Transport Of Horses Research Articles

Equine travellers to the Olympic Games in Hong Kong 2008: A review of worldwide challenges to equine health, with particular reference to vector‐borne diseases

The past 10-20 years have seen exponential growth in the volume of trade in horses and equine germplasm; and the extent of global horse movements has increased significantly in the last 4 years. In preparing for the transport of elite Olympic horses to Hong Kong in 2008, it will be very important to be as fully informed as possible of the disease situation in both the exporting and importing country, import and re-entry requirements, as well as having a vaccination strategy to protect against particular diseases. In this context the review describes the equine vector-borne disease situation in Europe, Asia, Africa and South America and provides estimates of the number of horse movements between these countries, as well as information on import requirements and vaccination strategies.

Effects of continuous versus intermittent transport on plasma constituents and antibody response of lambs1

Recommendations for transportation of lambs, horses, calves, and pigs from a committee of the European Commission, which required rest stops of 6 or 24 h, every 8 h, were evaluated using Rambouillet x Suffolk lambs. The lambs of 17.6 +/- 0.5 kg of BW were randomly assigned to 1 of 3 treatments: transported for 22 h (continuous; n = 15); transported for 8 h, unloaded and rested for 6 h, transported for 8 h, unloaded and rested for 24 h, transported for 6 h (rested, n = 15); or remained in the home pasture throughout the study (control, n = 16). Off-trailer rest with food and water occurred in novel pens. Food deprivation in the continuous lambs was reflected by a decrease (P < 0.001) in plasma concentrations of glucose and an increase (P < 0.02) in plasma concentrations of blood urea nitrogen, creatinine, and total bilirubin relative to rested or control lambs. Electrolytes varied within and among all 3 treatments (P < 0.05), but no distinct pattern indicating dehydration was evident. Serum concentrations of cortisol were elevated in continuous and rested lambs compared with control lambs at 22 h (P < 0.05). Plasma immunoglobulin G antibody response to ovalbumin was suppressed (P < 0.05) in the continuous and rested lambs relative to the control lambs. Differences (P < 0.05) between continuous and rested lambs indicated the rest stops were sufficient to maintain BW during transport; however, these results were confounded by the control lambs losing a similar (P = 0.50) percentage of their initial BW as the continuous lambs at 22 h. The rest stops eliminated the physiological indicators of food deprivation and maintained BW but did not alleviate evidence of immunosuppression, and 52 h was required to complete the otherwise 22-h-long trip.

The Blitzkrieg Legend: The 1940 Campaign in the West, and: Lightning War: Blitzkrieg in the West, 1940 (review)

Reviewed by: The Blitzkrieg Legend: The 1940 Campaign in the West, and: Lightning War: Blitzkrieg in the West, 1940 P. M. H. Bell The Blitzkrieg Legend: The 1940 Campaign in the West. By Karl-Heinz Frieser. Annapolis, Md.: Naval Institute Press, 2005 [1996 in German]. Maps. Photographs. Charts. Tables. Notes. Bibliography. Indexes. Pp. xx, 507. $47.50. Lightning War: Blitzkrieg in the West, 1940. By Ronald E. Powaski. New York: Wiley, 2003. ISBN 0-471-39431-9. Maps. Photographs. Notes. Index. Pp. 388. $30.00. These are two very different books on the German victory in the West in May-June 1940. Frieser's The Blitzkrieg Legend develops the thesis that the German success arose, not from the application of a carefully conceived blitzkrieg strategy, but from "the accidental coincidence of the most varied factors" (p. 2). Hitler did not possess a strategic blitzkrieg concept at the start of the war, and the Germans still had an army which was only semi-modern, short of motor vehicles and tanks and heavily dependent on horse transport. Similarly, the doctrine of armoured warfare was only slowly gaining ground among German commanders, the majority of whom remained cautious and conservative. In the campaign itself, the Germans owed their success more to individual initiative than to careful planning—for example, a devastating Luftwaffe attack on 13 May only took place because an officer disregarded an order to change the plan. On the other side, the Allies had more (and often better) tanks than the Germans, but numbers were not decisive. Most French tanks had no radios, and the fuel tanks in the heavy Type Bs were so small that they often simply ran out of petrol. Much of this is no longer novel, especially to readers of Ernest R. May's Strange Victory, but Frieser's detailed exposition, based on a thorough mastery of the German sources, commands exceptional authority. Moreover, his thesis is more nuanced than the book's title might imply. Frieser does not seek to dispense with the word blitzkrieg, but rather to clarify its significance, preferring the terms lightning operations or campaigns to lightning war. His concluding analysis of "The Secret of the Success of the German Blitzkrieg" (p. 329—no shrinking from the term here!) argues that the secret lay in a combination of tactics and technology, Panzer divisions plus speed and surprise. For Frieser, the term blitzkrieg is not dead, but has assumed another meaning. Powaski's Lightning War makes many of the same points about numbers and quality of tanks, and includes exactly the same story about the Luftwaffe attack on 13 May. But the author's main purpose is not to present a thesis but to tell a story, which he does with clarity and verve, and with a keen eye for vivid personal accounts. He spreads his net widely to bring in different aspects of the campaign, including the capture of Eban Emael, the bombing of Rotterdam, and the Dunkirk evacuation, as well as political events in Paris and London. Old 1940 hands will find little new, but those who come fresh to the story will be carried along by the pace of the narrative. Kieser's book is essential reading for scholars, modifying our understanding of the term blitzkrieg without removing it from our vocabulary. For the general reader or university student, Kowaski provides a first-rate introduction [End Page 531] to the events of 1940. Most readers of this journal will be glad to have both on their shelves. P. M. H. Bell University of Liverpool Liverpool, United Kingdom Copyright © 2006 Society for Military History

Horse Traction in Victorian London

The economics of horsepower in London transport during the nineteenth century is a neglected subject. The author discusses three separate issues relating to horsepower in London: the major owners of carriage horses, cart and van horses, and cab horses; the working life of the horses; and how the steam competition affected the horse transport industry. The paper includes detailed tables and historical information on the number of horses in London for the years 1825, 1854-1864 and 1893, as well as the prices of horses purchased at that time.

AN EQUINE PROTOZOAL MYELOENCEPHALITIS CHALLENGE MODEL TESTING A SECOND TRANSPORT AFTER INOCULATION WITH SARCOCYSTIS NEURONA SPOROCYSTS

Previous challenge studies performed at Ohio State University involved a transport-stress model where the study animals were dosed with Sarcocystis neurona sporocysts on the day of arrival. This study was to test a second transportation of horses after oral inoculation with S. neurona sporocysts. Horses were assigned randomly to groups: group 1, transported 4 days after inoculation (DAI); group 2, at 11 DAI; group 3, at 18 DAI; and group 4, horses were not transported a second time (controls). An overall neurologic score was determined on the basis of a standard numbering system used by veterinarians. All scores are out of 5, which is the most severely affected animal. The mean score for the group 1 horses was 2.42; group 2 horses was 2.5; group 3 horses was 2.75; and group 4 horses was 3.25. Because the group 4 horses did not have a second transport, they were compared with all other groups. Statistically different scores were present between group 4 and groups 1 and 2. There was no difference in the time of seroconversion between groups. There was a difference between the time of onset of first clinical signs between groups 1 and 4. This difference was likely because of the different examination days. Differences in housing and handling were likely the reason for the differences in severity of clinical signs. This model results in consistent, significant clinical signs in all horses at approximately the same time period after inoculation but was most severe in horses that did not experience a second transport.

Equine abstracts HELICOPTER RESCUE – TO FLY OR NOT TO FLY

Improved options for the successful transport of horses trapped in inaccessible areas (floodwater, steep ravines, etc.) during a disaster or emergency are available to practitioners using helicopter assets and the Anderson Sling™. Horses present a particularly difficult problem to remove from the rescue environment of a wide flooded area, or difficult steep terrain far from access by vehicles or heavy equipment. Due to their fractious and fearful nature, they may fight any effort to walk, climb or swim them to safety, and those attempts are inherently very dangerous for the rescuer(s). Unfortunately, many disaster or emergency scenarios may occur in areas not conducive to the use of other options (barge, rescue glide, simple vertical lift sling). Veterinary practitioners on scene should have familiarity with helicopter sling‐load operations.The use of cargo nets, inappropriate home‐made slings, and inadequate equipment has contributed to disastrous efforts by well‐intentioned rescuers. There have even been desperate attempts at sling loading of cattle by roping the horns or one leg and transporting them into a waiting truck for removal from public lands.The Anderson Sling™ has been successfully used for helicopter operations in multiple emergencies and training demonstration flights, and is the only Equine Sling recommended for this purpose. Although it was originally intended for clinical use in long‐term recovery cases, it has become the industry standard for helicopter operations with equines because of its demonstrated safety margin, design and strength. In clinical use, leg straps further distribute the animal's weight to the legs, but are not necessary in rescue lifts. In some states, there are Large Animal Rescue Teams associated with the Veterinary School, the State Emergency Management Association, or local private Equine Ambulance Services that may have equipment and personnel trained in helicopter sling‐loading. This is a specialty interest that requires prior coordination, significant planning, and training of all personnel involved.

Transportation of horses ? the vital necessity to get it right

Transportation of horses ? the vital necessity to get it right

Development and Use of Two-Site Sandwich ELISA for Determination of Surfactant Protein A in Serum of Horses

In the previous study we reported that decreases in concentrations of phosphatidylglycerol, pulmonary surfactant protein A (SP-A), and pulmonary surfactant protein D (SP-D) in BALF of horses after transportation indicated a reduction in the quantity of surfactant in the lungs. However, it is unknown whether SP-A concentrations in sera change during transportation. The purpose of the study reported here was to develop a sandwich Enzyme-Linked Immunosorbent Assay (ELISA) for detection of SP-A in serum of horses and determine whether serum SP-A concentrations change during transportation of horses. The optimal concentration of Triton X-100 was determined by testing various concentrations of Triton X-100 with a sandwich ELISA. Analytical recovery and precision were assayed. Twenty Thoroughbreds were transported by road for 41 hr and five control horses were not transported to determine the effect of transportation on serum SP-A concentration. A combination of solid-phase TA08 and HRP-conjugated WA28 was found to be more sensitive than the other combinations. Maximum values for SP-A in the serum samples were obtained when 3% (v/v) Triton X-100 incubated at a reaction temperature of 37°C were used. This concentration of Triton X-100 and 37°C were used in subsequent assays. The changes of SP-A in sera during transportation had relationships to the condition of horses. Determination of SP-A concentrations by use of the ELISA developed in this study may be useful for the identification of lung conditions or to monitor the progression of lung disease in horses.

Pegasos doesn`t need wings: Air transportation of horses 24-00

Pegasos doesn`t need wings: Air transportation of horses 24-00

La grippe équine : une mise à jour

Equine influenza is a contagious disease of the upper respiratory tract of horses caused by the influenza subtypes H3N8 or H7N7. The disease has spread worldwide helped by the international transport of horses. Influenza epidemics can have a significant economic impact as seen in Hong Kong in 1992. Rapid and sensitive diagnostic tests are needed to implement equine flu control programmes . Control is based on regular vaccination and management practices designed to reduce the risk of introducing and spreading the virus to susceptible horse populations. To guarantee the vaccine’s efficacy, the H3N8 strains used in the vaccine must be updated regularly with viruses isolated from the latest infection foci. In the past decade, new-generation vaccines, particularly modified live and recombinant vaccines, have become available to the horse industry and induce an immunity closer to that induced by wild strains.

Second International Conference on the Transportation of Horses

Second International Conference on the Transportation of Horses

Horse transportation conference

Horse transportation conference

Transport stress in horses: an electromyographic study on balance preservation

In order to validate the hypothesis that horse transport stress might also be the result of efforts spent in balance preservation, heart rate (HR) and muscular activity (MA) were analysed in eight Warmblood horses, with respect to individual rest reference values. Electromyographic (EMG) data were collected from Splenius muscles (left and right side), as representative of body anti-gravitational activities. The EMG data performed during each balancing effort were firstly quantified and then reported as percentage of the activity in respect to basal EMG signals obtained during resting; before loading the animal. These data were correlated with the HR recorded at the same time. Moreover, a videotape, synchronised with the EMG and HR data, was made to better recognise and to distinguish the muscular activities necessary for the preservation of balance, from the other muscular activities performed (e.g. searching, scratching, etc.). Although horses displayed HR and EMG individual quantitative differences (in power and number of events), the regression analysis showed that these two electrophysiologic parameters were strictly correlated in all animals. It was concluded that: (a) EMG and HR data can be used to evaluate efforts to preserve the animal’s balance and that (b) this kind of effort might be considered one of the main transport stress factors. Consequently, we deduced that the efforts spent by the animals for a continuous postural adjustment can be considered as a physical expression of both muscular and emotional stress related to road conditions (traffic and/or physical road conditions) and the driver’s specific driving ability.

Recovery from transport and acclimatisation of competition horses in a hot humid environment

The aims of the present field-based study were to investigate changes in fit horses undergoing acclimatisation to a hot humid environment and to provide data on which to base recommendations for safe transport and acclimatisation. Six horses (age 7-12 years) were flown from Europe to Atlanta and underwent a 16 day period of acclimatisation. Exercise conditions during acclimatisation (wet bulb globe temperature index 27.6+/-0.0 [mean +/- s.e.]) were more thermally stressful compared with the European climate from which the horses had come (22.0+/-1.8, P<0.001). Following the flight, weight loss was 4.1+/-0.8% bodyweight and took around 7 days to recover. Water intake during the day was significantly increased (P<0.05) compared with night during acclimatisation. Daily mean exercise duration was 72+/-12 min and the majority of work was performed with a heart rate below 120 beats/min. Respiratory rate (fR) was increased (P<0.05) throughout acclimatisation compared with in Europe, but resting morning (AM) and evening (PM) rectal temperature (TREC), heart rate (fC) and plasma volume were unchanged. White blood cell (WBC) count was significantly increased at AM compared with in Europe on Days 4 and 10 of acclimatisation (P<0.01), but was not different by Day 16. In conclusion, horses exposed to hot humid environmental conditions without prior acclimatisation are able to accommodate these stresses and, with appropriate management, remain fit and clinically healthy, without significant risk of heat illness or heat-related disorders, provided they are allowed sufficient time to recover from transport, acclimatisation is undertaken gradually and they are monitored appropriately.

A review of recent research on the transportation of horses

A review of recent research on the transportation of horses

Factors influencing the prevalence of bovine babesiosis in Northern and Eastern Zimbabwe

questionnaire survey was conducted to determine factors influencing the occurrence of bovine babesiosis at communal dip tanks in northern and eastern Zimbabwe. A dipping frequency of 21-42 immersions per year was generally followed. Frequent disruptions to the prescribed dipping programme were however reported at 72% of the dip tanks. These were mainly due to shortages of water and acaricides. Dipping of cattle was started at less than 3 months old at 80% of the dip tanks surveyed. Factors that limited efficient supervision of dipping by Veterinary Extension Assistants (VEAs) were transport, distances travelled to the dip tanks and number of dip tanks serviced by each VEA. In the absence of motorbikes, horse transport was suggested as an alternative and efficient mode of transport that should be considered by the Department of Veterinary Services (DVS). Constraints associated with control of tick-borne disease (TBDs) by dipping are reported and alternative control measures to complement the dipping programme are discussed.

Evolution of the proposed federal slaughter horse transport regulations

Evolution of the proposed federal slaughter horse transport regulations

Effect of animal density and trough placement on drinking behavior and dehydration in slaughter horses

One of the issues in the debate over the regulation of the transport of horses to slaughter plants is whether slaughter horses will consume water on board the trucks in which they are transported. The effect of horse density and trough placement on latency to drink and the amount of time spent drinking water on-board a semi-trailer were determined in three experiments using 19, 20, and 24 slaughter-type horses. The horses were deprived of access to feed and water for four hours prior to and for eight hours during transportation. Transport in a commercial 16-m long, single-deck, open-topped semi-trailer commenced at 1200 h and lasted until 2000 hours, followed by a one-hour watering period. In Experiments 1 and 2, the trailer was divided into four 2.4×3.6-m compartments into each of which two steel water troughs (25×90 cm) were hooked on the inside of the trailer after transportation ended and immediately prior to the watering period. Each compartment contained four to six horses. The troughs were placed along one side of the trailer in Experiment 1 and placed on opposite corners of each compartment in Experiment 2. In Experiment 3, the trailer was divided into two 2.4×7.2-m compartments each containing 12 horses and two troughs were staggered on the opposite walls of each compartment (four troughs per compartment). Three of the 19 horses were blocked from drinking by other horses in Experiment 1, five of the 20 horses were blocked from drinking in Experiment 2, and all horses drank in Experiment 3. All horses that drank initiated their first drink within 15 minutes of water entering the troughs in Experiments 1 and 2 and within 25 min for Experiment 3. Total serum protein, Na, and Cl were not significantly different between trough placements (Exp. 1 and 2) (P>.52) or between densities in Experiments 1 and 2 (P>.16). The larger compartment (2.4×7.2 m) and group size (12 horses) in Experiment 3 provided adequate maneuvering room so that all of the horses could get access to water when the water troughs were placed on both sides of a compartment at .8m of trough per 2.4 m of wall. Providing slaughter horses with access to water onboard trucks appears to be a useful method of reducing dehydration.

Slaughter Horse Transportation–Science, Societal Concerns, and Legislation

Transportation conditions of slaughter horses for human consumption have become a visible issue in the media during the last decade. Animal protection groups successfully lobbied Congress during the 1996 Farm Bill to establish regulations governing the care of slaughter horses during transport. These regulations were based partially on funded research projects initiated in 1997 examining types of transport vehicles, fitness of horses for travel, types of injuries, length of transit, dehydration and water management, and stocking density. Using the results of these independent research studies along with public input, a comprehensive set of regulations was drafted and published for public comment in 1999. In the proposed regulations, conveyances with two or more stacked levels will be prohibited from transporting equines 5 yr after the publication of the final rule. Additionally, the maximum transit length will be 28 h, and no electrical prods can be used on equines in commercial transport for any purpose, including loading and unloading. Each horse must have a completed owner-shipper certificate with a statement of fitness to travel as defined by the ability to bear weight on all four limbs, the ability to walk unassisted, and not being blind in both eyes. The shipper must present the owner-shipper certificates to a USDA representative and not leave the slaughter facility until equines have been examined by a USDA representative. Civil penalties of up to $5000 US may be assessed for any violation of the final rule.

Effects of density on displacement, falls, injuries, and orientation during horse transportation

Three groups of slaughter-type horses, totaling 30 mares and 29 geldings, were used to determine density effects on displacement (distance moved during a stop), falls, injuries, and orientation using a single-deck, open-topped commercial semi-trailer. Each horse was assigned to one of two treatments: high density (1.28 m 2/horse with 14 horses) or low density (2.23 m 2/horse with eight horses). Both treatments occurred sequentially on the same day (treatment order was alternated each trial), using the middle 2.44×7.32 m compartment of a large semi-tractor trailer. The horses were transported for two laps around a 7.28-km course, averaging 25 min and 36±89 s. Each lap consisted of two 60° turns, four 90° turns, two 120° turns, one 180° turn, six hard brakes, and six rapid accelerations, which were more severe than conditions usually experienced in commercial transport. Displacement, falls, and orientation were recorded for each horse using overhead video cameras. Average displacement between the two densities was not different ( P=0.47). The proportion of horses that fell in the high-density treatment (40%) was greater ( P=0.046) than the low-density treatment (17%). The proportion of horses injured was greater ( P=0.006) in high density (64%) than low density (29%). However, there was not a significant difference in the average severity of injury for the high-density treatment (1.77) versus the low-density treatment (0.92), P=0.48. Overall, the horses did not show a preference ( P=0.38) for facing toward (47.5%) or away (40.7%) from the direction of travel and orientation did not differ ( P>0.18) between the high and low-density treatments. High stocking density of horses during transport increases the incidence of falls and injuries, and made it more difficult to get up when a subject was floored.