Management of inappetant sheep during export by sea

In the first of 2 experiments, a simulated voyage was conducted to examine the effects of various treatments on bodyweight change and feeding frequency of inappetant sheep at the end of lot-feeding (non-feeders). The treatments, applied during simulated shipping, were: normal quantities of feed and length of troughs; extra trough length; extra feed. Adult Merino wethers (n = 108) were used in each treatment. A voyage to the Middle East was then conducted to establish whether shipboard mortality could be reduced by separating non-feeders (n = 305) from feeders (n = 5,620) late in the feedlot hase and housing the groups separately aboard ship. A control group of non-feeders (n = 215) mixed with feeders (n = 5,732) was used for comparison. Bars (marker bars), containing a coloured dye, were attached to feed troughs to mark sheep that fed. Most non-feeders (82%) began eating when placed in shipping pens in both studies. However, there was no significant difference in percentage of sheep that fed between non-feeders given extra trough length or extra feed compared with non-feeders given standard management at any stage of simulated shipping. There was no significant difference in mean bodyweights between treatment groups on days 1, 8 and 15 of simulated shipping. Differences in bodyweight on d 22 were probably associated with different levels of gut fill. Death rates were not significantly different in separated and control groups (1.1%, 0.9%, P = 0.6) in the voyage of 14 d to the Middle East.(ABSTRACT TRUNCATED AT 250 WORDS)     

Thiamine deficiency in sheep exported live by sea

Three shipments of sheep being exported live by sea were examined to determine their thiamine status. Measurements were made of thiamine concentration in liver and ruminal contents, transketolase activity in erythrocytes and thiaminase activity in ruminal liquor. Sheep that died or were clinically ill and euthanased had significantly lower hepatic and ruminal thiamine concentrations than clinically healthy control sheep. A high proportion had thiamine concentrations comparable to those found in sheep that die with polioencephalomalacia. Thiamine concentrations decreased with increasing time that sheep were in pre-embarkation feedlots and on board ship. Destruction of thiamine in the rumen by thiaminase was not a significant factor. Erythrocyte transketolase activities indicated that many of the sheep that arrived in the Middle East without signs of clinical disease were also in a state of thiamine insufficiency.     

Causes of death in sheep exported live by sea

Post-mortem examinations were conducted on 950 dead and terminally ill sheep during assembly for export and during transport by sea from Fremantle, Western Australia to various Middle East ports. Causes of death were grouped into 5 major categories; inanition (deaths associated with reduced feed intake, including hypocalcaemia and hypomagnesaemia), salmonellosis (enteric and septicaemic), trauma, diseases associated with excessive feed intake (lactic acidosis and enterotoxaemia) and miscellaneous diseases (mostly of farm origin). During assembly the causes of death were salmonellosis 53.4%, miscellaneous diseases 23.8%, trauma 12.6%, inanition 10.2%, acidosis 3.9%, enterotoxaemia 3.4% and no diagnosis was made in 3.4%. During shipping the causes of death in defined populations of sheep in 5 voyages were; inanition 43.4%, salmonellosis 20.2%, trauma 10.6%, miscellaneous diseases 5.9%, enterotoxaemia 1.0% and no diagnosis was made in 19.0%. The range of mortality rates per 10,000 sheep at risk for the first 11 days at sea in 5 voyages were inanition 52.6 to 76.7, salmonellosis 7.8 to 109.8, trauma 2.1 to 17.1, miscellaneous diseases 5.9 to 17.1 and enterotoxaemia nil to 10.3.     

Cattle deaths during sea transport from Australia

OBJECTIVE: To establish the death rate and the causes of death in cattle exported by sea from Australia. PROCEDURE: Cattle deaths on voyages from Australia to all destinations between 1995 and 2000 were analysed retrospectively. On four voyages to the Middle East between December 1998 and April 2001, cattle that died were examined to determine the cause of death. RESULTS: The death rate was 0.24% among 4 million cattle exported, and a greater proportion of deaths occurred on voyages to the Middle East (0.52%, P < 0.05) than to south east Asia (0.13%). The risk of death on voyages to the Middle East was three times greater for cattle exported from southern ports in Australia compared to northern ports. The main causes of death were heat stroke, trauma and respiratory disease. CONCLUSION: Cattle have a low risk of death during sea transport from Australia. The risk of death can be reduced on voyages to the Middle East by preferentially exporting cattle from northern ports, and selecting those with a higher Bos indicus content whenever possible.     

Long distance transport of foot-and-mouth disease virus over the sea

The conditions required for the transport of foot-and-mouth disease (FMD) virus in the atmosphere over long distances and in sufficient concentrations to cause infection in exposed animals are described. Using these factors a series of 23 outbreaks of FMD in Europe, where the original outbreaks were separated from later outbreaks by sea passage, have been investigated. The findings obtained support the hypothesis that under certain conditions the airborne transmission of FMD over a long sea passage is possible.     

The seroconversion of Chlamydia abortus in sheep from the region of Vorarlberg before and after Alpine pasturing

In total, 796 serum samples of sheep on commune alpine pastures in the region of Vorarlberg were investigated by a commercial ELISA kit for antibodies against Chlamydia abortus, the agent of ovine enzootic abortion. The aim of the study was to determine the seroprevalence within this region and to compare these results with the seroprevalence in the neighboring canton Graubünden as well as to obtain data on the seroconversion after alpine pasturing. Therefore, 421 samples were collected before and 375 samples after alpine pasturing, whereas corresponding serum samples were available from 359 sheep. Within the region of Vorarlberg, a mean seroprevalence of 9.2 % was calculated with a threshold of 60 %. Seroconversion for C. abortus occurred in 5.0 % of animals with corresponding serum samples. Seroprevalence values were comparable to Swiss regions with similar management systems, although the neighboring canton Graubünden is known to have a much more higher seroprevalence of 43 %. In conclusion, the traditional animal exchange between these two regions is not significantly favoring the spread of C. abortus.     

No evidence for active peptide transport in forestomach epithelia of sheep

The transport of peptides was studied with isolated preparations of rumen and omasum tissue of sheep by using the conventional Ussing-chamber method and isolated ruminal cells (REC). Mucosal addition of glycyl- L -glutamine, captopril (angiotensin converting enzyme inhibitor) or cefadroxil (β-lactam antibiotic) did not change the short-circuit current ( I _sc), or tissue conductance ( G _t). The intracellular pH, pH_i, in isolated REC was not influenced by the addition of peptides to the buffer solution. These findings do not support the assumption of proton-coupled or electrogenic peptide transport. The determination of unidirectional flux rates of the peptide D -phenylalanyl- L -alanine (2,3-³H) showed that the flux rate in the serosal-mucosal direction, J _sm, was greater than J _ms, leading to a small net secretion of peptide. Transport was not significantly inhibited by the serosal addition of ouabain. Enhancing the paracelluIar permeability by an increase of osmotic pressure in the mucosal solution (F REYER and M ARTENS , Proc. Soc. Nutr. Physiol. 8 , 80, 1999) caused an increase of G _t and significantly higher transport rates of peptide. The flux rates of peptides (in the nanomolar range) may therefore represent passive and possibly paracellular diffusion and are not of nutritional importance.     

Relationship between food deprivation before transport and aggression in pigs held in lairage before slaughter

Pigs from three farms were deprived of food for up to one hour, 12 hours or 18 hours before being sent for slaughter. In lairage, the animals' behaviour was monitored, and at slaughter a blood sample was collected and analysed for cortisol, lactate and creatine phosphokinase, potential indicators of stress and physical activity. The carcases were assessed for skin damage as an index of fighting, and rigor in the hind leg as an indicator of stress and/or fatigue. Measurements were also made of cold carcase weight, backfat thickness and liver glycogen concentration. General activity was very high on entry to the lairage pen. Drinking and mounting occurred almost immediately. Fighting developed after an exploratory period, and could last up to 60 minutes. There were large differences in the behaviour of pigs from the three farms. Pigs from farm A fought frequently but showed little mounting activity, whereas pigs from farm C were involved in mounting but little fighting. The period of food deprivation had no effect on average skin damage or rigor score, but the frequency of carcases with the highest scores was different The pigs deprived of food for up to an hour had the lowest incidence of severe skin damage and high rigor scores. Boars had a higher incidence of severe skin damage but a lower incidence of carcases with a high rigor score than gilts. Liver glycogen was almost completely depleted in the pigs deprived of food for 12 and 18 hours and was lower in the pigs deprived for up to an hour than in animals fed immediately before slaughter. The period of food deprivation had no effect on the levels of cortisol, creatine phosphokinase or lactate in the blood.     

Antibody response and duration of latent infection in sheep following experimental infection with Babesia ovis

Babesia ovis isolated in Extremadura (Spain) was the subject of a serological study in experimentally inoculated sheep. The first antibody titres, determined by the indirect fluorescent antibody (IFA) test, were observed 7-8 days post infection (p.i.) in all animals except the splenectomized group, in which the only animal that survived showed antibody response 10 days p.i. A faster response following challenge was observed in sheep which were seropositive before inoculation, which suggests the existence of an antigen memory. The highest titres were reached 16-25 days p.i., and subsequently began to fall, reaching minima at the end of the experimental period (330 days p.i.). The chronic carrier state in experimental B. ovis infection had a duration of at least 2 years. Passive transmission of antibodies from experimentally infected mothers to newborn lambs was also detected. Antibody levels were observed for a period not longer than 2 months after birth.     

The effect of transport by road and sea on physiology, immunity and behaviour of beef cattle

The objective of the study was to investigate the physiological, haematological and immunological responses of weanling heifers transported from Ireland to a feedlot in Spain, and of weanling bulls transported from Ireland to a feedlot in Italy. Physiological variables (including interferon-γ production, cortisol, protein, urea, white blood cell numbers and differentials, and acute phase proteins (haptoglobin and fibrinogen) were used to evaluate the welfare status of animals, before, during and after the respective transport journeys. Age-matched control animals were blood sampled for the same measurements at times corresponding to the transported animals that were retained in Ireland. Heifers transported to Spain lost 7.6% of their initial live weight during the sea crossing to France. However, by the time of their arrival in Spain they had regained 3.3% of their initial live weight and had fully recovered to their pre-transport live weight values within 6 days of arriving in Spain. Weanling bulls lost 7.0% of their live weight during the sea crossing from Ireland to France. The live weight loss in control animals ranged from 1% to 2% during the same period. The percentage of time that bulls spent lying was 63.5% for the sea journey and 35.4% for the journey from the French lairage to the Italian feedlot. The average daily gain (kg) of transported animals was greater (P ≤ 0.05) than control animals from day 11 to 38 (Spain) and day 11 to 40 (Italy), respectively. While transient changes in physiological, haematological and immunological variables were found in the transported and control animals relative to baseline levels, the values were within the normal physiological range for the age and weight of animals involved. Physiological measurements made after the road and sea journeys indicated that the 24h rest in the lairage, with hay and water freely available, allowed animals to recover substantially.     

Pre-embarkation risk factors for sheep deaths during export by sea from Western Australia

Truck-drivers and previous owners of sheep from 133 farms (lines of sheep) were asked for information on possible risk factors for inappetance during lot-feeding and for shipboard mortality during 5 voyages to the Middle East. There was no consistent association between a number of factors prior to trucking or during trucking to the feedlot and inappetance during lot-feeding or mortality aboard ship. The factors included: whether sheep were bred or purchased by the owner, whether sheep were mixed with sheep from another farm in the previous 2 or 6 months, previous experience of trucking, frequency of yarding, experience of supplementary feeding, age, rainfall zone of the farm of origin, distance trucked, time on the truck and time off feed on arrival at the feedlot. Inappetance during lot-feeding was significantly associated with total deaths aboard ship for individuals and for lines of sheep. Failure to eat late in the feedlot period was also a risk factor for individuals that died with inanition (relative risk = 6.9) or salmonellosis (relative risk = 5.9). In 2 voyages, there was no significant difference in shipboard death rate between groups that were previously lot-fed in sheds or in paddocks. This was despite significantly more non-feeders in the sheds than in the paddocks prior to one voyage. This finding suggested that some nonfeeders commenced eating pellets aboard the ship. Although inappetance in the feedlot was a risk factor for shipboard deaths, there was no difference in shipboard weight change between feedlot non-feeders and feeders in 2 voyages. It was concluded that most non-feeders began eating pelleted feed aboard ship.     

Deaths in sheep exported by sea from Western Australia - analysis of ship Master''s reports

Mortality reports were studied for 181 shipments of live sheep from Western Australia to the Middle East and Singapore in 1985 and 1986. Samples of pelleted feed for 93 shipments were analysed for quality. Overall death rate in the 6.46 million sheep exported in the period of the study was 2.18%. In sheep bound for the Middle East, most of the deaths occurred during the voyage (overall rate 1.7%, range 0.4-4.4% per shipment), although substantial mortality was recorded during discharge (rate 0.4%, range 0.0-1.8%). There were few deaths during loading (rate 0.07%, range 0.0-0.8%). Deaths in sheep bound for Singapore were almost 10-fold lower than those sent to the Middle East. Several findings suggested that ship design and management may contribute to mortality. Death rates were invariably low on some ships and often high on others. Death rates were nearly always higher in enclosed decks than in open decks on 4 vessels, and point epidemics of mortality were observed in several shipments. Temperature and relative humidity measured on the ship's bridge were not closely related to daily death rate. Antibiotics estimated to cost $226,000 were used during 33 voyages in 1986 and were considered of dubious efficacy on shipboard mortality. Analysis of feed pellets used on ship showed that the quality of the diet was within the range set by draft national standards for pellets used in the live sheep export industry.     

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.