TSS) and total petroleum hydrocarbons (TPH) from gravel and paved roads to quantify the effects of paving on water quality. While [TSS] tended to be lower on the paved road, they were not significantly lower than those of the maintained gravel roads. [TPH] from the 2 year old surface were just above detection limits (well below standards) at the road edge and not found downstream. TPH from the newly paved road adsorbed to sediments and did not move to the stream.

USDA Forest Service Large Scale Watershed Restoration Projects: http://www.fs.fed.us/largewatershedprojects/

Chattooga River Watershed Organization: http://www.chattoogariver.com/

Conasauga River Watershed Organization: http://www.conasaugariver.net/

Federal Lands Highway Experience and Initiatives with Context-Sensitive Solutions

Donald Tuggle (Phone: 703 404-6276, Email: Donald.Tuggle@fhwa.dot.gov), Loudoun Tech Center, 21400 Ridgetop Circle, Sterling, VA 20166-6511

Context Sensitive Solutions (CSS) is a collaborative, interdisciplinary approach to a transportation project, which involves all stakeholders, early and continually, to develop a transportation facility that equally addresses safety, mobility, and the preservation of scenic, aesthetic, historic, and environmental resources and community values. Federal Lands Highway (FLH) designs and constructs highway projects within our Nations most environmentally and culturally sensitive areas: National Parks, National Forests, National Wildlife Refuges, and other important Federal public lands. This long-standing mission of working in extremely sensitive areas requires the use of CSS and therefore FLH is recognized as being an expert in the use of CSS. Federal Lands Highway, along with five states each representing the regions of the American Association of State Highway Transportation Officials (AASHTO), functions as a “pilot state”. In its role as a “pilot state”, FLH is charged with promoting CSS principles, showcasing its projects that exemplify CSS principles, and with training its staff. Currently, Federal Lands Highway is leading an effort within FHWA to develop training in CSS, which would primarily target all FHWA staff, both in the Federal-aid and Federal Lands Highway divisions of FHWA.

A Federal Lands representative will present FLH’s long history of using CSS, on the techniques utilized, the development of training in CSS, as well as other FLH CSS initiatives.

Geosynthetics Facilitate Road Construction and Mitigate Environmental Impact in Amazon Basin Rainforest: 10 Years of Performance

Ronald P. Anderson, P.E. (Phone :( 303) 429 9511, E-mail: randerson@tensarcorp.com), Director, Biaxial Geogrid Systems, Tensar Earth Technologies, Inc., 8703 Yates Drive, Suite 110, Westminster, CO 80031, USA, Fax: (303) 428 6770

Ing. Francisco Molina G., (Phone:(593) 2 246 7500, E-mail: francisco_molina@oxy.com), Superintendente de Construcciones, Occidental Exploration and Production Company, Edificio Vivaldi, Av. Amazonas 3837 y Corea, Quito, Ecuador, Fax: (593) 2 246 8850

Ing. Roberto Salazar Z., (Phone :( 593) 2 292 3943, E-mail: rsalazar@tecnamec.com ),Gerente de Proyectos, TECNA del Ecuador, Av. República del Salvador # 780, Edificio Twin Towers, Piso 6, Quito, Ecuador, Fax: (593) 2 293 3945

Antonio Diaz L., (Phone: (593) 2 297 6600, E-mail: adiazl@repsolypf.com), Obras Civiles, Repsol YPF S.A., Av. 12 de Octubre, N24-593 y Fco. Salazar, Edificio Plaza 2000, Quito, Ecuador, Fax: (593) 2 256 1886

Jorge A. Sánchez N., (Phone: (593) 2 246 9843, E-mail: pivaltec@uio.satnet.net), Presidente Ejecutivo, Pivaltec S.A., Av. Republica de El Salvador 112 y Av. De los Shyris, Edificio Onix, Piso 7, Quito, Ecuador
Fax: (593) 2 246 1261

South America's Amazon River basin rainforest contains perhaps the world's greatest abundance of life, supporting over half of all known species of plants. Over the millennia, organic materials of similar origin have become buried and transformed into deep reservoirs of heavy crude oil. Commercial quantities are available within the Amazon's headwaters region in the Colorado-sized country of Ecuador. In a country whose economy is largely dependent on oil, the formidable challenge is one of developing this vital resource in an environmentally sound and responsible manner, recognizing both the sensitivity of the rainforest and the rights of its indigenous peoples.

The "lifeline" of the development (i.e. exploration, recovery, and transport) of the oil resource is the main road which serves as the haul-and-access corridor for personnel and equipment as well as the means by which pipeline is constructed and serviced. Left unsecured, the road could also create a conduit for unwanted colonists - speculators seeking to clear-cut the fragile forest for farmland or livestock pasture. Clearly, the patrolled road must be as narrow and inconspicuous as possible, while at the same time being economical and functional over the service life of the oilfield, and beyond. These challenges are further compounded by the area's tropical and geological setting, forcing the project's planners, engineers and builders to deal with 500-cm (200-in.) annual rainfall; weak, saturated, and highly plastic jungle floor subgrade; and acutely limited aggregates.

Conventional road construction in this part of the world has been graveled "log corduroy rip-rap" - split tree trunks laid side-by-side, perpendicular to the road alignment like so many matchsticks to create a stiffened roadbed. With about 70 percent of the felled timber requirement coming from beyond the road's edge, this methodology is environmentally prohibitive and economically unfeasible over the long term. A better solution was imperative.

This paper describes the design, construction, maintenance, and performance of a 150-km (90-mi) long, 6-meter (20-ft) wide road comprising dredged river-sand subbase sandwiched between and reinforced by two layers of stiff polymer geogrid, confined along its edges by a non-woven geotextile and topped with a single course of processed, unbound aggregate base/surfacing. By eliminating the use of felled timber, the road's right-of-way "take" could be minimized, and the resulting environmental and ecological impact mitigated. Further, the use of geosynthetics permitted maximum structural utilization of precious sand and gravel, reducing borrow and haul requirements as well as enhancing the road's long-term serviceability, while maintaining the thinnest possible section.

Now 10 years after construction, the road continues to perform well. Government officials have realized the benefits of the new geosynthetic technology, and have re-written their environmental regulations for road building to encourage its use.

Innovative and Elegantly Simple Ways to do Something for Bluebirds (And Take a Little Time Away from Transportation Maintenance Duties)

Jim Wicks, Ontario Residency Sign Crew Supervisor and Amy Kahn, (585-272-4825, FAX 585-272-7547, akahn@dot.state.ny.us), Environmental Specialist, New York State Department of Transportation, Region 4, 1350 Jefferson Rd. Rochester, NY 14623

Funding: $50.00 for a total of 105 boxes

Bluebird boxes were attached to the back of small road signs and are maintained by the maintenance sign crew with minimal time away from their primary duties. Because locations were chosen where bluebirds had already been seen, success has been 100% since the project started in 2001. In 2002, 120 bluebirds were fledged and approximately 120 tree swallows as well. So far in 2003 there have been 30 pair of nesting bluebirds. We have had more problems this year with English sparrows killing bluebird chicks. Last year two boxes suffered from raccoon predation but that has not been repeated since the sign poles were greased.

Costs were for materials only; boxes were built by the winter night crews when they were not plowing.

New York State Department of Transportation Adirondack Park Projects

Peter Howard, (Phone: (518) 473-8663, Email: phoward@dot.state.ny.us), Environmental Specialist 2, Project Manager, NYS Department of Transportation, Region One, 84 Holland Avenue, Albany, NY 12208

“The mission of the New York State Department of Transportation (NYSDOT) has expanded as it relates to transportation within the Adirondack Park. The Department has long recognized the unique character of the Adirondack Park and the role the transportation system plays not only in providing access, but also in determining the lasting visual experience for the Park visitor. The Travel Corridors in a very real way establish and verify the sense of the Park.”

The statement above appears on the Poster entitled New York State Department of Transportation Adirondack Park Projects, which includes a map of the Adirondacks and photos with location descriptions of twelve NYSDOT projects. The poster was originally developed to showcase these unique projects at the Grand Opening of the High Peaks Welcome Centers on the Adirondack Northway (I-87), and has since been on display at the centers. Using Federal (ISTEA and TEA 21) Funds as well as State Dedicated Transportation Funds, these projects were initiated, designed and constructed out of the three NYSDOT Regions covering the Adirondack Park.

The projects are a representative sample of NYSDOT projects in the Adirondack Park which are sensitive to the unique resources of the Park and incorporate special aesthetic, cultural and environmental treatments to blend in with and enhance these resources. They include:

• Rehabilitation of an Historic Stone Arch Bridge over the Ausable River
• Bridge Replacement using Native Stone and Brick Treatments in Willsboro, NY
• Reconstruction of the Adirondack Scenic Railroad
• Opening of a Scenic Vista to Roaring Brook Falls along Route 73
• Construction of two High Peaks Welcome Centers on the Adirondack Northway (I-87)
• Construction of a Canoe Launch and Public Access Site at Loon Lake
• Bridge Replacement using Textured Formliners and Rustic Bridge Rail in Newcomb, NY
• Development of an Interpretive Kiosk in Nobleboro, NY
• Development of a Commemorative Monument in Old Forge, NY
• Reconstruction of Route 3 incorporating Terraced Rock Cuts and Native Plantings
• Rehabilitation of the Saranac Lake Rail Station
• Construction of the Saranac Lake Recreational Path along the Adirondack Railroad

All of the projects involved extensive coordination and partnerships with involved agencies including the Adirondack Park Agency; the NYS Department of Environmental Conservation; the U.S. Army Corps of Engineers; the NYS Office of Parks, Recreation and Historic Preservation; local municipalities; environmental interest groups and the general public. This project is submitted relative to two important themes of the ICOET Conference: “Understanding the Ecosystem & Transportation System Connection” and “Establishing Strong Partnerships”.

Prairie Passage: A Route to Rediscovery of the North American Prairie Landscape, Culture and History

Robert L. Jacobson, (Phone: 651-284-3767, Email: robert.jacobson@dot.state.mn.us), Transportation Program Supervisor Sr., Ecological Assistance & Planning Unit, Minnesota Department of Transportation, Office of Environmental Services (MS 620), 395 John Ireland Blvd, St. Paul, MN 55155

In 1995 the Departments of Transportation in Minnesota, Iowa, Missouri, Kansas, Oklahoma and Texas formed a partnership to develop and implement a plan to establish a national wildflower corridor from Canada to Mexico. Plan objectives included identification and protection of prairie remnants and rare species found in highway right-of-ways, establishing local origin native grasses and wildflowers to connect native remnants thus establishing a linear corridor; interpretation and educational efforts to increase awareness of natural and cultural prairie resources; assistance and cooperative efforts with communities along a designated and signed Prairie Passage route.

In 1995 The Federal Highway Administration (FHWA) provided a $50,000 grant to each of the six states to perform initial surveys and planning for the Prairie Passage. Implementation of each state’s plan is being accomplished through a variety of funding packages created by each state. From 1999 through 2003 Minnesota was funded by a $750,000, 20:80 match between the Legislative Commission on Minnesota Resources and TEA-21. Brochures, guide-books, posters, rest area kiosks, interpretive trails, and signage have been developed with this funding. Kansas and Oklahoma also received TEA-21 funding. Plantings have been established and interpretive materials are being developed. Iowa and Missouri have received other state funding.

Response to signage and distribution of interpretive materials in Minnesota has been enthusiastic and positive. Several communities on the signed route have proposed cooperative projects around Prairie Passage to further promote economic development and tourism in their areas. DOT district personnel have requested further information and training for use in planning and maintenance. It is hoped that other states will see similar results with materials and projects developed for their states.

Key words: Prairie Passage, TEA21, North American prairie, prairie restoration, wildflower, Legislative Commission On Minnesota Resources

Roadway Design with the Environment in Mind: A New Process for Pima County, Arizona

Lisa K. Harris, (Phone: 520-628-7648, Email: lharris@heg-inc.com), President, Harris Environmental Group, Inc., 1749 E. 10th Street, Tucson, AZ 85719, Fax: 520-628-1458

Becky Pearson, (Phone: 520-740-6410, Email: bpearson@dot.co.pima.az.us), Civil Engineering Manager, Pima County Department of Transportation, , 201 N. Stone Ave, 3rd Floor, Tucson, AZ 85701, Fax: 520-620-1933

Pima County, Arizona, (area 9,184 miles2; population 843,746) initiated a paradigm shift in the transportation design and construction process. This was in response to an emerging community awareness of the potential conflict between preserving environmentally sensitive areas, and the need for infrastructure improvements involving transportation design and construction. This presentation describes the evolution of developing an environmentally sensitive roadway design process, and serves as a guide for other communities facing similar conflicts.

Over 24 months, Pima County assembled an eight-member expert panel of traffic engineers, cultural resource specialists, landscape architects, and wildlife biologists. The panel was tasked with bridging the gap between the community’s environmental concerns and the need for improved infrastructure. Specifically, the panel was to design County guidelines for new roadway design and improvement of existing roadways in environmentally sensitive areas.

Pima County provides a home for many special status species, including ten that are threatened or endangered, and therefore federally protected. The County also has a rich prehistory, extending back 3000 years, which included large farming communities with well-developed artistic cultures and traditions. The varied topography of the County lends to scenic views of mountain vistas and wide valleys that offer high aesthetic values. The present day population is growing rapidly, and many public works projects, including roadways, are being implemented to alleviate growth-associated problems. Conflicts have arisen from the community’s desire to preserve its natural and cultural resources, while improving transportation infrastructure.

In general, road building is associated with negative effects on the environment. Partly, this is because the conventional roadway design process emphasizes traffic elements. Attempts to mitigate roadway impacts on natural and cultural elements of the environment are implemented after the design phase has been largely completed, and this inevitably hampers their scope and extent. We have explored another framework for roadway design, in which the biological and cultural elements are integrated into the design process from the earliest stages of the project. This approach appears particularly relevant in areas that are habitat for special status species, contain important cultural resources, or are environmentally sensitive for other reasons. We anticipated that a consensus would be hard to reach given the different viewpoints of the task force members. However, it was quickly apparent that common ground existed on which a new process could be developed, because all task force members highly valued local biological and cultural resources.

The panel formulated a series of recommendations. These include (i) using the new roadway design process, (ii) hiring a County Natural Resource Manager, (iii) developing standards for native plant use, salvage, and maintenance, (iv) developing a process to systematically identify biological/cultural resources and to analyze the proposed effects, and (v) identifying tools to either alleviate or minimize impacts (i.e. different wildlife crossing designs, use of native plants within medians, narrower road widths, slower traffic speeds, use of lights, etc.).

A consequence of growth is environmental perturbation, which can result in destruction of species and cultural and historical resources. The progress made here in ameliorating roadway design with specific recommendations should be broadly applicable to all sensitive environments and their inhabitants.

Planning for Sustainable Systems

Addressing” Behind the Scenes” Ecological Concerns Associated with the Design, Construction, Operation and Maintenance of an Urban Transportation System: A New York City Transit Perspective on Sustainability

Ajay Singh, (Email: AjSingh@NYCT.com), ISO14001 Program Lead, Capital Program Management, NYC Transit, 2 Broadway, 8th Floor, New York, 10004-2207, fx: 646-252-3171

Dennis Ramdahin, (Phone: 646-252-2447, Email: Dramdah@NYCT.com), Environmental Analyst, NYC Transit, ICASP/EMS, 2 Broadway, 8th Floor, New York, 10004-2207, Fax: 646-252-3171

Bogdan Topielski,( Email: Botopie@NYCT.com), Sustainable Design Senior Project Planner, NYC Transit, Capital Program Management, NYC Transit, 2 Broadway, 8th Floor, New York, 10004-2207, Fax: 646-252-3171

Ramesh Raman, (Email: Raraman@NYCT.com), Sustainable Design Project Coordinator, NYC Transit, 2 Broadway, 8th Floor, New York, 10004-2207, Fax: 646-252-3171

In 1999, The New York City Transit’s (NYCT) Department of Capital Program Management achieved ISO14001 certification- Environmental Management Systems. Today, sustainable design is an integral part of all design, construction, procurement and operations & maintenance activities. This paper outlines NYC Transit’s adoption of sustainable business practices which exposed significant opportunities to reduce the impact to ecologies. These practices encompass high-performance building designs, renewable energy applications, conservation of energy, water and natural resources, waste reduction, recycling and reuse, environmentally responsible procurement and total life cycle analysis. A cause-and-effect benefit is then demonstrated for many of these sustainable practices encompassing both local and geographically distant ecologies.

Some examples include the inadvertent procurement of Azobe (an unsustainably over-harvested tropical hardwood from Africa) used as rail ties in the design and construction of rail tracks; the demand for large quantities of energy to move rolling stocks, contributing to toxic emissions fallout from regional power plants; the contribution to poor ambient air quality as a result of non-regulated off-road diesel equipment emission from construction sites. In recognition of the need to reduce our ecological footprint, NYCT took upon itself a proactive role to establish a rigorous environmental management program and identify, control and reduce those activities that lead up to “behind the scene” ecological impacts.

Measures Applied to Mitigate Habitat Fragmentation in Spain

Rosell, Carme, (Email: crosell@minuartia.com), Ministerio de Medio Ambiente, Dirección General de Conservación de la Naturaleza. Gran Via de San Francisco, 4, 28005 - Madrid and Alvarez, Georgina, Minuartia, Estudis Ambientals. Ptge. Domènech, 3, 08470 Sant Celoni (Barcelona). Co-ordinators of COST 341 Action Habitat Fragmentation due to Transportation Infrastructures and Infra Eco Network Europe (IENE) in Spain, Doctors in Biological Science

The PanEuropean Strategy for the Conservation of Biological Diversity identifies habitat fragmentation as the main cause of biodiversity loss in Europe. The expansion of urban and agricultural spaces is the factor that has traditionally caused the fragmentation of the natural habitats. But the development of transport networks that is becoming increasingly significant must be added to these previous factors. At present, the compatibility between the construction of new infrastructures and the conservation of biodiversity constitutes a challenge for those involved, since for the period 2000 – 2010 Spain expects to see the construction of around 6,000 km of new transport infrastructures, the majority motorways and high speed railways which will add to the 700,000 km of existing transportation network.

In addition, it should be pointed out that this significant expansion of infrastructure networks will affect a highly sensitive landscape, since Spain constitutes an enclave of interesting biodiversity within the European context, including the representation of various biogeographical regions from Alpine to Mediterranean habitats. The importance of the conservation of the flora and fauna in the country can be measured by looking at data which shows that there are 1,500 species of endemic flowers, and 41 endemic vertebrates, including some species which are in danger of extinction and highly sensitive to the fragmentation of their habitat such as the Iberian lynx (Lynx pardinus).

The mitigation of habitat fragmentation due to roads and railways is mainly developed during the procedure of Environmental Impact Assessment (EIA) which analyses the effects of each project and designs measures destined to mitigate the environmental effects. In the near future and with a basis in a recently approved European Directive, the Strategic Environmental Impact Assessment (SEIA) will also be applied which will evaluate the plans of infrastructures including several projects together as a whole.

The application of measures to facilitate wildlife crossings and to reduce mortality caused by traffic collisions has been developed throughout the last decade. The first fauna passages merely consisted of adapted culverts or places which combined the fauna passage with forestry roads or streams. From 1997, specific wildlife passages began to be constructed. However, the measures to mitigate habitat fragmentation are still not widely applied and it is necessary to increase the awareness of the technicians and decision makers involved and to encourage the dissemination of knowledge about the measures to mitigate the effects of habitat fragmentation.

With these aims, in 1998, Spain joined the Action COST 341 Habitat Fragmentation due to Transportation Infrastructures, and a work program coordinated by the Ministry of Environment was set up. Within the framework of this initiative, intensive work has been carried out and includes amongst others:
- The production of a database containing information on around 250 references of publications and unpublished reports about the subject (included in the IENE database; see www.iene.info).
- The production of an inventory which includes data about 140 measures: wildlife crossings and other measures applied to avoid fauna casualties.
- A report on the State of the Art in the country (currently in press) which compiles data about the extension of the problem, the measures which are applied and the results of the monitoring programs; see www.mma.es/conserv_nat/acciones/paisaje/paisaje.htm).
But one of the most relevant aspects that have been carried out within the framework of the COST Action is the creation of the Working Group (WG): Fragmentation of Habitat due to transportation Infrastructures. This brings together technicians who are responsible for the administration of transport and environment in Spain and the 19 Autonomous Communities (regions with autonomous government). The aim of this group is to increase awareness and to exchange knowledge, and there are plans to carry out specific objectives in the future such as the editing of a Technical Normative for the construction of wildlife crossings. This will uniformise technical criteria in order to make the fauna passages more effective and make sure that they comply with the function they are designed for. Another future objective is the translation and adaptation of the report COST 341. Wildlife and traffic. A Handbook on identifying conflicts and Designing Solutions.

One of the most outstanding achievements of the group is the cooperation between transport and environmental professionals that has encouraged the reconciliation of different stances with the common objective that the planning, construction and maintenance of transport infrastructures increasingly integrates criteria of prevention of those impacts which affect biological diversity.

Biographical Sketch: Carme Rosell is the Spanish coordinator of the Infra-Eco Network of Europe (IENE) Project, COST 341 – Habitat Fragmentation Due to Transport Infrastructures. She has coordinated the inventory of measures to mitigate habitat fragmentation in Spain (charged by the Ministry of Environment) and is also the author of a handbook on fauna passages.

Planning for Sustainable transport System: Targets and Indicators for Natural and Cultural Heritage Values in the Transport System

Lars Nilsson (Ph.Dr.), ( Phone: +46 243 75 970, Email: lars-e.nilsson@vv.se ), Director environmental Department,: Swedish National Road Administration. S-781 87 Borlänge, Sweden, Fax: +46 243 75 970

Anders Sjölund (MSc, Ecologist) (Phone: +46 243 75 228, Email: anders.sjolund@vv.se), Project Manager. Society and Traffic, Design of Roads and Streets, Swedish National Road Administration. S-781 87. Borlänge, Sweden, Fax: +46 243 75 834

Integration of environmental issues in sectorial work has long been regarded as essential in order that environmental problems may be solved and new problems may be avoided, i.e. in order that the development of a sustainable society may be possible. It has still been very difficult for environmental issues to hold their own among other interests, not least in the infrastructure sector. Areas which could be described in terms of numbers, preferably in monetary terms, have done better than others. It is however possible to integrate natural and cultural heritage assets in infrastructure planning without the need for monetary values. This demands a systematic way of dealing with natural and cultural heritage assets which comprises, at the same time, both the national level and the whole chain of measures down to individual infrastructure projects such as new construction, management and maintenance.

The key factor is target control at all levels. The Swedish National Road Administration, in cooperation with the other transport authorities, has developed a systematic method of dealing with natural and cultural heritage assets, entitled targets and measures for consideration of natural and cultural heritage assets in the transport systems. Test of the method have been performed in actual road management projects. The method has been applied in both maintenance districts and road investment projects. The test projects have passed through one or more planning stages, but as yet there is no completed road project in which has the method has been applied throughout, i.e. from preliminary study to a completed road. An analysis of the application of the method in road management processes has been performed by the Department of Landscape Planning, Ultuna, of the Swedish University of Agricultural Sciences (SLU). The aim of the e analysis was to answer questions relating to both the conditions for successful implementation and satisfactory results of the method, and the processes which may be thought to influence effective implementation. The analysis has been carried out through interviews and through studies of the documents and results. The results of the test projects clearly suggest that the method enhances clarity and awareness of natural and cultural heritage assets, that it breaks with the culture of negotiations among interests during the planning process in favour of a holistic approach and a more open-ended and result-oriented discussion, and that the method encourages interaction with other players by virtue of the targets which are expressed in tangible terms and are based on common concepts. The results also demonstrate that it is easier to strike a balance between target areas, and that the method makes for a better decision base. On the whole, the players involved in the test projects are very much in favour of the method To sum up, results so far are very positive and the method shows great potential for really integrating qualitative values such as natural and cultural heritage assets in road management processes. The test projects also highlight the need for further development in some areas of the method. What is without a doubt most important is to develop knowledge of, and support for, work with project targets and their formulation. There are a great need for support and aids for the production and formulation of descriptions for natural and cultural heritage assets as the basis in formulating project targets and in analysing the impacts of the proposed measures in relation to the project targets in the EIA. Furthermore, the interface between a target-controlled planning process and the EIA is perceived as lacking in clarity and hard to understand.

The test projects also show quite plainly that many problems, which are not directly coupled to the method and cannot be solved by modifying this, remain to be solved. Examples of such problems are the expertise and ability of the users and shortcomings in institutional support. The method provides good opportunities for greater participation by the public and non-profitmaking organisations. However, there is a great risk that these good opportunities will not be realised and the process will continue to be dominated by experts, unless methods and aids are developed so that the opportunities provided can be put to good use. The new approach that the method demands from nature conservancy and cultural heritage preservation agencies has not been fully accepted.

The Emergence of “Road Ecology”

Richard T. T. Forman (Phone: 617-495-1930 Email: rforman@gsd.harvard.edu), PAES Professor of Landscape Ecology Harvard University, Harvard Design School, Cambridge, Massachusetts 02138, USA, Fax: 617-495-5015

The field of road ecology, slowly emerging over two decades, offers great promise to transportation, nature and society, and a recent book, Road Ecology: Science and Solutions, should help catalyze the field. The objective of this article is to provide additional insight into the book by highlighting its process of development, and pinpoint some underlying bases for expecting the field to accelerate. The book evolved from: recurrent environmental problems; early international work; and TRB and ICOET initiatives. Fourteen co-authors from academia and government, including two spearheaders, four transportation experts, one hydrologist, nine ecologists, and a supporting cast of forty from the transportation and environmental communities created the book. Several broad challenges required solutions: present the best possible science; reveal an array of useful applications; avoid drowning in detail; and mesh authors to complete the book in two years. Also key specific decisions molded the book: title, publisher, sponsors, and royalties; focus on USA, Canada, and mainstream road network; peer-reviewed literature, and no specific solutions recommended; several topics with minimal, and with ample, coverage; and the nature of the final chapter. Since publication, salutary evidence indicates that the book is reaching: the transportation and environmental communities; educated public and conservation organizations; and decision-makers. Several trends in addition to the book seem to be catalyzing the field of road ecology. Rapid growth in research and the development of useful applications is evident, and important promising opportunities now lie on the palette of the diverse specialists. The conceptual objective of the field for society appears to be safe and efficient mobility meshed with natural processes and biodiversity. Thus the area along and adjoining the entire road network should significantly improve ecologically, while also strengthening the network of ecological flows and large green areas across the land.

Process Streamlining

Balancing the Needs of Transportation and the Environment: Successes and On-going Challenges for the Transportation Liaison Program at the USFWS in Washington State

Jennifer Quan (Phone: (360) 753-9440, Email jennifer_quan@fws.gov) and Emily Teachout (Phone: 360-753-9583, Email: emily_teachout@fws.gov), Western Washington Fish and Wildlife Office. U.S. Fish and Wildlife Service, 510 Desmond Drive, SE. Suite 102, Lacey, WA. 90503-1263, Fax (360) 753-9008

In Washington State, the U.S. Fish and Wildlife Service (USFWS) is one of several state and federal agencies participating in the Washington State Department of Transportation (WSDOT) Liaison Program. Through this program, WSDOT provides funding to support staff that are dedicated to working on transportation projects. In Washington, the USFWS currently has three liaison positions. These positions are staffed by fish and wildlife biologists who represent the interests of the USFWS and work to meet the both environmental and transportation needs.

Regional Planning and Habitat Conservation Plans for Transportation Streamlining: Big Picture Concepts for Long-Term Benefits

Emily Teachout, (Phone: (360) 753-9583, Email: emily_teachout@fws.gov), Jennifer Quan, (Phone: (360) 753-6047, Email: jennifer_quan@fws.gov), and Jon Avery (Phone: (360) 753-5824, Email: jon_avery@fws.gov), Fish and Wildlife Biologist, US Fish and Wildlife Service, 510 Desmond Drive SE, Suite 103, Lacey, WA 98503-1263, Fax: (360) 753-9008

Over the past decade, western Washington has experienced rapid growth in population and development. Recently, the listing of a variety of salmonid fish species under the Endangered Species Act (ESA) has heightened the need to integrate the needs of listed species and people, as continued growth is predicted for the area. Currently, transportation infrastructure projects are reviewed for compliance with the ESA and National Environmental Policy Act (NEPA) on a project-by-project basis. Considering the complexity and speed of which urbanization is occurring in western Washington, this approach presents multiple problems, including: missed opportunities for minimizing impacts, inadequately analyzed indirect and cumulative effects/impacts, significant permitting delays, and uncoordinated review and conservation.

The traditional project review/permit acquisition processes is not well suited for dealing with ESA-listed species in quickly urbanizing environments. Without an adequate mechanism for integrating land use planning and ESA concerns, future actions could contribute to the continued degradation of ecosystems upon which listed species depend, and may encounter permitting delays.

Our paper presents a recommended approach to better integrate land use planning and ESA concerns. Our recommendation is that those local jurisdictions with the greatest juxtaposition of transportation infrastructure projects and occurrence of listed species develop regional planning processes for ESA compliance. These processes would combine the state’s Growth Management Act and ESA requirements, culminating in the implementation of multi-species Habitat Conservation Plans (HCPs) on a city/county basis. This would provide increased certainty to transportation planners and developers in understanding the constraints, opportunities, and conservation measures necessary to adequately conserve listed species.

We discuss the expected outcomes, benefits, disadvantages and assumptions behind such an approach. We provide examples of similar efforts that have involved planning for transportation infrastructure and address the cost and level of effort needed to implement multi-species regional HCPs. We also describe how delivery of transportation projects may be streamlined with this approach.

Streamlining the Review of Routine Transportation Projects that Require ESA Section 7 Review through the Development of a Programmatic Consultation

Barbara Wood, (Phone: 360 534-9307, E-mail: barb.wood@noaa.gov), Habitat Biologist, NOAA Fisheries, 510 Desmond Drive, Suite 103, Olympia, WA 98503-1291, Fax: 360 753-9517

The 1999 listing of Puget Sound (PS) chinook salmon (Oncorhynchus tshawytscha) in Washington State was the first time a listing of a threatened or endangered species under the Endangered Species Act (ESA) of 1973, as amended, affected a metropolitan area. Since that time, transportation officials, as well as other entities, have had to retool their processes for environmental permit acquisition because of the addition level of review requirements specified under ESA.

The initial short-term solution for both action and regulatory agencies was to hire more staff. However, despite the additional staff at Washington State Department of Transportation (WSDOT) and National Marine Fisheries Service (NOAA Fisheries), project review for ESA consultations under section 7 remains a very complicated, and thus prolonged process. Therefore, in 1999, WSDOT submitted a Programmatic Biological Assessment (PBA) for a full Programmatic consultation with NOAA Fisheries.

The objective of the PBA was to reduce the number of routine transportation projects that require an individual Biological Assessment (BA) to be written by the action agency and then reviewed by NOAA Fisheries. WSDOT and NOAA Fisheries have developed defined set of specific standard conditions and conservation measures. The PBA covering nine transportation programs conducted within the Washington State was completed in 2002.

The completion of the PBA consultation provides WSDOT certainty when designing transportation infrastructure, while fulfilling their requirements under ESA. Standard conditions and conservation measures included in the PBA consultation provide a relatively simple approach that, when followed, will result in a transportation project that can be constructed in a timely manner, and in many cases improve the baseline environment for ESA listed and candidate salmonid species.