Trailer Compartment Research Articles

354 Zinc supplementation prior to transit and transit duration effects on feedlot performance and muscle fatigue of beef steers: Part II – Feeding Behavior

Abstract This study assessed the effects of supplemental Zn on cattle feeding behavior after varying transit duration. Angus crossbred steers (80; 265 ± 18 kg) were used in a 2 × 2 factorial design. Steers were assigned to a dietary Zn treatment (DIET) and transit duration (DUR; d 0): Zn0 (no supplemental Zn) or Zn100 (100 mg Zn/kg DM; supplemented as ZnSO4, starting d -42 relative to transit) and short duration (8H; 8 h transit; 707 km) or long duration (18H; 18 h transit; 1608 km). Steers were fed ad libitum via GrowSafe bunks (GrowSafe Systems Ltd., Airdrie, AB, Canada), and steer was experimental unit (n = 1 bunk/pen; n = 5 steers/pen). On d 0, steers were stratified to trailer compartments across diets. The 8H and 18H groups departed at 1000 and 1300 h and returned at 1800 and 0700 h to pre-transit pens, respectively. Following transit, all steers received Zn100. Utilizing GrowSafe Behavior module, a feed event was characterized as a reading with < 300 s interruption with head down (FE-HD; recorded in seconds) and count (number of HD events). Intake rate (g/s) was feed consumed per FE-HD divided by FE-HD duration. Data for the 6-d post transit were analyzed as a complete randomized design utilizing PROC MIXED of SAS 9.4 (SAS Inst. Inc., Cary, NC) with fixed effects DIET, DUR, and DAY as repeated. Pre-transit values served as a covariate. During the week prior to transit, there was a DUR effect for FE-HD average and intake rate (P ≤ 0.03) where 8H had longer FE-HD but reduced intake rate than 18H. There was also a tendency for Zn100 to consume more feed per FE pre-transit (P = 0.07). Post-transit, both average intake and FE-HD average increased with days post-transit (DAY; P ≤ 0.01). Additionally, a DIET × DUR effect was observed for FE-HD count (P = 0.01) where 100 was greater than 0 within 18H and 0 was greater than 100 in 8H. A tendency for a TRT × DAY effect was noted for FE-HD count (P = 0.07) driven by Zn0 decreasing from d 3 to 4. A DUR × DAY effect (P = 0.02) was also noted for FE-HD count where 18H was greater on d 2, 4, and 5. A DUR × DAY effect was observed for FE-HD average (P = 0.01) driven by a d 3 difference where 8H was greater than 18H. Conversely, a DUR × DAY effect was observed for intake rate (P = 0.01) where 18H was greater on d 2, 3, and 6. These data indicate both transit duration and dietary Zn concentration influenced animal behavior post-transit.

Consequences of long-distance transport on the behavior and health of young-bulls that may affect their fitness to adapt to feedlots

Some studies have shown that long distance journeys and the type of trailer compartment have consequences on farm animal welfare. However, there is little evidence to indicate how these consequences affect the fitness of young bulls to adapt to a novel and challenging environment such as an intensive industrial feedlot. Therefore, the objective of our study was to evaluate the consequences of long-distance transport and trailer compartment on the behavior and health of young bulls during the first 60 days after arrival to the feedlot. An evaluation protocol was conducted to record individual behavior (scan sampling) and health indicators of young bulls from days 1-10 and 51-60 after arrival. In addition, three ocular thermal images were taken per animal in a chute during weighing, one each on day 0, day 2 (48 h) and day 50. From our results, the thermophysiological profile, maintenance behaviors and health indicators suggest that there are two distinct groups of consequences affecting animal fitness during the first two months in the feedlot. The first was linked to post-transport fatigue (PTF) that seemed to disappear after the 10 days post-arrival at feedlot. The second was related to signs of bovine respiratory disease (BRD) that began 6 days post-transport and persisted until day 60. In addition, the trailer compartments known as the belly and the deck were shown to be problematic for animal welfare, where the transport in the belly was linked to fatigue after transport, while transport in the deck was associated with respiratory problems. Our study underscores the importance of applying preconditioning practices in cow-calf rearing systems at least a couple of months prior to the long-distance journey, in addition to implementing good loading practices to select which animals are best suited for a given compartment. Our results may be useful to minimize the impacts of PTF and BRD, to propose best practices for livestock transport in countries with similar production systems and agroecosystems.

Development of two-wheeler towed emergency purpose trailer for rescue operation

Ambulances are designed for quick response of emergency cases and to take a level of care for patients. Ambulances types are classified into four types based on their facilities. They are type A, type B, type C, type D. Type A is first responder. Type B is patient transport vehicle. Type C is basic life support ambulance. Type D is advanced life support ambulance. This work falls under category of type B. Type B ambulance is used to carry patient. Current work plan is to implement some main medical kit which is similar to type C ambulance. The project purpose is to focus on rural people to connect nearest health centre in the town area during emergency cases. Construction of trailed ambulance design is based on to overcome the problem faced by four wheeled ambulances in rural area. Also, the concept is based on to reduce death rate in village area and comfort ride in traffic places. Manufacturing cost of the ambulance is drastically reduced and also it could carry a patient and main necessary medical kit. Full body covered with sheet metal and patient compartment trailer unit is coupled with bike chassis frame during emergency cases. Trailer clamp is designed with adjustable length and width. Bike is uncoupled with trailer compartment and free to use when there is no emergency case.

Identification of trailer heat zones and associated heat stress in weaner pigs transported by road in tropical climates.

Heat stress is major welfare concern during transport of pigs in tropical climates, which can also lead to direct production costs. This study evaluated the dynamics of heat zones through the load and their relationship with heat stress of weaner pigs during road transport in a tropical climate. Both environmental (e.g. temperature and relative humidity) and physiological (e.g. respiratory frequency and lactate) measures were recorded from four vehicle journeys (70km distance, 216 weaner pigs within each trailer load) within Ceará, northeastern Brazil. Geostatistics and fluid dynamics simulation techniques were applied to understand the dynamics of heat zones and ventilation patterns the truckload. Statistics based on canonical discriminant analysis and ANOVA were performed to verify the relationship between heat zones and heat stress in pigs. The results showed that, during transport, the generation of heat zones occurred with different magnitudes along the load (P< 0.05), which was harmonized by the ventilation dynamics. There was a heat core with high energy content, in the front region of the lower deck (LD) of the trailer. In this zone, weaners pigs had higher rectal temperature (+1.8°C temperature difference), respiratory frequency (LD=94±1.3 breaths/min; UD=86±1.3 breaths/min), and blood cortisol concentration (LD=32.9±0.8ng/mL; UD=30.18±0.6ng/mL) (all P< 0.05). Weaners pigs transported in the upper deck (UD) compartments had the highest skin temperature (LD=38.13±0.3°C; UD=38.9±0.22°C) and the highest mean values of blood lactate (LD=65.5±1.11m/M; UD=71.60±1.19m/M) and Creatine kinase (LD=3891.23±69U/L; UD=4107.43±62U/L) (P< 0.05). Weaners transported in compartments of the LD of trailer were more susceptible to heat stress, while weaners in the UD compartments were more susceptible to physical stress and muscle exhaustion. These results provide additional evidence of heat zones within trailer compartments and highlight the requirement for the planning of pig transport operations in tropical climates to mitigate risks of heat stress.

Measurement of the three-axis vibration, temperature, and relative humidity profiles of commercial transport trailers for pigs.

The objective of this study was to collect and interpret three-axis acceleration, temperature, and relative humidity data from six locations within commercial transport trailers shipping market-weight pigs. Transport was observed in Kansas (n = 15) and North Carolina (n = 20). Prior to loading, three-axis accelerometers were affixed to six locations on the trailers: top fore (TF), top center (TC), top aft (TA), bottom fore (BF), bottom center (BC), and bottom aft (BA) compartments. Data were post-processed to calculate root-mean-square (RMS) accelerations and vibration dose values (VDV) in the vertical direction and the horizontal plane. These values were compared with exposure action values (EAV) and exposure limit values (ELV), vibration levels deemed uncomfortable and potentially dangerous to humans. Additionally, RMS and VDV were compared among the trailer compartments. The vertical RMS accelerations for all compartments exceeded the EAV for loads measured in Kansas, and for the majority of the compartments measured in North Carolina. Many compartments, specifically the BA compartment from all trips, exceeded the vertical ELV. Regardless of where the data were collected, fewer compartments exceeded the EAV in the horizontal orientation. Only BA compartments exceeded the ELV in the horizontal orientation. There were Area × Level interactions for vertical and horizontal RMS and VDV (P < 0.01). The BF compartment had a greater vertical RMS value than the TF, TC, and BC (P < 0.02) compartments, but did not differ (P = 0.06) from the TA compartment. The vertical RMS of the TA compartment did not differ from the TF, TC, and BC compartments (P > 0.13). The BF compartment had a greater (P = 0.02) vertical VDV value than the TC location, but did not differ from the other locations (P > 0.16). All other locations did not differ in vertical VDV (P > 0.12). The BF compartment had greater horizontal RMS than the TC and TA compartments (P < 0.01), but did not differ from TF and BC compartments (P > 0.12). All other compartments did not differ in horizontal RMS (P > 0.34). All compartments, aside from the BA compartment, did not differ in horizontal VDV (P > 0.19). Vibration analyses indicated the BA compartment had the greatest vertical and horizontal vibrations and a large percentage of the compartments exceed the EAV and ELV, which indicated pigs may have experienced uncomfortable trips that could cause discomfort or fatigue.

From unloading to trimming: studying bruising in individual slaughter cattle.

Livestock bruising is both an animal welfare concern and a detriment to the economic value of carcasses. Understanding the causes of bruising is challenging due to the numerous factors that have been shown to be related to bruise prevalence. While most cattle bruising studies collect and analyze data on truckload lots of cattle, this study followed a large number (n = 585) of individual animals from unloading through postmortem processing at five different slaughter plants. Both visual bruise presence and location was recorded postmortem prior to carcass trimming. By linking postmortem data to animal sex, breed, trailer compartment, and traumatic events at unloading, a rich analysis of a number of factors related to bruise prevalence was developed. Results showed varying levels of agreement with other published bruising studies, underscoring the complexity of assessing the factors that affect bruising. Bruising prevalence varied across different sex class types (P < 0.001); 36.5% of steers [95% confidence interval (CI): 31.7, 41.6; n = 378], 52.8% of cows (45.6, 60.0; 193), and 64.3% of bulls (no CI calculated due to sample size; 14) were bruised. There was a difference in bruise prevalence by trailer compartment (P = 0.035) in potbelly trailers, indicating that cattle transported in the top deck were less likely to be bruised (95% CI: 26.6, 40.4; n = 63) compared to cattle that were transported in the bottom deck (95% CI: 39.6, 54.2; n = 89). Results indicated that visual assessment of bruising underestimated carcass bruise trimming. While 42.6% of the carcasses were visibly bruised, 57.9% of carcasses were trimmed due to bruising, suggesting that visual assessment is not able to capture all of the carcass loss associated with bruising. Furthermore, bruises that appeared small visually were often indicators of larger, subsurface bruising, creating an “iceberg effect” of trim loss due to bruising.

The Impact of Grouping on Skin Lesions and Meat Quality of Pig Carcasses.

In practice, unfamiliar pigs are frequently mixed prior to loading in order to obtain groups of uniform weight and to adjust the group size to the dimensions of the trailer compartments. Mixing pigs induces aggressive interactions to establish a new social rank. Fighting results in skin lesions and pre-slaughter stress and, in turn, reduced meat quality. A study was performed to compare the effect of non-regrouping and regrouping at fattening (at 80 kg and kept till slaughter), loading and lairage. A total of 1332 pigs were included over 30 transports from one pig farm to one slaughterhouse (110 km). Skin lesions were determined on 1314 carcasses. Meat quality was measured on 620 pigs. The non-regrouped pigs had fewer skin lesions and better meat quality than the pigs regrouped at loading or in lairage. Pigs mixed at 80 kg at the farm had, in general, a comparable amount of skin lesions and comparable meat quality as the non-mixed group. If mixing is unavoidable, due to large within-group weight variations, mixing at 80 kg can be an alternative to reduce skin lesions at slaughter and to optimise meat quality.

Addendum: Sommavilla, R. et al. Season, Transport Duration and Trailer Compartment Effects on Blood Stress Indicators in Pigs: Relationship to Environmental, Behavioral and Other Physiological Factors, and Pork Quality Traits. Animals 2017, 7, 8

The authors would like to add that “Sébastien Goumon was supported by Grant No MZERO0716 from the Czech Ministry of Agriculture” in the Acknowledgement Section of their paper published in Animals [...]

Season, Transport Duration and Trailer Compartment Effects on Blood Stress Indicators in Pigs: Relationship to Environmental, Behavioral and Other Physiological Factors, and Pork Quality Traits.

Simple SummaryFactors, such as ambient conditions, travel duration and vehicle design/compartment location have an impact on the welfare of pigs during transport, carcass bruises and meat quality. Based on this, we aimed to assess the effects of these factors on blood creatine kinase, lactate and cortisol concentrations in 384 pigs and assess their relationships with trailer temperature, and pigs’ heart rate and gastrointestinal tract temperature, behavior, carcass damage scores and meat quality. Although increased blood cortisol and creatine-kinase levels appear to indicate a physical stress condition in transported pigs, the weak to moderate correlations with environmental and other animal welfare indicators suggest that blood stress parameters can only be used as a complementary measurement in the assessment of the pigs’ response to transport stress.The objective of this study was to assess the effects of the season, travel duration and trailer compartment location on blood creatine-kinase (CK), lactate and cortisol concentrations in 384 pigs and assess their relationships with trailer temperature, heart rate and gastrointestinal tract temperature (GTT), behavior, carcass damage scores and meat quality. Blood CK was greater in pigs transported in summer (p = 0.02), after 18 h transportation (p < 0.001) and in pigs located in C4, C5 and C10 (p = 0.002). In winter, the concentration of blood lactate was higher (p = 0.04) in pigs transported for 6 h in C5. Pigs located in C10 showed higher (p = 0.01) concentration of cortisol than those transported for 18h in C4 in summer. The highest correlations were between blood cortisol and GTT (r = 0.53; p < 0.001), and between blood CK and GTT (r = 0.41; p < 0.001), truck temperature (r = 0.42; p < 0.001), and pHu in the longissimus muscle (r = 0.41; p < 0.001). In conclusion, although increased blood cortisol and CK levels appear to indicate a physical stress condition in transported pigs, the weak to moderate correlations with environmental and other animal welfare indicators suggest that blood stress parameters can only be used as a complementary measurement in the assessment of the pigs’ response to transport stress.

Evaluation of Conditions during Weaned Pig Transport

Abstract.Transport of weaned pigs poses special challenges because of their size and thermal needs as well as the extended distances and transport times. The resultant economic impact can be substantial. Compared to transport of market pigs, weaned pigs generally encounter much farther travel distances with different adapting abilities to the environmental conditions. The objectives of this study were: 1) to characterize the environmental conditions within a typical transport trailer for weaned piglets to determine if current management practices and trailer design provides an acceptable environment as evidenced by mortality rates and environmental parameters, and 2) to analyze airflow patterns of the tranport trailer using a scale model in a wind tunnel. Data from 78 usable transport trips were collected for air temperature in each trailer compartment, ambient temperature,distance traveled, time traveled, stocking density, and mortality by compartment. The 78 trips had an average distance of 778 km (range of 264 to 1016 km), travel time of 8.51 h (range of 3.4 to 12.3 h), and mortality rate of 0.031% (range of 0 to 1.11%). There was no significant difference in mortality by compartment (p&amp;gt;0.05). The results indicate that if pigs are transported at a higher stocking density, the compartment temperatures would be similar during cold weather (e.g., 2°C). Under mild weather condition (e.g., 16°C), significant differences could exist in compartment temperature between part of the upper deck (Upper 1) and the lower deck (Lower 4) (p&amp;lt;0.05). In comparison, no significant differences were found at warm conditions (e.g., 29°C) (p&amp;gt;0.05). In addition to the weather influence, in-trailer environment is affected by the side openings which may be adjusted by the driver. Keywords: Click here to enter keywords and key phrases, separated by commas, with a period at the end

Symposium Paper: Transportation issues affecting cattle well-being and considerations for the future

ABSTRACT The goal of this beef checkoff sponsored symposium was to provide clarity regarding cattle well-being, research, the current state of the industry, and the future of cattle transportation in North America. In today’s marketing programs, feeder calves might be transported as many as 6 times. Loading conditions, time in transit, weather conditions, commingling, segregation of different sexes and weight classes into separate trailer compartments, driver experience, animal nutrition, health status, and physical condition are all factors to be considered when transporting cattle. Transportation related live weight loss (shrink) is not only attributed to loss of gut fill but also tissue loss, which can exceed 60% of total BW loss. High ambient temperature and rough handling of cattle significantly increase the amount of shrink incurred by cattle. If following best management practices could result in a 1% decrease in shrink among the feeder cattle shipped at least once in the United States, the economic benefit would exceed $325 million dollars. The beef industry needs to create a cattle transporter quality assurance program that incorporates sound research data, development of robust guidelines for animal handling, education of cattle transportation employees, and implementation of an online database specifically for individuals who transport cattle.

Temperature, relative humidity, and dew point of 6 commercial trailer compartments during summer transportations of beef calves in the mid-South

ABSTRACT Improving animal welfare during transit may reduce morbidity and improve subsequent animal health. The objective of this study was to determine whether temperature, relative humidity, dew point, and temperature–relative humidity index differed among 4 compartments of a commercial trailer while transporting beef calves during the summer within the mid-South region. A temperature–relative humidity data logger was fastened to the ceiling of each trailer compartment during June and July for 12 loads of cattle (BW = 344.5 ± 96.60 kg, mean ± SD) transported 542.9 ± 408.38 km. Compartment temperatures averaged 31.6 ± 0.79°C and did not differ (P > 0.10). Relative humidity in the belly (64.1 ± 2.74%), tail (62.5 ± 2.74%), and bottom nose (62.1 ± 2.74%) were not different (P > 0.10), and all were greater than the top deck (58.5 ± 2.74%; P 0.10); however, they differed from the dew point in the tail compartment (23.4 ± 0.59°C; P 0.10) and averaged 82.1 ± 0.89. The percentage of time temperature–relative humidity index was in the danger and emergency categories was 93.9, 86.6, 84.2 and 68.3 ± 0.04% for the bottom nose, top deck, belly, and tail compartments, respectively (P

Effects of Feed Truck RPM on Pellet Quality, Unloading Speed, and Feed Line Location on Pellet Quality and Nutrient Segregation

Two separate studies were conducted at one commercial feed mill and six commercial wean-to-finish pig sites in northwest Iowa to determine the effects of feed truck unloading auger RPM on pellet quality and unloading time (Exp. 1) and the effects of feed line location on pellet quality and nutrient concentration of intact pellets and their fines (Exp. 2). For Exp. 1, feed samples were taken from each compartment of an 8-compartment, 24-ton Walinga (Walinga Inc., Guelph, Ontario) feed truck. Feed was unloaded using 3 unloading speeds as determined by the truck RPM of 900, 1,150, and 1,400. Each compartment was timed during unloading, and percentage fines and PDI were determined from each sample taken. The same truck was used 6 times, allowing for 16 replications per unloading speed and 6 replications per compartment. The compartment located closest to the truck cab was denoted as compartment 1, and the compartment located closest to the rear of the truck was denoted as compartment 8. An unloading speed × trailer compartment interaction (P = 0.031) was observed. The difference in unloading time for each compartment became progressively less, the closer the compartment was to the back of the truck. The percentage of fines formed was not significantly different among unloading speeds. The percentage of fines formed during unloading tended to increase (quadratic; P = 0.081) from the first to the eighth compartment, with the maximum percentage of fines formed occurring in the fifth compartment. In Exp. 2, pelleted feed was sampled as feed was unloaded into a commercial feed bin at 6 wean-to-finish barn sites. Each barn was equipped with 2 separate feed lines that transported feed from the bin into the barn. Feed samples were taken inside the barn at the feeder closest to the bin (20 ft), halfway from the bin (115 ft), and the farthest from the bin (250 ft) for each feed line. Samples were analyzed for percentage fines and PDI. During analysis, fines and complete pellets were separated, and a nutrient profile was determined for each. No interactions were observed between feed line location and nutrient profile of the fines and pellets. There was no effect of feed line location on pellet PDI, percentage fines, percentage fines formed, or pellet and fines nutrient profile. Fines had decreased (P < 0.05) CP and P but increased (P < 0.05) ADF, crude fiber, Ca, ether extract, and starch were observed when compared to the composition of pellets. In conclusion, feed flow from the compartments closer to the cab resulted in fewer fines formed from loading to unloading. Decreasing unloading speed significantly increased the amount of time taken to unload a feed truck. No differences were observed in the amount of fines formed for any of the unloading speeds. There appear to be no differences in pellet quality among feed line locations within a commercial wean to finish barn; however, there are significant differences in nutrient profile between fines and pellets.

Temperature and Relative Humidity Inside Trailers During Finishing Pig Loading and Transport in Cold and Mild Weather.

Simple SummaryThe multi-site nature of the modern pork industry makes transport an essential part of swine production. It is well documented that transport induces stress in pigs. Bedding levels can have a significant effect on temperature and relative humidity inside the trailer. This study aims to determine the effects of bedding level on trailer temperature and humidity between average air temperatures of 4 °C and 18 °C. Relative humidity was greatest when higher levels of bedding were used during loading and transport in cold but not mild weather.The effect of bedding levels and trailer compartment on internal trailer temperature and relative humidity (RH) during loading and transport of finishing pigs was evaluated in cold and mild weather. Three levels of bedding were used in each experiment: 0.6 m3, 1.2 m3, and 2.4 m3. In mild weather, internal temperatures were lower when 1.2 m3 or 2.4 m3 of bedding were used during loading and transport compared to 0.6 m3 (P < 0.05). Internal trailer temperature increased in a quadratic fashion in the top front compartment when 1.2 m3 was used (P < 0.05), and in a linear fashion in the top rear compartment when 2.4 m3 were used in cold weather (P < 0.05). In mild weather, temperature increased linearly in the top front compartment with heavy bedding levels. Relative humidity increased in a linear fashion in the top front compartment with 0.6 m3, bottom front with 1.2 m3, and top front with 1.2 m3 in cold weather (P < 0.05). In general, temperature and RH increased as bedding levels increased in both cold and mild temperatures. Excess bedding can absorb more moisture, resulting in transport loss and decreased animal welfare

Water sprinkling market pigs in a stationary trailer. 2. Effects on selected exsanguination blood parameters and carcass and meat quality variation

In each of 12 weeks between May and September, 2011, two identical pot-belly trailers were loaded with 208 pigs each and transported to the slaughter plant (2h trip). One of the two trailers was equipped with a water sprinkling system (WS) installed inside the truck compartments whereas the other one transported pigs under standard commercial conditions (control, CONT). The water sprinkling system was activated for 5min in the stationary truck, both at the farm (at the end of loading) and at the plant (immediately before unloading). Blood lactate levels at exsanguination, carcass and meat quality traits were assessed on a sub-sample of randomly selected pigs (n=384/576). Exsanguination lactate levels were lower (P=0.02) in WS pigs compared to CONT, regardless of ambient temperature. Concurrently, the pH value of the Longissimus dorsi (LD) muscle at 1h post-mortem (pH1) was greater (P=0.009) in WS pigs compared to CONT, regardless of ambient temperature. The effect of water sprinkling interacted with location inside the truck and ambient temperature. Water sprinkling reduced exsanguination lactate levels in pigs transported in compartments 5 and 8 (which are located at the front and at the rear of the middle deck, respectively) such that lower lactate was observed in compartment 5 at 15°C (P=0.03) and 18°C (P=0.009), and in compartment 8 at 22°C (P=0.03) and 25°C (P=0.04). In compartment 5, the pH1 value in the LD muscle of WS pigs was higher than in the CONT group at 18°C (P=0.002), 22°C (P<0.001) and 25°C (P=0.005); pH1 in the SM muscle of WS pigs was lower at 18°C (P=0.01) and 22°C (P=0.02); and drip loss in the WS group was lower than in the CONT group at 22°C (P=0.01), and at 25°C (P=0.02). No significant effect was detected in compartment 4 (which is located at the rear of the top floor), or in compartment 9 (which is located at the front to the bottom deck). The results of this study showed that the sprinkling protocol applied was effective, particularly in some trailer compartments, in reducing stress response and improving pork quality of pigs transported in pot-bellied trailers.

Effect of previous ramp exposure and regular handling on heart rate, ease of handling and behaviour of near market-weight pigs during a simulated loading

Goumon, S., Bergeron, R., Faucitano, L., Crowe, T., Connor, M. L. and Gonyou, H. W. 2013. Effect of previous ramp exposure and regular handling on heart rate, ease of handling and behaviour of near market-weight pigs during a simulated loading. Can. J. Anim. Sci. 93: 461–470. The objective of this study was to assess whether stress response during simulated loading could be reduced by providing pigs with experience prior to the event. Two weeks before simulated loading, 160 Large White × Landrace near market-weight pigs were allocated to one of four treatments: physical training (EXERCISE), psychological training (RAMP), EXERCISE and RAMP trainings (BOTH) or no training (CON). Once training was completed, pigs were loaded into a simulated trailer compartment, and the metrics of behaviour, pig and handler's heart rates, loading time and handling difficulty were measured. During loading, heart rate was lower (P&lt;0.05) for EXERCISE and BOTH pigs compared with RAMP and CON pigs. The numbers of touch/slap and push were lower (P&lt;0.05 and P&lt;0.05, respectively) for EXERCISE pigs compared with CON, RAMP and BOTH pigs, which did not differ (P&gt;0.05). The number of balks was the lowest (P&lt;0.05) for EXERCISE pigs, whereas there were no differences (P&gt;0.05) between BOTH and CON or RAMP pigs. This study demonstrates that daily exercise, by itself, improves the ease of handling and reduces cardiovascular response, while it appears that previous exposure to a ramp had no beneficial effects.

Effects of transport duration on maintenance behavior, heart rate and gastrointestinal tract temperature of market-weight pigs in 2 seasons1

Welfare and meat quality of market-weight pigs may be negatively affected by transport duration and environmental temperatures, which vary considerably between seasons. This study evaluated the effects of 3 transport durations (6, 12, and 18 h) on the physiology and behavior of pigs in summer and winter in western Canada. Market-weight pigs were transported using a pot-belly trailer at an average loading density of 0.375 m(2)/100 kg. Four replicates of each transport duration were conducted during each season. Heart rate and gastrointestinal tract temperature (GTT) were monitored from loading to unloading in 16 pigs from 4 selected trailer compartments (n = 96 groups, total of 384 animals, BW = 120.8 ± 0.4 kg), namely top front (C1), top back (C4), middle front (C5), and bottom rear (C10). Behavior was recorded for pigs (948 and 924 animals, in summer and winter, respectively) in C1, C4, and C5 during transportation (standing, sitting, lying), and during 90 min in lairage (sitting, lying, drinking, latency to rest) for pigs in all 4 compartments. Transport was split into 7 periods: loading, pre-travel (PT), initial travel (IT), pre-arrival 1 (PA1) and 2 (PA2), unloading, and lairage. During IT and PA2, pigs spent less time lying in winter than summer (P < 0.05 and P < 0.05, respectively). During PA1, PA2, and unloading, a greater (P < 0.001) heart rate was found in pigs transported in winter compared with summer. During PA2, pigs subjected to the 18-h transport treatment in winter had a greater (P < 0.05) GTT than the other groups. In lairage, pigs transported for 18 h in winter drank more (P < 0.001) and took longer to rest (P < 0.01) than pigs from other groups. During PA1, pigs transported for 18 h had the greatest GTT (P < 0.001). At unloading, pigs transported for 6 h had the lowest GTT (P < 0.001). In lairage, pigs transported for 18 h spent less time lying than those transported for 6 or 12 h (P < 0.001). These results suggest that in winter, pigs increased their metabolism and were reluctant to rest on cold floors. Pigs transported for 18 h in winter showed greater evidence of thirst. It may be concluded that under western Canadian climatic conditions, long transports (18 h) in cold weather appear to be more detrimental to pig welfare.

Space allowance during commercial long distance transport of cattle in North America1

The objective of the present work was to study space allowance in cattle during commercial long haul transport (≥400 km; n = 6,152 journeys). Surveys, delivered to livestock transport carriers, gathered information on the number, BW, and distribution of cattle by trailer compartment as well as the characteristics of the transport vehicles used. Space allowance (SA; m(2)/animal), allometric coefficient (k = SA / BW(0.6667)), and the percentage of deviation from recommended SA (DRSA; %) in the Canadian Codes of Practice were calculated for each compartment of the trailers. All quad-axle (77%) and tri-axle (23%) cattle trailers were reported with 5 compartments (nose, deck, belly, back, and doghouse). Sixty percent of all animals were carried in the middle compartments (deck and belly), 30% in the rear (back and doghouse), and 10% in the front or nose. Approximately 30% of the journeys required that the cattle be redistributed at the Canada-USA border to comply with different axle weight regulations, and most journeys moved them between the deck and the doghouse. Total loaded weight increased and the number of animals decreased with increasing BW of the animals. space allowance, k-value, and DRSA were least for calves and feeders compared with fat and cull cattle (p < 0.01). Both total loaded weight and number of animals increased with the number of axles in the trailer, being greatest in quad-axle trailers pulled by push tractors, which were most frequently used. Space allowance (k-value) was least in vehicles with greater number of axles and transporting the lightest cattle (i.e., quad-axles trailers transporting calves and feeders). Space allowance, k-value, and variability among journeys were least in the middle compartments (belly and deck), followed by the back, then doghouse and nose compartments of the trailers showing the largest values (p < 0.05). Many factors contributed to the variability in SA such as body size (smaller animals are placed more densely), compartment of the trailer (greater density in belly and deck), and number of axles on the vehicle (greater density with more axles). The present study provides a framework to assess and understand factors affecting SA during commercial long distance transport of cattle. This information is vital in assessing the consequences of changing industry standards, guidelines, recommended values, laws and regulations on animal welfare, the industry, and economics.

Transit factors affecting shrink, shipping fever and subsequent performance of feeder calves.

Five shipments of feeder calves (965 head hauled in 11 drop-center trailers) were shipped 1,600 km by tractor trailer from Algood, Tennessee, to Bushland, Texas, during the fall seasons of 1976, 1977 and 1978. Shrink, incidence of shipping fever and subsequent feedlot performance of these feeder calves were analyzed. There were significant differences in shrink and subsequent feedlot performance between calves shipped on different dates. In only one instance was there a significant difference in shrink between trucks of steers shipped on the same date, and this was due to a difference of in-transit time between trucks. There were no significant differences in shrink, incidence of shipping fever of feedlot performance between calves shipped in different trailer compartments, nor were there any interactions between shipping dates and trailer compartments for shrink, incidence of shipping fever and feedlot performance. The number of calves treated for shipping fever did not differ significantly among trailer compartments, but did differ among shipment dates. Significant differences in morbidity between shipping dates indicate that the incidence of shipping fever is apparently affected by environmental conditions before, during and immediately after transit. The results indicate that multiple truckloads of calves, if traveling together, can be treated as a single unit for the statistical analysis of shrink, incidence of shipping fever and feedlot performance.