Transport of cattle in Spain. Technical, administrative and welfare aspects according to the destination.

To obtain a thorough description of how are cattle transported in Spain with respect to the journey destination a survey was performed in 2004 and 2005. Information was obtained by means of a 119-parameters questionnaire, and 44 transport operators representative of the sector (27 slaughterhouses, 10 traders, and 7 cattle markets) were interviewed. Over 80% of journeys transported growing-finishing/finished animals, and about 3% of journeys transported both growing-finishing/finished and reproductive animals. With respect to farm transports, slaughter transports loaded in fewer farms (1.2 vs. 1.4 farms; pPara conocer en detalle como se transporta el ganado vacuno en España según el destino del viaje, entre los años 2004 y 2005 se entrevistaron 44 operadores representativos del sector (27 mataderos, 10 comerciantes y 7 mercados) mediante cuestionarios que recogían información relativa a 119 parámetros. Más del 80% de los viajes fueron de animales cebados/para cebo, y algo más de un 3% de los viajes transportaban animales cebados/para cebo y reproductores. Los transportes a matadero cargaron en un menor número de explotaciones (1,2 vs. 1,4 granjas;

Investigación en bienestar animal en españa: pasado, presente y retos de futuro

La investigación en bienestar animal en España ha crecido de forma notable en los últimos años. Cada vez existen más grupos dedicados a este objetivo en centros de investigación y universidades. Sin embargo, este rápido crecimiento a veces no ha ido acompañado de un incremento de la colaboración entre investigadores de esta área, ni tampoco de una estrategia clara para abordar los retos en el contexto estatal. El objetivo de este trabajo es analizar la investigación en bienestar animal que se ha llevado a cabo en España, e identificar los retos de futuro en esta materia. Para este fin, se analiza la bibliografía publicada hasta la fecha, seguido de una propuesta participativa basada en grupos focales de expertos que puedan identificar las áreas de investigación que merecen atención

The effect of steps to promote higher levels of farm animal welfare across the EU. Societal versus animal scientists’ perceptions of animal welfare

Information about animal welfare standards and initiatives from eight European countries was collected, grouped, and compared to EU welfare standards to detect those aspects beyond minimum welfare levels demanded by EU welfare legislation. Literature was reviewed to determine the scientific relevance of standards and initiatives, and those aspects going beyond minimum EU standards. Standards and initiatives were assessed to determine their strengths and weaknesses regarding animal welfare. Attitudes of stakeholders in the improvement of animal welfare were determined through a Policy Delphi exercise. Social perception of animal welfare, economic implications of upraising welfare levels, and differences between countries were considered. Literature review revealed that on-farm space allowance, climate control, and environmental enrichment are relevant for all animal categories. Experts’ assessment revealed that on-farm prevention of thermal stress, air quality, and races and passageways’ design were not sufficiently included. Stakeholders considered that housing conditions are particularly relevant regarding animal welfare, and that animal-based and farm-level indicators are fundamental to monitor the progress of animal welfare. The most notable differences between what society offers and what farm animals are likely to need are related to transportation and space availability, with economic constraints being the most plausible explanation

How are the pigs transported in Spain? Differences between slaughter and farm destinations.

To know in the logistics of pig transports in Spain 566 journeys, concerning 34 slaughterhouses and 13 traders, were surveyed by means of questionnaires collecting information relative to 119 transport aspects. Trucks loaded pigs in 1,5 farms on average, loading an average of 160 slaughter pigs or 493 piglets transported to growing farms, with an average stocking density of 214.4 and 103.8 kg/m2 respectively. Pigs were fasted previous to the journey an average of 14.5 hours in 79.2% of slaughter journeys, which lasted 3.4 hours on average, less than half the average duration of farm transports (7.3 hours, pPara conocer la logística de cerdos en España se estudiaron 566 viajes, relativos a 34 mataderos y 13 comerciantes, mediante cuestionarios que recogían información relativa a 119 aspectos del transporte. La carga se efectuó en una media de 1,5 granjas, transportando una media de 160 cerdos a sacrificio o 493 lechones destinados a granja de cebo, suponiendo una densidad media de 214,4 y 103,8 kg/m2 respectivamente. Los cerdos fueron ayunados antes del viaje una media de 14,5 horas en el 79,2% de los viajes a matadero, cuya duración media fue de 3,4 horas, menos de la mitad de la duración media de los transportes para vida (7,3 horas,

How are the pigs transported in Spain? Differences between slaughter and farm destinations

To know in the logistics of pig transports in Spain 566 journeys, concerning 34 slaughterhouses and 13 traders, were surveyed by means of questionnaires collecting information relative to 119 transport aspects. Trucks loaded pigs in 1,5 farms on average, loading an average of 160 slaughter pigs or 493 piglets transported to growing farms, with an average stocking density of 214.4 and 103.8 kg/m2 respectively. Pigs were fasted previous to the journey an average of 14.5 hours in 79.2% of slaughter journeys, which lasted 3.4 hours on average, less than half the average duration of farm transports (7.3 hours, p<0.001). In 39% of piglet transports the duration was higher than 8 hours, and in no case a 24 hour stop was necessary, although the percentage of journeys with more than 2 stops was higher than in slaughter transports (22.6% vs. 4.1%; p<0.001). More than 95% of journeys were carried out with one driver, who participated in the loading and unloading of the animals in more than 97% of the cases, and was assisted by another person in 79% of the unloadings at the slaughterhouse (p<0.01). The average loading time was similar between farm and slaugher transports (102 minutes), although the individual loading time in slaughter transports was higher (1.2 minutes/animal). The unloading was faster at slaughter-houses than in farms (52.9 vs. 25.0 minutes; p<0.001), although the individual loading time was similar for both destinations (0.31 minutes). In both destinations the number of journeys with at least one dead animal was similar (12%), although the average number of dead animals/journey was higher in transports to farm (1.6 animals/journey; p<0.05). No injured pigs were detected at the end of the farm transports, although lesions were found at the end of 17.8% of slaughter transports (3.6 injured pigs/journey on average). Farm and slaughter transports were mainly carried out with vehicles owned by traders or specialized transportists (61.0% y 74.1% respectively; p<0.001), with an average drivers" experience about 15 years. More than 15% of drivers declared to know the current animal welfare legislation, above 48% declared to believe that legislation is not totally complied with, and that legislation should approach more to real transport circumstances. More information and a better scientific basis of the aspect of stops during the journey were demanded. Due to their way of acting is mainly based in a consolidated experience, additional descriptive studies of the activity of livestock transportists are important.Para conocer la logística de cerdos en España se estudiaron 566 viajes, relativos a 34 mataderos y 13 comerciantes, mediante cuestionarios que recogían información relativa a 119 aspectos del transporte. La carga se efectuó en una media de 1,5 granjas, transportando una media de 160 cerdos a sacrificio o 493 lechones destinados a granja de cebo, suponiendo una densidad media de 214,4 y 103,8 kg/m2 respectivamente. Los cerdos fueron ayunados antes del viaje una media de 14,5 horas en el 79,2% de los viajes a matadero, cuya duración media fue de 3,4 horas, menos de la mitad de la duración media de los transportes para vida (7,3 horas, p<0,001). El 39% de los transportes de lechones duraron más de 8 horas, y en ningún caso fue necesario parar 24 horas aunque el porcentaje de viajes con más de dos paradas fue superior respecto a los transportes para sacrificio (22,6 vs. 4,1%; p<0,001). Más del 95% de los transportes se realizaron con un único conductor, que intervino en la carga y descarga en más del 97% de los casos, y fue ayudado por otra persona en el 79% de las descargas en el matadero (p<0,01). El tiempo medio de carga fue similar entre viajes a granja y matadero (102 minutos), aunque el tiempo de carga individual en los viajes para matadero fue superior (1,2 minutos/animal). La descarga fue más rápida en matadero que en granja (52,9 vs. 25 minutos; p<0,001), aunque el tiempo unitario de descarga fue similar en ambos destinos (0,31 minutos). En ambos destinos el número de viajes con al menos un animal muerto fue similar (12%), aunque la media de animales muertos/viaje fue superior en los transportes para vida (1,6 animales/viaje; p<0,05). En los viajes para vida no se observó ningún cerdo con lesiones, lesiones que fueron observadas en el 17,8% de las descargas en matadero (3,6 animales/viaje). Los viajes para vida y para sacrificio se realizaron principalmente con vehículos propiedad de los comerciantes y de los transportistas (61,0% y 74,1% respectivamente; p<0,001), con una experiencia media de los chóferes de 15 años. Más del 15% de los chóferes declaró conocer la legislación en bienestar animal, más del 48% declaró creer que la legislación no se cumple totalmente, y que la legislación debería aproximarse más a las circunstancias reales de trabajo. Se exigió más información y más fundamento en el aspecto de las paradas obligatorias. Debido a que su forma de actuar mayoritariamente se basa en una experiencia consolidada, es importante la realización de otros estudios descriptivos de la actividad de los transportistas de ganado

Transport of cattle in Spain. Technical administrative and welfare aspects according to the destination

Para conocer en detalle como se transporta el ganado vacuno en España según el destino del viaje, entre los años 2004 y 2005 se entrevistaron 44 operadores representativos del sector (27 mataderos, 10 comerciantes y 7 mercados) mediante cuestionarios que recogían información relativa a 119 parámetros. Más del 80% de los viajes fueron de animales cebados/para cebo, y algo más de un 3% de los viajes transportaban animales cebados/para cebo y reproductores. Los transportes a matadero cargaron en un menor número de explotaciones (1,2 vs. 1,4 granjas; p<0,05) respecto aquellos destinados a granja, en la mayoría de los casos animales no ayunados (93 vs. 24,3%; p<0,001). Los viajes a matadero fueron cortos, 125 km, y 2,5 horas de media, parámetros que se duplicaron en los viajes de bovinos para vida (p<0,001), aunque el 21% de los viajes para sacrificio fueron de más de 8 horas, y un 1,7% de más de 29 horas. Los viajes para vida se cargaron a mayores densidades (p<0,001) y transportaron más animales, aunque los chóferes opinaron que su camión podía transportar un mayor número de animales en buenas condiciones. El 80% de los viajes a matadero no efectuaron paradas y sólo un 2,3% fueron realizados por 2 chóferes, parámetros opuestos a los de los viajes para vida (p<0,001). El camionero intervino en la carga y en la descarga, normalmente con la ayuda de otra persona excepto en la descarga en el matadero (40%). El tiempo medio de carga y descarga en viajes a granja fue de unos 60 y 30 minutos respectivamente, el doble que en viajes a matadero (p<0,001), aunque el tiempo unitario de carga y descarga fue algo mayor en viajes a matadero (3,1 y 1,4 minutos/animal respectivamente). El viaje mostró un efecto limitado sobre la integridad física de los animales, aunque se detectó una tendencia hacia valores superiores de mortalidad y lesiones en los viajes a matadero. Los viajes fueron realizados principalmente por transportistas especializados y en régimen discrecional (60%), siendo el vehículo propiedad del comerciante en el 30,5% de los viajes con destino a granja o del ganadero en el 27% de los viajes a matadero (p<0,001). Los chóferes afirmaron tener una experiencia media de 17 años. Independientemente del destino las empresas no realizan actividades de experimentación, y muy pocas de formación (8%). Los transportistas vinculados a matadero fueron los que principalmente declararon que su empresa seguía algún programa de calidad, mientras que el seguro de carga era principalmente contratado por los comerciantes. Un elevado porcentaje de chóferes declaró conocer la legislación en bienestar animal, que no se cumple totalmente, y que en su opinión se debería aproximar más a las circunstancias reales. La mitad de los chóferes a matadero no mostró interés en proponer mejoras en la actual legislación, y aquellos que las propusieron pidieron mayoritariamente más información y que se estudie mejor el fundamento del régimen de paradas obligatorias.To obtain a thorough description of how are cattle transported in Spain with respect to the journey destination a survey was performed in 2004 and 2005. Information was obtained by means of a 119-parameters questionnaire, and 44 transport operators representative of the sector (27 slaughterhouses, 10 traders, and 7 cattle markets) were interviewed. Over 80% of journeys transported growing-finishing/finished animals, and about 3% of journeys transported both growing-finishing/finished and reproductive animals. With respect to farm transports, slaughter transports loaded in fewer farms (1.2 vs. 1.4 farms; p<0.05) and in most cases animals were not fasted (92.9 vs. 24.3%; p<0.001). Slaughter transports were short, 125 km and 2.5 h on average, with farm transport duration being double (p<0.001), although 21% of slaughter transports lasted more than 8 hours, and 1.7% lasted more than 29 hours. Farm journeys transported more animals and stocking densities were higher (p<0.001), although most of drivers affirmed that it was possible to transport more animals in a suitably manner. Only 2.3% of slaughter transports were carried out using 2 drivers, and 80% of slaughter transports made no stops, substantially differing with what was observed in farm transports (p<0.001). The driver participated in the loading and unloading of animals, normally assisted by another person except for the unloading at slaughterhouses (40%). Average loading and unloading times in farm transports were about 60 and 30 minutes respectively, double than slaughter transports (p<0.001), although average loading and unloading time/animal were slightly higher in slaughter transports (3.1 and 1.4 minutes/animal respectively). Transport showed a limited effect on physical integrity of cattle, although a trend towards higher number of deaths and lesions was observed in slaughter transports. Transports were mainly carried out by specialized hauliers under request (60%), with vehicle being owned by the trader in 30.5% of farm transports, and by the farmer in 27% of slaughter transports (p<0.001). Drivers had an average experience of 17 years. Independently form destination; transport companies did not make research activities, with few of them performing training courses (8%). The compliance with a quality scheme was mainly declared by hauliers bound to a slaughterhouse, while load insurance was mainly contracted by traders. A high percentage of drivers declared to know animal welfare legislation, which this is not totally obeyed, and that laws should be closer to real circumstances. Almost half of slaughter transport drivers showed no interest in proposing improvements in current legislation, with proposals mainly being the need to being more informed and a better knowledge on the basis of the transport stops aspect

Effect of the duration of commercial journeys between rearing farms and growing–finishing farms on the physiological stress response of weaned piglets

To find the effect of journey duration on the stress levels of weaned piglets a combination of physiological welfare indicators was used. One hundred and thirty-six piglets were monitored in two replicates of a short (0.6 h) and a long (8.3 h) commercial transport from a rearing to a growing-finishing farm. Variables studied were haematocrit, red blood cell count (RBC), total white blood cell count (WBC), differential WBC counts, serum pig's major acute phase protein (Pig-MAP), haptoglobin (Hp), cortisol, glucose, creatine phosphokinase (CPK), lactate dehydrogenase (LDH), total protein, and albumin before loading and immediately after unloading. A marked increase in leucocytes (P < 0.01) and a tendency to lower eosinophil concentrations (P = 0.086) were observed in those piglets transported during the short journeys. On the other hand, the decrease in lymphocytes was particularly remarkable in the long journeys (P < 0.01). No increase in Hp concentrations after the transports was found, but an increase in Pig-MAP concentrations was observed at the end of the long journeys (P < 0.001). Cortisol concentrations did not show significant changes in either short or long journeys. According to CPK (P < 0.05) and LDH activities, some physical fatigue was detected at the end of transports, particularly in the short journeys. The decrease in haematocrit values in the short journeys (P < 0.05), and the absence of variations in RBC, albumin, and total protein concentrations would indicate that the loss of body water during both transport durations was reduced. Sex did not affect the response of piglets to transport, which could be attributable to the young age of the animals. Changes in albumin concentrations (P < 0.05), together with the tendencies to higher WBC (P = 0.092) and neutrophil counts (P = 0.076), suggest a more marked response to the stress of transport in heterozygous for the halothane gene (Nn) piglets than in homozygous negative (NN) piglets. Overall results indicate that, although transports were generally stressful, it is unclear which of the two durations was more detrimental for piglet welfare, and suggest a different stress response to transport with respect to that of older pigs. © 2008 Elsevier B.V. All rights reserved