LE II. Annual Summaries For Air Freight Loss and Claim Damage

For Live Animals For The Years 1975 and 1976

Year
1975 Claims

Dollar Value

1976 Claims
Dollar Value

Actual Total Shortage

Shipper Claims and

Less Paid Theft
661 167

$248,652 $88,715 $19,115
787 179

$209,899 $124,189 $20,118
12

Damage

332
$49,356

379
$65,226

Delays
164
$20,235

229
$38,845


to regulate the treatment of live animals during snipment in commerce
by common carriers. Further attention was focused on problems related
to the safe transportation of animals by air hen a subcommittee of
the Committee on Government Operations, House of Representatives, held
hearings in September of 1973 (17). The purpose of the hearings was
to: (i) examine the current regulations governing the containers used
in shipping animals and determine whether additional Federal safeguards
were needed; (ii) look more closely at the procedures employed by the
air carriers in loading and unloading animals for shipment and the
treatment that animals received while awaiting shipmen and during
final delivery to the consignee; and (iii) examine the manner of the
routing of animals and what actually happens to them during flight.
The hearings pointed out that current airline regulations permit
animals to be considered only as freight and, as such, they generally
receive no special or priority treatment over other types of cargo.

Three Government agencies have been given the task and legal author-
ity to provide for the safe and humane treatment of animals during
the transportation process. These agencies are: the Federal Aviation
Administration (FAA), the USDA, and the CAB. The FAA has the responsi-
bility to provide for the safety of the animals once they enter the air-
exaft; the USDA provides for the animals' safety from the time they
arrive for shipment at a scheduled airline and throughout the transport
process until received by the claimant; and the CAB rules on rates and
other economic aspects of transporting the animals by air.

In 1976, the Laboratory Animal Welfare Act was again amended (14)
to provide for the regulation of transportation, housing, care, handling,
and treatment of animals by carriers. The Act applies to persons engaged
in any business in which an animal is in their custody in connection with
its transportation in commerce. By means of this Act the Secretary of
Agriculture provides standards to govern the handling, care, and treatment
of animals during their transportation in commerce by intermediate handlers,
air carriers, or other carriers of animals so consigned.

Through regulation end competition the transportation of animals by
air has become more complex and the monetary stakes are considerably
higher. At the same time, research and technology have not. kept pace with
this growing industry. To address issues that arise, concerned industrial
leaders, bankers, insurance companies, government officials, and humane
associations formed, in 1976, the Animal Air Transportation Association (AATA).

The AATA serves as a clearinghcuse for collecting information and ideas
related to the transport of animals, makes researcn needs known to industry
and government, and acts as a vehicle for disseminating research findings

to interested parties so that action can be taken te improve on methods _—_-__
related to the care and transport of animals by air. {ince most of its
members became involved in the AATA, the National Council on Animai Trans~

portation was dissolved.
unannounced Qo

Justification______}

DTIC &

ELECTE Distributions _ |
Availability Coa
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The Airport Terminal Holding Area.

Airlines have holdine areas for animals in either the freight
service area or the passenger baggege section of the mait terminal.
The animals remain in cne of these areas until loaded onto the air-
craft. Most airlines request that dogs being shipped by sirfreight
arrive at the terminal at least 4 hours before scheduled departure
time. Dogs generally remain in the terminal area untii they are
placed aboard the aircraft. If transferred to otner aircraft. during
the shipment and there are delays, they should be kept in a terminal
area. During the time dogs are in the terminal holding crea the
airlines must abide by the regulations set forth by the Animal Welfare
Act, which specifies that the air temperature surrcunding a live dog
in the terminal holding area shall not at any time exceed 85°F or fall
below 45°F. Also, the dogs shall not be exposed to an air temperature
in the holding area in excess of 75°F for more then 4 hours at any
time. If the air temperature does reach 75°F oz higher, additional
ventilation must be supplied to the holding area by the use of air-
conditioning, windows, doors, exhaust fans and vents, circulating air
fans or blowers. Of course, the air being supplied to the area musi
be fresh. When being transported from the holding area to the aircraft,
and vice versa, dogs must also be protected from snow, rain, and
direct sunlight if the sun's rays seem likely to cause overheating.
When the outdoor air temperature falls beiow 50°F the transpor~ing
device must be covered to protect the animals. The one exception to
the 45°F limit is when the animai being shipped is accompanied by a
certified statement from the owner of the animal and signed by a USDA
accredited veterinarian indicating that it has become acclimated to
air temperatures below 45°F (6). This same rule applies to dogs
which accompany their owner on a flight and the dogs are handled as
excess baggage.

Practical Considerations In Shipping Dogs.

Dogs may be shipped by airfreight or as excess baggage. When
shipped by airfreight, the owner, shipper, or intermediate handier
brings the dog directly to the freight service area of the airline.

If possible, the doy should be shipped by the most direct and quickest
route, such as a nonstop flight. In many cases this is not possible
because of schedules, airline franchises, points of origin, and des-
timation. The next best arrangement would involve a direct flight
where stops are made but the dog does not have to be transferred from
one aircraft to another. liowever, these choices are not always avail-
able, especially in travel between a small town and a large city.
Occasionally, when multiple numbers of dogs are shipped with more than
one crate involved, the entire shipment may leave on the same flight,
but the shipment may be split up and arrive at the destination on
different flights. When this occurs it is usually because an airline
needed the space being occupied by the dogs for other types of cargo.
Thus, the dogs may be "bumped" and placed on the next available flight.



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when the system is in operation. Thus, the compartment, even when the
aircraft is on the ground, may have restricted ventilation and there

may be a significant increase in compartment air temperature, especially
during hot weather. Rarely is there positive ventilation in the class D
compartment while the aircraft is on the ground (8). Also, there is no
positive ventilation to the compartment even when the aircraft is pres~
surized, except for leakage around the cargo door seal. The bulk of all
small-animal shipments is carried in the class D compartment, yet it is
the most restrictive of the two classes in terms of providing a healthy
traveling environment for the animals.

The cargo compartments are designed to be pressurized by leakage of
air into them from other compartments that have positive pressurization.
Only when the aircraft becomes pressurized is there arr leakage into the
cargo compartment from cther compartments of the aircraft. There is some
loss e* pressurization by leakage of air around the cargo door. This
creates the airflow in the compartment. When an aircraft is pressurized
ané¢ the flight initiated, the airflow in the cargo compartments increases
until it reaches a maximum at flight altitude. Thus, the air turnover in
the compartments is related to the altitude and the length of time at
altitude. Of course, the ventilation rate decreases as the aircraft descends.

Because the cargo compartment is so nearly airtight, the air is
relatively motionless or stagnant. The available free air, e.g., that
which is readily available to an animal, is limited by the quantity and
location of the inanimate cargo plus the number, type, and location of
animals being shipped (9). Because of low ventilation and barriers
to air circulation caused by the cargo, it is doubtful that a uniform mix-
ing of air occurs. Therefore, in terms of providing for a healthy environ-
ment for animals in air transport, it is important to realize that the free
air volume of the compartment is of little significance if it is not directly
available to and circulated around the animals.

An important environmental considerat‘on in relation to the cargo com-
partments and well-being of animals is the ambient air temperature. Aircraft
manufacturers report that the air temperature in the cargo compartments can
range from 35° to L00°F. However, a freight manual (3) reports that it can
range from near freezing to 130°F, depending on the season of the year.

The compartment ambient temperature can also be affected by temperature of
the nonanimal cargo. If the nonanimal cargo were to remain on a hot ramp
area for an extended period of time, it would absorb heat, which would
irradiate to the animal cargo when animal and nonanimal cargoes are placed
inside the compartment. Such heat could be intensified if there is a
delay in takeoff, especialiy during the hot summer months.

Heat has been incriminated more often than any other environmental
factor in causing harm and death to dogs and other animals. When the air
temperature rises above the animal's normal body temperature, the body
temperature rises and the animal must eliminate this increased heat load
or a condition termed hyperthemia will ensue. In dogs, for example, as
the body temperature approaches 108°F, the dog's heat-regulating mecha-~
nism, primarily evaporation of moisture through panting, becomes overtaxed
and often the body can no longer dissipate the acquired heat load. When
this occurs, the body temperature will continue to rise until the animal
dies. The effectiveness of heat dissipation, that is, the ability to cool



Stowage of Animals During Flight.

Because large animals are normally shipped in all-cargo aircraft,
and the monetary value of this type cargo has been high, air carriers
have progressively made more of an effort to provide good airfreight
service and have been quick to make improvements to insure the safety
of their cargoes. Small animal cargoes, on the other hand, being of
less economic value and variable in numbers per shipment, have received
less consideration in regard to safety in shipment.

Proper stowage of an animal aboard an aircraft is an important
part of providing fer its care. For this discussion, information on
stowage of animals will be confined to small animal concerns, using
the dog as an illustration. Small pets or guide dogs for the blind may
be allowed in the passenger compartments of commercial air carrier air-
craft, depending on the rules of the airline. However, for the most part,
dogs and other small animals are carried in crates and stowed in cargo
compartments located below the passenger cabin. There are two classes of
cargo spaces used for the transport of animals. They are designated as
C and D compartments, primarily on the basis of the means for preventing
the spread of fire, smoke, and noxious gases from the area. Class C
compartments are found only in the larger, wide-bodied aircraft. Wide-
bodied aircraft also have D compartments. All other jet and turboprop
aircraft have D compartments only.

In both type compartments the environment is constrained by considera-
tions in regard to Fire safety. Both compartments are lined with a fire-
resistant material. This, however, is their only major similarity. The
class C cargo compartments are iwt readily accessible to the crew in £
A smoke or fire-detector system is present to give early warning to the
pilot or flight engineer of a fire, smoxe, or noxious gas problem. The
C compartment has a built-in fire-extinguishing system, controllable by
the pilot or flight engineer. An extinguishing agent can be released in
the compartment in sufficient concentration to extinguish any fire that
might occur. Because of these considerations, ventilation in the compartment
in flight must at all times be kept at a value low enough to exclude hazardous
quantities of smoke, flames, or extinguishing agents from entering any com-
partment occupied by the crew or passengers.

The class D compartment is not accessible to the crew in flight. There
is no fire-extinguishing agent in this compartment. Ventilation and drafts
are controlled to such an extent that if a fire were to occur it would not
progress beyond safe limits. Thus, control of ventilation is the only
means to exclude hazardous quantities of smoke, flames, or noxious gases
from entering areas occupied by the crew or passengers.

Environment of Cargo Compartments.

Ventilation for large compartments is limited to 2,000 cubic feet per
hour minus the volume of the cargo. For smaller compartments, of 5CO cubic
feet or less, the ventilation rate allowed is 1,500 cubic feet per hour and
this air turnover is primarily due to leakage around the cargo door. The
ventilation system for the class C compartment may or may not be in opera-
tion when the aircraft is on the ground. There is usually no active cooling



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In February of 1978, a shipment of 180 sled dogs (Huskies) was
being transported on a Pacific Western Airline Hercuies Transport from
Thule, Greenland, to an Arctic outpost called "Alert" in Canada's
Northwest Territories (4,11). The dogs were centained in a large,
three-tiered compartmentalized pallet crate (20 by 10 by 10 ft). They
were reported to have been tranquilized. Following about a 4-hour
flight, 105 dogs were dead. An airline spokesman indicated that when
the aircraft took off the dogs “just went crazy.” Death apparently
occurred from suffocation and from the deys fighting each other and
battering themselves against the walls cf the crate.

Table Il shows recent published data on losses and claims for
animals shipped by domestic scheduled air carriers within the continental
United States. The "actual shipper loss" is defined here as the dollar
value placed on each claim by the claimant. The data show that the num-
ber of claims paid increased from 1975 to 1976. Damage accounted for
about 56 rercent of the amount paid and 50 percent of the claims in each
year. in 1976, the claims paid for "delays" increased (1,2).

SUMMARY

While trying to be objective toward the animal and in particular
the dog air-shipment problem, one can see that there is no question
that dogs are occasionally harmed during the transport process. Dur-
ing the histc y of the use of airplanes to transpert live animals
there has been concern for their welfare, but little has actually been
done tc solve the number of problems involved or to 2ssure that humane
care is provided to them in transit. Over the years, air carriers
appear to have lessened the special interest they once demon: trated in
the safe handling of small-animal cargo. Several factors which have
apparently contributed to the diminished intere :t for improving safety
conditions for small animals in transit include the cost of providing
improvements, the regulations imposed to assure the aircraft's safety
in flight, and the tariff structure. One can see from the manufacturer's
description (Table I) that the environmental conditions that exist in
the aircraft's cargo compartments may constitute an environmental threat
to the animal. Part of the restrictive nature of the environmental). con-
ditions in cargo compartments i. mandated by the Federal Aviation Regula~
tions dealing with the containment of potential fires and other hazards
in the compartments. It is mandatory that airlines comply with regqula-
tions designed to insure the safety of the aircraft and its human pas-
sengers. However, Federal law now requires that the airlines maintain
acceptable environments for animal cargoes while they are on the ground
outside the aircraft. There are, however, no Federal regulations govern-
ing the conditions animals are exposed to once aboard the aircraft
except for those regulations that pertain to the aircraft compartments.
Little is known about actual in-flight environmental conditions that
exist in the cargo compartment of an air carrier. Substantial data are
not available to document the particulars on cases, claims, and complaints
of harm to small animals resulting from air shipments. Persons often
assume that when harm comes to a dog or other animals that it is the
fault of the aircraft. However, it has not been established that the

10



Prema ins

SEERA TTI TR Seine a “

A better way to insure that the shipment stays as a group and travels
by the most direct schedule without interruptions is to consign the
shipment as “air express service." This service may cost about 30
percent more than regular airfreight service.

When a person is traveling by air, and wishes to take his or her
dog, it would be advisable to ship the dog as excess baggage. The
dog will more likely arrive at the destination at the same time as its
owner. The owner may also derive a feeling of comfort just knowing
that the dog is in the same aiccraft. This method is convenient for
the passenger in that the dog can be retrievec in the Laggage claim
area rather than later from the freight service area. This manner
of travel goes well as long as the passenger schedules the flights
with one airline and does not have to make a change. If, however,
a change between airlines is necessary, then travel could by bother-
some because the traveling owner must reclaim the dog at the baggace
claim area of the traveled airline and then perscnally reenter the
dog with the next airline on the flight schedule. An airline will
not. automatically transfer the dog from its baggaye
the holding area or aircraft of arother airline. When scneduling
travel with a dog, a passenger should be aware of the personal respon-
sibility involved in transferrine the dog. The passenger also needs
to advise the travel agency or a:rline scheduling the trip that a
certain amount of time will be needed to make the necessary transfer.

Examples Of Animal Losses.

If a dog is harmed or dies during air travel, little is normally
said. Records of incidents of aninal losses in air transport are not
always accessible. Most information comes from personal contacts or
reports from humane organizations. The environment to which the dog
is exposed during travel has frequently been incriminated as causing
the death or harm to the animal's health. In some instances the ship-
ping crate has been at fault, either by its construction or design.

The following are recorded examples of complaints of dog losses or

harm as a result of the transport environment (17): 4 puppy, unloaded

in Seattle following a 14-hour delay, suffered from dehydration and

heat ex>austion; after an air flight a dog was never well again and

died within a few months; a group of dogs when picked up following a
flight were found to have their cmates covered with ice, and the dogs
were ill; an autopsy report confirmed that 2 dog's death was attributed
to heat prostration and/or anoxia while on board the aircraft; another
report found two animals suffered from lack of oxygen; a group of puppies
arrived having convulsions; another puppy was found dead on arrival; an
animal was lost at the Boston Airport resulting in a 12-hour delay--the
animal arrived in shock; a dog arrived at an airport suffering from

heat prostration and was ill for 5 hours; a Great Dane arrived dead
following a flight, but the cause was not determined; and flight was
delayed with the aircraft on the ground in Chicago during a heat wave,
resulting in the suffocation death of a St. Bernard. There are times
when numbers of animals are involved, such as when 35 animals were shipped
to John F. Kennedy Airport iastead of Newark during hot weather, with no
water availabie, resulting in the death of 30 of the 35 animals shipped.



the body by evaporating water from the upper respiratory tract, is
influenced by the humidity or amount of moisture in the air. When

the humidity is high the evaporative heat loss is decreased because

of the reduced vapor-pressure gradient. As a result, the length of
time a dog can compensate for an increase in body heat load is reduced.
Thus, a dog shipped on a hot humid day and confined in a near-tight
compartment with added heat load from nonanimal cargo will be subjected
tc a heat stress beyond its ability to maintain normal body temperature
by panting. The result may be death by heat exhaustion.

Carbon dioxide (CO,) in a tight compartment may be an environmental
threat to animals. The volume of cargo, the cargo barriers, and crowding
of the cargo around animal shipping crates can reduce the free air volume
and seriously impede ventilation to the crate, causing the C0) level to
possibly rise above safe levels ‘for dogs) of 5 percent (12). Parameters
that influence the CO, level in the cargo compartment include: (i) species
of animals, (ii) ambient temperature, (iii) humidity, (iv) ventilation,
(v) free air volume, (vi) respiratory exchange of the animals (CO), 02,
H20, heat), (vii) transport crate construction, and (viii) location of the
crate in the cargo compartment. The density of CO is greater than that
of air, so it is possible that harmful levels of COz could accum_late in
the lower portions of the dog crate if it were placed near the floor of
the compartment. It has been suggested that without adequate air circula-
tion a layer of COz could form in the lower regions of the cargo compartment
faster than it could leak out through the door seals and jamb drains (15).
It is more probable that a harmful level of C02 could be reached before
critically low leveis of oxygen (Qj) are reached.

Other environmental aspects of the cargo compartment which should he
given some consideration are pressurization, noise levels, and light. As
noted previously, when the passenger cabin is pressurized, the cargo compart~
ment becomes pressurized as air seeps into it. Pxessurization of the air- :
craft is normally performed just before takeoff. Animals, like humans, are ;
subject to altitude changes that may range up to 7,000 feet in a flight.
The noise level of the cargo compartment, as reported by the manufacturers,
ranges between 87 and 105 decibels (dB). although higher noise levels are
reached as the aircraft is either taking off or landing. During flight,
however, less engine noise is transmitted to the cabin and cargo areas.
An exception to this would be to the rear of those aircraft which have
wing-mounted jet engines. In aircraft with engines mounted on the aft
portion of the fuselage, the engine noise transmission to those areas for-
ward of the engines is reduced. Noise levels of 120 to 140 GB are experi-
enced around engines with 10,000 to 12,000 1b thrust operating at full
power. Some engines are capable of producing 25,000 to 3u,0U0 lb thrust
and produce noise levels in excess of 160 dB (16). The effect of such
noise on animal cargoes is relatively unknown.

The cargo compartment is normally unlighted once the cargo door is
closed, and light is available only when the door is open. There are some
aircraft, however, equipped with lighting that could ne left on at the
aiscretion of the shipper or crew.

Environmental conditions in the cargo compartments vary with the type
of aircraft. The manufacturers’ technicai data on class D carjo compart- :
ments are assembled in Table I.



iow well did animals tolerate shipment by air? By the late forties
a considerable number of large animals and zoo-type animals were being so
transported. The transportation of small animals and pets, such as dogs,
was on the rise. Dogs were becoming more frequently caged and transported
in the cargo compartment of the same aircraft carrying their owners.
Although dogs appeared to tolerate caging and cargo-compartment shipment
fairly well, some breeds that are normally of a more excitable nature
displayed considerable nervousness while in flight. It was noticed that
most dogs were frequently agitated and excited during takeoff and landing.
Because of concern for the welfare of dogs in air travel, the American
Society for the Prevention of Cruelty to Animals (ASPCA) asserted that a
traveling canine must be provided with a crate in which che animal could
stand up and turn around. Some airlines added their own rules for ship-
ping dogs, such as requiring that the dog have a collar, leash, and muzzle.
In addition, most states required health certificates, assuring before ship-
ment that a dog was harmless and would require no special attention. They
also required that a well-constructed crate be used to prevent the animal
from escaping and to prevent collapse of the crate on the animal (10).

The acthor of the story of the Flying Tiger Airlines, "Hungry Tiger,"
(5) devoted a chapter to various experiences encountered during the forties
and fifties in their cargo carrier's development of means for shipping
animals by air. In many cases the greatest problem they had to deal with
was the poor packaging of the live animals shipped and their personnel's
lack of knowledge in handling the various species.

With experience the air carriers came to a better understanding of
animal shipment and, consequently, improved their methods. In some ail-
cargo aircraft, prefabricated stalls were constructed for large animals,
protecting both the animal and the aircraft. Horses were observed to
violently throw their heads about. To prevent injury, they were placed
in narrow stalls in the aircraft, their heads fitted with padded helmets,
and they were haltered and tied sufficiently to restrict excess movement.
Cattle were similarly stalled and haltered, but helmets were not used.
Smaller animals, such as dogs, were confined to crates that were enclosed
on all sides. Ventilation holes were made in crates to avoid suffocation
and provide wore comfort for the animals (18).

In the late fifties and early sixties, hur .e groups sought to improve
upon the shipping conditions for ali animals. Through efforts by the
American Humane Association, the National Councis on Animal Transportation
(NCAT) was organized. NCAT's mission was to develop ways to better the
conditions used in shipping live animals by air, land, and sea through
efforts and knowledge of private and governmental institutions that had
an interest in animal welfare. Many areas for improvement were recognized
and recommendations were made to appropriate organizations; however, little
in the way of regulatory action came forth until the midsixties.

The Federal Laboratory Animal Welfare Act of 1966 (13) gave the
Secretary of Agriculture power to establish humane standards for the treat-
ment of research animals while in transit. In 1970, the Act was amended
to include nonlaboratory animals. Unfortunately, neither the Act nor the
amendment gave the United States Department of Agriculture (ASDA) authority



14,

REFERENCES

Air Freight Loss and Damage Claims, Annual Summaries, 1975 edition.
Bureau of Accounts and Statistics, Civil Aeronautics Board,
September 1976.

Air Freight Loss and Damage, Annual Summaries, 1976 edition. Bureau
of Accounts and Statistics, Civil Aeronautics Board, 1977.

American Airlines: Freight Service Manual, Freight Edition 4,
August 31, 1973.

Animal Air Transportation Association, NEWSLETTER, Vol. 1, Ne. 3,
p- 3, 1978.

Cameron, F.: Hungry Tiger, McGraw-Hill Book Company, New York, NY,
pp. 163-176, 1964.

Federal Register: Certain Live Warmblooded Animals Under the Animal
Welfare Act: Revision of Transportation Standards, Federal Register,
Volume 43, No. 95, 1978; and U.S. Department of Agriculture Revision
of Standards for the Transportation and the Handling, Care, and
Treatment in Connection Therewith of Dogs, Cats, Rabbits, Hamsters,
Guinea Pigs, Nonhuman Primates, and Certain Other Warmblooded Animals,
Coée of Federal Regulations Amendment 78-75, December 1, 1978.

Investigation of Premium Rates for Live Animals and Birds. Docket 21474,
United States of America Civil Aeronautics Board, Washington, D.C.,

pp. 12-15, June 13, 1972.

Koegeboehn, Larry P.: Animals and the Aircraft Environment. Proceedings,
Animal Air Transprotation Association, Inc., 4th International Meeting,
Toronte, Ontario, Canada, pp. 14-24, November 6-9, 1978.

Koegeboehn, Larry P. and J. E. Dingmon: Report Numbe: MDC 35990,
Animal Transportation in the DC-10 Aft Cargo Compartment. Douglas
Aircraft Company, McDonnell Douglas Corporation, August 1973.

Malkin, R.: Boxcars in the Sky, Import Publications, Inc., New York, NY,
pp. 45-53, 1951.

Oklahoma City Times, p. 9, February 22, 1978.

Ort, G. W.: Environmental Guidelines for Live Animal Transport.
Document No. D6-42554, Boeing Commercial Airplane Company, July 31, 1975.

Report No. 94-580, 94th Congress, Animal Welfare Act -urendments of
1975, Report of the Senate Committee on Commerce on S. 1941. U.S.
Government Printing Office, Washington, D.C., 1975.

Report No. 94~727, 94th Congress, Animal Welfare Act Amendments of 1976.

Conference Report to accompany S. 1941. U.S. Government Printing Office,
Washington, D.C., 1976.

313


FACTORS RELATED TO THE WELFARE OF ANIMALS DURING
TRANSPORT BY COMMERCIAL AIRCRAFT

Historical Perspective.

Through the early years, commercial aviation devoted its activities
to the transportation of mail and people. With growth, the carrying of
cargo became more and more important until, at the present time, it rep-
resents a significant portion of all air transport operations. The
issue to be discussed in this report is the shipping of animals by air-
craft. Transport of animals represents only a fuaction of the total air
transportation industry and, because of this, many issues relative to the
welfare of animals during transit have never been adequately addressed.
Indeed, instances of animals dying or being permanently harmed in shipment
by air are not unusual.

Among the earliest of the live animal cargoes were baby chicks and
hatching eggs. In 1929, Pan American World Airways flew hatching eggs
from Brownsville, Texas, to Guatemala City, Guatemala, with a 98.5 per-
cent survival. Soon it became apparent to shippers that a newly hatched
chick weighs only about half as much as an incubating egg and could be
shipped at less cost. They learned further that chicks shipped within
24 hours of hatching could survive up to 72 hours without food and water,
thus requiring minimal care (10).

Prior to World War II, the movement of animals by air was limited
by the size of the aircraft available in commercial service. There were
reports of Canadian carriers transporting horses by strapping them to a
pallet and placing the pallet anc horse on the floor of the aircraft.
The prewar aircraft most frequently used for cargo was the DC-3. Accom~
modating 21 passengers, this aircraft had only a small forward and aft
section for cargo. Near the end of the war, the DC-4 and similar larger
aircraft were available for commercial use. The DC-4 had cargo compart—
ments located beneath the passenger cabin. As larger aircraft were being
introduced to civil air transport operations, aircraft manufacturers and
air transport operators considered the use of an all-cargo aircraft, but
such operations did not become economical until later (7).

Prior to World War II, most animals were shipped by ground transpor-
tation. The Railway Express Agency (REA)* was the main common carrier
and provided adequate space; stowage and special handling; and consistency
of feeding, watering, and exercising the animals at regular intervals.
Near the end of World War II, the air carriers included the shipment of
animals in the air freight service that they offered the general public.
Air carriers patterned their care for animals after the REA (7). It was
necessary for air carriers to establish shipping charges for their ser-
vices. Rates varied because of competition. Few carriers filed airfreight
rates with the Civil Aeronautics Board (CAB) until 1946. The CAB, with
authority to regulate such matters, established rates, charges, rules, and
practices for the transport of live animals by the domestic air carriers (7)-

*The REA went out of business in the midseventies; however, other freight
forwarders carry on the same activities for animals which are still
shipped by mo.or and rail transportation.



Technical Report Documentation Page

|
i

FAA-AM-81-11 /
. Title and Sublitie

se en

Report No. [2 Government Accession No.

D-AL0,

ACTORS BELATED TO THE WELFARE OF ANIMALS DURING
“PRANSPORT BY COMMERCIAL a,

a

3, Reeprent s Catalog No.

|

S=Report ote ;

MAY 3931
& Performing Organization Code

1B. Perlormng Organisation Repart No

g
Ne

7. Author s*

Gerald DB. ineman

9. pe ond Address

“FAA Civil Aeromedical Institute

P.O. Box 25082
Oklahoma City, Oklahoma 73125

TO Wark Uni No (TRAIS)

TT Contract or Grant No.

T3 Type of Report and Period Covered

12. Sponsoring Agency Name and Address
Office vf Aviation Medicine
Federal Aviation Administration
800 Independence Avenue, S.W.
Washington, D.C. 20591

Lt

Ta Spensorng Agency Code

f
i
i
1

15 Supplementary Notes

This research was conducted under Tasks AM-E-80-VM-1 and AM-B-81-VM-1.

16. Abstract

This report contains a brief history of the transportation of animals by air.

It describes how various organizations contributed to the safe and humane care of
animals during transport and how regulations to insure safer shipping conditions t
were developed by the United States Department of Agriculture.
of cargo spaces in large aircraft used to transport small animals are discussed
> safety, environmental considerations and the possible health
Also discussed are problems encountered in
the airport terminal holding area, practical considerations in shipping dogs,

in relation to
effects on animals during shipment.

and examples of animal losses. a

The two classes

17. Key Words

Cargo compartments |
Animal transportation j
Animal welfare |
Aircraft environments |
Living cargoes

18. Dismibunon Statement

Document is available to the public
through the National Technical
Information Service, Springfield,
Virginia 22161

19. Security Clossef. (of this report)

Unclassified | Unclassified

] 2. Security Clossif. (of thes page!

2. No. of Pages | 22. Price

14

Form DOT F 1700.7

= 72)

Reproduction of completed page authorized

f C4 a7



‘the only prob!
the only problem

aircraft's cargo compartment environment itself is
area. Consideration must also be given to the procedure of process-

ing animals by airlines before and after a flight. This includes

the ground time, which in many instances involves more time than the
flight itself. Of increasing importance is the manner in which the
animals are packaged for shipment, the air terminal holding area
conditions, and the flight line environment through which these

animals are moved to the aircraft. At the present time, the foremost
concern of animal air transportation is to create an environment while
in transit which will not produce undue stress and cause death or ill-
ness. Heat stress and inadequate ventilation pose the biggest problems
to the dog and other animals. This is pointed out through the regula-
tions in the Animal Welfare Act to protect the dog and certain other
animals. Although these regulations attempt to provide the basis for
acceptable conditions for transporting animals, there are still questions
as to whether the present regulations fulfill the needs. Do the regula-
tions provide for sufficient crate ventilation? Are the present atmos-
pheric temperature requirements for terminal holding areas realistic

or should they be raised or lowered? What relationship does the humidity
in the atmosphere have on the dog at certain air temperatures, and what
percent ventilation is necessary for a dog crate at certain temperatures
and humidities? These and other questions need to be answered if aviation
is to provide for the safe transporting of animals as it has for humans.

Some of the problems surrounding the air transport of animals are
being studied at the FAA Civil Aeromedical institute. By use of instru-
mented animal cages profiles of environmental factors such as temperature,
humidity, and air flow are being recorded from the tive an animal is
brought to the terminal until it is claimed at its destination. To
determine accsptable environmental conditions and satisfactory cages
used for sbizment, animals, primarily dogs, are subjected in the lah-
oratory to simulated environmental stress conditions and their physiolog-
ical responses measured. These studies should shed light on conditions
that owners may expect their animals to encourter in shipment and on
the animals’ responses to these conditions. Such information could be
the basis for airlines, regulatory agencies or the cublic to take action,
if action is required, tc improve the level of care of animals during
air transport.

n



15. Robins, C. S.: Livestock Loading of Class "D" Cargo Compartments.
Document Number D6-2073, Revision B, Boeing Airplane Company,
Transport Division, April 15, 1969.

16. Sells, 5. 2., and C. A. Berry: Human Factors in Jet and Space Travel,
The Ronald Press Co., New York, NY, op. 295-306, 1961.

17. Special Studies Subcommittee, Committee on Governmental Operations,
House of Representatives: Problems in Air Shipment of Domestic
Animals. U.S. Government Printing Office, Washington, D.C.
Hearings held September 26-28, 1973.

18. Tapner, H.: Air Cargo, Cossell and Company, LTD, London, pp. 91-95,
1967.

14