Helicopters used for aerial wildlife surveys are expensive, dangerous and time consuming. Drones and thermal infrared cameras can detect wildlife, though the ability to detect individuals is dependent on weather conditions. While we have a good understanding of local weather conditions, we do not have a broad-scale assessment of ambient temperature to plan drone wildlife surveys. Climate change will affect our ability to conduct thermal surveys in the future. Our objective was to determine optimal annual and daily time periods to conduct surveys. We present a case study in Texas, (United States of America [USA]) where we acquired and compared average monthly temperature data from 1990 to 2019, hourly temperature data from 2010 to 2019 and projected monthly temperature data from 2021 to 2040 to identify areas where surveys would detect a commonly studied ungulate (white-tailed deer [Odocoileus virginianus]) during sunny or cloudy conditions. Mean temperatures increased when comparing the 1990–2019 to 2010–2019 periods. Mean temperatures above the maximum ambient temperature in which white-tailed deer can be detected increased in 72, 10, 10, and 24 of the 254 Texas counties in June, July, August, and September, respectively. Future climate projections indicate that temperatures above the maximum ambient temperature in which white-tailed deer can be detected will increase in 32, 12, 15, and 47 counties in June, July, August, and September, respectively when comparing 2010–2019 with 2021–2040. This analysis can assist planning, and scheduling thermal drone wildlife surveys across the year and combined with daily data can be efficient to plan drone flights.

Background: Complexity in landscape structure is often assessed using individual metrics related to ecological processes. However, this rarely incorporates important relationships among metrics and may miss landscape structure effects. Multivariate statistics provide techniques for assessing overall landscape structure effects. We assessed how multivariate statistics could be used to connect landscape structure with an ecological process [bobcat (Lynx rufus) wildlife crossing structure (WCS) use]. We tested how landscape structure at WCS sites compared to the surrounding landscape and how structure affected detections at WCS sites. Our study was conducted in Cameron County, Texas, USA where WCSs are in various stages of construction and monitoring. We used a classified land use/land cover map and aerial LiDAR to calculate configuration and density metrics at WCS and random sites. We created indices for configuration and density using principal components analysis to assess landscape structure effects on camera trap detections at WCSs. Results: Landscape structure at WCSs did not differ from random locations. Wildlife crossing structure use increased with greater woody cover and decreased with increasing vegetation density. Our indices allowed identification of differences in how configuration and density impacted WCS use. Ordination methods helped identify individual contributions of landscape metrics to the overall landscape structure effect. Conclusions: Wildlife crossing structures are permanent fixtures on landscapes, so selecting appropriate locations using broad-scale landscape structure likely increases target species use. Using indices of landscape structure provides planners with a more holistic approach to WCS placement and provides a more comprehensive picture of landscape pattern and process relationships.

Identification of buildings from remotely sensed imagery in urban and suburban areas is a challenging task. Light detection and Ranging (LiDAR) provides an opportunity to accurately identify buildings by identification of planar surfaces. Dense vegetation can limit the number of light particles that reach the ground, potentially creating false planar surfaces within a vegetation stand. We present an application of discriminant analysis (a commonly used statistical tool in decision theory) to classify polygons (derived from LiDAR) as either buildings or a non-building planar surfaces. We conducted our analysis in southern Texas where thornscrub vegetation often prevents a LiDAR beam from fully penetrating the vegetation canopy in and around residential areas. Using discriminant analysis, we grouped potential building polygons into building and non-building classes using the point densities of ground, unclassified, and building points. Our technique was 95% accurate at distinguishing buildings from non-buildings. Therefore, we recommend its use in any locale where distinguishing buildings from surrounding vegetation may be affected by the proximity of dense vegetation to buildings.

Collisions with vehicles can be a major threat to wildlife populations, so wildlife mitigation structures, including exclusionary fencing and wildlife crossings, are often constructed. To assess mitigation structure effectiveness, it is useful to compare wildlife road mortalities (WRMs) before, during, and after mitigation structure construction; however, differences in survey methodologies may make comparisons of counts impractical. Location‐based cluster analyses provide a means to assess how WRM spatial patterns have changed over time. We collected WRM data between 2015 and 2019 on State Highway 100 in Texas, USA. Five wildlife crossings and exclusionary fencing were installed in this area between September 2016 and May 2018 for the endangered ocelot (Leopardus pardalis) and other similarly sized mammals. Roads intersecting State Highway 100 were mitigated by gates, wildlife guards, and wing walls. However, these structures may have provided wildlife access to the highway. We combined local hot spot analysis and time series analysis to assess how WRM cluster intensity changed after mitigation structure construction at fine spatial and temporal scales and generalized linear regression to assess how gaps in fencing and land cover were related to WRM cluster intensity in the before, during, and after construction periods. Overall, WRMs/survey day decreased after mitigation structure construction and most hot spots occurred where there were more fence gaps, and, while cluster intensity increased in a few locations, these were not at fence gaps. Cluster intensity of WRMs increased when nearer to fence gaps in naturally vegetated areas, especially forested areas, and decreased nearer to fence gaps in areas with less natural vegetation. We recommend that if fence gaps are necessary in forested areas, less permeable mitigation structures, such as gates, should be used. Local hot spot analysis, coupled with time series and regression techniques, can effectively assess how WRM clustering changes over time.

Worldwide, transportation agencies have been involved in road mitigation efforts to reduce road mortality and promote connectivity of endangered species. Baseline data on how mammals respond to highway construction, however, are rarely collected in road mitigation and monitoring studies, including in the USA. Our goal in this study was to assess differences in the response of the mammal community to highway construction along a gradient of human land use (HLU) from July 2019 to November 2020 in southern Texas, USA. We compared the species composition of the terrestrial mammal community at five sites along a highway before and during highway construction and assessed diel activity for seven species at different HLU levels between these two time periods. We found that mammal community composition was lower during the construction period at each HLU level. There were greater differences in the composition of the mammal community in the pre‐construction and construction periods as HLU decreased. Community diversity was greatest in areas with a low level of HLU, followed by areas of medium and high levels, with more carnivores, large ungulates, and rodents at medium and low HLU sites. For many species, diel activity patterns across all sites during the construction period reflected activity patterns in areas of higher HLU during the pre‐construction period. Our study shows that community composition and behavior (diel activity) are likely to change in response to highway construction regardless of the degree of HLU. These results may influence how scientists and transportation agencies consider potential impacts on wildlife species during road construction and affect their attempt to mitigate these impacts.