Modelling of wildlife fatality hotspots along the Snowy Mountain Highway in New South Wales, Australia

The effects of roads on the natural environment is of growing concern world-wide and foremost amongst these effects are the fatalities of wildlife killed in collisions with vehicles. Aside from animal welfare and human safety considerations, fatalities may have significant impacts on the population dynamics of species living adjacent to roads and thus can adversely affect the viability of local populations. As such, the need to quantify and mitigate road-based fatalities is paramount. With a vast expanse of roads it is imperative to identify where animals are most likely to be killed (i.e. hotspots) and what are the contributing factors. In order to identify hotspots, we develop a modelling approach for both presence and presence/absence data. We use data collected from the Snowy Mountain Highway in southern New South Wales, Australia, to compare the effectiveness of this approach for five species/groups of species. We observed that models of species killed in a clumped fashion were effective at identifying hotspots, while for species where fatalities were distributed evenly along the road the models were less effective. We recommend that where actual presence data exists spatial clustering is the preferred method of hotspot identification. Predictive models of presence/absence date should be constructed if the intention is to extrapolate to additional areas. The added benefit of predictive models are that they enable the identification of explanatory factors and this knowledge enables species-specific management strategies to be developed and implemented at hotspot locations.     

Use of highway undercrossings by wildlife in southern California

Roads, especially large highways, can have significant impacts on wildlife movement and survival. This is especially true for wide-ranging species, such as mammalian carnivores. Some of these impacts may be mitigated if wildlife can find and utilize passageways under highways. To determine if underpasses and drainage culverts beneath highways are used by wildlife as movement corridors, we monitored 15 such passages near Los Angeles, California using remotely triggered cameras and gypsum track stations. We found that passages were used by a variety of species, including carnivores, mule deer, small mammals, and reptiles. Many types of undercrossings were utilized, indicating that passages beneath highways, even when not originally designed for wildlife, can provide important safe avenues for animals to cross roads. For mammals of conservation concern, including native carnivores and deer, passage dimensions, surrounding habitat, and the extent of human activity were assessed to determine if these factors influenced passage use by these species. Our results show that while many native mammals used passages beneath highways, the presence of suitable habitat on either side of the passage was a particularly important factor predicting use. For deer and coyotes, passage dimensions were also important and should be considered with the presence of suitable habitat when wildlife passages are planned or evaluated. To increase the likelihood of utilization and to help prevent animals from crossing road surfaces, we suggest that simple improvements such as habitat restoration near crossing points and animal-proof fencing that serves to funnel wildlife to passages, can facilitate animal movement between fragmented habitats that are bisected by roads.     

The effects of traffic on the raccoon dog (Nyctereutes procyonoides viverrinus) and other mammals in Japan

We investigated the extent of raccoon dog roadkills, and the factors influencing them, using data from the National Expressways in Japan for 1987-1998. A high rate of raccoon dog roadkills occurred in western Japan, whereas a relatively low rate was typical of the central region and of Hokkaido. Kills on the National Expressways increased as traffic and the length of the road network increased between 1987 and 1998. The relationship between mortality and traffic volume was scale-dependent. The number of roadkills was positively correlated with traffic volume at national level, but negatively correlated with the amount of traffic along sections of an individual major road between exits. There were spring and autumn peaks, and possibly early morning and evening peaks, of mortality. Mortality was higher for roads in a cutting, where the road was closer to water, and where the roadside habitat was broad-leaved woodland. Coniferous forest was negatively associated with roadkills. The total numbers of roadkills on four types of roads (National Expressways, National, Prefectural, and Municipal roads), was estimated to be between 110,000 and 370,000 in 1998. We suggest some preventative measures which might mitigate road casualties (while remaining attentive to human safety). Roadkill data, after controlling for traffic volume, can be useful as a population trend index. Patterns for racoon dogs are compared with those for other species.     

Grizzly bear response to human development and activities in the Bow River Watershed, Alberta, Canada

Few studies have reported the effects of multiple human activities on grizzly bears, Ursus arctos. We document the degree of grizzly bear response to various human developments as a function of multiple interacting variables based on observed median distances to roads, trails and development features in a landscape where human presence is widespread. Female grizzly bears remained further than males from paved roads regardless of habitat quality or time of day. Males were found closer to paved roads when within or adjacent to high quality habitat and during the period of least human activity. The combination of traffic volume and highway configuration, however, overrides a bear’s attraction to high quality habitats for high-speed, high-volume, highways. Avoidance of busy transportation corridors was strongest in the adult segment of the population. Bears were found closer to trails during the human inactive period when within high quality habitat and further from trails when distant to high quality habitat. Our data indicated an inverse relationship between the sexes in response to vehicles and traffic noise compared to the response to human settlement and encountering people. Female bears were found further away than males in relation to vehicles and traffic noise, yet found closer than males to human settlement and places where people may be encountered. Those males that were more willing to exploit high quality habitat near roads, did so at night and where hiding cover was present. Adult females were the most risk-averse cohort, choosing to avoid humans instead of seeking out high quality habitats. Adult female grizzly bears were influenced most by human activities and development. Management agencies must maintain access to high quality habitat, especially for adult females, and create new opportunities to support the reproductive potential of the population.     

巴基斯坦白沙瓦市铅和镉在不同路旁土壤及植物中的污染

Soil and plant samples were collected from roadside sites (along with primary, secondary and tertiary roads) and reference site to investigate the contamination of soils and old common plant species with lead (Pb) and cadmium (Cd) in Peshawar City, Pakistan. All the data were analyzed using ANOVA analysis that showed a significant (P ≤ 0.01) variation in Pb and Cd concentrations in the roadside soils and plants as compared to the reference site. The mean concentrations of Pb and Cd were 53.9 and 6.0 mg kg-1 in soils and 49.1 and 10.9 mg kg-1 in plants, respectively. Significant variation (P ≤ 0.01) in concentrations of Pb and Cd in soil and plant samples along with primary, secondary and tertiary roads might be due to different traffic densities. The highest value (9.4) of metal accumulation index (MAI) was observed for Eucalyptus camaldulensis. In selected plant species, the Pb and Cd accumulation was found in the order of E. camaldulensis > Ficus elastica > Dalbergia sissoo > Alstonia scholaris. The roadside soils and plants were highly contaminated with Pb and Cd as compared to the reference site.     

The conservation value for mammals of reserves in the western Australian wheatbelt

Twenty-three reserves in the Western Australian wheatbelt were examined in an attempt to assess their conservation value for native mammals, excluding bats. Multiple regression analysis on log transformed data showed that 72% of the observed variation in mammal species richness between reserves was accounted for by reserve size. The addition of the other reserve variables examined did not increase significantly this explained variation, although significant correlations existed with most variables. Estimates suggest that a minimum reserve area of about 40,000 ha is required to conserve that part of the regional assemblage of mammals in southern and western Australia likely to persist in the face of moderate disturbances by man and his agencies. Reserves should have large areas of major vegetation formations and maximise the number of regional vegetation associations. Nature reserves as small as 30 ha are valuable sanctuaries for certain species of native mammals.Comparison with mammal faunas isolated on islands by Quaternary glacioeustatic sea-level rise shows that in relation to area, wheatbelt reserves are richer in species, but the slopes of the regressions are similar, particularly for those islands that are little disturbed by man and introduced predators. We suggest that most of the species of mammals surviving in the wheatbelt are suited to existing within patches of vegetation, such as nature reserves, because they are adapted to surviving within the natural archipelago of soil and vegetation types which characterise the wheatbelt and southwestern Western Australia. We suggest that the species of mammals that have become extinct in the wheatbelt are those that are unable to cope with alteration in environmental patchiness caused by changes in the pattern of fires resulting from European occupation.     

How peri-urban areas can strengthen animal populations within cities: A modeling approach

We explore the extent to which inner-city fauna can be enhanced by source areas in peri-urban zones as a response to a decreasing quality and size of green habitats within cities. The objectives were to get a better understanding of the interaction between animal populations of urban and peri-urban areas, and the role of urban green structures within this relationship, and to find out the extent to which peri-urban areas can contribute to urban animal populations. We illustrate the idea of peri-urban support by using a simulation model for individual animal movement, applied in a particular case-study with butterflies as model species. Results show differences in accessibility of inner-city areas between model butterfly species that differ in mobility. The impact of peri-urban individuals on populations of inner-city habitats differed among several peri-urban source-scenarios: the enlargement of the inner-city butterfly population by peri-urban individuals was determined as 7-36% for ‘moderate dispersers’ and 19-56% for ‘good dispersers’. Results also show that well-connected habitat patches within existing urban green structures were more likely to be visited by peri-urban individuals than isolated habitat patches. We conclude that peri-urban nature areas, if large enough, can have a potentially positive influence on the presence of fauna in inner-city neighborhoods. In addition, results suggest that connectivity between inner-city and peri-urban habitat patches enhances contribution of peri-urban migrants to inner-city populations. By providing a range of different habitats, from inner-city up to peri-urban area, moderately mobile habitat specialists could better compete against the small set of successful habitat generalists that are increasing in urban environments all over the world.     

Influence of roadways on patterns of mortality and flight behavior of adult dragonflies near wetland areas

The relatively low population size and long adult lifespan of dragonflies (Odonata, Anisoptera) makes them one of the few non-vertebrate groups likely to be impacted by direct roadway mortality. We studied adult dragonfly mortality and behavior associated with roadways for a number of species. Daily mortality rates for dragonflies were estimated from standardized surveys along predetermined lengths of roads. Relative abundance and flight behavior around and across roadways, a potentially important mortality factor, was determined from timed roadside observations. Observed flight behavior provided no evidence that roads act as significant barriers to dispersal for adult dragonflies. Estimated mean number killed ranged from 2 to 35 dragonflies/km/day. Species varied greatly in their susceptibility to motor vehicles. Two species (Plathemis lydia and Libellula luctuosa) made up more than 70% of the dead dragonflies collected, but only represented 14% and 31% of live dragonflies observed, respectively. The relatively low flight heights of these two species over roads (typically under 2 m) may explain their susceptibility; however, another common species (Tramea lacerata) also exhibited low flight height but did not experience high mortality, possibly because of its increased flight agility. Large numbers of adult dragonflies were killed over the entire flight season by motor vehicle collisions, exhibiting the need for assessing the long-term impact of roadway mortality on dragonfly population dynamics.     

Spatial patterns and factors influencing small vertebrate fauna road-kill aggregations

We examined the spatial patterns and factors influencing small terrestrial vertebrate road-kill aggregations in the Bow River Valley, Alberta, Canada. We surveyed roads varying in traffic volume, configuration and adjacent landscape attributes for road-kills between 1997 and 2000. The spatial pattern of road-kills was described using neighbour K statistics. We investigated the importance of road-kills at three taxonomic levels using logistic regression. Mammal and bird road-kill indices were consistently higher on a low volume parkway than on the high-speed, high volume Trans-Canada highway (TCH). Birds were more vulnerable to collisions than mammals on the TCH. Road-kill aggregations were nonrandomly distributed. Parkway road-kills were aggregated on small scales and characterized by low clustering intensities compared to the TCH. Road-kills were less likely to occur on raised sections of road. Road-kills tended to occur close to vegetative cover and far from wildlife passages or culverts. Our findings reveal how two distinct road types can have different effects in terms of vertebrate mortality and their spatial pattern. We recommend a series of mitigation measures for existing roads or future road planning projects.     

Behavioral responses of bobcats and coyotes to habitat fragmentation and corridors in an urban environment

We examined the behavior of bobcats and coyotes in a fragmented urban area northwest of Los Angeles, California, from July 1998 to October 1999. Activity patterns of bobcats and coyotes were crepuscular with no apparent shift to nocturnality, but activity was somewhat lower during daylight hours than in an unfragmented reference area, implying some avoidance of humans. Home ranges were not significantly larger in fragmented than in unfragmented habitat, probably because unproductive development within a home range may have been balanced by availability of human-related food, such as fruit, garbage, and pets. Female bobcat home ranges were generally within a single fragment, while male bobcats and coyotes of both sexes included more than one fragment. Both species tended to cross over roads rather than use culverts. Culverts were more likely to be used earlier in the night, during heavier traffic, and if they contained less water. Bobcats and coyotes used corridors as habitat and, less often, for travel. Both species also crossed development to move between fragments, but seemed to prefer corridors when available. Our results indicate that bobcats and coyotes persisting in an urban environment adjust behaviorally to habitat fragmentation and human activities, in part through temporal and spatial avoidance. Both species appeared willing to cross well-travelled roads despite the availability of culverts; consequently, vehicular collision is an important cause of mortality (50%) and needs attention.     

Butterflies and diurnal moths along road verges: Does road type affect diversity and abundance?

Roadsides form potential habitats for several grassland species adapted to regular mowing management. We studied the communities of butterflies and day-active moths in 51 sites along the verges of the three road types, i.e., highways, urban roads and rural roads. Despite different traffic densities and widths of the road and verge, the groups were rather similar with regard to soil properties, vegetation structure and mowing intensity. The species richness and total abundance of butterflies (53 species, 5964 individuals) and diurnal moths (46 species, 4626 individuals) were also rather similar in each road type, although a preference for wider verges was observed. Butterfly diversity increased (but not significantly) from the verges of narrow rural roads to wider highways. The highest numbers of meadow species were recorded along highways and the total abundance, especially of diurnal moths, decreased in accordance with the road size. High nectar abundance was the most important factor increasing the numbers of meadow butterflies along road verges, while meadow moths were mostly favoured by shelter provided by tall vegetation. Verges surrounded by cultivated fields were generally related to low numbers of both Lepidoptera groups, whereas adjacent forests increased the total number of all species and favoured several butterflies inhabiting forest edges. The adjacent environment inflicted compositional differences on the Lepidoptera fauna of the three road types. The results indicate that road verges should be considered an important reserve for species dependent on semi-natural grasslands in Finland. A growing interest in accommodating current roadside management for conserving biodiversity is likely to benefit Lepidoptera communities in the verge habitats.     

Condition of Soils and Vegetation Along Roads Treated with Magnesium Chloride for Dust Suppression

Investigations of vegetation stress along non-paved roads treated with a range of magnesium chloride (MgCl₂) application rates utilized 60 roadside and 79 drainage plots on 15 and 18 roads, respectively. Evaluations were completed of foliar damage, plant health, biotic and abiotic damage incidence and severity, soil and foliar chemistry and other common site and stand characteristics of Pinus contorta, Populus tremuloides, Picea engelmannii, Abies lasiocarpa, and lower elevation plots dominated by shrubs and grasses. High concentrations of soil magnesium and chloride (400–500 ppm), high foliar chloride (2,000–16,000 ppm depending on species) and high incidence of foliar damage were measured in roadside plots along straight road segments in the first 3 to 6.1 m adjacent to treated roads. In drainage plots, where water is channeled off roads, high concentrations of both magnesium and chloride ions and associated foliar damage were measured between 3 and 98 m from the road. High incidence of foliar damage and elevated ion concentrations were not apparent in control plots along non-treated roads. Lodgepole pine appeared to be the most sensitive species, while aspen accumulated the most chloride and exhibited the least amount of damage. Foliar chloride concentrations strongly correlated with percent foliar damage for all species (r?=?0.53 to 0.74, p?<?0.0001) while the incidence of biotic damages did not correlate well. Positive relationships between foliar chloride and magnesium chloride application rates were strong and can be used to predict foliar concentrations and subsequent damage to roadside trees.     

Do species life history traits explain population responses to roads? A meta-analysis

Efforts to mitigate road effects are now common in new highway construction projects. For effective mitigation of road effects it is important to identify the species whose populations are reduced by roads, so that mitigation efforts can be tailored to those species. We conducted a meta-analysis using data from 75 studies that quantified the relationship between roads and/or traffic and population abundance of at least one species to determine species life history characteristics and behavioral responses to roads and/or traffic that make species or species groups prone to negative road and/or traffic effects. We found that larger mammal species with lower reproductive rates, and greater mobilities, were more susceptible to negative road effects. In addition, more mobile birds were more susceptible to negative road and/or traffic effects than less mobile birds. Amphibians and reptiles were generally vulnerable to negative road effects, and anurans (frogs and toads) with lower reproductive rates, smaller body sizes, and younger ages at sexual maturity were more negatively affected by roads and/or traffic. Species that either do not avoid roads or are disturbed by traffic were more vulnerable to negative population-level effects of roads than species that avoid roads and are not disturbed by traffic. In general, our results imply that priority for mitigation should be directed towards wide-ranging large mammals with low reproductive rates, birds with larger territories, all amphibians and reptiles, and species that do not avoid roads or are disturbed by traffic.     

Progressive impact of piecemeal infrastructure development on wild reindeer

We made monthly surveys of >2000 reindeer (Rangifer tarandus tarandus) from 1977 to 1987 before and after the construction of the Blue Lake hydroelectric reservoir in order to study the progressive impact of infrastructure development on wildlife. Following this development, reindeer densities within a 4-km radius declined gradually during winter to 8% of pre-development densities without significant changes in undeveloped control sites. During summer, reindeer gradually reduced use of areas within 4 km distance from roads and power lines to 36% of predevelopment density, with subsequent 217% increase in use of the few remaining sites located >4 km from infrastructure. Reindeer reproduction declined progressively as habitat was lost. Assessments of individual development projects seriously underestimate the long-term effects of the entire expanding infrastructure network. Piecemeal development has resulted in an estimated 70% loss of undisturbed reindeer habitat across the last century in Norway. During this time the reindeer population has become fragmented into 26 isolated sub-populations. Our results show that any further infrastructure development will put the remaining European population of wild mountain reindeer at great risk, as further habitat fragmentation will make the remaining undisturbed patches too small for holding viable populations. A general model of impacts of infrastructure on wildlife is presented. We discuss the importance of controlling piecemeal development in infrastructure for conservation of wildlife and argue that minimizing infrastructure development is likely one of the largest challenges in wildlife conservation ahead.     

soil lead levels in orchards and roadsides of mission peninsula,michigan

The Pb content in orchard soils at Mission Peninsula, Michigan was determined to assess the impact of historical lead arsenate applications. Soil samples at 72 sites located in five orchards were collected at depths of 2-, 20-, 50-, and 100 cm. Atomic absorption spectroscopy was used to quantify Pb levels (μg g^-1). Mean surface Pb levels at individual orchards ranged from< 1–136 μg g^-1 and rapidly decreased with depth, to <1–5 μg g^-1 at 100 cm. The impact of textural class and slope angle on Pb levels was also analyzed. Correlation coefficients linking Pb levels with textural class were weak, ranging from 0.21 to –0.07. Varying slope steepness and slope position within orchards failed to affect the spatial pattern of soil Pb. Soil Pb levels were also compared at 5 sites along local roads with varying levels of automobile traffic. Samples were collected 1 m from the roadside at the same depth intervals studied in orchards. Average daily traffic along the busiest roadsites ranged from 8200 to 16 000; these sites had Pb levels of 90–210 μg g^-1. Such locales had Pb levels similar to the more intensively sprayed orchards.     

长白山自然保护区道路影响域土壤Zn和Pb分布及污染分析

分别在长白山自然保护区北坡的阔叶红松林、针叶林和岳桦林等3种森林中不同利用强度的6个路段,垂直于道路设置长50 m、宽10 m采样断面,在距路基4、12、20、28、40和48 m随机采集表层0~20 cm土壤,利用ICP-ES测定土壤样品中Zn和Pb的含量。研究不同森林类型、不同利用强度道路50 m路域范围土壤重金属含量、分布特征和污染状况。结果表明:随道路利用强度增强,在阔叶红松林和岳桦林带,路域50 m范围土壤Zn和Pb含量增加明显;在针叶林带,路域50 m范围土壤Pb含量增加明显;随道路利用强度增强,Pb在阔叶红松林带路域土壤中积累范围为12~28 m,在针叶林带路域中积累范围为20~40 m,在岳桦林带路域0~50 m范围积累都明显;与阔叶红松林带土壤相比,岳桦林带路域土壤Pb含量变化对道路产生的Pb污染更敏感;利用强度强的岳桦林带路域土壤Zn和Pb的污染分指数最大,分别为1.49和1.52,都为轻度污染。     

First Study of Anthropogenic Platinum Group Elements in Roadside Top-Soils in Athens, Greece

Concentrations of Pt and Pd in roadside top-soil samples, collected in May 2003, at four types of sites (urban, suburban, rural and highway) in the greater Athens area as well as concentrations of Pb, Cu, Zn, Fe and Ca, were determined. Our results show high concentrations of “classic” (Pb, Cu, Zn) and “new” (Pt, Pd) traffic related elements in top-soils on a highway and a representative urban street in Athens. In the highway samples, the average concentrations of Pt and Pd were 141.1 and 125.9 ng/g respectively, while in the urban street samples they were 35% lower. In the samples of the rural and suburban roads the Pt and Pd levels were very low 2.0 and 1.4 ng/g respectively. These data show an increased accumulation of Pt and Pd in top-soils during the last decade as a result of the gradual increase in the use of vehicles with catalytic converters. The Pt:Pd ratios (average: 1.2) were consistent with known catalytic converters composition (1–2.5), suggesting that the common source of these metals is catalytic converters. The levels of the traffic related elements in suburban and rural roads were very low, suggesting the negligible impact from emission sources. Principal component, biplot and cluster analysis discriminated the traffic related metals from Fe, Mn and Ca, which are abundant in soils, related mainly to the soil parent materials.     

Human-wildlife conflicts influence attitudes but not necessarily behaviors: Factors driving the poaching of bears in China

Human-wildlife conflicts often spur retaliatory killing, which may be a major threat to some wildlife species. Asiatic black bears depredate crops and livestock and also attack humans. We investigated whether human–bear conflicts in Sichuan Province, southwestern China, resulted in increased bear poaching. We conducted semi-structured interviews within 429 15 × 15-km cells across the province, asking villagers about bear occurrence, population trends, attitudes toward bears, human–bear conflicts, responses to bear damage, and bear poaching. Bears raided crops (n = 174 cells), killed livestock (n = 114 cells), and attacked people (n = 49 cells). Fifty percent and 43% of villagers held negative and neutral attitudes toward bears, respectively; attitudes were more negative among people who had previous interactions with bears or lived where bear encounters were more likely. Although killing bears was illegal, villagers in 117 cells (38%) indicated that bear poaching occurred around their villages. However, killing bears was not significantly linked to damage: indeed, killing was more common in areas without human–bear conflicts. Poachers killed bears mainly for trade of their valuable parts (gall bladder and paws, 78.5%). Tibetan people experienced bear damage and also had negative attitudes toward bears, but reported less poaching than Han or Yi people, due to their religious beliefs. Our study indicated that human-wildlife conflicts shaped people’s attitudes toward bears, but strong economic incentives, not attitudes, prompted illegal killing. Whereas mitigation of human–bear conflicts could help foster more positive attitudes toward bears and the nature reserves that protect bears, this strategy will not remove the primary threat against this species.     

The paradox of keystone species persecuted as pests: A call for the conservation of abundant small mammals in their native range

Small mammals, such as European rabbits (Oryctolagus cuniculus), plateau pikas (Ochotona curzoniae) and prairie dogs (Cynomys spp.), traditionally have been perceived as pests and targeted for control within their native ranges, where they perform essential ecosystem roles and are considered keystone species. These species can reach high densities, and have been subjected to eradication campaigns because of their putative negative impact on natural habitats and agriculture and their competition with livestock for forage. Eradication programmes have been a main factor causing sharp declines of these species in their natural ranges. Paradoxically, they are keystone species where they are abundant enough to be perceived as pests. The term “pest” is usually a social perception that is rarely supported by scientific data, whereas there is considerable scientific evidence of the key ecological roles played by these species. We call for the conservation of these species and present a conceptual model regarding the management of their populations. Where they occur at high numbers, and hence their effects on biodiversity are still of crucial importance, the persecution of these species should be avoided and their natural habitats preserved. In areas with high conservation value, but where these species occur at low densities, management efforts should aim to increase their density. In areas of high commercial value, managers ideally should consider changing prioritization of the area to high conservation value by purchasing the land or obtaining conservation easements. In situations with high commercial value and demonstrable low conservation concern, small mammals could be reduced humanely.     

Response of Acacia species to disturbance by roadworks in roadside environments in southern New South Wales, Australia

Disturbances from road management activities are often considered to be a major threat to plants in roadside environments, however effects may not be deleterious to all plants. The post-disturbance response of three Acacia species with different life-history attributes was compared in four road reserves impacted by soil disturbance from grading activities. Recovery of acacias to grading was variable, however basal resprouting, root suckering and seedling emergence led to a 6.2% population increase for all road reserves combined. In two road reserves, there was significant resprouting of the facultative seeder A. decora, and 2 years after disturbance, resprouts reached mean heights of 71 and 74 cm. One year after disturbance, 71% of A. decora resprouts flowered and 49% also set viable seed, and there was a significant positive relationship between flowers produced and viable seed set. Similarly, 65% of resprouts of the facultative seeder A. montana flowered but only 10% set viable seed. In contrast, there was patchy seedling emergence of the obligate seeder A. pycnantha and to a lesser extent A. montana, and seedlings did not reach reproductive maturity 1 year after disturbance. Drought most likely reduced seedling numbers, as seedlings were only recorded in shaded road reserves, where additional water was applied from roadworks activities. Grading of roadside environments appears to favour plants with strong resprouting ability, and persistence of Acacia populations will depend on the timing of soil disturbances from grading activities in relation to species life-history attributes.