By Jessianne Castle ENVIRONMENTAL AND OUTDOORS EDITOR
LIVINGSTON –
According to statistics released by the vehicle insurance company State Farm,
in 2018, Montana ranked second in the nation for a driver’s chance of experiencing
a vehicle collision with a deer, with 14,098 claims filed by Montana
drivers.
“We all see
roadkill and most of us want to do something about it, but we just don’t know
how to help,” wrote Laramie Maxwell in an email to EBS. Maxwell is the co-coordinator
for the advocacy group Montanans for Safe Wildlife Passage and was among a team
that convened at the first-ever Montana Wildlife and Transportation Summit in
December of 2018.
In June, the
summit partners released a 60-page report that includes a summary of the event
as well as efforts the collaborating agencies and organizations have agreed to in
moving forward. The summit, which was held at Carroll College in Helena, saw
participation from more than 160 individuals, and was organized by Montanans
for Safe Wildlife Passage, the Governor’s office, Montana Department of
Transportation, Montana Fish, Wildlife and Parks and the Western Transportation
Institute at Montana State University.
According to
Nick Clarke, also of Montanans for Safe Wildlife Passage and a project
coordinator for conservation organization Yellowstone to Yukon, the summit has
prompted greater collaboration among agencies and nonprofits, helping to form
new relationships, new collaborations and a new understanding among those
involved.
“This strong
foundation has opened up additional possibilities and created momentum for
collectively addressing wildlife and transportation issues in Montana,” he
wrote in an email to EBS.
The recent
report outlines several measures aimed to reduce wildlife-vehicle collisions.
To start, FWP, MDT and Montanans for Safe Wildlife Passage are organizing a
steering committee that will provide guidance in developing a wildlife and
transportation plan that identifies connectivity and safety priorities,
encourages information sharing, outlines education and outreach initiatives and
discusses funding opportunities.
“The intent
of the work plan is that it is informed by local-level efforts. Community
interest and support are integral to planning highways for people and wildlife,”
wrote FWP Communication and Education Chief-of-Staff Greg Lemon in an email to
EBS.
“There are a
variety of wildlife accommodations that can help wildlife safely cross the
highway, including signs, fencing and crossing structures,” he added. “For
example, variable message signs activated seasonally can alert drivers when
wildlife are moving. These seasonally-placed signs seem to be more effective
than permanent signs.”
One key
challenge the plan will address is related to information gaps across agencies
and research groups. While FWP and MDT have a history of collaboration, the
summit organizers believe additional partnerships are a valuable part of
developing solutions.
“Information
can be better shared among stakeholders so that decision-makers have the best
information available at their disposal,” Clarke said. “Additionally, there is
a need to support new and ongoing research to better understand how wildlife
populations are moving across the landscape, and where their movements
intersect with highways, so that we can make roads safer for everyone.”
Currently,
FWP deploys GPS transmitters on a variety of species to track movements and
habitat use. Not only does this data provide a glimpse into a specific animal’s
movement pathways and ranges, but it can also be extrapolated to other
populations and areas.
“In any
given year, FWP maintains and collects data from hundreds of GPS-marked animals
around the state,” Lemon said. “This information can help with highway planning
and other conservation efforts.”
Maxwell said
one important aspect to keep in mind is that distinct areas of the state are of
greater concern for different reasons.
“One area
may not have as many crashes, but because a certain resident species—think bighorn
sheep—is relatively small, each crash may have the potential to affect the
population’s ability to survive, while another area may be of concern because
the high crash rate is dangerous for people,” he said.
Once
migratory corridors are identified that overlap with significant traffic areas
or proposed development, transportation officials are often tasked with some
form of mitigation.
A 2014
survey conducted by the Western Transportation Institute found that
transportation officials nationwide credit funding as the greatest barrier to
developing wildlife crossing structures. In Montana, this is also coupled with
what MDT Director Mike Tooley describes as a 3 to 1 ratio between overall
transportation infrastructure needs and available fiscal resources—and the fact
that the department manages over 25,000 lane miles of highway.
Maxwell says
that while crossing structures are expensive, the actual cost with the benefits
tells a nuanced story.
Wildlife
collisions are estimated to cost the U.S. $6 to 12 billion annually in the form
of paid law enforcement, emergency services, road maintenance crews, wildlife
managers and vehicle repairs. As one example, Maxwell cited a pronghorn and
mule deer crossing built in 2012 over Highway 191 near Pinedale, Wyoming, which
is estimated to pay for itself in 20 years.
“Understanding
the true societal costs and benefits,” he said, “is key to increasing public
awareness and building local support to construct crossings wherever they are
needed.”
