Scholarly Work - Western Transportation Institute
Permanent URI for this collectionhttps://scholarworks.montana.edu/handle/1/9749
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Item Setting up ROaDS Partners with Customized Surveys(Western Transportation Institute, 2024-09) Bell, Matthew; Kack, DavidThe Roadkill Observation and Data System (ROaDS) project, developed through a partnership between the U.S. Fish and Wildlife Service, National Park Service, and the Western Transportation Institute at Montana State University, provides a user-friendly data collection system to monitor wildlife-vehicle collisions (WVCs) and identify safe crossing locations on roads managed by federal land management agencies (FLMAs). This report outlines recent outreach efforts and successful implementation of the ROaDS system with external partners, including the Nevada Department of Transportation (NDOT) and the Indiana Department of Natural Resources (IDNR). Custom surveys were developed for these agencies to address specific data collection and conservation goals, resulting in improved capacity to monitor WVCs and identify high-risk areas for targeted mitigation. The project has garnered interest from several other state transportation agencies, showcasing the adaptability of the ROaDS system for diverse road and wildlife management applications. The successful deployment in Nevada and Indiana demonstrates the system’s potential to support data-driven decision-making and enhance wildlife connectivity across the country.Item Exploring Apex Predator Effects on Wildlife-Vehicle Collisions: A Case Study on Wolf Reintroductions in Yellowstone(Western Transportation Institute, 2024-09) Bell, Matthew; Huijser, Marcel P.; Kack, DavidThis study investigates the impact of wolf reintroduction on wildlife-vehicle collisions (WVCs) along a segment of US-191 bordering Yellowstone National Park. Wolves were reintroduced in 1995–1996, and subsequent wolf pack establishment may have influenced the behavior and population dynamics of prey species, potentially altering WVC patterns. Using carcass data collected from 1989 to 2021, the analysis was divided into two primary phases: before wolves (1989–1996) and after wolves (1997–2021). A series of linear mixed-effects models were developed to assess changes in WVCs across these time periods. Predictor variables included average annual daily traffic (AADT), elk population estimates, and wolf counts. Results showed that WVCs significantly declined in the post-wolf period, suggesting that the presence of wolves may reduce WVCs directly by modifying prey behavior and movement patterns, or indirectly by reducing prey population densities. Further analysis revealed that while elk populations were a significant predictor of WVCs before wolves were reintroduced, this relationship weakened post-reintroduction. Traffic volume did not significantly influence WVC patterns in either period, nor did it interact significantly with wolf presence. The inclusion of wolf counts as a continuous variable showed a negative relationship with WVCs, indicating that higher wolf densities may contribute to a further reduction in collisions over time. These findings suggest that apex predators can play a role in mitigating human-wildlife conflicts, such as WVCs, by influencing prey species’ behavior and distribution. The study provides valuable insights for wildlife managers and transportation planners, highlighting the potential benefits of predator conservation for road safety and ecosystem health.Item Patterns of Domestic Animal-Vehicle Collisions on Tribal Lands in Montana, U.S.(Western Transportation Institute, 2024-09) Bell, Matthew; Huijser, Marcel P.; Kack, DavidAnimal-vehicle collisions (AVCs) are a significant concern for motorist safety and pose a risk to both wildlife and domestic animals. This report analyzes spatial patterns of wildlife-vehicle collisions (WVCs) and domestic animal-vehicle collisions (DAVCs) on Montana’s tribal lands to identify high-risk areas and inform mitigation strategies. Data from the Montana Department of Transportation (MDT) for large mammal carcasses (2008–2022) and reported crashes (2008–2020) were used to perform Kernel Density Estimation (KDE) and Getis-Ord Gi* (GOG) hotspot analyses for three tribal reservations with sufficient data: Blackfeet, Crow, and Flathead. The KDE results show distinct spatial patterns for DAVCs and WVCs on each reservation, with DAVC hotspots concentrated near agricultural and grazing areas, while WVC hotspots were associated with natural habitats and wildlife corridors. The GOG analysis further revealed that DAVC hotspots tend to be more temporally stable, suggesting that collisions with domestic animals are influenced by consistent factors such as livestock access points and grazing practices. In contrast, WVC hotspots were more variable, likely driven by changes in wildlife movement patterns and seasonal behavior. Overall, the findings indicate that the elevated rates of DAVCs on tribal lands, compared to non-tribal lands, are likely due to unique factors such as open range grazing practices and road infrastructure adjacent to grazing lands. This report emphasizes the need for targeted mitigation strategies on tribal roads, such as enhanced livestock fencing, road signage, and livestock underpasses in high-risk areas, to reduce collisions and improve safety for both motorists and animals. Understanding the distinct spatial and temporal patterns of DAVCs and WVCs is crucial for developing comprehensive mitigation approaches that enhance safety and connectivity on Montana’s tribal lands.Item 10 Steps to Implementing Health in All Policies in Rural Communities(Western Transportation Institute, 2024-08) Comey, Danika; Madsen, MatthewThis toolkit serves as a guiding document for frontier, rural, and micro-urban communities to implement a Health in All Policies (HiAP) framework in rural America. Too often, rural America is overlooked when it comes to public health and policy work. This tool will guide public health practitioners, community planners, elected officials, healthcare providers, and those who are interested in improving community and public health by analyzing and improving local policy in rural communities. Barriers to accessing healthcare services are well documented in rural communities. Rural populations often face greater challenges accessing healthcare services compared to their urban peers such as long distances to primary care, lower insurance coverage rates, higher health needs, and higher rates of poverty [1–4]. Incorporating a HiAP framework in rural areas is an effective way to decrease health inequities and disparities between urban and rural communities.Item Identification and prioritization of road sections with a relatively high concentration of large wild mammal-vehicle collisions in Gallatin County, Montana, USA(2024-09) Huijser, Marcel P.; Bell, Matthew A.The primary objective of this project is to identify and prioritize the road sections in Gallatin County that have a relatively high concentration of collisions involving large wild mammals. These road sections may then later be evaluated for potential future mitigation measures aimed at 1. Reducing collisions with large wild mammals, and 2. Providing safe passage across roads for large wild mammals, as well as other wildlife species in the area. We acquired the 3 datasets related to large wild mammal-vehicle collisions in Gallatin County: 1. Wildlife-vehicle crash data collected by law enforcement personnel, 2. Carcass removal data collected by road maintenance personnel; and 3. Grizzly bear road mortality data by the U.S. Geological Survey. The carcass removal data and grizzly bear road mortality data were merged into one carcass database. We conducted separate analyses for the crash data and the carcass data. We conducted two different types of analyses to identify and prioritize road sections with the highest number of wildlife-vehicle crashes and carcasses: 1. Kernel Density Estimation (KDE) analysis that identifies road sections with the highest concentration of collisions, and 2. Getis-Ord Gi* analysis identifies road sections that have statistically significant spatial clusters of collisions. There was great similarity between the hotspots identified through the Kernel Density Estimation analyses for 2008-2022 and 2018-2022 for both the crash and carcass removal data. The same was true for the Getis-Ord Gi* analyses. Especially sections of I-90 and US Hwy 191 between I-90 through Four Corners to the mouth of Gallatin Canyon had the highest concentration of wild animal crashes and large wild animal carcasses. Based on the Getis-Ord Gi* analyses, these road sections generally had concentrations of crashes and carcasses that were significantly higher than expected should the crashes and carcasses have been randomly distributed. In other words, these road sections do not only have the highest concentration of crashes and carcasses, but the identification of these road sections is not based on coincidence. These road sections have a concentration of crashes and carcasses that is beyond random.Item Inference of Transit Passenger Counts and Waiting Time Using Wi-Fi Signals(Western Transportation Institute, 2021-08) Videa, Aldo; Wang, YiyiPassenger data such as real-time origin-destination (OD) flows and waiting times are central to planning public transportation services and improving visitor experience. This project explored the use of Internet of Things (IoT) Technology to infer transit ridership and waiting time at bus stops. Specifically, this study explored the use of Raspberry Pi computers, which are small and inexpensive sets of hardware, to scan the Wi-Fi networks of passengers’ smartphones. The process was used to infer passenger counts and obtain information on passenger trajectories based on Global Positioning System (GPS) data. The research was conducted as a case study of the Streamline Bus System in Bozeman, Montana. To evaluate the reliability of the data collected with the Raspberry Pi computers, the study conducted technology-based estimation of ridership, OD flows, wait time, and travel time for a comparison with ground truth data (passenger surveys, manual data counts, and bus travel times). This study introduced the use of a wireless Wi-Fi scanning device for transit data collection, called a Smart Station. It combines an innovative set of hardware and software to create a non-intrusive and passive data collection mechanism. Through the field testing and comparison evaluation with ground truth data, the Smart Station produced accurate estimates of ridership, origin-destination characteristics, wait times, and travel times. Ridership data has traditionally been collected through a combination of manual surveys and Automatic Passenger Counter (APC) systems, which can be time-consuming and expensive, with limited capabilities to produce real-time data. The Smart Station shows promise as an accurate and cost-effective alternative. The advantages of using Smart Station over traditional data collection methods include the following: (1) Wireless, automated data collection and retrieval, (2) Real-time observation of passenger behavior, (3) Negligible maintenance after programming and installing the hardware, (4) Low costs of hardware, software, and installation, and (5) Simple and short programming and installation time. If further validated through additional research and development, the device could help transit systems facilitate data collection for route optimization, trip planning tools, and traveler information systems.Item West-Wide Study to Identify Important Highway Locations for Wildlife Crossings(Western Transportation Institute, 2023-06) Paul, Kylie; Faselt, Jamie; Bell, Matthew; Huijser, Marcel P.; Theobald, David; Keeley, Annika; Ament, RobertWildlife-vehicle collisions (WVCs), reduced ecological connectivity, and associated impacts to wildlife and humans are widespread problems across road networks, but mitigation measures like wildlife crossings1 that can address those problems are often considered expensive. This effort aims to support transportation agencies, wildlife agencies and other decision-makers by identifying important road segments where cost-effective wildlife crossings can be deployed to address motorist safety, ecological connectivity and other conservation values across the eleven U.S. western conterminous states of Arizona, California, Colorado, Idaho, Montana, Nevada, New Mexico, Oregon, Utah, Washington, and Wyoming.Item US-191/MT-64 Wildlife & Transportation Assessment(Center for large Landscape Conservation, 2023-11) Fairbank, Elizabeth; Penrod, Kristeen; Wearn, Anna; Blank, Matt; Bell, Matthew; Huijser, Marcel; Ament, Rob; Fick, Damon; Breuer, Abigail; Hance, BradenThe US Highway 191 (US-191)/Montana Highway 64 (MT-64) Wildlife & Transportation Assessment (the “Assessment”) improves understanding of the issues affecting driver safety, wildlife mortality, and wildlife movement along the major routes that connect Yellowstone National Park, the Custer Gallatin National Forest, and other public lands to the growing population centers of Bozeman, Big Sky, and nearby communities in Southwest Montana. By engaging personnel from multiple federal, state, and local agencies along with key stakeholders to examine problems and possibilities through the lens of spatial ecology, the US-191/MT-64 Wildlife & Transportation Assessment brings new insight into the impact of two major roads that unite local communities yet divide the landscape and natural habitats. The information included in this report should inform and support area communities and agency decision-makers to select and pursue wildlife accommodation options. With the passage of the Infrastructure Investment and Jobs Act of 2021, significant funds for wildlife accommodation measures are available nationwide on a competitive basis. The US-191/MT-64 Wildlife & Transportation Assessment better equips part of Southwest Montana’s gateway to Yellowstone National Park to take advantage of new funding opportunities.Item Exploration of opportunities to address the impacts of roads and traffic on wildlife around Rocky Flats National Wildlife Refuge(Western Transportation Institute, 2023-11) Huijser, Marcel P.; Begley, James S.Rocky Flats National Wildlife Refuge (“the Refuge”) in Colorado near Denver, Colorado, has a history (1952-1 989) of producing components for nuclear weapons. The current goal for the area is “to restore and preserve the native prairie ecosystems, provide habitat for migratory and resident wildlife, conserve and protect habitat for Preble’s meadow jumping mouse, and provide research and education opportunities”. The grasslands of the Refuge are surrounded by busy roads to the west (Hwy 93, 18,000 AADT), north (Hwy 128, 4,200 AADT) and east (Indiana St. 7,000 AADT), and there are houses and associated roads on its southern boundary. Other open space with non-motorized trails and protected areas with predominantly grassland are to the west, north and east. Large ungulates, including mule deer, elk, and moose cross the roads. This results in large ungulate -vehicle collisions and the roads also represent a barrier to the movements of animals. Creek crossings under the roads are a concern as they are likely a barrier for species dependent on riparian habitat, including the Preble’s meadow jumping mouse. The objectives of the current project were to 1. Formulate measures that reduce collisions with large wild mammals, and 2. Formulate measures that improve connectivity across roads for large wild mammal species and one small mammal species in specific, the Preble’s meadow jumping mouse. We suggest large open span bridges at creek crossings (for deer, moose, black bear, mountain lion, and Preble’s meadow jumping mouse) and designated wildlife overpasses for elk and also f or mule deer. The crossing structures may be combined with human co-use to connect the trails on the refuge with the trail system in the surrounding areas.Item Electrified Barriers Installed on Top of Wildlife Guards to Help Keep Large Wild Mammals Out of a Fenced Road Corridor(Western Transportation Institute, Montana State University, 2023-12) Huijser, M.P.; Getty, S.C.Most wildlife mitigation measures along highways are aimed at improving human safety, reducing direct wildlife mortality, and providing safe crossing opportunities for wildlife. Fences in combination with wildlife crossing structures are the most effective combination of mitigation measures to achieve these objectives. For fences to reliably reduce collisions with large wild mammals by 80% or more, at least 5 kilometers (3 miles) of road length needs to be fenced, including a buffer zone that extends well beyond the known hotspots for wildlife-vehicle collisions. Collisions that still occur within the fenced road sections tend to be concentrated near the fence-ends. In addition, gaps in fences, including at access roads, can result in concentrations of collisions inside fenced road sections. Gates are commonly used at gaps in the fence at low traffic volume access roads, but they are often left open allowing wildlife to access the road corridor. While cattle guards or wildlife guards can be effective for some ungulate species, double wide cattle or wildlife guards consisting of round bars or bridge grate material, situated above a pit, are generally recommended for ungulates. However, such guards are not a substantial barrier for species with paws, including many carnivore species. Electrified mats or electrified guards can be a barrier for both ungulates and species with paws, but to prevent animals from jumping across the mat, they need to be 4.6-6.6 m (15-22 ft)) wide. For this project, a combination of wildlife guards and electrified barriers on top of these wildlife guards was evaluated. Both electrified mats that were tested (Crosstek and BS Fabrications) on top of existing wildlife guards resulted in a near absolute barrier for both ungulates and species with paws (97.9% barrier for the 2 deer species combined, 100% barrier for coyotes and black bears); an improvement to a wildlife guard only without an electrified mat (89.3% for the 2 deer species combined, 54.5% barrier for coyotes and 45.5% barrier for black bears). Based on the images, there is evidence that a shock is delivered to the animals that touch the electrified mats and that most of the animals respond by returning to the habitat side of the barrier. Specifically for bears, if it was not for the electrified barriers, likely at least 3 black bears and 1 grizzly bear would have crossed into the fenced road corridor where they would have been exposed to vehicles.
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