Body composition of north and southbound migratory blackcaps is influenced by the lay‐of‐the‐land ahead

The annual migration of small birds depends on the optimal management of time and energy. Since refueling at stopovers between flights consumes most of the birds’ time and energy, selection of food‐rich sites, and timely departure therefrom are likely crucial to success. We examined this concept quantifying body composition of 200 migrating blackcaps, Sylvia atricapilla, in Eilat, Israel, using dual‐energy x‐ray absorptiometry and generated a model to predict body composition as it changes with body mass (m_b). We then back‐calculated body composition of > 20 000 blackcaps ringed between 1984 and 2005, and tested the hypothesis that the amount of fuel that a bird stores determines the length of its stopover. We predicted that 1) if time‐constrained in spring, birds at the stopover site carry less than a maximum fuel load, but 2) if not time‐constrained, as in autumn, their fuel load is much higher than in spring. We found the change in body composition of blackcaps to be biphasic and correlated with increasing m_b. At m_b < ? 17.8 g, increasing m_b is due to increasing lean mass (m_l), while at m_b > ? 17.8 g increasing m_b results from increasing fat mass (m_f), which is accompanied by decreasing m_l. Body composition of blackcaps at a spring stopover site indicates that blackcaps leave stopovers as soon as they regain functionality of their digestive systems, but before laying down much m_f. In autumn blackcaps arrive with fuel stores much larger than in spring. For these birds, the Eilat stopover apparently serves to complete fat accumulation before crossing the deserts ahead. We conclude that in spring, the decision to depart is not determined by the bird's fuel stores, especially when early arrival at the breeding site, and therefore time, is of the essence. In autumn, accumulating enough fuel to ensure successful crossing of the deserts ahead probably dictates stopover time.     

Wing-beat frequencies,wing-areas and masses of flying insects and hummingbirds

A simple equation that relates the observed wing-beat frequencies f, the wing areas A, and the masses m of flying (especially hovering) insects and hummingbirds is found to be remarkably accurate over a mass ratio of 10⁴. There is some evidence that it is approximately correct for other birds over another two orders of magnitude of the mass. The equation also predicts a relation between f, A and m for flying animals that have evolved at higher altitudes.     

Simultaneous tetragyny in Northern Lapwing Vanellus vanellus

Capsule Fuel load is correlated with fuel deposition rate; stopover duration is affected by arrival fuel load.

Aims To determine the stopover duration, fuel management and flight ranges at departure of Blackcaps stopping over in northern Spain.

Methods Systematic mist-netting and ringing allowed the use of mark–recapture Cormack–Jolly–Seber models for the estimation of stopover duration. Trapped birds were measured and weighed in order to estimate mass gain. FLIGHT software was used to estimate flight ranges.

Results Stopover duration ranged from 3.6 to 13.6 days, and was negatively correlated with arrival body mass (assessed by body mass at the first capture event). On average, arrival body mass was 18.4 g, whilst body mass at departure was 19.8 g. No significant differences in arrival body mass and departure body mass were observed between age or sex classes. Mass deposition rate did not differ between age or sex classes (mean = 0.20 g/day). Birds recaptured one day after the first capture event lost mass, whilst recaptures from the second day onwards had a mean gain of mass; mass was observed to increase linearly with the stopover duration. Mass deposition rate was positively correlated with departure body mass. Finally, with a mean departure body mass of 19.8 g, a Blackcap stopping over in northern Spain should be able to fly up to 1100 km.

Conclusions Stopover duration assessed by Cormack–Jolly–Seber models was longer than that observed in birds recaptured more than once (‘minimum stopover duration’). Stopover was longer for birds arriving with less fuel. The positive relationship between departure body mass and mass deposition rate suggests a time-minimizing strategy. The lack of difference in fuel deposition rate between age and sex classes suggests a relatively abundant food supply at the study site, but other explanations might also account for the lack of age and sex differences, for example if competition for food was not determined by social hierarchies but by scramble competition. Departing fuel load would allow these birds to arrive at their wintering areas in southern Spain under still-air conditions, without needing to refuel.     

Size and accumulation of fuel reserves at stopover predict nocturnal restlessness in a migratory bird

Early arrival at the breeding site positively affects the breeding success of migratory birds. During migration, birds spend most of their time at stopovers. Therefore, determining which factors shape stopover duration is essential to our understanding of avian migration. Because the main purpose of stopover is to accumulate fat as fuel for the next flight bout, fuel reserves at arrival and the accumulation of fuel are both expected to affect stopover departure decisions. Here, we determined whether fuel reserves and fuel accumulation predict a bird''s motivation to depart, as quantified by nocturnal migratory restlessness (Zugunruhe), using northern wheatears (Oenanthe oenanthe) that were captured and temporarily contained at spring stopover. We found that fuel reserves at capture were positively correlated with Zugunruhe, and negatively correlated with fuel accumulation. This indicates that fat birds were motivated to depart, whereas lean birds were set on staying and accumulating fuel. Moreover, the change in fuel reserves was positively correlated with the concurrent change in Zugunruhe, providing the first empirical evidence for a direct link between fuel accumulation and Zugunruhe during stopover. Our study indicates that, together with innate rhythms and weather, the size and accumulation of fuel reserves shape stopover duration, and hence overall migration time.     

Seasonal differences in energy requirements of Garden Warblers Sylvia borin migrating across the Sahara desert

The Sahara desert acts as an ecological barrier for billions of passerine birds on their way to and from their African wintering areas. The Garden Warbler Sylvia borin is one of the most common migrants involved. We used body mass of this species from Greece in autumn and spring to simulate the desert crossing and to assess how body mass relates to fuel requirement. The flight range estimates were adjusted to the seasonal extent of the desert, 2200 km in autumn and about 2800 km in spring. In autumn, with an average fuel load of about 100% of body mass without fuel, birds were not able to cross the desert in still air, but northerly winds prevail during September and with the average wind assistance only one in 14 was predicted to fail to make the crossing. Body mass data from spring, after the desert crossing, was used to estimate departure body mass from south of the desert. The average wind assistance in spring is close to zero and departure body mass of the average bird arriving at Antikythira, a small Greek island, under such conditions was estimated to be 34.6 g, which corresponded to a fuel load of 116%. Calculations based on 1% body mass loss per hour of flight showed slightly larger body mass loss than that calculated from flight range estimates. The results suggest that passerine birds about to cross the eastern part of the Sahara desert need to attain a larger fuel load in spring than in autumn.     

Energy expenditure and wing beat frequency in relation to body mass in free flying Barn Swallows (<Emphasis Type="Italic">Hirundo rustica</Emphasis>)

Many bird species steeply increase their body mass prior to migration. These fuel stores are necessary for long flights and to overcome ecological barriers. The elevated body mass is generally thought to cause higher flight costs. The relationship between mass and costs has been investigated mostly by interspecific comparison and by aerodynamic modelling. Here, we directly measured the energy expenditure of Barn Swallows (Hirundo rustica) flying unrestrained and repeatedly for several hours in a wind tunnel with natural variations in body mass. Energy expenditure during flight (e _f, in W) was found to increase with body mass (m, in g) following the equation e _f = 0.38 × m ^0.58. The scaling exponent (0.58) is smaller than assumed in aerodynamic calculations and than observed in most interspecific allometric comparisons. Wing beat frequency (WBF, in Hz) also scales with body mass (WBF = 2.4 × m ^0.38), but at a smaller exponent. Hence there is no linear relationship between e _f and WBF. We propose that spontaneous changes in body mass during endurance flights are accompanied by physiological changes (such as enhanced oxygen and nutrient supply of the muscles) that are not taken into consideration in standard aerodynamic calculations, and also do not appear in interspecific comparison.     

Fast fuelling but light flight in Broad-billed Sandpipers Limicola falcinellus: stopover ecology at a final take-off site in spring (Sivash, Ukraine)

We studied phenology, staging time and refuelling in Broad-billed Sandpipers Limicola falcinellus stopping over during spring migration in the Sivash (Black Sea, Ukraine) in May 1991–94. In the study area, peak staging numbers of 2000–2500 individuals occurred in the third week of May. In May 1993, 460 birds were marked with a yellow dye and 126 of these were colour-ringed. Before 28 May no departure of birds dyed yellow could be detected; by 3 June all birds had departed. Colour-ringed adults in mid May 1993 staged for a minimum of 8.2 days. After the observed departure of large flocks (24 May and later) the staging time of colour-ringed birds decreased significantly with body mass at the time of capture. Of birds mist-netted in 1991–94, 99.3% were in full summer plumage and 89% were adults. In second-year birds, fuel deposition rate (measured between individuals) was 0.44 g/day. In adults caught from early May to 24 May, overall fuel deposition rate was 1.04 g/day (3.4% of lean body mass). Mean adult body mass in early May was 34.8 g, increasing to 45.5 g after 24 May. Estimated body mass at departure was 51 g. Departure body mass and flight range estimates suggest that although birds refuelled quickly, fuel loads are only just sufficient for an unbroken flight to Scandinavia and the Kola Peninsula. We suggest that Broad-billed Sandpipers use the Sivash as a crucial final take-off stopover site, and that they follow a 'jumping' migration strategy, performed under narrow time constraints.     

Electrophoresis of DNA in agarose gels. II. Effects of loading mass and electroendosmosis on electrophoretic mobilities

We have investigated several experimental factors which affect the accurate determination of electrophoretic mobilities of circular and linear DNAs in agarose gels. We demonstrate that: (1) The mobility of individual DNA species is affected by the total mass in the sample loaded. The increased mobility and band distortion observed become apparent when the DNA mass exceeds approximately 0.2 μg per 0.15 cm² of surface area in the loading well. (2) The migration velocity of a given DNA species depends on the coefficient of electroendosmosis (?m_r) of the agarose preparations used. In the range 0.081 ≤ ?m_r ≤ 0.441, the DNA migration velocity is proportional to (?m_r)^?0.5.     

Testing optimal foraging models for air-breathing divers

Models of diving optimality qualitatively predict diving behaviours of aquatic birds and mammals. However, none of them has been empirically tested. We examined the quantitative predictions of optimal diving models by combining cumulative oxygen uptake curves with estimates of power costs during the dives of six tufted ducks, Aythya fuligula. The effects of differing foraging costs on dive duration and rate of oxygen uptake (V_O2up) at the surface were measured during bouts of voluntary dives to a food tray. The birds were trained to surface into a respirometer after each dive, so that changes in V_O2up over time could be measured. The tray held either just food or closely packed stones on top of the food to make foraging energetically more costly. In contrast to predictions from the Houston & Carbone model, foraging time (t_f) increased after dives incorporating higher foraging energy costs but surface time (t_s) remained the same. While optimal diving models have assumed that the cumulative oxygen uptake curve is fixed, V_O2up increased when the energy cost of the dive increased. The optimal breathing model quantitatively predicted ts in both conditions and oxygen consumption during foraging (m₂t_f) in the control condition, for the mean of all ducks. This offers evidence that the ducks were diving optimally and supports the fundamentals of optimal diving theory. However, the model did not consistently predictt_s or m₂t_f for individual birds. We discuss the limits of optimal foraging models for air-breathing divers caused by individual variation. Copyright 2003 Published by Elsevier Science Ltd on behalf of The Association for the Study of Animal Behaviour.      

Migration distance does not predict blood parasitism in a migratory songbird

Migration can influence host–parasite dynamics in animals by increasing exposure to parasites, by reducing the energy available for immune defense, or by culling of infected individuals. These mechanisms have been demonstrated in several comparative analyses; however, few studies have investigated whether conspecific variation in migration distance may also be related to infection risk. Here, we ask whether autumn migration distance, inferred from stable hydrogen isotope analysis of summer‐grown feathers (δ²H_f) in Europe, correlates with blood parasite prevalence and intensity of infection for willow warblers (Phylloscopus trochilus) wintering in Zambia. We also investigated whether infection was correlated with individual condition (assessed via corticosterone, scaled mass index, and feather quality). We found that 43% of birds were infected with Haemoproteus palloris (lineage WW1). Using generalized linear models, we found no relationship between migration distance and either Haemoproteus infection prevalence or intensity. There was spatial variation in breeding ground origins of infected versus noninfected birds, with infected birds originating from more northern sites than noninfected birds, but this difference translated into only slightly longer estimated migration distances (~214 km) for infected birds. We found no relationship between body condition indices and Haemoproteus infection prevalence or intensity. Our results do not support any of the proposed mechanisms for migration effects on host–parasite dynamics and cautiously suggest that other factors may be more important for determining individual susceptibility to disease in migratory bird species.     

Effects of migration distance and sex on stopover timing and refueling by Wilson's Warblers

Migration distance and sex are integral to avian migration strategies, yet these intrinsic factors are understudied with respect to their effects on stopover ecology and behavior. We investigated how individual variation in migration distance and sex affected body condition, refueling performance, and stopover durations of Wilson's Warblers (Cardellina pusilla) during spring and fall 2006 at a stopover site in southern Arizona. Migration distance of individuals was inferred using the hydrogen stable isotope ratio of feathers (δ²H_f) as an index of breeding latitude, refueling rate was assessed using plasma triglyceride and β‐OH‐butyrate, and minimum length of stay was estimated by re‐sighting color‐banded birds. In the spring, migration distance and sex were strong determinants of the timing of migration by Wilson's Warblers, with males and shorter‐distance migrants passing through the site earlier than females and longer‐distance migrants. Later‐arriving migrants also had higher fat scores and refueling rates. However, neither migration distance nor sex independently affected body condition (fat score or size‐corrected mass), refueling rate, or minimum length of stay. In a smaller sample of fall migrants, we found that longer‐distance migrants and males had higher refueling rates than shorter‐distance migrants and females. Our results show that differences in migration distance can, under some circumstances, affect how birds use stopover sites. Stable isotope analysis and other methods can provide information on migration distance, and should be integrated with measurements of timing, fuel stores, refueling performance, and departure behavior to gain a deeper understanding of bird migration.     

Flight modes in migrating European bee-eaters: heart rate may indicate low metabolic rate during soaring and gliding

Background

Many avian species soar and glide over land. Evidence from large birds (m _b>0.9 kg) suggests that soaring-gliding is considerably cheaper in terms of energy than flapping flight, and costs about two to three times the basal metabolic rate (BMR). Yet, soaring-gliding is considered unfavorable for small birds because migration speed in small birds during soaring-gliding is believed to be lower than that of flapping flight. Nevertheless, several small bird species routinely soar and glide.

Methodology/Principal Findings

To estimate the energetic cost of soaring-gliding flight in small birds, we measured heart beat frequencies of free-ranging migrating European bee-eaters (Merops apiaster, m _b∼55 g) using radio telemetry, and established the relationship between heart beat frequency and metabolic rate (by indirect calorimetry) in the laboratory. Heart beat frequency during sustained soaring-gliding was 2.2 to 2.5 times lower than during flapping flight, but similar to, and not significantly different from, that measured in resting birds. We estimated that soaring-gliding metabolic rate of European bee-eaters is about twice their basal metabolic rate (BMR), which is similar to the value estimated in the black-browed albatross Thalassarche (previously Diomedea) melanophrys, m _b∼4 kg). We found that soaring-gliding migration speed is not significantly different from flapping migration speed.

Conclusions/Significance

We found no evidence that soaring-gliding speed is slower than flapping flight in bee-eaters, contradicting earlier estimates that implied a migration speed penalty for using soaring-gliding rather than flapping flight. Moreover, we suggest that small birds soar and glide during migration, breeding, dispersal, and other stages in their annual cycle because it may entail a low energy cost of transport. We propose that the energy cost of soaring-gliding may be proportional to BMR regardless of bird size, as theoretically deduced by earlier studies.     

The oxidation-reduction potentials of electron carriers in chloroplast photosystem I fragments

Oxidation-reduction titrations of several electron carriers found in chloroplast Photosystem I fragments have been performed. The midpoint potential of P700 in these fragments and in chloroplasts has been found to be +520 mV by optical absorbance methods or electron paramagnetic resonance spectroscopy. The copper-containing protein plastocyanin is present in Photosystem I fragments and has a midpoint potential of +320 mV, significantly less positive than the midpoint potential of cytochrome f in the same fragments, which was measured to be +375 mV. Photo-system I fragments contain two b cytochromes, a low-potential form of cytochrome b₅₅₉ (E_m = +110 mV) and cytochrome b₅₆₃ (E_m = ?100 mV).     

Light-induced oxidation-reduction reactions in a cell-free preparation from the blue-green alga Nostoc muscorum: The role of cytochrome f, cytochrome b558, C550, and P700 in noncyclic electron transport

1. Cytochrome f (λ_max = 554 nm, E_m = +0.35 V) and cytochrome b₅₅₈ (λ_max = 558 nm, E_m = +0.35 V) were photooxidized by Photosystem I and photoreduced by Photosystem II in a cell-free preparation from the blue-green alga Nostoc muscorum. The steady-state oxidation levels of both cytochromes were affected by noncyclic electron acceptors and by inhibitors of noncyclic electron transport. These results are consistent with the hypothesis that the mechanism of NADP reduction by water involves a Photosystem II and a Photosystem I light reaction operating in series and linked by a chain of electron carriers that includes cytochrome f and cytochrome b₅₅₈.2. Phosphorylation cofactors shifted the steady-state of cytochrome f to a more reduced level under conditions of noncyclic electron transport but had no effect on cytochrome b₅₅₈. These observations suggest that the noncyclic phosphorylation site lies before cytochrome f (on the Photosystem II side) and that cytochrome f is closer to this site than is cytochrome b₅₅₈.3. A Photosystem II photoreduction of C550 at 77 °K was observed, suggesting that in blue-green algae, as in other plants, C550 is closely associated with the primary electron acceptor for Photosystem II. A Photosystem I photooxidation of P700 at 77 °K was observed, consistent with P700 serving as the primary electron donor of Photosystem I.     

Timing of nocturnal autumn migratory departures in juvenile European robins (Erithacus rubecula) and endogenous and external factors

Many passerine medium distance nocturnal migrants take off from stopover sites not only at the beginning of the night, but also in the middle and at the end of the night. In this paper, we tested two explanations for this phenomenon: (1) that departure time is governed by fuel stores, and (2) that departure time is influenced by the weather. The relationship of temporal distribution of migratory nocturnal departures with body condition and weather factors was studied in juvenile European robins (Erithacus rubecula) during autumn migration. The study was done on the Courish Spit on the Baltic Sea in 1997–2003 by retrapping 74 ringed birds in high mist nets during nocturnal migratory departure. Departure time was not related to fuel stores at arrival and departure, stopover duration, fuel deposition rate or progress of the season. Nor did the local weather at departure influence departure time. A possible reason was a large variation in the behaviour of the birds. European robins which made 1-day stopovers arrived and departed during better weather conditions than birds that stopped over for longer periods. In the former cohort, a significant model with four predictors explained 55% of variation in departure time. It is assumed that weather at the night of departure and during the previous night influenced the time of take-offs in these birds. In robins which made long stopovers, departure time is probably governed by their individual endogenous circadian rhythms of activity, which are related to the environment in a complex way.     

Erratum: Isotopic (δ2Hf) evidence of “loop migration” and use of the Gulf of Maine Flyway by both western and eastern breeding populations of Blackpoll Warblers

Our earlier report of breeding/natal ground assignment, through the use of feather deuterium samples (δ²H_f) of Blackpoll Warblers (Setophaga striata) during spring and fall migration at various sites in North America, contained an erroneous breeding origin map derived for a group of birds sampled during spring migration in Florida. Updated analyses revealed a broader breeding range assignment than previously reported, but this change does not affect our original conclusions that Blackpoll Warblers exhibit a “loop migration” pattern as they move between breeding and wintering areas.     

The redox potentials of the b-type cytochromes of higher plant chloroplasts

1. In fresh chloroplasts, three b-type cytochromes exist. These are b-559_HP (λ_max, 559 nm; E_m at pH 7, +370 mV; pH-independent E_m), b-559_LP (λ_max, 559 nm; E_m at pH 7, +20 mV; pH-independent E_m) and b-563 (λ_max, 563 nm; E_m at pH 7, ?110 mV; pH-independent E_m). b-559_HP may be converted to a lower potential form (λ_max, 559 nm; E_m at pH 7, +110 mV; pH-independent E_m).2. In catalytically active b-f particle preparations, three cytochromes exist. These are cytochrome f (λ_max, 554 nm; E_m at pH 7, +375 mV, pK on oxidised cytochrome at pH 9), b-563 (λ_max, 563 nm; E_m at pH 7, ?90 mV, small pH-dependence of E_m) and a b-559 species (λ_max, 559 nm, E_m at pH 7, +85 mV; pH-independent E_m).3. A positive method of demonstration and estimation of b-559_LP in fresh chloroplasts is described which involves the use of menadiol as a selective reductant of b-559_LP.     

Carry-Over Effects of Nonbreeding Habitat on Start-to-Finish Spring Migration Performance of a Songbird

For migratory animals, conditions during the nonbreeding period may carry-over to influence spring migration performance. Animals in low-quality habitats are predicted to be in poorer condition, show later migration timing, and travel at slower speeds. This can result in subsequent negative effects on fitness. We tested the hypothesis that nonbreeding season body condition and habitat quality carry-over to affect spring migration performance of a long-distance migratory songbird, the Wood Thrush (Hylocichla mustelina). We tracked individual birds between multiple breeding sites in North America and nonbreeding sites in Central America. First, we compared body condition of nonbreeding birds migrating to the same general region of the breeding range with spring migration performance (timing, speed, and duration) obtained from light-level geolocators. Second, we assessed the Normalized Difference Vegetation Index (NDVI) as a proxy for nonbreeding habitat quality, and predicted that birds from wetter habitat or in wetter years (higher NDVI) would show improved migration performance relative to birds from drier sites. We found no evidence of individual-level carry-over effects of nonbreeding season body condition on spring migration performance. Lower NDVI of nonbreeding habitat resulted in delayed spring migration departure, but this effect disappeared by arrival at breeding sites. Birds occupying drier nonbreeding sites migrated faster and for fewer days, compensating for their relatively late departure. We also documented a broader pattern in NDVI and migration timing and distance, in that birds that occupied the wettest areas in the southern part of the nonbreeding range departed significantly later and migrated farther. Our results suggest that individual carry-over effects of nonbreeding habitat quality may be compensated for by a faster and shorter migration strategy. At a broad scale, consistently later spring timing and longer migration distances were associated with the wettest areas (the highest quality habitats) of the Wood Thrush non-breeding range. This supports the theory that high-quality habitats offset the costs of farther migration, resulting in a leap-frog migration pattern.     

Optimal fat loads and long-distance flights by migrating Knots Calidris canutus, Sanderlings C. alba and Turnstones Arenaria interpres

Arctic waders often build up large fat loads and complete their migratory journeys by a few long-distance flights between traditional staging sites. Optimal fat loads and choices of staging sites differ depending on whether the birds are adapted to minimize energy or time spent on migration. In the latter case, we predict that the birds will depart for the next staging site when the instantaneous speed of migration expected after arrival at the next site, exceeds the corresponding speed at the departure site. The instantaneous migration speed is a function of the rate of fat deposition and the current fat load. As a consequence of this, overloading (birds deposit larger fat loads than needed merely for covering the flight distance to the next destination) and by-passing of possible, but low-quality staging sites, are expected under specific conditions in time-selected migration.
Estimates of fat deposition rates and departure fat loads were obtained by captures of Knots Calidris canutus , Sanderlings C. alba and Turnstones Arenaria interpres in W. Iceland during spring migration. Further fat deposition data referring to spring migration of these species were compiled from the literature. Fat deposition rates at different sites, as measured by the daily gain in mass relative to lean body-mass, range between 1.0 and 3.6%/day, and departure fuel loads (in % of lean body-mass) between 27 and 73%.
Comparison with flight range estimates suggests that overloading may be a regular phenomenon during spring migration of Knots, Sanderlings and Turnstones. Furthermore, fat deposition rates at different staging sites, and the general difference in migration patterns between spring and autumn, indicate that by-passing of possible staging sites may well occur. Hence, it cannot be excluded that the waders' migratory habits primarily serve to maximize the overall speed of migration.     

Population structure,biometrics and moult of migrant Purple Sandpipers Calidris maritima in southwest Iceland in spring

Capsule Iceland is a stop‐over site for a population of Purple Sandpipers that winter in Britain. Here, they accumulate fuel loads for onward migration along with birds that have wintered in Iceland.

Aims To establish whether Purple Sandpipers from Britain stop‐over in Iceland during spring migration and, if so, to describe their population structure, changes in mass and moult.

Methods Purple Sandpipers were cannon‐netted on the coast of the Reykjanes Peninsula in southwest Iceland during May 2003 and 2005. Birds were aged, sexed (some by DNA) and standard biometric measurements made. Active body moult was scored.

Results Bill and wing lengths showed that the Purple Sandpipers we caught were similar to one of the populations that winter in Britain rather than Icelandic breeding birds. There were more males than females throughout the migration period (63% males for first‐year‐birds and 67% for adult birds). Accounting for a bias due to a higher percentage of males in a less usual habitat (muddy/sandy bays), the values for rocky sites were 52% males for first‐year birds and 62% for adults. The percentage of first‐year birds was 19% in 2003 and 32% in 2005, though the latter figure was biased by catches in muddy/sandy bays where there was a higher percentage of young birds. The percentage of first‐year birds was 25% on just the rocky shores in 2005. Many birds were in latter stages of body moult, and males were slightly in advance of females. Increasing mass showed that they were preparing for onward migration. The average increase of 0.58 g per day was similar to the rate measured in Orkney at an earlier point on the migration route. However, a high turnover of birds could be the reason for these low values. By late May, and close to the assumed departure date, the Purple Sandpipers of the different age/sex classes had fuel indices of 24–29% (33–42% of the lean mass). This was lower than that for the high Arctic sandpipers (Knots and Sanderlings) leaving southwest Iceland for Greenland and Canada.

Conclusions Our study confirmed that Purple Sandpipers do stop‐over in Iceland, and the possible lower rate of fuel accumulation and smaller amount stored, compared with Knots and Sanderlings, suggests a different migration pattern.