Effects of feeding, watering and resting intervals on lambs transported by road and ferry to France

Welfare of small ruminants during transport

In the framework of its Farm to Fork Strategy, the Commission is undertaking a comprehensive evaluation of animal welfare legislation. The present Opinion deals with the protection of small ruminants (sheep and goats) during transport. The main focus is on welfare of sheep during transport by road but other means of transport and concerns for welfare of goats during transport are also covered. Current practices related to transport of sheep during the different stages (preparation, loading and unloading, transit and journey breaks) are described. Overall, 11 welfare consequences were identified as being highly relevant for the welfare of sheep during transport based on severity, duration and frequency of occurrence: group stress, handling stress, heat stress, injuries, motion stress, predation stress, prolonged hunger, prolonged thirst, restriction of movement, resting problems and sensory overstimulation. These welfare consequences and their animal-based measures are described. A wide variety of hazards, mainly relating to inappropriate or aggressive handling of animals, structural deficiencies of vehicles and facilities, unfavourable microclimatic and environmental conditions and poor husbandry practices, leading to these welfare consequences were identified. The Opinion contains general and specific conclusions in relation to the different stages of transport. Recommendations to prevent hazards and to correct or mitigate welfare consequences have been developed. Recommendations were also developed to define quantitative thresholds for microclimatic conditions within the means of transport and spatial thresholds (minimum space allowance). The development of welfare consequences over time were assessed in relation to maximum journey time. The Opinion covers specific animal transport scenarios identified by the European Commission relating to the export of sheep by livestock vessels, export of sheep by road, roll-on-roll-off vessels and 'special health status animals', and lists welfare concerns associated with these.

CHALLENGES TO ANIMAL WELFARE DURING TRANSPORTATION OF WILD MAMMALS: A REVIEW (1990-2020)

Wild mammal transport is an important component of conservation translocation as well as the economic wildlife trade. This article reviews the physiological responses to transport that have been measured in wild mammalian species, factors associated with these responses, and interventions that have been applied to mitigate these responses. By organizing the literature review along the "five domains model" of animal welfare, namely, the physical-functional domains (nutrition, environment, health, behavior) and the mental domain (mental state), it can be demonstrated that wild mammal transport is associated with challenges to ensuring positive animal welfare in all five domains. Transported wild mammals can experience dehydration, catabolism, fatigue, immunosuppression, behavioral changes, and stress. Factors influencing these physiological responses to transport have only been researched in a few studies encompassing species, journey length, ambient temperature, vehicle motion, stocking density, orientation, habituation, vehicle speed allowance, and road type. The administration of tranquilizers has been shown to mitigate negative physiological responses to transport. There is a need to further investigate species and situation-specific physiological responses to transport and factors associated with these responses in order to identify challenges to ensuring animal welfare and improving translocation success.

Protection of Animals during Transport: Analysis of the Infringements Reported from 2009 to 2013 during On-Road Inspections in Italy

Simple Summary

On-road inspections of vehicles that transport animals are mandatory in Europe. Infringements of the Council Regulation (EC) 1/2005 that were ascertained by competent authorities during on-road inspections published by the Italian Health Ministry from 2009 to 2013 were analyzed. The aims were both to identify possible routes or species that are more likely to be at risk of poor welfare conditions and to suggest recommendations. A total of 985 infringements were reported. For analysis, they were split into three main categories that were related to animal welfare (AW), vehicle (V), and accompanying documents (D). Each category was further classified under different subcategories (e.g., overcrowding for AW, lack of drinking system for V, and lack of health certificate for D). The most frequent infringements were related to D (34.4%), but more than one infringement was often found during an inspection (mean: 1.58; max: 9). A score (from 1 to 3) that was related to the severity of the animal-welfare issues was created which was found to be associated with year, species, authority, and country of dispatch (p < 0.001). Over the years, the only improvement was in the accompanying documentation. Vehicles that were transporting pigs, sheep, or goats were more likely to have the poorest welfare conditions, whilst vehicles that were transporting horses or other species, including dogs, were often found with irregular documentation. AW infringements were more likely to be uncovered during road inspections where traffic police and veterinarians worked together. This type of road inspection should be intensified so as to enhance animal welfare during transportation.

Abstract

Council Regulation (EC) No 1/2005 requires that vehicles that are transporting animals be subjected to checks conducted by competent authorities. Yearly, each member state sends a report to the European government on the infringements that have been discovered during on-road inspections. The reports that were published by the Italian Ministry of Public Health from 2009 to 2013 were analyzed. Possible associations between the type of infringement (related to animal welfare (AW), vehicle (V) and accompanying documents (D)), year, season, transported species, place of inspection, and competent authorities were identified. A total of 985 infringements were analyzed, with some vehicles receiving more than one (mean: 1.58; max: 9). A score (from 1 to 3) that was related to the severity of the infringements was created. In 2009 and 2010, there was a 50% higher probability of encountering penalties of a lower severity (D or V) than in 2011 (p < 0.0001). Vehicles that were transporting pigs showed the highest probability of committing animal welfare-related infringements (odds ratio (OR) = 3.85, 95% confidence interval (95%CI) = 1.82–8.76, p < 0.0001). Vehicles were four times more likely to suffer animal welfare-related penalties when traffic police worked in synergy with veterinary services (OR = 4.12, 95%CI = 1.70–11.13, p = 0.0005). Vehicles that were transporting Equidae and “other species,” including pets, for commercial purposes were more likely to be fined for a lack or incompleteness of the veterinary documents than those transporting cattle (p = 0.002 and p = 0.004, respectively). This study gives statistical evidence of the implementation of EC 1/2005. The training of transporters and drivers on how to manage transport in an animal welfare-friendly manner and a standardized method on how to conduct road inspections among competent authorities are recommended.

Physiological responses of sheep during long road journeys involving ferry crossings

With a view to comparing previous findings from experimental journeys, with observations during commercial transport of sheep, hormonal and other physiological data were gathered during three long journeys (866 to 1178 km), all of which involved a sea crossing (1 h 45 min to 8 h 55 min). One was a commercial journey from the United Kingdom to continental Europe and the other two, which were simulated commercial journeys under the control of the investigators, were from a Scottish island to Cambridge. In all journeys there was a break in lairage (duration 13 to 24 h). The stocking rate on the commercial journey (0·17 m2 per sheep for shorn sheep of 35 to 37 kg body weight) was less generous than previously used in experimental journeys. In all journeys there was an apparent increase in plasma concentration of cortisol soon after loading and commencement of travel, with subsequent decline. Transient increases in beta-endorphin and prolactin were also observed but changes in creatine kinase were not obvious. Haematocrit showed slight evidence o f a decline during the journeys. These findings are generally similar to those obtained in experimental journeys and there was no evidence of a hormonal response to sea conditions during the ferry crossings. When transport was resumed after a period of rest with food and water off the vehicle, the physiological responses were less marked than they had been during the first stage of the journey. Under the circumstances observed, long journeys of the type commonly practised commercially probably do not of themselves pose a major welfare challenge.

Effect of transport on blood selenium and glutathione status in feeder lambs

Stress from transport may be linked to increased generation of reactive oxygen species, the removal of which requires reduced glutathione and selenium. The aim of this experiment was to examine the effect of transport on glutathione and Se status of feeder lambs. Recently weaned lambs (n = 40) were blocked by gender and BW on d 0 of the experiment and randomly assigned to 2 treatment groups: group 1, no transport and full access to feed and water (control), and group 2, 8-h road transport followed by another 16 h of feed deprivation (transport). After 24 h, both treatment groups were treated the same. All lambs were weighed, and blood samples were collected at 0, 8, 24, and 72 h and analyzed for whole-blood (WB) and serum Se concentrations, serum NEFA concentrations, and erythrocyte concentrations of glutathione. Transport of feeder lambs for 8 h followed by another 16 h of feed deprivation transiently (significant at 24 h but no longer different at 72 h) decreased BW and erythrocyte glutathione concentrations and increased serum NEFA and blood Se concentrations compared with control lambs. Our results suggest that 8 h of transport followed by another 16 h of feed deprivation results in fatty acid and Se mobilization from tissue stores with a coincident decrease in erythrocyte glutathione concentrations.

Road transport of farm animals: effects of journey duration on animal welfare

Transport of farm animals gives rise to concern about their welfare. Specific attention has been given to the duration of animal transport, and maximum journey durations are used in legislation that seek to minimise any negative impact of transport on animal welfare. This paper reviews the relatively few scientific investigations into effects of transport duration on animal welfare in cattle, sheep, horses, pigs and poultry. From the available literature, we attempt to distinguish between aspects, which will impair welfare on journeys of any duration, such as those associated with loading, and those aspects that may be exacerbated by journey time. We identify four aspects of animal transport, which have increasing impact on welfare as transport duration increases. These relate to (i) the physiological and clinical state of the animal before transport; and - during transport - to (ii) feeding and watering; (iii) rest and (iv) thermal environment. It is thus not journey duration per se but these associated negative aspects that are the cause of compromised welfare. We suggest that with a few exceptions, transport of long duration is possible in terms of animal welfare provided that these four issues can be dealt with for the species and the age group of the animals that are transported.

Effect of lairage on lamb welfare and meat quality

The study analysed the effect of lairage on some indicators of welfare and meat quality in lambs. Forty-eight lambs were divided into two treatments: T1 without lairage and T2 with 12 h of lairage. Blood samples were collected at slaughter to analyse cortisol, lactate, glucose, creatinine kinase, non-esterified fatty acid, white blood cells, red blood cells, haematocrit and ratio of neutrophil : lymphocytes. Meat from the M. longissimus was analysed in terms of pH 24 h post-mortem, water-holding capacity, texture and colour. Sensory analyses were performed by a trained panel. Lairage had a significant effect on stress response, but had no effect on haematological variables. The lambs with a lairage period before slaughter (T2) had significantly (P ≤ 0.001) lower values of cortisol at the time of slaughter. A similar result was observed for lactate and glucose, with T1 lambs showing significantly (P ≤ 0.05) higher values than T2 lambs. The creatinine kinase activity and non-esterified fatty acid concentrations were highest in T2 lambs (P ≤ 0.05). Instrumental and sensory meat quality were not affected, with the exception of water-holding capacity and some meat colour indicators. The water-holding capacity was significantly higher for T2 (P ≤ 0.05), while T1 lambs had a higher yellow index (P ≤ 0.05) and hue (P ≤ 0.05). The results obtained in this study suggest that animals will be less stressed at the time of slaughter with an overnight lairage compared with slaughter on arrival at the abattoir. While stress at the time of slaughter can influence meat quality, these changes were small and always within the normal commercial range.

Effect of lairage during 24 h of transport on the behavioural and physiological responses of sheep

The effects on the behavioural and physiological responses of sheep of providing rest, food and water (lairage) during 24 h of either road transport or stationary confinement (treatment) were investigated. Twenty-four hours of continuous treatment was compared with 12 h of treatment followed by either 12 h of lairage, 3 h of lairage or 3 h of food and water on the vehicle, followed by a second 12 h of treatment. A further group of sheep was kept as controls. The plasma cortisol concentration was increased at the start of the journey and after 24 h of continuous transport it was still greater than that in controls (P < 0·05). Apart from a mobilization of body energy reserves as indicated by raised plasma concentrations offree fatty acids after 12 h and β-hydroxybutyrate after 24 h there was no evidence that the welfare of the sheep during the journey was compromised after a particular time. During the lairage and immediately after the second 12-h transport period, the sheep appeared to be hungry. Although sheep transported for 24 h without lairage drank more post transport than controls, there was no biochemical evidence of dehydration during the journey. The sheep lay down during the journey and there was no apparent difference between lairage treatments in the proportion of scans spent lying down during either the second 12-h treatment period or during the first 12 h post treatment. There were fewer potentially traumatic events during the second 22 h of the 24-h journey than during the first 12 h of the journey and no apparent effect of lairage during the journey on the frequency of potentially traumatic events during the second 12-h period of transport.

There was evidence to suggest that a period of lairage during a 24-h journey can be beneficial in providing sheep with an opportunity to eat, drink and avoid the stressors associated with transport. However, providing hay and water on the vehicle during a 3-h stationary period as compared with unloading into a lairage cannot be recommended. Although sheep readily ate hay on the vehicle, they did not drink sufficient water. This resulted in dehydration and a greater plasma cortisol concentration during the remainder of the journey than in those that had been lairaged for 12 h and a greater water intake post transport than in those given either no lairage or 12 h of lairage.

Behavioural and physiological responses of sheep of different breeds to supplementary feeding, social mixing and taming, in the context of transport

Three experiments investigated differences between sheep breeds in response to supplementary feeding and very close confinement with familiar and unfamiliar sheep; and differences between individuals in response to a taming procedure prior to transport in a trailer. The first two experiments were with a mixed flock of Clun Forest lambs and crossbred lambs from Orkney. An initial tendency to feed with others of the same breed diminished over 3 weeks. Responses of heart rate and salivary cortisol concentration when one sheep (the visitor) was penned in an enclosure of 1 m2 with three other sheep of the same or the other breed (the trio group), did not depend on whether the visitor and the trio group were of the same or different breed. Clun Forest sheep showed little response while Orkney sheep showed increased heart rate and some elevation of salivary cortisol concentration. In the third experiment, 34 Beulah Speckled Face ewes were divided into two groups one of which was subjected to a taming procedure over a period of 3 weeks. Response of salivary cortisol concentration to subsequent journeys of 2h in a livestock trailer did not differ between tamed and untamed sheep. There were individual differences in the response to taming and this was correlated with the cortisol response during transport, in that those sheep which responded most to taming showed the least elevation during transport.

Effects of a maximum permissible journey time (31 h) on physiological responses of fleeced and shorn sheep to transport, with observations on behaviour during a short (1 h) rest-stop

Concern for the welfare of export lambs during long-distance road transport has prompted much research and a recommended change in procedure. The latter envisages an absolute maximum journey time of 31 h and includes a rest-stop (minimum duration 1 h) for feeding and watering. In the present experiment, the physiological and behavioural responses to this new protocol have been investigated in fleeced and shorn lambs (no. = 10 per group) provided with venous catheters and heart rate monitors. The two groups were loaded on a vehicle into separate adjacent pens and driven for 14 h; then unloaded into a lairage, where their behaviour was recorded. After 1 h they were reloaded and driven for a further 15·5 h, finally arriving at a slaughterhouse where carcass condition was evaluated. Blood samples collected at 30- or 60-min intervals by experimenters travelling with the animals were analysed to determine haematocrit, plasma osmolality, plasma concentrations of glucose, creatinine phosphokinase (CPK), and the stress-responsive hormones, cortisol, prolactin, adrenaline and noradrenaline. The results showed that haematocrit increased after loading although the general trend during transport, as with osmolality, was a decline (P < 0·05). No significant changes in plasma glucose were detected but CPK increased in fleeced lambs after loading (P < 0·05). Cortisol release was stimulated by loading, especially in fleeced sheep (P < 0·001) but returned to home pen values within 6 h; heart rates changed in a similar manner. Transport did not markedly affect prolactin release although concentrations were consistently greater in fleeced sheep (P < 0·001). Noradrenaline, however, tended to be higher in shorn animals (P < 0·05). In lairage, both groups readily consumed hay, and especially concentrates, but the shorn lambs spent more time eating (P < 0·001). None of the shorn sheep, and only a few fleeced animals, drank water. There was no evidence for differences in weight loss between the two groups during the experiment and carcass quality at slaughter was within the normal expected range. The implications of these, and other related studies, for future transport policy are discussed, with particular reference to rest-stop duration and handling procedures.

The physiological and metabolic impacts on sheep and cattle of feed and water deprivation before and during transport

Sheep and cattle are frequently subjected to feed and water deprivation (FWD) for about 12 h before, and then during, transport to reduce digesta load in the gastrointestinal tract. This FWD is marked by weight loss as urine and faeces mainly in the first 24 h but continuing at a reduced rate subsequently. The weight of rumen contents falls although water loss is to some extent masked by saliva inflow. FWD is associated with some stress, particularly when transportation is added. This is indicated by increased levels of plasma cortisol that may be partly responsible for an observed increase in the output of water and N in urine and faeces. Loss of body water induces dehydration that may induce feelings of thirst by effects on the hypothalamus structures through the renin–angiotensin–aldosterone system. There are suggestions that elevated cortisol levels depress angiotensin activity and prevent sensations of thirst in dehydrated animals, but further research in this area is needed. Dehydration coupled with the discharge of Na in urine challenges the maintenance of homeostasis. In FWD, Na excretion in urine is reduced and, with the reduction in digesta load, Na is gradually returned from the digestive tract to the extracellular fluid space. Control of enteropathogenic bacteria by normal rumen microbes is weakened by FWD and resulting infections may threaten animal health and meat safety. Recovery time is required after transport to restore full feed intake and to ensure that adequate glycogen is present in muscle pre-slaughter to maintain meat quality.

The potential for improving welfare standards and productivity in United Kingdom sheep flocks using veterinary flock health plans

Data from industry sources detailing variable costs in 2003 revealed that the average farmer keeping 1000 lowland ewes in the United Kingdom spent 3500 UK pounds annually on veterinary fees and medicines. Despite such expenditure, psoroptic mange and cutaneous myiasis are common in the UK, resistance to one or more anthelmintic group is not only common but increasing in frequency and distribution, and abortion outbreaks caused by Toxoplasma gondii and Chlamydophila abortus are frequently reported by veterinary laboratories. Welfare concerns also arise from farmers' intransigence towards tail docking and castration in lambs (mutilations), reported market forces necessitating long distance road transportation to slaughter plants, and an unwillingness to employ veterinary surgeons for obstetrical problems. The spread of sheep scab in the UK over the past decade illustrates the failure of flock owners to effect rudimentary biosecurity and disease control measures. A first step towards improving the health and welfare of sheep would be the immediate implementation of basic good husbandry practices, including ectoparasiticide treatment for sheep scab eradication, prophylaxis for cutaneous myiasis in selected lambs, and appropriate vaccination strategies for clostridial diseases and certain abortion agents. There would also be money from within current farm expenditure to provide veterinary attention for obstetrical problems affecting up to 2% of ewes per annum. Planned use of ecto- and endoparasiticides is urgently needed to maintain the efficacy of these unique drugs.

Immunological response to long-term transport stress in mature horses and effects of adaptogenic dietary supplementation as an immunomodulator

REASONS FOR PERFORMING STUDY

Little information exists on the immunological effects of transport or the use of supplements to minimise transport stress.

OBJECTIVES

To establish baseline ranges and evaluate immunophenotypic and functional changes associated with transport and a nutritional 'adaptogen' supplement.

METHODS

Horses received either supplement (n = 10) or placebos (n = 9) during the 30 day study. After 28 days in stalls, 12 horses (6 supplement; 6 placebo) were transported for 24 h, then unloaded and recovered. Venous blood samples were collected on Days 1, 14 and 28 to establish baselines, and on Days 28, 29 and 30 to examine changes during transport and recovery.

RESULTS

Transport prompted elevations (P<0.05) in cortisol concentration, neutrophil count and white blood cell counts, while lymphocyte subpopulation counts (CD3+, CD4+, CD8+, CD21+) decreased (P<0.05). Normal phenotypic lymphocyte profiles returned within 24 h of recovery. Supplement effects on immunophenotype (CD21+ and CD8+) were observed in stabled horses (P<0.05), but not in transported horses.

CONCLUSIONS

These results provide insights into the immunological mechanisms associated with long-term transport.

POTENTIAL RELEVANCE

The existence of a small window of immunological uncertainty follows long-term transportation, enhancing the potential risk of infectious disease in susceptible individuals.

The effects of stationary periods and external temperature and humidity on thermal stress conditions within sheep transport vehicles

AIM

To identify the contributions of stationary periods and external climatic environments to thermal stress conditions for sheep on livestock transport vehicles during journeys in summer.

METHODS

Two livestock transport vehicles carrying sheep, operating under commercial conditions in New Zealand, were monitored during February and March 2002. Temperature and humidity were logged in five pens inside each vehicle, as well as externally. From these data, the temperature-humidity index (THI) was calculated. Global positioning equipment was used to log the location of the vehicle and whether it was moving or stationary. Regression analysis was used to identify factors that made a significant contribution to the THI within the vehicle. Regression models included the effects of vehicle, journey, initial ambient temperature or THI, pen position and duration of each stationary period.

RESULTS

The THI in the livestock pens generally increased when vehicles were stationary. The highest THI value (95) was recorded in a vehicle on an enclosed deck of a Cook Strait ferry. Ambient conditions, the initial THI of a pen, and duration of the stationary period were all significant contributors to increases in the THI. Some increases in the THI occurred in stationary vehicles despite ambient conditions being mild, suggesting that lack of airflow was a critical factor. During stationary periods, 34% of THI readings exceeded 75, and, on average, the THI increased by 0.16 for every minute of a stationary period.

CONCLUSIONS

Increases in the THI that could be detrimental to the welfare of sheep could occur on stationary sheep transport vehicles at most daytime ambient temperatures during summer. For a given stocking density and vehicle design, the THI of a pen increased in proportion to the duration of the stationary period. Mild ambient conditions (<25 degrees C) provided some protection against excessive THI increases if the duration of the stop was limited, but drivers are best advised to park their vehicles where there is airflow, and to minimise the duration of stops where possible. Livestock transport vehicles during summer should not be placed on enclosed ferry decks where airflow is absent or minimal.

Road transportation affects blood hormone levels and lymphocyte glucocorticoid and β-adrenergic receptor concentrations in calves

The effect of transportation on blood cortisol and catecholamine levels, lymphocyte glucocorticoid receptor (GR) and beta-adrenergic receptor (beta-AR) concentrations was investigated in calves. Blood samples were collected from 24 six-month-old calves before departure (T(0)), on arrival (T(1)), and at 24 h (T(2)) and one week (T(3)) after arrival. Animals were loaded and transported about 950 km, from the Midy-Pyrenes region (Cahors, France) to the Piedmont region (Italy), over a total of 14 h. Serum cortisol levels and plasma catecholamines (adrenaline, noradrenaline) were determined by radioimmunoassay. Lymphocyte GRs and beta-ARs were measured through binding assays. A significant (P < 0.05) increase in cortisol and catecholamine concentrations was observed immediately after transport. The increase in hormone levels at time T(1) was negatively correlated with lymphocyte GR and beta-AR concentrations. At times T(2) and T(3), blood cortisol and catecholamine levels and lymphocyte GRs and beta-ARs returned to normal. The results demonstrate the activation of the hypothalamic-pituitary-adrenal axis and the catecholaminergic system in long-term transported calves. However, these systems returned to normal within 24 h after the end of transport.

The effects of stock crate design and stocking density on environmental conditions for lambs on road transport vehicles

AIM

The aim of this study was to evaluate the potential of variations in stock crate design (especially ventilation) and stocking density on road transport vehicles for reducing the risk of environmental stress for lambs during long-haul transport in hot weather.

METHODS

In Experiment 1, lambs were transported on vehicles fitted with either a newer-design aluminium crate comprising a three-deck truck and four-deck trailer, or an older-design, more open, steel crate of a three-deck truck and three-deck trailer. In Experiment 2, lambs were transported on newer-design vehicles at either standard stocking density (0.20 m2 per 35 kg lamb) or at a 20% lower density (0.26 m2 per 35 kg lamb). In each experiment, each journey was replicated twice and consisted of travel periods and stationary periods designed to emulate conditions associated with an inter-island ferry crossing. Air ammonia concentrations and temperature and humidity were monitored within six pens on each vehicle, and the temperature-humidity index (THI) was calculated.

RESULTS

Ammonia concentrations were variable and generally 50 ppm, and did not vary significantly with treatment. The THI increased when the vehicles were stationary, especially under conditions designed to emulate an enclosed ferry deck. The ambient temperature during Experiment 1 was moderate (up to 21 degrees C), and THI was slightly lower in the older-design crate. High ambient temperatures (up to 33 degrees C) were present during Experiment 2, and THI was significantly lower at the lower stock density. During a 3-h stationary period, the peak THI at standard stocking density was 91.0, compared with 84.9 for the low density treatment (p<0.001).

CONCLUSIONS

For standard road transport vehicles used for long-haul transport of lambs, lowered loading density may be of considerable benefit in alleviating conditions that increase the risk of lamb deaths during inter-island transport on hot days.

Behavioural and physiological responses of pigs to being transported for up to 24 hours followed by six hours recovery in lairage

Ninety-six pure-bred Large White pigs weighing 80 to 100 kg were either not transported or transported for eight, 16 or 24 hours, and then either slaughtered immediately on arrival at the abattoir or kept in lairage for six hours before being slaughtered. The pigs travelling for eight, 16 or 24 hours lost 2.2, 2.0 and 4.3 per cent of liveweight, respectively, and the pigs travelling for 24 hours lost 2.6 per cent of hot carcase weight Both liveweight and hot carcase weight recovered during the lairage period although there was a net liveweight loss in comparison with the control animals. Only transport for 24 hours led to losses in carcase weight The concentration of non-esterified fatty acids increased with the time spent travelling. The concentrations of cortisol, creatine phosphokinase and lactate were all low in comparison with the levels found in commercially slaughtered animals. Plasma albumin and protein concentrations indicated that the animals were becoming dehydrated during the longer journeys. The animals lay down for most of the journey and appeared to be asleep. During the period in lairage, the animals transported for eight hours had two distinct periods of feeding and drinking but spent most of the time lying down, but those transported for 16 and 24 hours showed far more eating and drinking activity. All the groups appeared tired, but the urge to eat of the groups transported for 16 hours, and especially 24 hours appeared to be more important. There were behavioural and the physiological differences between the transported groups and the controls. Six hours in lairage with access to food and water allowed most of the physiological parameters to return to pretransport levels.

The Effects of 24h Water Deprivation when Associated with Some Aspects of Transportation on the Behaviour and Blood Chemistry of Sheep

When sheep are transported they are potentially exposed to a number of factors, including water and feed deprivation, low space allowance and elevated environmental temperature, that are not related to vehicle motion but could result in animal welfare problems, either on their own or in combination. In a 2x2 factorial experiment, groups of sheep (n = 6) were moved from individual pens where they had access to hay and water to environmental chambers kept at either 14°C or 21°C. Within each chamber, half the sheep had access to water but they were all kept at a space allowance of 041m2 sheep−1 without feed. After 24h they were returned to their individual pens and offered hay and water. Behaviour and a range of biochemical measurements of dehydration and feed restriction were recorded before, during and after the treatment period. During the treatment period there was no evidence of dehydration, and sheep with access to water drank less than they did before the treatment. The plasma concentration of free fatty acids increased during fasting and, post-treatment, the intake of hay was greater than before treatment. The rapid post-treatment intake of dry feed was associated with some evidence of dehydration, as indicated by increased plasma osmolality and plasma vasopressin concentration. This suggests that following provision and consumption of large quantities of feed after a period without access to feed and water during transportation, sheep must be allowed sufficient time to drink before a subsequent journey is undertaken.

Effects of a 15h Journey Followed by Either 12h Starvation or Ad Libitum Hay on the Behaviour and Blood Chemistry of Sheep

In a 2x2 factorial design, (n=6) sheep were either transported by road for 15h or kept in their home pens, and then either starved for 12h with access to water or offered hay ad libitum, with access to water. All groups were offered hay and water 12h after transport. Behavioural observations and measurements of dehydration and feed restriction were made before, during, and for 24h post-transport, to evaluate the implications of these procedures for the welfare of sheep.

After the journey, the immediate priority for the sheep was to eat. Consumption of hay increased water intake and reduced the time spent lying down. The plasma Cortisol concentration was greater in sheep which had been starved during the 12h post-transport period, than in those offered hay during this time; and the plasma free fatty acid concentration was greater in sheep which had been transported than in those which had not. Although transported sheep kept without hay during the first 12h post-transport drank more water than those which had not been transported, the mean time before they drank was greater than 7h. During the transport period, there was less lying behaviour in transported sheep than in non-transported sheep but transported sheep did not lie down more posttransport than non-transported ones. This work suggests that sheep should be offered both feed and water after a 15h journey. However, when feed was not available after a 15h journey, drinking and resting did not appear to be immediate priorities.

A review of the road transport of slaughter sheep

The transport of farm animals has been the subject of much research in recent years. This paper reviews the past and recent scientific literature pertinent to the road transport of slaughter sheep. The state of knowledge is summarised and recommendations for best practice based upon this are given. Areas which require further work are also identified.

Effects of stocking density on lambs being transported by road

Lambs were transported for 24 hours during summer and winter at a range of stocking densities. Shorn lambs of mean liveweight 39.5 kg were transported at densities of 0.448, 0.513, 0.602 and 0.769 m2/100 kg in July and fully-fleeced lambs of 37.3 kg mean liveweight were transported at densities of 0.613, 0.680, 0.775 and 0.909 m2/100 kg in February. Fewer lambs lay down and rested at high stocking densities and there was a marked increase in the plasma levels of creatine kinase at the highest stocking density in winter. All other measured effects of stocking density were small when compared with the overall effects of transport. There was a decrease in body temperature during transport, especially in the lambs that were recently shorn, even though they were transported during warm summer conditions. At the highest stocking density there was a smaller decrease in body temperature.