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Including Denmark, modern pig production typically involves annual culling rates close to 50%. One important professional group in this process are livestock drivers transporting the animals to slaughter. By use of oral interviews, we aimed to describe experiences and opinions of Danish livestock drivers transporting sows, regarding fitness for transport and management choices relevant for animal welfare. All livestock drivers (N = 30) associated with a large slaughterhouse in Denmark accepting sows were approached in person, after having unloaded sows, and asked questions by an interviewer. A total of 22 livestock drivers (73%) answered all questions, constituting of a heterogeneous group of men of varying age, level of experience, time since they achieved the legally required certificate of competence, and daily involvement in sow transportation. Among livestock drivers included in the present study, doubt about fitness for transport was not uncommon, and specific reasons underlying their doubt were listed. All respondents reported to have experienced having to reject loading a cull sow who had been selected for slaughter by a herd manager, and approximately 40% did this several times a year. In contrast, almost 50% had never experienced having a sow rejected by the veterinarian at the slaughterhouse due to lack of fitness for transport. When asked about their management of sows during transportation, the majority (71%) reported using special condition transport (use of extra bedding and partitions to separate individual sows from rest of the load) less than once per month. All respondents considered hot days a problem for welfare of sows and the majority reported to adjust air intake of trucks daily or several times per week. In addition, approximately half of the respondents mentioned stationary periods (e.g. mandatory driver rests) as a challenge to sow welfare, to a degree where they had violated regulation on mandatory driver rests for the sake of welfare of the sows. The present study is among the few to focus on livestock drivers transporting sows, including questions about management choices and the animals' fitness for transport. The findings may form basis for future development of educational programs for drivers as well as for the formulation of hypotheses for future studies in this area, characterized by complicated underlying legislation and challenges to animal welfare. [ABSTRACT FROM AUTHOR]

Livestock are expectedly at one point or the other transported from one place to another for breeding, sale or slaughter. Conditions of handling, loading and transportation, stress encountered during the journey and when off-loading are a major factor of recumbency and/ bruising. A survey on recumbency in cattle was conducted at the animal market of the Kumasi Abattoir Company Limited (KACL) in Kaase, in the Kumasi Metropolitan Area of Ghana. The study involved 7960 cattle transported to the slaughterhouse from local towns in Ghana as well as from neighbouring countries. Recumbent and moribund cattle were identified and information was compiled based on the regions (sources) they were transported from, as well as the varying conditions of their handling and transportation. A total of 109 cases of recumbent and moribund cattle were recorded, with an average of 5 recumbent cases per day. Study results showed that cases of recumbency involved 1.4% of the total number of cattle (7960) counted in the animal market and 5.3% of the number of cattle (2069) transported from sources with registered cases of recumbency. The study also revealed higher frequency of recumbency where animals were transported over long distances of >500km (68%); or in relatively larger batch loads of >20 animals (76%). Calculating at an assumed loss of 50% value for each case of affliction, the financial implication of cattle recumbency at the animal market of the KACL is estimated at a loss of GH¢ 54500 per month or GH¢ 654000 (approx. USD 163500) per annum. [ABSTRACT FROM AUTHOR]

There is increasing scrutiny of the animal welfare impacts of all animal use activities, including agriculture, the keeping of companion animals, racing and entertainment, research and laboratory use, and wildlife management programs. A common objective of animal welfare monitoring is to quantify the frequency of adverse animal events (e.g., injuries or mortalities). The frequency of such events can be used to provide pass/fail grades for animal use activities relative to a defined threshold and to identify areas for improvement through research. A critical question in these situations is how many animals should be sampled? There are, however, few guidelines available for data collection or analysis, and consequently sample sizes can be highly variable. To address this question, we first evaluated the effect of sample size on precision and statistical power in reporting the frequency of adverse animal welfare outcomes. We next used these findings to assess the precision of published animal welfare investigations for a range of contentious animal use activities, including livestock transport, horse racing, and wildlife harvesting and capture. Finally, we evaluated the sample sizes required for comparing observed outcomes with specified standards through hypothesis testing. Our simulations revealed that the sample sizes required for reasonable levels of precision (i.e., proportional distance to the upper confidence interval limit (δ) of ≤ 0.50) are greater than those that have been commonly used for animal welfare assessments (i.e., >300). Larger sample sizes are required for adverse events with low frequency (i.e., <5%). For comparison with a required threshold standard, even larger samples sizes are required. We present guidelines, and an online calculator, for minimum sample sizes for use in future animal welfare assessments of animal management and research programs. [ABSTRACT FROM AUTHOR]

One important and inevitable aspect of animal production is transportation. The effects of different types of road transportation on rectal temperature (RT), behaviour and traumatic injuries were assessed in 60 crosses of 50/50% temperate/tropical breeds of heifers. The heifers, comprised 20 crosses, each of Brahman/Gudali, Friesian/White Fulani and Simmental/Gudali breeds, were transported for 6 h; first, for 2 h through rough untarred road, then another 2 h each through an asphalt dual- and single-carriage roads, respectively. The results showed that transportation through untarred road induced significant (P < 0.05) increase in RT values, especially in Friesian/White Fulani breed. All (100%) the cattle fell down, vocalised and urinated/defaecated at least three times during the first 30 min of transportation through rough untarred road. The mean frequencies of falls, vocalisation and urinating/defaecating were 7.8 ± 1.2, 4.3 ± 0.6 and 3.2 ± 0.4, respectively. Transportation on double- and single-lane asphalt roads had no effect on the variables measured. The cattle stood for 5 h 8 min out of the 6-h transportation time and majority stood parallel to the direction of motion. Two Friesian/White Fulani crosses sustained injuries during loading and transportation on rough road. The proportion of time the heifers spent standing was low (P < 0.05), whereas more time was spent eating and drinking 3 h post-transportation, compared with pre-transportation. Friesian/White Fulani breed stood longer (P < 0.05), but spent less time eating and drinking in both pre- and post-transportation periods. In conclusion, road transportation of temperate/tropical crosses of heifers along asphalt road did not significantly affect their RT and behaviour, however, when transported along untarred road the RT and behaviour of the cattle may be compromised. Live transportation of livestock is an important aspect of animal production. We transported diffident crosses of tropical/temperate breeds of heifers for 6 h along different road conditions in the tropics. We discovered that the crosses of the cattle did well during transportation on tarred road, but responded poorly when transported along rough untarred road. Thus, transportation along rough roads may compromise the animal welfare and health status. [ABSTRACT FROM AUTHOR]

The article discusses the short term impacts of a multifaceted livestock transfer and training program in rural Nepal using a randomized controlled trial. Topics discussed include plans to reduce poverty through group formation, livestock transfers and technical training, long-term outcomes based on expenditures, physical health and food security and measuring short- term outcomes on the basis of standard deviations.

The article discusses the public attitudes and outlooks towards the welfare of livestock animals in Australia, with a focus on its relevance towards animal product consumption and social farm licenses. Topics discussed include the need for the livestock industry in the country to address changing community values proactively, the practice of mulesing being a threat to the livestock industry and issues regarding transport of livestock.

Before broilers are slaughtered, several parties are involved in catching, loading, transportation and lairage. During these pre-slaughter activities, broilers are exposed to a variety of stressors. A detailed understanding of how broiler welfare is impaired during each stage could help the responsible parties to make targeted improvements. The aim of this study was to identify welfare problems occurring during the consecutive stages of commercial broiler transportation and to identify risk factors associated with the identified welfare problems. Commercial Belgian transports (n = 81) were assessed in spring (n = 14), summer (n = 33), autumn (n = 10), and winter (n = 24), and potential risk factors were recorded by the observer. Animal-based welfare indicators were scored before the start of the pre-slaughter phase as well as after the catching, transport and lairage, and slaughter stages to assess the impact of each stage. The most frequently observed welfare impairments were vent and thigh lesions, panting, wing fractures, and bruising on wings and breasts. Our results show that the impact of the pre-slaughter phase on broiler welfare is multifaceted. The overall pre-slaughter phase resulted in a mean weight decrease of 5.3%, a prevalence of 1.4% in leg bruising, and 3.7% in breast or wing bruising. Wing fractures occurred mainly during the catching stage: Prevalence increased from 0.1% to 1.9% (P = 0.003). A welfare comparison before and after transportation and lairage revealed that plumage had become more soiled (P = 0.003), body temperature decreased by 0.7°C (P < 0.001), huddling prevalence increased by 0.5% (P = 0.008), prevalence of birds with splayed legs increased by 0.08% (P = 0.008), prevalence of supine birds decreased by 0.05% (P = 0.003), and 0.1% fewer birds with wings stuck in the crates (P = 0.010) were observed. Risk factor analyses revealed that carefully choosing the catching crew, minimizing thermal stress, reducing duration of transportation, and worker training are promising actions that may improve broiler welfare during the pre-slaughter phase. [ABSTRACT FROM AUTHOR]

Aim: The changes of the hypothalamic pituitary adrenal (HPA) axis response to a long distance transportation results in increase of adrenocorticotropic hormone (ACTH) and cortisol levels. The purpose of the study was to quantify the level of short-term road transport stress on circulating ACTH and cortisol concentrations, related to the effect of previous handling and transport experience of horses. Materials and Methods: The study was performed on 56 healthy horses after short-term road transport of 30 km. The horses were divided into four groups, Groups A, B, C, and D, with respect to the handling quality: Good (Groups A and B), bad (Group D), and minimal handling (Group C) conditions. According to the previous transport, experience horses were divided as follows: Horses of Groups A and D had been experienced long-distance transportation before; horses of Groups B and C had been limited experience of transportation. Results: One-way RM-ANOVA showed significant effects of transport on ACTH changes in Groups B and C and on cortisol changes in both Groups A and B. Groups A and B showed lower baseline ACTH and cortisol values than Groups C and D; Groups A and B showed lower post-transport ACTH values than Groups C and D. Groups A, B, and C showed lower post-transport cortisol values than Group D. Only Groups A and B horses have shown an adequate capacity of stress response to transportation. Conclusion: The previous transport experience and quality of handling could influence the HPA axis physiological responses of horses after short-term road transport. [ABSTRACT FROM AUTHOR]

Analyses of the impacts of asset transfer programs often find statistically significant effects on consumption expenditures that are large in percentage terms but small in absolute value. This study explores the practical significance of such impacts using the case of a livestock transfer program among impoverished households in Zambia. As in other studies, results show that the asset transfers increased household consumption expenditure and dietary diversity. Extending previous work, this paper examines whether the increase in expenditures has been large enough to trigger changes in consumption patterns or in subjective assessment of poverty status. Changes in composition of expenditures, composition of diet, and subjective self-assessment of poverty all suggest a growing sense of security and a practically significant change in welfare for treated households. As transfers included three different types of animals – dairy cows, meat goats, and draft cattle – we are able to discern that the specific nature of the asset transferred influences food security impacts. Examination of change in the composition of consumption shows substantial effects on poverty and food security starting within six months of livestock transfers. Persistence of the impact through the next 18 months of our study period indicates that livestock transfers can have a sustained effect on poverty and food security. [ABSTRACT FROM AUTHOR]

In this paper, we propose a method to find inactive periods of a trajectory and employ it to livestock tracking. In contrast to the existing methods to find inactive periods in the domain of animal movement studies, the proposed method estimates inactive periods based on the position recordings only, without involving information from activity sensors or field observations. The only parameter that the proposed method requires is the minimum duration of inactivity. Inactivity means being stationary or having limited variation in position. The results have been verified by applying the method to a dataset where activity sensor recordings are also available. [ABSTRACT FROM AUTHOR]

The study was conducted to ascertain the different types of injury, mortality and welfare during broiler transportation. Two flocks having 825 and 911 broilers were examined for different types of injuries during transportation. Injuries during transportation were identified by visual observation and palpation. Most of the injuries occurred by rough handling during loading & unloading, inappropriate space allowances in crates, higher ambient temperature, longer feed withdrawal time, distance and time of transport that influence the injury, mortality, shrinkage & welfare. The data of different type of injuries (e.g. dislocation of wing, dislocation of leg, laceration of wing & leg) were collected during transportation of bird from farm to market by visual observation and palpation method. Results with respect to the frequency of weight loss, dislocation of wing, dislocation of leg, laceration of wing & leg were approximately 6%, 14%, 12%, 5% & 2%, respectively. On the other hand mortality percentage of broiler chicken was found 0.05% during transportation. It can be concluded that chicken are facing a great number of serious injuries during transportation that concerns about welfare issues of Bangladesh. [ABSTRACT FROM AUTHOR]

Commercial livestock production is known to have significant impacts on the environment. Pig production is a complex system which involves the production of animal feed, transportation, animal rearing and waste management. One tool for assessing the environmental performance of such complex systems is life cycle assessment (LCA). LCA has been applied to pig production considerably to date. This paper provides a chronological review of state-of-the-art pig production LCAs under three themes: feed production; entire-system livestock rearing; and waste management. The study considers how LCA applications have addressed technological improvements in animal husbandry, and highlights methodological limitations, particularly related to cross-study comparisons. Recent research demonstrates crude protein reduction in feed and anaerobic treatment of pig excreta resulting in bioenergy production are the key targets for environmental performance improvements related to pig production. [ABSTRACT FROM AUTHOR]

The motion of ships can cause discomfort and stress in humans, but little is known about the impact on sheep welfare, despite many sheep traveling long distances by ship during live export. We tested whether exposing sheep to roll (side to side movement), heave (up and down movement), and pitch (front to back movement) with similar amplitude and period conditions to a commercial livestock transport vessel would affect their behavior and physiology. Specifically, we tested the effects of these motions and a control treatment on behavior, heart rate variability, rumination, body posture, and balance of sheep. Four sheep (37 ± 0.1 kg) were restrained in pairs in a crate, which was placed on a moveable and programmable platform that generated roll and pitch motions. An electric forklift was used to produce heave motion. The treatments were applied for 30 min each time in a changeover design with 1 repetition over 8 consecutive days. Sheep behavior was recorded continuously from video records, and heart rate monitors were attached to determine heart rate and its variability. Heave reduced the time that sheep spent ruminating, compared with the other 3 treatments (P < 0.001). The 2 sheep spent more time during heave with their heads 1 above the head of the other (P < 0.001) and looking toward their companion (P = 0.02), indicating greater affiliative behavior. Sheep spent more time during heave standing with their back supported on the crate (P = 0.006) and less time lying down (P = 0.01). Roll caused more stepping motions than pitch and control, indicating loss of balance (P < 0.001). Sheep experiencing heave and roll had increased heart rates and reduced interbeat intervals (IBI) compared to the control (P < 0.001). The IBI of sheep in the heave treatment had an increased ratio of low to high frequency duration (P = 0.01), indicating reduced parasympathetic control of stress responses. Therefore, there was both behavioral and physiological evidence that heave and roll caused stress, with sheep experiencing roll apparently coping better by regular posture changes and heave causing the sheep to seek the close presence of their companion. [ABSTRACT FROM AUTHOR]

Nineteen loads of commercial feeder cattle (BW 376 ± 39 kg, mean ± SD) transported for 18 ± 4.5 h in summer and winter seasons were used to collect data on internal temperature and humidity conditions in the deck and belly compartment of pot-bellied trailers and their relationship with shrink, cortisol, and morbidity. Measurements of temperature or humidity at ceiling or animal level did not vary with transportation factors. Temperature and humidity ratio was greater at animal-level than ambient conditions during non-highway travel and stationary periods (P < 0.01). During the 3 time periods evaluated within journeys, there was a larger difference between animal-level and ambient conditions during the winter than during the summer (P < 0.01); however, this difference was not associated with other transport factors (P > 0.05). Evening loads (1700 and 2100 h) experienced more shrink in the summer than in the winter (11.2 ± 0.5 vs. 9.0 ± 0.5% of BW; P = 0.03). A 1°C increase in difference between average animal-level temperature in transit and the mean ambient temperature during the 10 d before transport was associated with a 0.11 ± 0.03% of BW increase in shrink [P < 0.01) and 0.006 ± 0.002 ng/mL increase in post-transport cortisol concentration (P = 0.05). Animal-level temperature-humidity index (THI) events (consecutive observations of THI greater than 78°F) were more likely to last for longer than 1 h when the trailer was stationary vs. traveling (mean = 1.8, confidence level 95% = 1.33, 2.52). During THI events at animal level, the disagreement with ambient temperature regarding THI classification was lower when the vehicle was traveling vs. stationary (95.5 ± 0.01% vs. 99.7 ± 0.002% of THI event in disagreement; P < 0.01) and was greatest in events less than 1 h (99.8 ± 0.0% vs. 91.7 ± 0.03% of THI event in disagreement; P < 0.01). The average magnitude of the difference during these events was 11.4 ± 7.6°F and was not affected by transportation factors (P > 0.05). Despite association between indicators of calf welfare and microclimate, all cattle arrived in good condition and there was 0.96% treatment rate within the first 30 d after arrival. Management and auditing decisions related to transportation of feeder cattle should consider the relationship between animal-level and ambient conditions and conditions before transportation. Under the commercial conditions of the current study, the transportation process did not appear to cause distress according to the dimensions of animal welfare that were assessed. [ABSTRACT FROM AUTHOR]

Abstract: New developments in livestock transport within the pre-slaughter chain are discussed in terms of three logistic nodes: origin, stopovers and slaughterhouse. Factors as transport cost, haulier, truck specifications, micro-environment conditions, loading density, route planning, vehicle accidents and journey length are discussed as well as causes of morbidity, mortality, live weight and carcass damage. Taking into account current trends towards increased transport times, logistics stopovers and mixed transport, there is a need to develop systems of evaluation and decision-making that provide tools and protocols that can minimize the biological cost to animals, which may have been underestimated in the past. [Copyright &y& Elsevier]

This paper presents a multiperiod planning tool for multisite pig production systems based on Linear Programming (LP). The aim of the model is to help pig managers of multisite systems in making short-term decisions (mainly related to pig transfers between farms and batch management in fattening units) and mid-term or long-term decisions (according to company targets and expansion strategy). The model skeleton follows the structure of a three-site system that can be adapted to any multisite system present in the modem pig industry. There are three basic phases, namely, piglet production, rearing pigs, and fattening. Each phase involves a different set of farms; therefore, transportation between farms and delivering of pigs to the abattoir are under consideration. The model maximizes the total gross margin calculated from the income of sales to the abattoir and the production costs over the time horizon considered. Production cost depends on each type of farm involved in the process. Parameters like number of farms per phase and distance, farm capacity, reproduction management policies, feeding and veterinary expenses, and transportation costs are taken into account. The model also provides a schedule of transfers between farms in terms of animals to be transported and number of trucks involved. The use of the model is illustrated with a case study based on a real instance of a company located in Catalonia (Spain). [ABSTRACT FROM AUTHOR]

Measuring animal-level conditions during transit provides information regarding the true risk of environmental challenges to cattle welfare during transportation. However, due to constraints on placing loggers at the animal level, there is a need to identify appropriate proxy locations. The objective was to evaluate 8 distributions of ceiling-level loggers in the deck and belly compartments of pot-belly trailers for assessing animal-level temperature and humidity during 5 to 18 h commercial transportation of feeder cattle. Ambient conditions during transportation ranged from 3.6 to 45.2°C (20.3 ± 7.61°C, mean ± SD). When considering the entire journey, average différences between ceiling and animal-level temperatures were similar among logger layouts (P > 0.05). The uncertainty in the difference in temperature and humidity between locations was high relative to the magnitude of the difference between animal- and ceiling-level conditions. Single-logger layouts required larger adjustments to predict animal-level conditions within either compartment, during either the entire journey or when the trailer was stationary (P < 0.05). Within certain logger layouts, there were small but significant differences in the ability of regression equations to predict animal-level conditions that were associated with cattle weight and available space relative to body size. Furthermore, evaluation of logger layouts based solely on the entire journey without consideration of stationary periods did not adequately capture variability in layout performance. In conclusion, to adequately monitor animal-level temperature and humidity, 10 loggers distributed throughout the compartment was recommended over single-logger layouts within both the deck and belly compartments of pot-belly trailers transporting feeder cattle in wann weather. [ABSTRACT FROM AUTHOR]

This experiment evaluated the effects of meloxicam administration on physiological and performance responses of transported cattle during feedlot receiving. Eighty-four Angus x Hereford steers were ranked by BW on d -10 and assigned to 21 dry lot pens. From d -10 to 0, pens were fed alfalfa-grass hay ad libitum and 2.4 kg/steer daily (DM basis) of a corn-based concentrate. On d 0, pens were randomly assigned to 1 ) transport for 1,440 km in a livestock trailer and oral administration of meloxicam (1 mg/kg of BW) at loading (d 0), unloading (d 1 ), and daily from d 2 to 7 of feedlot receiving (MEL; n = 7); 2) the same transportation and treatment schedule of MEL but oral administration of lactose monohydrate (1 mg/kg of BW) instead of meloxicam (TRANS; n = 7); or 3) no transport and oral administration of lactose monohydrate ( 1 mg/kg of BW) concurrently with treatment administration to MEL and TRANS (CON; n = 7). Upon arrival (d 1), MEL and TRANS steers returned to their pens for a 21-d feedlot receiving with the same diet offered from d -10 to 0. Treatments were administered to steers via oral drench on d 0 and 1 or mixed daily with the concentrate from d 2 to 7. Full BW was recorded before (d -2, -1, and 0) treatment application and at the end of experiment (d 20, 21, and 22) for ADG calculation. Daily DMI was recorded from d 1 to 21. Blood samples were collected on d 0, 1, 3, 5, 7, 10, 14, and 21. During the initial 7 d of feedlot receiving, hay and total DMI were reduced (P ≤ 0.03) in TRANS vs. CON and MEL and similar between CON and MEL (P > 0.26), whereas concentrate DMI did not differ (P = 0.16) among treatments. Mean ADG was reduced (P ≤ 0.03) in TRANS vs. MEL and CON but similar {P = 0.82) between MEL and CON. Moreover, TRANS had reduced G:F vs. CON (P = 0.01 ) and MEL (P= 0.05), whereas G:F was similar (P = 0.39) between CON and MEL. Serum NEFA concentrations were greater (P <0.01) for TRANS and MEL vs. CON on d 1. Plasma haptoglobin concentrations were greater (P ≤ 0.03) for TRANS vs. CON and MEL on d 5 and greater (P≤ 0.03) for CON vs. TRANS on d 10. Plasma ceruloplasmin concentrations were greater (P ≤ 0.04) for TRANS vs. CON on d 3, 5, 7, 10, and 14, greater (P ≤ 0.03) for TRANS vs. MEL on d 5 and 7, and also greater (P = 0.05) for MEL vs. CON on d 3. In conclusion, meloxicam administration to feeder steers modulated the haptoglobin and ceruloplasmin responses and prevented the performance losses caused by long-distance transportation. [ABSTRACT FROM AUTHOR]

The authors examine the issue of the welfare of Australian livestock transported by sea. They comment on an article that confirms the existence of risks to the welfare of livestock caused by transporting them in ships. They analyze an accompanying editorial on the strengths of the Australian Standards for the Export of Livestock (ASEL). They also mention the opposition of the Australian government and industry to the removal of employment of veterinarians from the exporters.

This study is the first comprehensive examination of long-haul cattle being transported across Canada and off-loaded for feed, water and rest. A total of 129 truckloads were observed at one of two commercial rest stations near Thunder Bay, Ontario. Data collected included information regarding the truck driver, the trailer, the trip, the animals and animal handling. The majority of the loads stopping were feeder calves (60.94%) while 21.09% were weaned calves, and the remaining 14.84% were market weight cattle. The truck loads surveyed were in transit for, on average, 28.2 ± 5.0 hours before stopping and cattle were rested for an average of 11.2 ± 2.8 hours. These data suggest that loads stopping at the rest station were adhering to the regulations stated in the Health of Animals Act, which outline a maximum of 48 hours in transit before a mandatory stop of at least 5 hours for feed, water and rest. There was a large amount of variability around how well recommendations, such as stocking density were followed. Further research is required to assess how well cattle are coping with long-distance transport under current regulations and industry practices. [ABSTRACT FROM AUTHOR]

To assess the effect of transport duration on animal welfare and meat quality of lambs, two trials were performed: Forty Ile-de-France x Merino lambs were used in Trial 1 and 40 Comisana lambs in Trial 2. In both trials, the lambs, aged between 14 and 16 weeks, were divided into two groups of 20 animals. One group was subjected to a 1-h period of transportation (T1) and the other to a 24-h period of transportation (T24), both in the same truck and arriving to the same slaughterhouse at the same time. The effect of transport on serum biochemistry variables (cortisol, aspartate transaminase, lactate dehydrogenase, blood urea nitrogen, creatine kinase, creatinine and total proteins), salivary cortisol, metabolites of cortisol in faeces, intra-ruminal temperature and meat quality (pH, conductivity, expressible juice, colour and shear force) was assessed. In both studies, the duration of transport did not affect serum and salivary cortisol concentration (P > 0.05). However, in Trial 2, lambs exposed to 24-h transport had a higher concentration of faecal cortisol metabolites than did those transported for 1 h (P < 0.05). Blood variables were not affected by transport in either trial (P > 0.05), with the exception of blood urea nitrogen which was higher in Trial 1 for the T24 group (P < 0.05) than it was to T1 group. Although no signs of dehydration were found, intra-ruminal loggers showed that animals did not drink during the transportation in the way they did before transport. In Trial 1, no effect of transport duration was found on meat-quality traits (P > 0.05). Nevertheless, in Trial 2, lambs exposed to 24-h transport had higher values of colour attribute of a* (red trend) and less tenderness or higher values of shear force (P < 0.05). The present study showed that although there is little effect on meat quality, signs of stress are detectable in lambs transported for 24 h. Therefore, in the case of lambs, the effect of long transportation periods must be considered more in terms of animal welfare than in terms of product quality. Long transportation of animals (24 h) can have a detrimental effect on animal welfare and product quality. Forty lambs were transported for 24 h and compared with 40 lambs transported for 1 h to assess consequences on animal welfare and meat quality. Results on fecal cortisol metabolites and drinking patterns show that long transportation in lambs should be considered more in terms of animal welfare than product quality, where few effects were found. [ABSTRACT FROM AUTHOR]

Animal welfare is the combination of subjective and objective criteria of the life conditions of animals, including health and disease, behavior, husbandry and management. Transportation is an important activity of the farming industry and it is a topical controversial area of animal welfare. A high proportion of goats are transported at some stage in their lives, sometimes to places where food is more readily available, sometimes to a different owner or a different place of keeping and sometimes to slaughter. Transport can potential be stressfull for goats, as they are subjected to unfamiliar sights, sounds, smells, movements and processes of loading and unloading from the vehicle. Owners should therefore plan the process carefully to ensure that any risks to goat welfare are avoided. The frequency and duration of journeys should be minimised, whilst the conditions during transport should be optimised. The handling, loading, transporting and unloading of animals can have very substantial effects on their welfare. Distress during handling and transport of goats should be minimized. Goats should have an access to fresh water and feed during the rest periods on a long haul. Restraining and handling facilities should be free of sharp edges and objects. Goats in lactation require special care to assure comfort, and avoid udder injury and mastitis subsequent to transport. However, to maintain high standards of goat welfare, it is important to train employees in the farm. [ABSTRACT FROM AUTHOR]

This article presents a formal optimization study of the design of small livestock trailers, within which the majority of animals are transported to market in the UK. The benefits of employing a headboard fairing to reduce aerodynamic drag without compromising the ventilation of the animals’ microclimate are investigated using a multi-stage process involving computational fluid dynamics (CFD), optimal Latin hypercube (OLH) design of experiments (DoE) and moving least squares (MLS) metamodels. Fairings are parameterized in terms of three design variables and CFD solutions are obtained at 50 permutations of design variables. Both global and local search methods are employed to locate the global minimum from metamodels of the objective functions and a Pareto front is generated. The importance of carefully selecting an objective function is demonstrated and optimal fairing designs, offering drag reductions in excess of 5% without compromising animal ventilation, are presented. [ABSTRACT FROM AUTHOR]

Transportation of pigs to slaughter has the potential to negatively impact animal welfare, particularly in hot temperatures and over long transport durations. The objective of this experiment was to determine if season and location within vehicle influenced the behavior of market-weight pigs during loading, transit, unloading, and lairage after a long-distance trip to slaughter. On a pot-belly truck, 1,170 pigs were transported (n = 195 pigs/wk in 7 experimental compartments) for 8 h to a commercial abattoir in summer (6 wk) and winter (5 wk). Pig behavior was observed at loading, in transit, at unloading, and in lairage. Handler intervention at loading was observed, and the time to load and unload was recorded. Although season did not (P = 0.91) affect loading time, more prods (P = 0.014) were necessary to load pigs in summer than winter. Loading in winter also tended to be longer (P = 0.071) into compartments involving internal ramps. In transit, more pigs (P = 0.025) were standing in winter compared with summer. Unloading took longer (P < 0.006) in winter than in summer and from compartments where pigs had to negotiate ramps and 180° turns. Furthermore, pigs in summer experienced more slipping (P = 0.032), falling (P = 0.004), overlapping (P < 0.001), and walking backward (P < 0.001) than pigs in winter. Pigs unloading from compartments with internal ramps slipped more (P < 0.0001) than other pigs. Season influenced latency to rest in lairage, with those transported in summer resting sooner (P < 0.0001) than those in winter. In conclusion, season and location within trucks differentially affect pig behavior before, during, and after long-distance transportation. Differences in lighting and temperature between seasons and the inclusion of internal ramps within vehicles may play important roles in the welfare of pigs transported to slaughter. [ABSTRACT FROM AUTHOR]

The transport of livestock by ship is growing in importance, but there are concerns about the welfare impact on the animals. Short sea journeys are usually completed in the vehicles that are used to transport the animals by road, and injury and stress can result. Long sea journeys require offloading of the animals into pens, where they are mixed and provided with feed, water and sometimes artificial ventilation. In addition, animals are often exposed to high stocking densities, elevated temperature and ammonia concentration, as well as noise and changes in photoperiod and light intensity. Mortality rate is the main measure of welfare used by the Australian live export industry for long distance shipments, and the rate is higher at sea compared to the same period of transport on land. Heat stress often challenges livestock when they are transported from cold to hot regions at high stocking densities with no diurnal temperature fluctuation. Sheep cope with heat stress better than cattle, but can still develop respiratory alkalosis if hyperventilation ensues. Bos taurus cattle cope less well with heat stress than Bos indicus breeds. High ammonia concentrations may accumulate on long voyages, causing mucosal irritation and pulmonary inflammation. Some sheep and goats do not adapt to the pellets provided after extensive grazing in Australia, resulting in inanition, often in combination with salmonellosis, which together are the main cause of high mortality rates. Long distance transport may also result in disease transmission to the recipient country and high standards of biosecurity are necessary. It is concluded that there are significant risks to the welfare of livestock caused by transporting them in ships, especially over long distances. [ABSTRACT FROM AUTHOR]

Abstract: Concerns relating to animal transport in general, and specifically to the thermal conditions to which animals are exposed, have led to the development and implementation of regulations, legislations and codes of practice in a number of countries seeking to impose limits on journey times, stocking densities and thermal conditions inside the transport space of vehicles. In the current study, computational fluid dynamics (CFD) was used to analyse the influence of a wind-free environment, such as that presented when the vehicle is transported on the car-deck of a RO–RO ferry, on the ventilated performance of livestock transport vehicle. The livestock transporter under investigation had two decks, the top deck of which was naturally ventilated container and its lower deck was mechanically ventilated container. Using CFD the level of environmental heterogeneity was studied in both the mechanically and naturally ventilated decks. It was found that the naturally ventilated container was hotter and more humid than the mechanically ventilated container. However, the environmental variables were much more evenly distributed in the naturally ventilated container. [Copyright &y& Elsevier]

Changes in module drawer temperature and relative humidity were monitored for 24 commercial loads of hens. Mathematical models revealed significant differences in predicted drawer temperature depending on their location and the outside environmental temperature. Higher predicted temperatures were found in uppermost drawers of the top modules at the front of the lorry, and lower temperatures in drawers on the outer sides of modules and in those drawers in modules next to the back of the lorry in both the upper and lower modules during transport. In the lairage, drawer temperature generally decreased, except in drawers at the top of modules where temperatures increased. Temperature increases were most often recorded in modules which had been located at the rear of the lorry, which were generally cooler during transport. End-of-lay hens would appear to be exposed to a greater risk of cold stress rather than heat stress in the UK. Inspection of birds during transport, or upon arrival, should be directed to the bottom and side drawers of a load when looking for cold stress, and the top row of drawers (centre) of the top modules when looking for heat stress. The frequency of inspections should increase at times of high ambient temperature while the birds are being held in lairages. Adjusting the numbers of birds loaded per drawer according to bird condition and weather appears to be an effective mitigation strategy which is already in use commercially. [ABSTRACT FROM AUTHOR]

In order to assess the risk associated with the transport of stock calves imported from France to Italy, information obtained from inspections carried out in Piedmont by competent authorities between 2001 and 2010 were considered. The inspections concerned 246 trucks transporting a total of 13,857 fattening calves. Based on the types of infringements recorded, several hazards related to animal welfare, such as overcrowding, tying by the horns and inappropriate mixing, were identified and characterized. The inspection of vehicles revealed hazards concerning partitions, bedding, decks, lighting, drinking and mechanical ventilation systems. A calculation was made of the incidence of these infringements and the consequent exposure of calves to such hazards and risk characterization was performed. The ranking shows overcrowding and the absence of partitions to be major risks in stock calf transportation from France to Italy. A logistic regression was adopted to evaluate the effect on the exposure to hazards of the only two variables recordable during the inspections: number of calves inside each vehicle and the travelled distance. The results showed a direct relationship between the number of calves per vehicle and exposure to absence of partitions or to overcrowding. The relationship between the travelled distance and the exposure to the absence of partition was found not significant. The information obtained from the inspections provides not only a basis for evaluating the welfare of calves during transport but also an objective contribution to the assessment of the risks related to their transportation. [ABSTRACT FROM AUTHOR]

Climatic conditions in Canada show extreme seasonal variation, and thermal conditions during transport are known to contribute to mortality during transport. However, little information has been published on transport conditions in Canada. In this study, temperature and relative humidity were monitored on commercial livestock trucks transporting pigs to market in eastern and western Canada. In the western trials, pigs traveled for 8 h in a dual-purpose pot-belly (PB) trailer, and in the eastern trials pigs were transported for 2 h in either a PB trailer or a double-deck (DD) truck. In the west, three trials were done in winter and five in summer; in the east, six trials were done in both summer and winter. Delta temperature (T) and delta humidity ratio (HR) were calculated versus ambient conditions during transport for each truck compartment. Mixed model analyses of compartment conditions (delta T and delta HR) within each truck showed that significant variation existed between compartments in both the PB trailer and the DD truck (p < 0.0001). For all vehicles, delta T and delta HR were generally higher (p < 0.05) in lower-front compartments and lower (p < 0.05) in upper-rear compartments in both summer and winter. The results indicate that transport conditions may be improved by increasing ventilation to targeted compartments in summer, or by a combination of insulation and ventilation in winter. Considering the impact of thermal conditions during transport on pig welfare and mortality, further investigation of truck conditions and ways of ameliorating them is warranted. [ABSTRACT FROM AUTHOR]

Summary: Crimean-Congo hemorrhagic fever (CCHF) is an acute, tick-borne viral disease, affecting only humans and newborn mice, with hemorrhagic manifestations and considerable mortality in humans. CCHF virus circulates in nature in an enzootic tick–vertebrate–tick cycle; migrating birds and livestock transferred from endemic to non-endemic areas may carry large numbers of infected ticks thus spreading the CCHF virus into novel areas. From 2000 through 2008, the infection emerged or re-emerged in Bulgaria, Albania, Kosovo, and Turkey. It has also recently emerged in Greece, where the first human case has been recognized. This has been attributed to mild winters and to the disruption of agricultural activities, both accounting for an increased tick population, as well as to the migration or transportation of tick-infested birds or animals. CCHF cases occurring as an expected event in endemic areas should be notified to clinicians in the international neighborhood. They should be aware of the probability of importation of CCHF cases from endemic areas, of human-to-human transmission, particularly in the nosocomial setting, and of the potential transmission of the virus via tick-infested and infected imported livestock. This novel European CCHF geographic distribution is a challenge for the scientific community of medical microbiologists, epidemiologists, medical entomologists, and veterinarians that could be followed by acceleration of a European Standardized Response at the national, regional, and international level. [Copyright &y& Elsevier]