Best

Practices: Surface Transport of the Horse

by

Sharon E. Cregier, Ph.D., F.I.A.S.H. (Hon.,

Edin.)

October 20, 2009

Animal Transportation Association

AATA Education Committee

1

Introduction

Assessing and attaining best practices in transporting

horses by road requires studying sometimes conflicting

recommendations. The task is compounded by

1. A lack of record keeping and analysis of harmful

incidents

2. A lack of appreciation of the horse’s

requirements for balance on a moving platform

3. Apparently contradictory research

conclusions

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4. The emphasis on appealing to the purchaser vs horse

comfort in transport

Determining the valid areas of practice and necessary

improvements is hindered by the lack of record keeping not

only on the part of traffic authorities, but also on the

part of the insurance industry (Smith et al. 1991; Stennett

2009). Veterinary sources do not always detail the cause of

trauma which practitioners must treat, although transport

injuries and pathologies were noted as a frequent treatment

factor at competitions (Bell and Lowe 1986).

Sometimes research contradicts what appears to be

successful practise. For example, a 12-hour rest stop

following 12 hours in transit is advised to help rebuild the

immune system. In one study, the horses’ immune systems

were compromised despite transport in a well ventilated van

and having free access to hay and water at regular

intervals. The one feature that may have contributed to the

compromised immune system is that the horses were restrained

in cross ties (Stull, et al. 2008).

Other horses, in specially built trailers, were

travelled facing away from the direction of travel non-stop

– except for up to 3-day competitions en route – from

California to New York. Veterinary inspection within 30

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minutes at each site passed the horses fit to compete and

found no travel injuries. Shipping boots and head bumpers

were not used. The horses won national performance awards

throughout the journey (Tellington 1978).

A variety of “training to travel” clinics offer

opposing views, most of which require a great deal of time,

are not guaranteed to permanently affect the horse’s

aversive responses to loading and transport, and do not

necessarily maximise the safety of horse and handler.

Other than the studies by automotive engineer David J.

Holmes and horseman Wentworth Tellington (Cregier 1980), no

subsequent study has approached the problems of horse

transport design with the imperative that it integrate

equine anatomy, behaviour and automotive dynamics.

Even where farm animals are transported to current high

standards, falls, injuries and the difficulty of the animal

in retaining its upright posture are recorded (Cockram and

Spence ca 2006).

Nevertheless, observation of a horse at liberty when in

motion, resting or interacting with the herd, give strong

indications as to the improvements required in the current

practices of transportation.

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I. Species behavior and handling

As a social animal, horses rely on the familiar herd or

associate, other horses, humans or a stable pet, for

companionship, security and direction. A flight animal, it

reacts to unexpected or unseen movement behind with a kick

or escape movement. If trapped, it will defend itself with

teeth and hooves. Horses which have been injured or abused

in any part of their bodies will try to protect that area

from approach or touch. Sympathetic handling can maintain

or restore the horse’s confidence.

Central to its feeling of security is the horse’s

ability to retain its feet and upright centre of balance.

Once a horse falls to the ground, or is bumped by another as

when surging ahead on the race track, it may lose its

confidence in its ability to protect itself or compete.

Other than its feet, a major contributor to a horse’s

sense of security is freedom of movement of its head and

neck. Its forequarters comprise 65% or more of its weight

at a standstill. The forequarters, with the weight in the

thoracic sling, rely on the free up, down, or forward

movement of the horse’s head and neck, to maintain balance.

To rest, the horse lowers its head and maintains the bulk of

5

its weight on its forequarters while resting a hindquarter.

The hindquarters are not suitable for weight carrying. The

lowered head also reduces mean arterial pressure (Parry:

1980) and may reduce the flight reaction (Warren-Smith

2005). Unless accustomed to it, the horse will fight

restraint of its head or feet.

Current EU regulations for transporting equidae do not

necessarily meet the requirements of feral animals (Knowles,

et al. 2009) or handled animals. As well, stockmen used to

tame animals should be advised that their standard practices

applied to droving or loading can initiate loading problems

where untamed horses are concerned (ADAS 2008). The

following practices apply to both tamed and feral horses:

The ideal horse transport loading and transit practices

. travel the horse in compatible groups

. ensure secure footing

. accommodate the horse’s requirement for unrestricted,

head-free balance

. allow room for male horses to stretch and stale or urinate

in their normal balanced position

. protect the horse’s hindquarters from noise, light, and

movement

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. afford the handler safe access to and control of the horse

at its head, away from the kicking or striking zone

. encourage the head low, hind-leg resting, forward lean of

the resting or dozing horse

. maintain a quiet, undisturbed interior, rest areas and

lairages free from clanging metal, chains, loud voices,

barking dogs, or amplified or other intrusive sound (Marks

1993).

. provide indirect fresh air, removal of ammonia buildup,

and minimal dust

. exclude the use of forceful methods of droving, loading,

unloading

. forbid the use of electric prods

. maximise the safety of the handler and horse

Some of these standards are emphasised by the European

Union recommendations (Scientific Committee 2002), but only

two purpose-built horse trailers today are known to meet and

exceed these welfare and safety requirements (Cregier 2009;

O’Brien 2009).

II. Preparation for transport

1. Regulations

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Preparations for transport are dependent on the purpose

of the transport, age, health, gestation status, herd rank,

previous transport and handling histories. Import and

export requirements, and the health requirements for the

animal, bedding, and feed as well as the cleanliness of the

transport vehicle may differ between or among inter-state,

inter-provincial or international borders.

European Union policy is to improve welfare standards

for transport, emphasising the economic advantages of doing

so (Murray 2008). However, enforcement, driver, vehicle,

and stockmanship standards may be minimal or arbitrary.

If the horse is to be transported for pleasure, show,

or slaughter, the most succinct source available for

navigating the European regulations having to do with horse

transport is the AATA Manual for the Transportation of Live

Animals by Road (Harris, irregular updates) .

Other cogent guides available summarise the role of

international officials, shipping agents, veterinarians,

industry organisations, and detail seasonal and residency

restrictions (Ellis, et al. 2004)

Sources of regulatory and quarantine information may be

obtained through competition organisers (BOCOG 2007;

8

Watkins, et al 2008), livestock shippers, breed

organizations, or state, provincial or federal level

veterinary services on both the shipping and receiving end

of a journey. Ideally, documentation requirements and

regulations for inter-border journeys should be continuously

reviewed by shipper, forwarder, receiver, and veterinary

personnel beginning at least several months before the

initial start of a trip. Not every official involved in the

trip will always be fully apprised of the sometimes

conflicting regulations (Cordes and Mitchell 2007).

2. Health and nutrition

Trip preparation for performance horses is more

detailed than for horses of lesser value. Avoiding weight

loss, colic, gastro-intestinal upsets, muscular myopathy,

and respiratory distress are paramount concerns for

shippers. Diarrhea and laminitis are also a concern. Air

and long distance road transport has recorded that lack of

ventilation when the vehicles are stationary, poor air

circulation during transit, and crowding contribute to an up

to 40% incidence of shipping fever in flight and 12% for

road (Higgins 2004).

Working toward optimum fitness for transport and

competition, performance horses will have been wormed and

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blood work checked for viral infection. Daily rectal

temperatures may be recorded. For both slaughter or

performance horses an infrared thermography scanner might be

used to identify any developing systemic infection two weeks

in advance of travel and before rectal temperatures register

infection (Schaefer 2001).

Key nutrients, such as amino-acids and magnesium, given

before or after transport have reduced tissue dehydration

associated with transport in cattle and pork (Schaefer

2001). Electrolytes together with green feed are thought to

prevent fluid imbalance or muscle disorders if the trip is

to last more than a day or the weather is humid and hot.

But if a dehydrated horse is oversupplied with electrolytes,

it can worsen problems.

If mineral oil is administered as a protection against

the absorption of endotoxins, it can interfere with the

uptake of nutrients and electrolytes.

Magnesium added to an animal’s feed a week or more

prior to transport seems to reduce aggression during

transport. Increased fat and reduced carbohydrates three to

six months in advance of transport and performance is

thought to reduce the incident of rhabdomyolsis (Divers

2000; Rush 1999).

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Prophylactics such as penicillin did not reduce

inflammatory airway secretions in horses travelled with

elevated, restrained heads (Ball 1998) although others

recommended antimicrobials as effective if the horses are

travelled more than 8-12 hours (van den Berg 2001).

A nervous horse may bolt its hay or other ration during

transport, risking choke. Or, it may attempt to bite or

kick a nearby horse as its level of insecurity or

fearfulness rises. As travel time increases, appetite for

hay and water, especially if offered in an unfamiliar

environment, decreases.

Water is important in keeping feed passing through the

horse and avoiding impaction colic. Various added flavors

are used to induce a horse to drink either its own water in

an unfamiliar environment or novel water (McCall and McCall

nd. Mars et al. 1992). Studies are looking at ways to

encourage a horse to drink throughout a journey and avoid

dehydration. As horses hesitate to drink while the engine

is running, water is offered when the vehicle is stationary

with the ignition off. This prevents water from slopping

onto the bed or deck and making the surface slippery.

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Whether performance, pleasure, or slaughter horse, the

hauler should be aware of available equine veterinarians and

large animal rescue teams en route in case of emergency.

3. Fitness for transport

In-foal animals in the last quarter of pregnancy or

about to give birth should not be transported. Animals with

broken bones or fractures or colic should not be transported

without veterinary supervision. Transportation can initiate

and exacerbate colic.

An animal in adverse health or exhibiting agitated

behavior may arrive at the destination with its health more

severely compromised than when the journey began.

Where animals are expected to cross several times zones

in rapid succession, regulating the circadian schedule at

origin of travel to that of the country of destination

lessens recovery time at destination (Murphy 2004).

Adjusting the schedule minimises colic, shipping fever, and

dehydration.

Horses travelled loose in groups should have the hind

shoes removed to prevent more serious injuries to the other

horses.

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Where possible, a horse’s weight immediately pre- and

post-transport should be recorded as one indicator of how

well the transport met its needs.

III. Preparation of the transport vehicle

Working from a checklist, for all aspects of transport,

much as a pilot does before take-off, provides a record of

maintenance and safety inspections. A check list of

documents is one way to keep track of the welter of

paperwork.

There are frequent reports of horses falling through

van or trailer beds, ramps or doors falling off during

loading, unloading, or en route. Diligent inspection of

flooring, hinges and latches guards against this.

A study of horse transports in current use in Europe

indicated that 50 2-horse trailers were inadequate in

length, height, and width. Materials, fittings and ramps

did not conform to requirements for animal welfare. Loading

13

problems and injuries were common. Most of the 34 trucks

passed fit for national transport had similar problems.

Conveyances from eastern Europe were worse than those in

western Europe (Dobereiner 1985).

Both exterior and interior design can present transport

problems.

There should be no openings between which a horse could

catch a head or hoof. Metal and wooden decks, partitions,

sides, and roofing should be heavy enough to prevent a horse

getting its head or hoof through in the event of an

accident, roll-over of the vehicle, loss of balance, or

altercation with another horse. The interior roof should be

smooth so as to minimise damage to the horse’s poll if it

comes in contact with the roof or sides. Wherever possible,

fittings, nuts and bolts should be countersunk.

Dividers of various types present hazards of their own.

Wire dividers or mangers risk injury if they snap or break

(Fowler 1995). Pipe dividers can catch a leg or head.

Standard transport practices (i.e., where a horse

travels facing the direction of travel) requiring dividers

compounds the risks. If the dividers or partitions are

solid to the floor, the horse may lean on them and begin to

14

scramble as the vehicle takes turns or curves. It is rare

to find a trailer without kicking, balance or scramble marks

at the rear. If the horse falls, it can be difficult

getting it to its feet.

As well, there may be a question of air circulation

during hot and humid travel when the dividers are solid.

Half partitions risk having the horse fall and get

caught beneath them. Butt bars and chains used to prevent

the horse from reversing are a hazard to the kicking horse,

the downed horse or the horse that pushes backward and falls

beneath them in an attempt to escape or spontaneously

unload. Dividers, chains, and bars must be designed such

that if a horse is hung up on them or trapped beneath them,

they can be easily released, preferably from outside the

vehicle, even if bent or otherwise damaged.

All chains and snaps should be wrapped so as to prevent

rattling, banging, and clanking throughout loading, transit

and unloading. Ramps, windows, vents, and “escape doors”

should be insulated against rattles and drafts.

Screening is advisable not only to prevent insects and

dust from entering the transport but also cigarettes or

other harmful material.

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Brakes and their wiring, or lack of it, and the towbar

hand brake are a special consideration depending on the type

of horse conveyance. These, lugnuts and all lights should

be checked for operation, and cables for tightness or

flexibility.

IV. Containment of animal for road transport

1. Stall or bay size

The size of the stall or bay in which a horse is

confined should allow the horse to maintain its natural,

head low, hip resting, forward lean, effortless balance.

Attempts to mandate size allowance according to the number

of animals loaded does not account for weight, height, or

social grouping (Broom 2008).

The standard of one inch (2.54cm) of height above the

withers for every 4 inches (10cm or hand) of the horse’s

height from hoof to withers, or the height at the withers of

the largest horse plus 23 inches (58cm) (Plath and Schütte

1990) does not allow for the differing head carriages among

breeds or aggression among horses.

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The standards do not allow for the rise and fall or

flexing of the horse deck as the vehicle proceeds at speed

over uneven surface. Additionally, the tension induced by

the transport will cause the horse’s wither height to

increase at least 2.2 cm (Hickman and Colles 1984).

Increases of a hand (4 inches or 10 cm) at the withers

following transport have also been reported (Vachon 1978).

Where space is inadequate, the horse will suffer

injuries to its face and head (Whiting and Sauder 2000;

Appel et al 1995). As well, if forced to maintain its

balance in a shortened stall with a raised head and hindlegs

extended to the side, the horse’s sacro-iliac joint can

become traumatized (Williams 2008).

Allowing space for the horse to stretch its neck and

head downward allows the horse to clear its respiratory

tract. This action reduces the risk of inducing or

exacerbating shipping fever (Racklyeft and Love 1990).

The buttocks of the horse should be presented to a

solid wall to prevent getting hung up or falling beneath a

retaining bar. The most common incident in rescue calls is

that of horses going over the breast bar (Gimenez 2008) in

standard transport.

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The bed or deck of the transport should be non-slip.

Materials used have ranged from rubber mats – some of which

are slippery when wet – to materials similar to that used on

the decks of submarines.

Bedding should encourage urination and be deep enough

to prevent its splash-back which horses avoid. Various

types of bedding have been used with equally varying pluses

and minuses. Sand, while affording excellent footing, can

abrade and embed into the skin of a fallen animal and adds

to the weight of the cargo.

Sawdust or shavings must be free of walnut residue

which can induce laminitis. Shavings can dusty.

Oat straw is labor intensive, might be eaten by the

horse, is dusty and slippery, though it is warm and

encourages deeper rest when deeply bedded in lairages. If a

horse is lame or sore, however, its depth may inhibit

movement. Some destinations will forbid the carrying of

straw due to insect concerns.

Wood shavings, though soft and elastic, are less likely

to be eaten, are not as warm as straw. Horses tend to spend

more time in sternal recumbency on shavings compared to

straw which invites extended time in lateral recumbency

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(Pederson et al. 2004). However, shavings are said to

have been inhaled by young animals.

Mineral additives in any bedding help control ammonia

odors in long term transit. Vinegar sprinkled on bedding

has long been used to control ammonia odors.

Shredded newsprint or phonebook-type bedding tends to

be messy, blows about, and may discolor horses’ coats.

Compared with sawdust, however, it gave lower ammonia levels

though there was no difference in tracheal washes between

the groups, one of which was housed on sawdust and the other

on shredded paper (Tanner, et al 1998).

Whatever bedding is used, it is imperative that it be

freshened at every opportunity to prevent or minimise

ammonia buildup.

2. Direction of travel

Many countries’ codes of animal welfare or regulations

stipulate that the horse must travel in a manner that

allows it to retain its “natural” upright balance. A

natural, or effortless balance is maintained by a forward

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lean over the forequarters, freedom of movement of the head

and neck, and lack of threat from behind. That horses can

most easily maintain their balance facing away from the

direction of travel has been demonstrated using stock

trailers, vans, 3-horse and 2-horse tagalongs or bumper

pulls (Clark, Friend, Dellmeir 1993; Kusunose and Torikai

1996; Roberts 1990; Waran and Robertson, et al. 1996).

When facing away from the direction of travel, the

horse balances with minimal repositioning of the forefeet

during transit around curves and braking to the N.Z.

regulation trailer/float standard of a complete stop within

30 feet at 18 mph (Cregier and Holmes 2008. Roberts 1990).

There is evidence that on uncovered commercial slaughter

horse transports, loose horses loaded into low density areas

will balance in either direction of travel when given room

(Collins, Friend et al. 2000). Compatible groups of feral

or tamed horses will travel well in low densities with

reduced aggression and fewer losses of balance (Knowles, et

al. 2009).

Numerous studies of horses in transit record horses

showing fewer falls and fewer impacts with partitions during

transit when allowed to travel facing away from the

direction of travel (Stull, C. 1997; Toscano and Friend

2001). Thoroughbreds transported 1000 miles loose in a

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stock trailer arrived “considerably fresher” than those in

standing stalls (Briggs 1998).

Performance horses transported facing away from the

direction of travel in a specially-built trailer were

transported 8,000 miles in thirty days for exhibitions

across the United States. Halting only for competitive

events, the horses were travelled non-stop 1,000 to 1,200

miles in a 24 hour period. The horses passed a vet check

within 30 minutes of arrival and went on to win best

condition and other awards in 100 mile endurance rides. In

all, 300,000 miles with 500 horses were logged with this

trailer (Tellington 1978). Other factors, such as specially

placed ventilation and flooring resembling that used on

submarine decks, contributed to the success of the

transport.

With the horses’ rumps presented to a solid bulkhead

with the head to the rear of the transport, it will be the

rump and not the head which absorbs any contact with the

forward partition or solid wall in an accident or sudden

deceleration. Placing the animal facing away from the

direction of travel is a standard provision for rhinoceros

and giraffe in transport (Fowler 1995).

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Yet thirty minutes of standard transport facing the

direction of travel caused muscular and “acute emotional

stress” as the horses attempted to keep their balance

(Giovagnoli 2002), part of a syndrome leading to exertional,

stress or capture myopathy (Fowler 1995).

The area of confinement must allow space for the horse

to lean forward and extend its head both up- or downward and

forward to help maintain its balance. With enough space,

and when facing away from the direction of travel, male

horses can stretch and stale (urinate) without having to be

off-loaded or stopping the vehicle.

Trailers, vans, or trucks which transport the horse

parallel or angled to the direction of travel rarely allow

the horse enough room to extend its head. As well, the

horse is least secure in its balance when standing cross

ways to the forces of acceleration or deceleration.

Transport environments which do not meet the needs of

the horse lead to delays, ill health, injuries, death and

traffic accidents. For example, a study of 54 mares

confirmed in-foal 12 days following insemination recorded

embryonic death in some mares 3, 7, 10, and 13 days

following transport for nine hours in a slant load trailer

(Baucus et al. 1990). At least hundreds of horse float

22

accidents occur annually and are being catalogued by USRider

Insurance with an analysis by AATA member, Dr. Rebecca

Gimenez.

V. Loading and Unloading

Loading problems comprise an obvious indicator of poor

animal transport practices. In one survey, owners of 103

horses reported over 50% having loading and in transit

problems with fewer than 28% of the horses successfully

rehabilitated (Lee, et al. 2001). Equine veterinary

clinics report a disproportionate amount of clinic time is

consumed with the time taken to loading clients’ horses into

conventional transport. Current loading and unloading

procedures ignore the needs of the animal and transport

safety, frequently requiring additional personnel and

equipment and risking injury to horse and handler (McDonnell

2009. Fowler 1995).

Even where transport is believed to be ideal, three

riding centres in Italy acknowledged that at least 31 - 54%

of their horses were difficult to load into trailers.

Seventy-one per cent of these were transported in slant or

side-on-to-travel direction trailers. Thirty-one per cent

of 35 horses transported exhibited gross loading and travel

problems in standard van transport (Zucca, et al. 2007).

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Loading and unloading ramps for horses should not

exceed an angle of 20 o on level ground.

A loading, unloading and transport method which

preserves horse and handler safety has been in use for

decades. It is used with specially built trailers to

accommodate the different weight placement of the live

cargo. The system is expeditiously accomplished by one

person. It can be employed by Pony Club or 4-H youngsters.

This system was detailed at an Animal (Air) Transportation

Association conference (Cregier 2009; O’Brien 2009) showing

custom built trailers.

In essence, the horse or pony is led across a stable

platform level with the trailer deck, pivots on its forehand

and reverses into its stall. The tie rope is anchored

opposite its withers, allowing complete freedom of up and

down head movement. The tether can be run through a forward

ring to prevent sideways movement of the head into the

adjoining stall space.

Mares and foals loaded in this manner remain in sight

of each other at all times. Horses do not have to be

specially trained to reverse on cue, but will reverse when

gentle thumb pressure is applied to the suprascapular nerve.

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To unload, the handler steps to the horse’s head, snaps

on a lead rope, opens the low barrier, unsnaps the tie rope

which remains in the transport, and leads the horse(s) down

the ramp, formerly the platform (Cregier 1980, 1982). At no

time is the handler in danger of getting kicked or struck.

This system exceeds the requirements for horse and

human safety during all phases of transport as outlined by

the European Commission directorate on the welfare of

animals during transport. (Scientific Committee 2002)

Horsemen who frequently load their horses into vans may

have a purpose built, high-sided approach leading to and

level with the interior deck of the van. The high sided

walls of the approach are angled such that the horse moves

freely from a narrow to a wider space around the entry and

into the van.

Mares and foals should travel within sight of each

other with the foal protected by a solid partition from the

mare’s attempts to maintain balance. Regular stops should

be made to allow the foal to nurse. Again, this practice is

controversial and dependent on the size of the mare, whether

or not it is tied in place, and if the mare and foal are to

be travelled with other horses (Larter and Jackson 1987).

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VI. Care during transport

Heart rate alone has been superseded by heart rate

variability as the best indicator of how well horses are

coping with transport. Records of heart rate variability -

- the variation in milliseconds between heartbeats - -

indicate that horses in a 24 hour road journey were stressed

throughout the event, even when the heart rates alone were

comparable to that of stable rest (Ohmura 2003).

Tranquilizers are not recommended for transport as they

can interfere with a horse’s ability to balance and its

reaction to movement or noise. Polished stainless steel or

acrylic mirrors reflecting the horse in transit have been

found to provide a reassuring “companion” for horses

travelled singly and somewhat increases the time spent

eating during 30-minute transport (Kay and Hall 2009).

Visual inspection is now readily made with affordable

cameras in the van, lorry, or trailer/float interior during

the journey. What the cameras do not convey is the noise

level in the transport. Noise is a factor in suppressing

the immune system and denying rest. Where lairage is

scheduled, the lairage should be maintained in a quiet area

26

away from traffic, groups of people, and other intrusive

noises (Marks 1993; Richardson 2002).

Monitoring horses during transit must consider, where

possible, a rise in body temperature during a long haul.

Interior vehicle temperatures are best maintained to no more

than 25o C or less than 10oC . Ventilation or air

conditioning should be indirect with no air blowing directly

on the horse.

Welfare concerns are assisted by monitoring systems

which trace the individual animal, identify the places and

times of loading and unloading, the air quality of the

vehicle interior and the animals’ behaviour. Transmitted by

GPS, the data is collected by a dispatch center. The

dispatcher can inform the driver of any problems. While it

is suggested that sensors for temperature and heart rate

could be mounted on the animals (Gebresenbet et al. 2003),

this could irritate unbroken animals, endanger stockmen

attempting to attach them, and may lead to a false sense of

security if reliance is on heart rate alone instead of heart

rate variability which is a more accurate indicator of

animal comfort.

A distinct lack of desire to drink familiar water, growing

lethargy and lack of interest in other horses is a sign of

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ill health or tiredness. A fallen horse is usually

encouraged to rise by the attendant, though this will be

difficult if the live cargo is densely loaded, consists of

feral horses, or access to the animal is blocked or

dangerous.

If feed is provided during the journey, it is advisable

to moisten hay to minimise inhalation of dust and seeds.

But be aware that there is still the possibility of choke if

the horse is tense. Horses should be encouraged to drink

water frequently throughout a long journey to avoid

dehydration. These rest stops also encourage the horses to

eat (Kusunose and Torikai 1996). Horses should be watered

with the engine off to avoid transferring its vibration to

the water, which sometimes puts horses off drinking.

Rest stops should also be used to clean the vehicle

wherever possible to mitigate the build-up of particulates

and ammonia.

However, loading and unloading presents hazards and

should be kept to a minimum. In hot weather, particularly,

if the horses are not to be off-loaded at stops, the trailer

or van should be parked parallel to the prevailing wind to

help air the vehicle and keep the animals cool. Long stops

28

might require a shade cloth over the vehicle and extending

several feet to either side.

How difficult a journey has been for an animal can be

judged by the length of its resting behaviour beyond its

norm. How it rested can be observed by the bedding, such as

sawdust, and where it appears on the body. Horses will be

more likely to rest lying down when they feel secure in

their group and the area is quiet. Dim lighting, such as

that used in the KLM airline stables, also keeps horses

quieter.

During night journeys, it is advisable to keep a light

on in the trailer or van to diffuse the effect of following

headlights.

Wherever possible, horses should be transported without

rugs, tail guards or bandages. Some shipping companies

refuse to accept horses offered for travel with leg wraps or

boots. These become hot or can come loose and cause panic.

Where horses are travelled with rugs, it is wise to use

a surcingle to keep the blanket from slipping.

VII. Unloading of animals

29

Care should be taken that mares and foals be unloaded

together, preferably within sight of each other. The

lairage or stable area should be quiet and free from loud

noises, bright lights and alarming sights and sounds such as

flapping canvas or whips.

Unloading should proceed down a shallow ramp or

directly onto a flat stable surface if the van is not

equipped with a ramp. In that case, horses legs, during

loading and unloading, should be protected from any open

area between the edge of the van or trailer bed and the

ground.

If the horse has experienced a long journey,

particularly in standard transport, it may be too stiff to

easily unload. Horses have been known to collapse on the

ramp despite care given in air and road transport. Handlers

should be prepared to assist these horses with a hand on the

shoulder to guide and steady them (Larter 1987).

As in any phase of droving, yarding, and transport,

electric prods must not be used.

VIII. Post transport care

30

The horses’ requirements for post transport care will

vary depending on driver behaviour, vehicle configuration

and suspension, the length of the journey, how long they

have been without water and feed, the levels of humidity or

warmth or cold during the journey and at the destination,

how they ate and drank during the journey, the behavior

exhibited during the journey, how much space the individual

was allotted, the noise to which the horses were subjected,

the injuries accumulated, whether or not the horses were

exposed to pathogens at shows, sales, or en route, vehicle

cleanliness, and the attention received during transit.

Elaborate precautions are taken at international events

to guard against the spread of respiratory distress at

lairages (Watkins, et al. 2008). Horses are maintained and

exercised in their own travel group. Equipment brought to

the competition, training and stabling grounds is new or

decontaminated and may not be loaned to personnel or horses

outside the designated individual groups.

Simple observations can verify the horses’ appetites,

dehydration levels, resting behaviour, ease of movement,

depression, abrasions, lacerations, or gross injuries, and

weight loss. Weight loss is anticipated due to reduced

food and water intake and the need to maintain an unnatural

position in order to remain upright (Foss and Lindner 1996).

31

If the journey involved transport during cold or

inclement weather, the flanks of horses should be monitored

closely over several hours following unloading for the tell-

tale tremor which appears briefly and intermittently when

the horse has been chilled. Warm mash, warmed blankets and

shelter can hasten recovery.

IX. Emergency Response

(Best left to the experts in the AATA!)

- END -

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