Sea Transportation

The current article is practice-oriented and is intended for shipowners and sea carriers as well as for practitioners and students who wish to revise or expand their knowledge on this specific area of the carriage of goods by sea. The paper provides the reader with a thorough understanding of the main instrument regulating the carriage of dangerous cargo – the IMDG Code. Further, Section II of the paper addresses also the carriage of solid bulk cargo (the IMSBC Code) and the most frequent problems and hazards which are associated with the transportation of such cargo. In general, the paper analyses the process of carriage of hazardous cargo from the perspective of the carrier, and, thus, it may be used as a guide to the carriage of dangerous goods.

In our days the demand for sea transport is in great importance. The commodities that are transported have many differences on the type and on the groups that they divided into.

Below there will be a presentation of the demand in our days for the sea transport and how this demand can be examined as a direct or not. The below project is separated into four (4), in my opinion, chapters and each one has divided into sub-chapters, so as to be understood that all the chapters are connected each other. The terms that examined in my project are all linked to the today's and tomorrow's phase of the shipping market and are all updated. However, it is well mentioned that the structure of the shipping market hasn't changed more, since their first steps after the World War II, when the demand for sea transport was in her maximum level. Since then, the commodities are traded in almost the same rhythm with differences in the types of goods and the number of the consumers, which now is more.

Begging from the first chapter, I make a presentation of the nature of transport demand. It is a part that cannot be examined correctly, if we neglect the fact that it is very important and vital term in our daily life. Of course, we have to consider the factors that affect the product's service, which are all connected each other and these are the price, the speed, the reliability and the security. They are also important the factors that determine the demand for the specific product. These are the tastes of the consumers, the number of consumers, the consumers' incomes, the prices of the related goods and finally the expectations of the consumers about future prices and incomes. In this part of presentation, I have to say that all the factors are not same and they are factors that can be settled as direct and indirect. The direct ones, are the speed, the safety, the reliability and the freight market. On the other hand, the indirect are all the factors that affect the demand or supply in the product's market.

Continuing my presentation, in the second chapter I am doing a report about the commodities that are traded by sea and their groups. This is a very extensive chapter, due to the fact that they exist, and so they are traded, many types of many commodities. These are divided into some groups so as to be easily accessed and examined each time. So, the commodities that are traded are collected from the Agricultural family, the Metal industry group, the forest products, the energy sector and other manufacturers and industrial materials. In today's shipping market, they are traded many types and many groups of different commodities. From bulk grain to ores and minerals. All these types of goods have not a common type of transportation and stowage, and that's why they are not available in the same time and price from other products. This division created the need for being categorized in bulk cargo and general cargo. Another type of goods being transported is the dangerous goods. In this category they belong specific commodities, which are all identified and selected from the IMO (International Maritime Organization), and divided into nine (9) classes depending on the dangerous level they belong to. The IMO also makes frequent revisions in the classes and in the types of stowage and handling with care of these goods.

In the third chapter, I make a review to the world economy in connection to the demand for sea transport. The aim of this chapter is to locate and explain the main terms that compose the meaning of demand. These are all connected and co-exist in the world economy. Terms like the freight rate market, the types of freight that exist, the Parcel Size Distribution Function (PSDF) are all relevant to the understanding of the demand for sea transport. In the presentation of the PSDF, there is also a sub-chapter explaining the purpose of this function, which is important too, including the factors that affect the shape of the PSDF.

Ending, in the fourth chapter, I selected to present all the costs that compose the transportation of the commodities demanded, from one place to another. The expenses arising from the transport of the goods, can be examined and divided into two main parts. The maritime transport costs and the overland transport costs. In the first case, the costs are al the expenses demanded for the safely transportation of the goods by sea. This include wages for the crew, fuel consumption, indemnity charges, perils, fees and port dues, operating costs, repairs and maintenance costs. The second part of costs are the overland costs and they are the expenses from the time the goods leave the ship till the time they arrive in the final destination, which is the consumers. In this case, we find costs for the warehouses, wages for the workmen, expenses arising from the operation of the railway or any other transport system the port has, the use of FLTs and many others.

[ Hiểu và sử dụng tiếng anh tốt luôn là lợi thế cho bất kỳ ai, đặc biệt là các bạn sinh viên học chuyên ngành Thương mại quốc tế. Để giúp các bạn có thêm nhiều kiến thức bổ ích, tôi đã thu thập 30 thuật ngữ thường dùng trong chuyên ngành xuất nhập khẩu cùng chia sẻ cho các bạn.]

Nel corso degli ultimi decenni il processo di globalizzazione dell’economia mondiale ha portato ad una crescita del commercio internazionale. Le ragioni di questo sviluppo sono molteplici: il decentramento delle attività produttive, le mutate caratteristiche nella divisione internazionale del lavoro, la specializzazione produttiva, le rivoluzioni tecnologiche intercorse, il conseguimento dell’obiettivo di catching-up da parte di alcuni Paesi in via di sviluppo ed il conseguente aumento dei redditi e della domanda. Tutti questi fenomeni hanno aumentato considerevolmente le relazioni commerciali a livello globale e, in questo contesto, il servizio di trasporto ha avuto un ruolo fondamentale nel trasferire beni e persone in maniera sempre più rapida. Considerate le caratteristiche fisiche della Terra, caratterizzata da una prevalenza delle acque sulle terre emerse, la modalità più indicata per trasferire la merce dai luoghi di produzione a quelli di consumo a livello globale risulta essere prevalentemente quella marittima. Il trasporto marittimo ha attraversato dalla seconda metà del XX secolo un periodo di radicali cambiamenti strutturali, in cui la containerizzazione, l’intermodalità e l’introduzione di nuove tecnologie informative hanno congiuntamente giocato un ruolo fondamentale. Dalla sua introduzione nel 1956 fino ad oggi, il traffico containerizzato ha assunto un andamento continuamente crescente, favorito anche da un sistema produttivo decentrato, che ha richiesto il trasferimento di semilavorati e prodotti finiti tra le diverse aree geoeconomiche. In questo contesto, la crescita del traffico containerizzato ha avuto, rispetto agli altri comparti del traffico marittimo commerciale, un impatto certamente maggiore nell’organizzazione degli spazi geografici e della gestione d’impresa, con una serie di effetti che verranno diffusamente trattati all’interno della ricerca. Alla luce di quanto detto, lo scopo della tesi è quello di accertare se e come le dinamiche dei trasporti marittimi riscontrate a livello globale hanno avuto effetti sulla città portuale di Trieste, sulla natura dei suoi traffici e sui suoi rapporti con il territorio servito. Ulteriore scopo della tesi è quello di cercare di fornire, attraverso un’indagine condotta presso operatori del settore, un ordine di grandezza del contributo della funzione portuale nella formazione dell’occupazione e del valore riferito al territorio provinciale.

1.1. Pertumbuhan ekonomi Pertumbuhan ekonomi adalah suatu keadaan dimana terjadi kenaikan pendapatan nasional (Produk Domestik Bruto atau Produk Nasional Bruto) tanpa memandang kenaikan pendapatan tersebut melebihi pertumbuhan penduduk. Dalam hal ini, pertumbuhan ekonomi suatu negara bisa dikatakan mengalami pertumbuhan apabila jumlah produksi barang dan jasanya terus meningkat. Pertumbuhan ekonomi adalah pertambahan pendapatan nasional atau pertambahan output dalam jangka waktu yang tertentu. Proses pertumbuhan ekonomi dipengaruhi oleh dua macam faktor, yaitu faktor ekonomi dan non-ekonomi. Faktor ekonomi meliputi sumberdaya alam, akumulasi modal, pertumbuhan penduduk, dan organisasi, kemajuan teknologi, dan pembagian kerja dan skala produksi. Faktor non-ekonomi meliputi faktor sosial, manusia, dan politik. Oleh karena itu, pertumbuhan ekonomi harus menitikberatkan pada hal-hal sebagai berikut, yaitu: 1. Meningkatnya persediaan barang yang terus menerus. 2. Pemanfaatan teknologi yang dapat menentukan pertumbuhan kemampuan dalam penyediaan barang dan jasa kepada penduduknya. 3. Adanya penyesuaian sikap, kelembagaan dan ideologi agar pertumbuhan ekonomi berjalan dengan baik. Pertumbuhan ekonomi suatu negara adalah suatu keadaan dimana suatu negara tersebut mengalami peningkatan dalam kegiatan ekonominya dalam setiap periode. Kegiatan ekonomi ini dapat diukur dengan melihat pertambahan pendapatan nasionalnya atau pertambahan output dalam periode tertentu. Pertumbuhan ekonomi menggambarkan adanya peningkatan kapasitas produksi baik barang maupun jasa dalam periode tertentu. Ada banyak teori mengenai pertumbuhan ekonomi, salah satunya adalah dari David Ricardo, yang menyatakan bahwa pertumbuhan ekonomi dipengaruhi oleh empat faktor, yaitu jumlah penduduk, jumlah stok barang-barang modal, luas tanah dan kekayaan alam, serta tingkat teknologi yang digunakan. Pertumbuhan ekonomi menurut ahli ekonomi klasik merupakan korelasi antara pendapatan per kapita penduduk dengan jumlah penduduk. Korelasi tersebut digambarkan melalui grafik sebagai berikut:

2012 yılından bu yana tarafımızca sürdürülen Kekova Adası Arkeolojik
Yüzey/Sualtı Araştırmaları 2015 yılında Kekova Adası batı bölümünde yer alan ve günümüzde Tersane Koyu olarak anılan doğal koy ve bu koyun güneyindeki kentsel yerleşim alanına ek olarak Tersane Koyu, Kuzey Yerleşim ve adanın doğu ucundaki Karaöz Mevkii’nde sualtı çalışmaları kapsamında yapılmıştır.

Öz Osmanlı Devleti'nde deniz yoluyla yapılan nakliye, belli bir ücret karşılığında ge-miler vasıtasıyla sağlanırdı. Navl, navl-ı sefîne/sefâîn veyahut navlun olarak anılan bu ücretler, taşınan malın cinsine ve nakliye yapılacak mesafeye göre değişiklik göstermekteydi. Osmanlı Devleti'nde geçerli olan örfi ve şeri hukuk sistemi içeri-sinde yer alan kanunlar arasında navlun için ayrı bir başlık bulunmamaktadır. Bu çerçevede, navlun ücretlerinin muayyen bir tarifesinin mevcut olup olmadığı şayet varsa bu tarifenin nasıl belirlendiği, nakliye sırasında ya da navlun ücretleri husu-sunda yaşanan sorunların tespiti çalışmanın temelini oluşturmaktadır. XVII-XVIII. yüzyıllarda Karadeniz sahillerinde cereyan eden deniz taşımacılığından hareketle zahire nakli, asker nakli ve mühimmat nakli ayrı ayrı ele alınacaktır. Nakliye sıra-sında gemi tedariği ile taşıma usulleri ve taşımada yaşanan problemler değerlendi-rilmeye çalışılacak ve gemi reislerine taşıma ücretlerinin hangi kaynaktan ve ne su-retle ödendiği hususu üzerinde durulacaktır. Anahtar kelimeler: Osmanlı, Deniz taşımacılığı, Navlun ücreti, Karadeniz * Bu makale, Manisa Celal Bayar Üniversitesi tarafından 1-3 Aralık 2016 tarihlerinde Manisa'da düzenlenen Uluslararası Fethinin 500. Yılında Cezayir, Barbaros Hayrettin Paşa ve Osmanlı Denizciliği Sempozyumu'nda Osmanlı Devleti'nde Navl-ı Sefâîn adıyla sunulan ve henüz yayınlanmamış olan tebliğin gözden geçirilmiş halidir.

PT XYZ adalah perusahaan Badan Usaha Milik Negara (BUMN) dengan bidang usaha transportasi laut untuk angkutan penumpang dan barang antar pulau. Wilayah Indonesia yang terdiri dari 17.503 pulau, sangat membutuhkan sarana transportasi laut untuk menghubungkan pulau-pulau yang tersebar di seluruh Indonesia. Sesuai dengan misinya mengelola dan mengembangkan angkutan laut guna menjamin aksesibilitas masyarakat untuk menunjang terwujudnya wawasan nusantara. PT XYZ melaksanakan tanggung jawabnya dengan tidak hanya terbatas melayari rute komersial, tetapi juga melayani pelayaran dengan rute pulau-pulau kecil terluar (Pepres No.78 tahun 2005 tentang Pengelolaan Pulau-pulau Kecil Terluar). Untuk menunjang kebutuhan atas kelancaran operasional, kenyamanan penumpang kapal atau layanan kegiatan umum di luar kebutuhan kapal serta tanggung jawab atas pelaksanaan Good Corporate Governance (GCG), karenanya PT XYZ memerlukan data center yang harus tetap berfungsi walaupun terdapat gangguan/bencana guna melindungi kepentingan stakeholder, terutama untuk bisnis yang kritikal berdasarkan Business Impact Analisys (BIA) yang telah dilakukan guna memperbaiki layanan PT XYZ kedepannya. Untuk memenuhi standar data center yang berlaku di perlukan perencanaan untuk memenuhi kebutuhan data center yang memiliki high availability serta berjalan dengan baik. Maka untuk membangun data center yang ideal diperlukan standar acuan yang dapat digunakan diantaranya ANSI/TIA-942, The Up Time Institute, ANSI/BICSI 002, ITU-TL, SNI-03-1726-2003, SNI-0225-2011, SNI 03-3985-2000, dan BNPB Indeks sehingga data center yang akan dibangun dapat memenuhi standard serta dapat diopersikan dan dikelola penuh dengan baik oleh pihak PT XYZ.

Kata Kunci-BUMN, transportasi laut, data center, business impact analisys, high availability, ANSI/TIA-942-A dan The Up Time Institute, ANSI/BICSI002, ITU-TL, SNI-03-1726-2003, SNI-0225-2011, SNI 03-3985-2000, BNPB Indeks.

Криминалната хроника от българската акватория на Черно море през пролетта на 2019 г. напомни за неочакваните аспекти в използването на морския транспорт от сектори на икономиката, определяни с термини като „сенчести“ и „скрити“. Настоящият текст ще опита да постави актуалните новини в по-широк исторически контекст, където контрабандата отдавна е започнала
да експлоатира благоприятните възможности на корабния превоз, за да доставя стоки и да генерира престъпни печалби. Историческият поглед към тази специфична дейност, разконспирирана в архивните документи, позволява да видим как се търгува при заобикаляне на ембаргови и митнически режими. Нейните механизми привличат вниманието във време, когато държавите отново вземат на въоръжение търговските санкции, а кризи разтърсват митнически съюз от калибъра на ЕС. Като разгледаме два случая от практиката на българския флот през 50-те и 60-те години на миналия век, ще илюстрираме по какъв начин се организира успешен трафик на забранени стоки по море, пред какви рискове е изправен и по какъв начин е улеснен той от възможностите на морските трасета.

In historical development, boundary is critical matter due to related to living space. The aspect of space also concentrates to economical resources that become the mainstream for soiety as well as national life. Indonesia has a very long boundary line with several neighbor countries. One of the main problems of boundary areas is the unequal economic condition with the neighbor countries, including in the maritime boundary areas. This preliminary study tries to unveil the existing issues and offers some thoughts to develop those areas. The exploration of martime potentates and the developing of sea transportation facilities are able to be a push factor of the provincial growth in such areas. Transportation also plays an important role in developing public traffics. Such modes of transportation are traditional shipping and pioneer aviation. Those two have a direct link to the development of common people.

In discussion of exchange in Bronze Age Europe, travel is little discussed. In this paper we discuss how in the Netherlands at the Rhine-Meuse basin two large interaction networks meet. Interestingly several aspects of these traditions do not mix. For instance, metal from the southern ‘Atlantic’ sphere seldom enters the north and vice versa with ‘Nordic’ types. We propose that one of the reasons for this rather strict division is related to seafaring. The coastal regimes south of the Rhine-Meuse are different from the northern regimes. Adjusting Needhams’ concept of A Southern North Sea Maritory (Needham 2008), we propose that many different maritories existed along the southern North Sea coast and Britain that encompassed comparable coastal and tidal regimes in which people were in frequent contact through coastal seafaring.

This chapter is drawn from research done for a book on the history of food
and globalization from the standpoint of the Caribbean/Latin American country
of Belize. The book’s main subject is the continuing entanglement of local food
and cuisine with the global food trade and international gastronomy. I have set out
to undercut the now-traditional stories of authentic local food and cuisine either
valiantly resisting, or being tragically displaced by foreign or global culture. I
am also sceptical of more recent happier tales of creolization, hybridity and local
appropriation (what I have called the ‘Golden Arches East’ story, after the book
of the same name). Instead I depict local and global as mutually dependent, each
requiring and constituting the other; far from being opposites, local specificity and
global homogeneity are two products of the same process.5 It is therefore impossible
to understand the uniqueness of Belize without also seeing just how typical it was
– and vice versa.

Transporting lambs directly from weaning to slaughter is a common practice in Chile. A long journey that includes road transport and sea-ferry crossing, lasting 48 h in total, has driven attention lately due to possible negative effects on animal welfare. The effects of weaning, followed by the long distance transport to slaughter on the concentrations of some blood constituents were studied during two commercial journeys. In each journey 500 Corriedale lambs were transported in a three-deck truck with a space allowance of 0.2 m 2 /lamb. Immediately previous to the transport the lambs were rounded up with their mothers from distant fields and weaned. In each journey 25 lambs were selected at random and a blood sample was obtained from each individual on the farm: after rounding up and weaning but before loading; after transport: once unloaded after arrival at the slaughterhouse; after 10 h lairage and 10 to 20 min thereafter, once the lambs had been driven from lairage to the stunning box and stunned, at exsanguination. The handling procedures related to rounding up and weaning, before transporting lambs for slaughter, induced high initial plasma concentrations of cortisol, packed-cell-volume, glucose, lactate and activity of creatine kinase (CK). Lactate and CK decreased after transport for 48 h immediately after, whereas cortisol increased. Transport of lambs without access to food and water for 48 h, immediately after rounding up and weaning, increased the plasma concentrations of haptoglobin and β-hydroxybutyrate, reflecting the effects of the long-term stress and fasting. Lairage for 10 h decreased the concentrations of cortisol, glucose, CK and lactate, but not packed-cell-volume or haptoglobin; βhydroxybutyrate continued increasing. It was concluded that the commercial procedures of weaning and prolonged transport immediately after in lambs destined for slaughter are stressful and exhaust body reserves, and measures should be taken to improve welfare.

This article examines the transportation of Greek emigrants to Australia during the first post-WWII decades, c. 1945–77. It considers the relative politics, the business of transportation, the lived experiences of the emigrants and the discrimination which they faced. It also examines the transportation means offered by the Intergovernmental Committee for European Migration (ICEM), and its role in the management of the emigration process. It further highlights the transition from sea to air transportation, the genesis of which can be found during the first decades of the post-war period. This article is supported by a rich archival base (the archives of the Greek Ministry of Foreign Affairs; the archives of the IOM Mission in Athens; the National Archives of Australia; the Greek and Australian Press; and personal interviews), which assisted this new angle of research.

The current article is practice-oriented and is intended for shipowners and sea carriers as well as for practitioners and students who wish to revise or expand their knowledge on this specific area of the carriage of goods by sea. The paper provides the reader with a thorough understanding of the main instrument regulating the carriage of dangerous cargo-the IMDG Code. Further, Section II of the paper addresses also the carriage of solid bulk cargo (the IMSBC Code) and the most frequent problems and hazards which are associated with the transportation of such cargo. In general, the paper analyses the process of carriage of hazardous cargo from the perspective of the carrier, and, thus, it may be used as a guide to the carriage of dangerous goods.

Based on ancient sources, the study tries to show that during ancient times the Caspian Sea had been used for navigation and transport of goods as part of the Eurasian commercial exchange. Numerous reports of ancient authors such as Herodotus, Arrian, Strabo, Pliny the Elder, Ptolemy and others indicate, that several trade routes led across the Caspian Sea and along its coast. This fact is also confirmed by archaeological discoveries.

The methods for the scientific assessment of the welfare of animals during transport are now well-established and precise, at least for the main farm species. Factors affecting welfare include: knowledge and attitudes of staff involved, laws, codes of practice, training, species, breed, previous experience of the animals, vehicle design, space allowance for animals, duration of journey, tying, mixing, staff payment method, planning of journey, handling during loading and unloading, driving quality, bad physical conditions during journeys and quality of animal monitoring. When deciding whether or not a particular animal transport system or practice should be permitted, the risk of poor welfare should be assessed. Publicity about events that have very negative consequences for animal welfare can be very costly for commercial companies, or for whole countries, because large numbers of consumers may refuse to buy the products of the company or country.

Llegados al siglo XV empezó una carrera de exploraciones europeas destinadas a completar los vacíos de los mapas occidentales, con abundantes promociones desde las coronas por intereses políticos. Pero muchas veces olvidamos que antes de este avance hubo varios éxitos exploratorios básicos para los proyectos expansivos modernos: En este trabajo presentaré los antecedentes a la Era de los descubrimientos (s.XV-XVII), exponiendo por épocas los logros realizados desde Occidente para superar el temor a la navegación oceánica desde el II mil. a.C. al redescubrimiento de América.

Ñòàòüÿ ïîñâÿùåíà ïåðñïåêòèâàì ðàçâèòèÿ Ñåâåðíîãî ìîðñêîãî ïóòè è Ñåâåðî-Çàïàäíîãî ïðîõîäà â êà÷åñòâå íîâûõ ìîðñêèõ ïóòåé. Àíàëèçèðóåòñÿ íåäàâíåå êàíàäñêîå è ðîññèéñêîå çàêîíîäàòåëüñòâî â îòíîøåíèè èõ àðêòè÷åñêèõ âîä è øàíñû íà èñïîëüçîâàíèå ýòèõ ïóòåé êàê ðåàëüíûõ àëüòåðíàòèâ Ïàíàìñêîìó è Ñóýöêîìó êàíàëàì.

Crew scheduling problems have been widely studied in various transportation sectors, such as airlines, railways, and urban buses. However, to date, it appears that application of these problems in sea transport has been very limited. In this paper, we explore key differences between various transport settings and propose mixed-integer programming formulations for both the crew scheduling and re-scheduling problems for a company operating a fleet of offshore supply vessels (OSVs) on a global scale. Computational results on an extensive set of problems show that our proposed models are practically applicable to generate real-time solutions. We also present a thorough statistical analysis of key problem parameters and share insights regarding their impacts.

Transporting lambs directly from weaning to slaughter is a common practice in Chile. A long journey that includes road transport and sea-ferry crossing, lasting 48 h in total, has driven attention lately due to possible negative effects on animal welfare. The effects of weaning, followed by the long distance transport to slaughter on the concentrations of some blood constituents were studied during two commercial journeys. In each journey 500 Corriedale lambs were transported in a three-deck truck with a space allowance of 0.2 m 2 /lamb. Immediately previous to the transport the lambs were rounded up with their mothers from distant fields and weaned. In each journey 25 lambs were selected at random and a blood sample was obtained from each individual on the farm: after rounding up and weaning but before loading; after transport: once unloaded after arrival at the slaughterhouse; after 10 h lairage and 10 to 20 min thereafter, once the lambs had been driven from lairage to the stunning box and stunned, at exsanguination. The handling procedures related to rounding up and weaning, before transporting lambs for slaughter, induced high initial plasma concentrations of cortisol, packed-cell-volume, glucose, lactate and activity of creatine kinase (CK). Lactate and CK decreased after transport for 48 h immediately after, whereas cortisol increased. Transport of lambs without access to food and water for 48 h, immediately after rounding up and weaning, increased the plasma concentrations of haptoglobin and β-hydroxybutyrate, reflecting the effects of the long-term stress and fasting. Lairage for 10 h decreased the concentrations of cortisol, glucose, CK and lactate, but not packed-cell-volume or haptoglobin; βhydroxybutyrate continued increasing. It was concluded that the commercial procedures of weaning and prolonged transport immediately after in lambs destined for slaughter are stressful and exhaust body reserves, and measures should be taken to improve welfare.

Transporting lambs directly from weaning to slaughter is a common practice in Chile. A long journey that includes road transport and sea-ferry crossing, lasting 48 h in total, has driven attention lately due to possible negative effects on animal welfare. The effects of weaning, followed by the long distance transport to slaughter on the concentrations of some blood constituents were studied during two commercial journeys. In each journey 500 Corriedale lambs were transported in a three-deck truck with a space allowance of 0.2 m 2 /lamb. Immediately previous to the transport the lambs were rounded up with their mothers from distant fields and weaned. In each journey 25 lambs were selected at random and a blood sample was obtained from each individual on the farm: after rounding up and weaning but before loading; after transport: once unloaded after arrival at the slaughterhouse; after 10 h lairage and 10 to 20 min thereafter, once the lambs had been driven from lairage to the stunning box and stunned, at exsanguination. The handling procedures related to rounding up and weaning, before transporting lambs for slaughter, induced high initial plasma concentrations of cortisol, packed-cell-volume, glucose, lactate and activity of creatine kinase (CK). Lactate and CK decreased after transport for 48 h immediately after, whereas cortisol increased. Transport of lambs without access to food and water for 48 h, immediately after rounding up and weaning, increased the plasma concentrations of haptoglobin and β-hydroxybutyrate, reflecting the effects of the long-term stress and fasting. Lairage for 10 h decreased the concentrations of cortisol, glucose, CK and lactate, but not packed-cell-volume or haptoglobin; βhydroxybutyrate continued increasing. It was concluded that the commercial procedures of weaning and prolonged transport immediately after in lambs destined for slaughter are stressful and exhaust body reserves, and measures should be taken to improve welfare.