Translocation of problematic individual animals is commonly used to reduce human-wildlife conflicts, especially to reduce the presence or abundance of raptors within airport environments, where they pose a risk to safe aircraft operations. Although this method has strong public support, there have been no scientific evaluations of its efficacy or to determine which factors might influence the return of translocated birds to the airport. We conducted a study to determine which biological and logistical factors might influence the return of red-tailed hawks (Buteo jamaicensis) translocated from Chicago's O'Hare International Airport (ORD) during 2010-2013. We live-captured and translocated red-tailed hawks various distances from the ORD airfield and monitored for returning birds. We found the odds of hawk return increased by 2.36 (95% CI ¼ 0.99-5.70) times for older birds (>1 yr of age) relative to younger birds ( 1 yr of age). Odds of hawk return went up 4.10 (95% CI ¼ 0.75-22.2) times when translocations were conducted during the breeding season relative to the non-breeding season. The odds of hawk return increased 11.94 (95% CI ¼ 3.29-43.38) times for each subsequent translocation event involving the same hawk. The cost of 1 translocation event to the release sites that were 81, 121, 181, and 204 km from ORD was $213, $284, $362, and $426, respectively. Management programs that use release sites 80 km from the airport minimize translocation events to include only younger birds during the non-breeding season, and undertake only 1 translocation event for an individual hawk would increase program efficacy and greatly reduce program implementation costs. The decision matrix regarding the use of a raptor trapping and translocation program involves a variety of biological, logistical, economic, and sociopolitical variables. This study represents an important first step in providing a scientific foundation for informing such management decisions. Published 2017. This article is a U.S. Government work and is in the public domain in the USA.

Green roofs on buildings are becoming popular and represent a new component of the urban landscape. Public benefits of green roof projects include reduced stormwater runoff, improved air quality, reduced urban heat island effects, and aesthetic values. As part of a city-wide plan, several green roofs have been constructed at Chicago's O'Hare International Airport (ORD). Like some other landscaping features, green roofs on or near an airport might attract wildlife and thus increase the risk of bird-aircraft collisions. During 2007-2011, we conducted a series of studies to evaluate wildlife use of newly constructed green roofs and traditional (gravel) roofs on buildings at ORD. These green roofs were 0.04-1.62 ha in area and consisted of primarily stonecrop species for vegetation. A total of 188 birds were observed using roofs during this research. Of the birds using green roofs, 66, 23, and 4 % were Killdeer, European Starlings, and Mourning Doves, respectively. Killdeer nested on green roofs, whereas the other species perched, foraged, or loafed. Birds used green roofs almost exclusively between May and October. Overall, avian use of the green roofs was minimal and similar to that of buildings with traditional roofs. Although green roofs with other vegetation types might offer forage or cover to birds and thus attract potentially hazardous wildlife, the stonecrop-vegetated green roofs in this study did not increase the risk of bird-aircraft collisions.

Avian radar technologies have the potential to serve an important role in the quantification of bird movements and determining patterns of bird use in areas where human–wildlife conflicts might occur (e.g., airports, wind‐energy facilities). However, capabilities and limitations of these technologies are relatively unknown and ground‐truthing studies are needed to help wildlife managers understand the biological meaning of radar information. We evaluated the efficacy of 3 X‐band marine radar sensors for tracking birds and flocks of birds observed on the airfield at Chicago's O'Hare International Airport, USA, during March 2011–November 2012. We used specific information regarding field observations of birds or flocks to determine how frequently the 3 radar sensors provided corresponding tracks of these avian targets. In addition, we examined various factors to determine if they had any influence on the frequency of correspondence between visual observations and radar tracks. Of the 972 sightings of individual birds (49%) or flocks of birds (51%) by observers on the airfield that had the potential to be observed by the radar, 143 (15%) were tracked by ≥1 radar sensor. All confirmed tracks of individual birds or flocks were ≤4.8 km from these radars. Among the 3 radar sensors, larger bodied bird species, bird/flocks flying at higher altitudes, and bird/flocks closer to the radars increased the ability of those units to track avian targets. This study provides new information regarding the performance of radar systems for tracking birds on the airfield of one of the largest and busiest airports in the world. Published 2018. This article is a U.S. Government work and is in the public domain in the USA.