Transport Of Cattle Research Articles

Trailer temperature and humidity during winter transport of cattle in Canada and evaluation of indicators used to assess the welfare of cull beef cows before and after transport.

The current study evaluated 17 loads of cull beef cows transported in Canadian winter conditions to assess in-transit temperature and humidity, evaluation of events during loading and unloading, and animal condition and bruising. Regardless of the use of boards to block ventilation holes in trailers, temperatures were higher within trailers than at ambient locations during both travel and stationary periods (P < 0.01). Boarding was associated with smaller differences in trailer temperature, compared with ambient conditions, while the trailer was traveling at highway speeds versus when trailers were stationary (P < 0.01). Moisture levels within trailers were not different from ambient conditions when loads using boarding were traveling (P < 0.01), whereas loads without boarding had a larger difference (P < 0.01). The moisture within trailers relative to ambient conditions increased when trailers were stationary compared with traveling when boarding was used (P < 0.01). The majority of cattle transported were in good body condition (97.4% within BCS of 2 to 3.5) and had calm temperaments (96.7%). Although all comparisons were made, only the doghouse compartment had an increased risk of severe bruising compared with all other compartments (odds ratio [95% confidence interval]: 3.0 [1.6–5.5], 3.7 [2.1–6.4], 2.2 [1.3–3.7] and 3.8 [1.5–9.6] in comparison with the back, belly, deck, and nose compartments, respectively; P < 0.05). Increasing the duration of waiting to unload 30 min relative to a 1 h duration increased the odds of severe bruising by 1.18 times (95% confidence interval: 1.09–1.29; P < 0.01). Scoring systems that have been developed for auditing unloading of cattle had limited variation across loads at both loading and unloading. Pretransport assessment of animal condition using the American Meat Institute’s compromised animal score was the only scoring system that was consistent with posttransport scores. We inferred from the temperature and humidity data in the current study that under commercial conditions, boarding may increase ventilation within trailers during travel and decrease ventilation during stationary periods. The current study provides the first indication that issues in Canadian cull cow transport may be related to pretransport animal condition and management of unloading.

Non-inferiority of nitric oxide releasing intranasal spray compared to sub-therapeutic antibiotics to reduce incidence of undifferentiated fever and bovine respiratory disease complex in low to moderate risk beef cattle arriving at a commercial feedlot

Undifferentiated fever, or bovine respiratory disease complex (BRDc), is a challenging multi-factorial health issue caused by viral/bacterial pathogens and stressors linked to the transport and mixing of cattle, negatively impacting the cattle feedlot industry. Common practice during processing at feedlots is administration of antibiotic metaphylaxis to reduce the incidence of BRDc. Nitric oxide (NO) is a naturally occurring nano-molecule with a wide range of physiological attributes. This study evaluated the metaphylactic use of intranasal NO releasing spray (NORS) to control BRDc incidence in calves at low-moderate risk of developing BRDc, arriving at a commercial feedlot as compared to conventional antibiotic metaphylaxis. One thousand and eighty crossbred, multiple-sourced, commingled, commercial, weaned beef calves were screened, enrolled, randomized and treated upon arrival. Animals appearing sick were pulled (from their pen) by blinded pen keepers then assessed for BRDc symptoms; blood samples were taken for haptoglobin quantification and the animals were rescued with an antibiotic. After 35 days both groups showed no significant difference in BRDc incidence (5.2% of animals from NORS group and 3.2% from antibiotic group). Average daily weight gain of animals at day 150 for the NORS cohort was 1.17kg compared to 1.18kg for the antibiotic group (p>0.05). There was no significant difference in mortality in the first 35 days (p=0.7552), however, general mortality over 150 days trended higher in the antibiotic cohort. NORS treatment was shown to be safe, causing neither distress nor adverse effects on the animals. This large randomized controlled study in low-moderate BRDc incidence risk calves demonstrates that NORS treatment, as compared to conventional metaphylactic antibiotics, is non-inferior based on BRDc incidence and other metrics like weight and mortality. These data justify further studies in higher BRDc incidence risk populations to evaluate NORS as an alternative strategy to reduce sub-therapeutic metaphylaxis antibiotic use in beef cattle production.

Prophylactic nitric oxide treatment reduces incidence of bovine respiratory disease complex in beef cattle arriving at a feedlot

Bovine respiratory disease complex (BRDc), is a challenging multi-factorial health issue caused by viral/bacterial pathogens and stressors linked with the transport and mixing of cattle, negatively impacting the cattle feedlot industry. Nitric oxide (NO) is a naturally occurring molecule with antimicrobial attributes. This study tests whether NO can prevent the symptoms associated with BRDc. Eighty-five, crossbred, multiple-sourced, commingled commercial weaned beef calves were monitored and scored for temperature, white blood count, clinical score, hematology, cortisol levels and neutrophil/lymphocyte ratio. NO treatment or placebo were given once on arrival to the stockyard. After one week 87.5% of sick animals were from the control while 12.5% from treatment groups and after two weeks 72% and 28% respectively. Treatment was shown to be safe, causing neither distress nor adverse effects on the animals. These data show that NO treatment on arrival to the feedlot significantly decreased the incidence of BRDc in this study.

Effects of a long distance transport and subsequent recovery in recently weaned crossbred beef calves in Southern Chile

In Chile, prolonged transport of cattle is an important issue due to geographical conditions. This study describes the variation of body weight and some blood constituents related to stress response during one long distance transport (63h) of recently weaned calves for fattening in the Chilean Patagonia. Results concerning blood variables related to stress showed that the whole process of rounding up, weaning and transport was stressful for the calves and that animal welfare was impaired. Cortisol values were significantly lower after unloading (1.0±0.4μg/dl), as compared to before loading (1.5±0.4μg/dl). The significant body weight loss from before loading (240±26.9kg) to after unloading (210±24.2kg), and the long recovery time, adds economic losses to the producers at destiny. As transport period cannot be shortened due to the typical Chilean geography in the Patagonian region and the scarcity of proper routes, it is recommended that conditions of transported calves should be improved by using specialized livestock vehicles that can provide more comfort, as well as access to water and food during the journey.

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.

Benchmarking study of industry practices during commercial long haul transport of cattle in Alberta, Canada1

The objective of the present study was to document current commercial practices during long haul transport (≥400 km) of cattle in Alberta through surveys delivered to truck drivers (6,152 journeys that transported 290,362 animals). The live beef export industry to the United States (89% of all journeys) had a large influence on long haul transport. This was particularly true for fat cattle going to slaughter (82%) and backgrounded feeders going to feed yards (15%). Most drivers had either limited (31% with < 2 yr) or extensive (35% > 10 yr) experience hauling cattle. The type of tractors and trailers used most frequently were those with more number of axles (quad-axle trailers pulled with push tractors) because they can accommodate extra weight. Mean (± SD) distance travelled was 1,081 ± 343 km (maximum of 2,560 km) whereas time animals spent on truck averaged 15.9 ± 6.3 h with a maximum of 45 h. However, only 5% of all journeys were greater than 30 h. The most frequent cause of delay was at the Canada-United States border crossing due to paperwork and veterinary inspections. Border delays occurred on 77% of all journeys which had a mean of 1.3 ± 1.9 h and up to 15-h long. Driver rest stops and waiting to unload cattle at destination were the second most frequent and longest cause of delay. Ambient temperature across all journeys ranged from -42 to 45°C with a mean value of 18 ± 11.8°C while temperature variation within a journey was from 0 to 46°C with mean value of 15 ± 6.6°C. The proportion of dead, non-ambulatory, and lame cattle for all journeys was 0.011, 0.022, and 0.011%, respectively. The cattle transport industry showed compliance with federal regulations and to a lesser extent with recommendations. Findings showed extreme values and very large variability in transport conditions however further research is needed to assess their impact on animal welfare outcomes. Delays within the journey as a result of border crossing, weather conditions, time on truck, shrink and space allowance may play an important role in improving cattle welfare during long haul transport.

Factors affecting body weight loss during commercial long haul transport of cattle in North America1

The objective of the present study was to identify and quantify several factors affecting shrink in cattle during commercial long-haul transport (≥400 km; n = 6,152 journeys). Surveys were designed and delivered to transport carriers to collect relevant information regarding the characteristics of animals, time of loading, origin and destination, and loaded weight before and after transport. In contrast to fat cattle, feeder cattle exhibited greater shrink (4.9 vs. 7.9 ± 0.2% of BW, respectively; P < 0.01), and experienced longer total transport durations (12.4 vs. 14.9 ± 0.99, respectively; P < 0.01) due to border crossing protocols which require mandatory animal inspection. Shrink was greater (P < 0.001) for feeder cattle loaded at ranches/farms and feed yards compared with those loaded at auction markets. Cattle loaded during the afternoon and evening shrank more than those loaded during the night and morning (P < 0.05). Shrinkage was less in cattle transported by truck drivers having 6 or more years of experience hauling livestock compared with those with 5 yr or less (P < 0.05). Shrink increased with both midpoint ambient temperature (% of BW/°C; P < 0.001) and time on truck (% of BW/h; P < 0.001). Temperature and time on truck had a multiplicative effect on each other because shrink increased most rapidly in cattle transported for both longer durations and at higher ambient temperatures (P < 0.001). The rate of shrink over time (% of BW/h) was greatest in cull cattle, intermediate in calves and feeder cattle, and slowest in fat cattle (P < 0.05) but such differences disappeared when the effects of place of origin, loading time, and experience of truck drivers were included in the model. Cull cattle, calves and feeder cattle appear to be more affected by transport compared with fat cattle going to slaughter because of greater shrink. Several factors should be considered when developing guidelines to reduce cattle transport stress and shrink including type of cattle, ambient temperature, transport duration, driving quality, and time and origin of loading.

Relationships between transport conditions and welfare outcomes during commercial long haul transport of cattle in North America1

The objective of the present study was to document the relationships between selected welfare outcomes and transport conditions during commercial long haul transport of cattle (≥400 km; 6,152 journeys; 290,866 animals). Surveys were delivered to transport carriers to collect information related to welfare outcomes including the number of dead, non-ambulatory (downer) and lame animals during each journey. Transport conditions surveyed included the length of time animals spent on truck, ambient temperature, animal density, shrinkage, loading time, cattle origin, season, experience of truck drivers, and vehicle characteristics. Overall 0.012% of assessed animals became lame, 0.022% non-ambulatory and 0.011% died onboard. Calves and cull cattle were more likely to die and become non-ambulatory during the journey, feeders intermediate, and fat cattle appeared to be the most able to cope with the stress of transport (P ≤ 0.01). The likelihood of cattle becoming non-ambulatory, lame, or dead increased sharply after animals spent over 30 h on truck (P < 0.001). The likelihood of animal death increased sharply when the midpoint ambient temperature fell below -15°C (P = 0.01) while the likelihood of becoming non-ambulatory increased when temperatures rose above 30°C (P = 0.03). Animals that lost 10% of their BW during transport had a greater (P < 0.001) likelihood of dying and becoming non-ambulatory or lame. Animals were more likely to die at smaller space allowances (P < 0.05), particularly at allometric coefficients below 0.015 (P = 0.10), which occurred more frequently in the belly and deck compartments of the trailers, and also at high space allowances in the deck (allometric coefficients > 0.035). The proportion of total compromised animals decreased with more years of truck driving experience (P < 0.001). Mortality was greater in cattle loaded at auction markets compared with feed yards and ranches (P < 0.01). Cull cattle, calves and feeders appear to be more affected by transport based on the likelihood of becoming non-ambulatory and dying within a journey. Most important welfare concerns during long distance transport include the total journey duration, too low or high space allowances, too high or too low ambient temperature, and the experience of the truck drivers.

Teaching &amp; Learning Guide for: The Animal Rights Movement in Theory and Practice: A Review of the Sociological Literature

Teaching &amp; Learning Guide for: The Animal Rights Movement in Theory and Practice: A Review of the Sociological Literature

Effect of short road journeys on behaviour and some blood variables related to welfare in young bulls

Many studies have focused on the transport of cattle to fattening farms or to slaughterhouses but there is little information concerning the transport of young bulls delivered to the genetic test stations for selection. Due to the high expected value of young AI candidate bulls, their transport conditions could be very different from those intended for other cattle categories. The objective of the present study was to examine the effect of transport on behavioural response and on some blood variables of 26 young Holstein bulls (mean weight kg 278±64) before, during and after short journeys (duration <8h) to a genetic test centre. Behavioural patterns such as agonistic and affiliative interactions, environmental and conspecific explorative behaviour were recorded by means of an instantaneous sampling method at the farms of origin, into the truck and at the genetic test station. Moreover, standing orientation and postures during transport were recorded. Blood samples were collected by jugular venipuncture before transport (−4 days, T−4), immediately after transport (day 0, T0) and at 4 days (T+4) relative to time day 0. The space allowance during transport, ranging from 1.50m2 to 3.75m2 per head, enabled the animals to move quite freely and adopt comfortable positions. Young bulls did not show any preferences in their standing orientation during journeys and they were observed in a lying position for short time periods; they were also observed to ruminate, especially during the stationary periods of the journey. Mixing of animals during journeys did not affect their behaviour. The agonistic behaviour rate was higher during transport (P=0.049) and in the first two hours after unloading (P=0.003) than on the rearing farms. Four days after transport, agonistic behaviour decreased compared to the level observed during the first two hours after unloading (P=0.003), whereas affiliative behaviours increased (P=0.023); however, since the hourly rate of agonistic interactions remained higher than the rate observed on the farms of origin (P=0.001), we postulate that hierarchical relationships were not well established yet. After unloading, all animals spent more time interacting with others than exploring their new pen. Plasma glucose and non-esterified fatty acid (NEFA) concentrations both increased significantly after transport. There were no changes in the activity of plasma creatine kinase (CK) after transport, suggesting that the journeys did not cause physical exertion. The results indicate that the transport conditions adopted for the AI candidate bulls only slightly affected the behavioural response and blood variables examined here and could be considered satisfactory for their welfare.

Transport of cattle in Spain: Technical, administrative and welfare aspects according to the destination

To obtain a thorough description of how are cattle transported in Spain with respect to the journey destination a survey was performed in 2004 and 2005. Information was obtained by means of a 119-parameters questionnaire, and 44 transport operators representative of the sector (27 slaughterhouses, 10 traders, and 7 cattle markets) were interviewed. Over 80% of journeys transported growing-finishing/finished animals, and about 3% of journeys transported both growing-finishing/finished and reproductive animals. With respect to farm transports, slaughter transports loaded in fewer farms (1.2 vs. 1.4 farms; p<0.05) and in most cases animals were not fasted (92.9 vs. 24.3%; p<0.001). Slaughter transports were short, 125 km and 2.5 h on average, with farm transport duration being double (p<0.001), although 21% of slaughter transports lasted more than 8 hours, and 1.7% lasted more than 29 hours. Farm journeys transported more animals and stocking densities were higher (p<0.001), although most of drivers affirmed that it was possible to transport more animals in a suitably manner. Only 2.3% of slaughter transports were carried out using 2 drivers, and 80% of slaughter transports made no stops, substantially differing with what was observed in farm transports (p<0.001). The driver participated in the loading and unloading of animals, normally assisted by another person except for the unloading at slaughterhouses (40%). Average loading and unloading times in farm transports were about 60 and 30 minutes respectively, double than slaughter transports (p<0.001), although average loading and unloading time/animal were slightly higher in slaughter transports (3.1 and 1.4 minutes/animal respectively). Transport showed a limited effect on physical integrity of cattle, although a trend towards higher number of deaths and lesions was observed in slaughter transports. Transports were mainly carried out by specialized hauliers under request (60%), with vehicle being owned by the trader in 30.5% of farm transports, and by the farmer in 27% of slaughter transports (p<0.001). Drivers had an average experience of 17 years. Independently form destination; transport companies did not make research activities, with few of them performing training courses (8%). The compliance with a quality scheme was mainly declared by hauliers bound to a slaughterhouse, while load insurance was mainly contracted by traders. A high percentage of drivers declared to know animal welfare legislation, which this is not totally obeyed, and that laws should be closer to real circumstances. Almost half of slaughter transport drivers showed no interest in proposing improvements in current legislation, with proposals mainly being the need to being more informed and a better knowledge on the basis of the transport stops aspect.

Propagation de parasites transportés avec leurs hôtes : cas exemplaires de deux espèces de tiques du bétail

Like all parasites, ticks can be spread easily along with their hosts. Ticks are obligate parasites of vertebrates, to which they attach themselves for varying periods of time, and are well-adapted to this mode of transport. Once the transport stage is complete and they have detached at destination, they are also able to wait several months for the arrival of a new host on which they will continue their life cycle. This leads to the establishment of a secondary tick population. Two tropical cattle tick species, Rhipicephalus microplus and Amblyomma variegatum, have perfected this strategy of colonisation and occupation of favourable zones. Rhipicephalus microplus, which originated from South and Southeast Asia, is highly specific for ungulates, and thanks to cattle movements it has spread throughout the tropical belt, apart from the remotest areas. Amblyomma variegatum, which originated in Africa, was transported to Madagascar and the Mascarene Islands, as well as to the West Indies, during the time of the Atlantic triangular trade. These two ticks are vectors of particularly serious cattle diseases: babesiosis and anaplasmosis in the case of R. microplus, and heartwater (cowdriosis) in the case of A. variegatum. Anticipated climate changes are likely to modify the potential geographical range of these two parasite species and numerous others. Even now there are still many areas of the Americas, Asia and Oceania into which A. variegatum has not yet spread, but which it would find favourable. It could be spread not only by the transport of cattle, but also by the migration of some of its other hosts, such as birds. Surveillance--and know-how--is needed to identify these parasites when they first appear and to rapidly contain new outbreaks. Efforts should be made to raise the awareness of livestock professionals about the risks of transporting cattle. Regulations should be implemented and precautions taken to avoid such artificial expansion of the range of ticks and the diseases they transmit.

Approaches to biosecurity in bovine embryo transfer programs

Although transfer of bovine embryos is much less likely to result in transmission of pathogens than transport of postnatal cattle, the epidemiologic risk associated with bovine embryo transfer merits examination. Much research has validated the efficacy of internationally approved processing protocols to render bovine in vivo-derived embryos free of specified pathogens. The purpose of this review is to summarize current sanitary recommendations for bovine embryo transfer, while emphasizing recent research to develop and validate novel approaches to biosecurity. Continued research will enable the development and validation of novel embryo treatments and culture reagents to minimize requirements for testing of embryo or oocyte donors, and testing of embryo recipients.

Influence of Travel Distance and the Season upon Transport-induced Mortality in Fattened Cattle

Animal welfare during the transport of fattened cattle has a significant effect on the likelihood of mortality or poor meat quality. The number of animals that died during transport to a slaughterhouse or briefly after being delivered to a slaughterhouse may serve as an indicator of animal welfare during transport. The aim of this study was to determine the mortality in fattened cattle resulting from transport to a slaughterhouse, and to examine the effect of both travel distance and the season of the year on the mortality rate in fattened cattle during transport. The mortality rate in fattened cattle during transport to a slaughterhouse that were monitored in the Czech Republic in the period of 1997 - 2004 was 0.007% ± 0.003%. However, it varied significantly (p &lt; 0.05, r = 0.90) with the travel distance to a slaughterhouse, ranging from 0.004% ± 0.002% at a travel distance up to 50 km to 0.024% ± 0.027% at a travel distance over 300 km. The season of the year also had a significant impact on the mortality rate in transported fattened cattle. In general, the highest mortality rate was observed in summer months (particularly in July and August) and winter months (particularly in January and February). Correlation (r = 0.68) was proved (p &lt; 0.01) between the mortality rate in fattened cattle and ambient temperature. The results indicate relatively low sensitivity of fattened cattle to stress during transport, which was reflected in transport-induced mortality. The increasing travel distance and the transport of cattle in summer or winter months resulted in an increase in transport-induced mortality rates.

Technological improvement of the quality of beef from the aspect of transport of young cattle to slaughtering

Results of author's own research as well as results obtained by other researchers are presented in this paper and relate to the effect of duration of transport on demonstration of stress syndrome in young cattle and on quality of meat. Stress syndrome in young cattle is caused by the stressor affecting the organism and bringing it into the state of stress. As consequence of the stress, prior to slaughtering, is occurrence of DFD syndrome. Such meat is characterized by special traits (Dark, Firm, Dry) which is the reason why it is called DFD meat. Until recently, research in the field of production of young cattle for slaughtering focused only on nutrition, reproduction and pathology issues, and reactions of animals to changes in their environment weren't much studied. Therefore, EU has passed set of directives and regulations referring to animal transport conditions. Significance of the application of mentioned directives and regulations is in providing minimum demands relating to welfare of animals and in the same way reduce to minimum stress factors which are especially harmful in beef production. Results of our investigation of pH24 M. longissimus dorsi in young bulls which were transported 150 km show that approximately one quarter (28%) of investigated muscles had pH24 6,0 or above this value. Contrary to this, values of pH24 M. longissimus dorsi in young bulls transported only 15 km were within allowed limits, meat had no DFD traits.

The Effects of Air Injection on the Pipeline Transport of Cattle and Pig Slurries

A large-scale pipeline apparatus was used to investigate the effects of air injection on the properties of turbulent liquid flows in horizontal pipelines of different internal diameters (38·1, 50·8, 76·2 and 102 mm). The liquids included clean water, pig slurries with total solid concentrations up to 4·4% and dairy cattle slurries with total solid concentrations up to 5·5%. The superficial flow velocities were between 0·5 and 6 m/s and air injection rates ranged from 1 to 6% (v/v) at the point of injection. Experimental data were collected in the form of corresponding values of flow rate and pressure gradient. These showed that air injection generally increased pressure gradients compared with the liquids flowing alone. However, inspection of the data indicated a tendency towards pressure gradient reductions if air is injected into cattle slurries containing more than 5·5% total solids. It was shown that a simple linear model could represent the changes in pressure gradient brought about by air injection, and that this could provide a satisfactory procedure for the design of slurry pipelines with air injection.

AN INVESTIGATION OF TRANSPORT, LAIRAGE AND HIDE CLEANLINESS ON CAMPYLOBACTER PREVALENCE IN FEEDLOT CATTLE AND DRESSED CARCASSES

ABSTRACT The aim of this study was to determine the effect of transport and lairage of cattle before slaughter had on the qualitative and quantitative shedding of Campylobacter in cattle feces, and hence on the prevalence of this pathogen on dressed carcasses. A cohort of 109 heifers aged 27 to 30 months from a single Irish feedlot was investigated. Individual rectal fecal samples were taken from all of the cattle at the feedlot, after transport and at the end of lairage. The entire outer and inner surfaces of a carcass side of each animal were then swabbed immediately following slaughter and dressing. Campylobacter spp. were isolated from 191 (58%) of the 327 fecal samples analyzed. Of the 191 isolates recovered in the study, 62 (57%), 60 (55%) and 69 (63%) were isolated from farm, posttransport and postlairage samples, respectively. There was no Campylobacter spp. isolated from the dressed carcasses. A trend of decreasing numbers of Campylobacter shed per gram of feces between sampling at farm and postlairage was observed. This reduction was significant for visit 1 (P &lt; 0.05). The key findings of this study were that transport and lairage did not result in an increase in the number of animals shedding Campylobacter spp. in feces and with appropriate standards of abattoir hygiene a low prevalence of this pathogen can be achieved on dressed carcasses.

Prevalence of Salmonella and Campylobacter in Beef Cattle from Transport to Slaughter

The objective of this study was to evaluate the effect of typical production practices during the transport of cattle on the resulting incidence of Salmonella and Campylobacter in the feces, on the hides, and on the carcasses of these cattle and in the environment (trucks, holding pens, and knock boxes). Various factors were evaluated, including the type of animal (feedlot cattle vs. adult pasture cattle), the breed of cattle, the body condition of the animal, the age of the animal, the time of feed and water withdrawal, the contamination level of the transport vehicle at the feedlot or farm, the transport time, the time cattle were held in the holding pen at the plant, and the contamination level of the holding pen. Four groups of each type of animal were sampled on different days. Samples were collected from cattle prior to transport and after transport (rectal and hide swabs) as well as from the carcasses of these cattle. Pre- and posttransit samples were also taken from the transport vehicle and from the holding pen and knock box at the slaughter facility. For feedlot cattle, fecal shedding stayed fairly constant for both organisms before and after transport (3 to 5% for Salmonella and 64 to 68% for Campylobacter). However, the shedding rate for adult cattle increased from 1 to 21% for Salmonella but stayed constant for Campylobacter (6 to 7%). Contamination of hides with Salmonella increased for both animal types from a level of 18 to 20% to a level 50 to 56%. For Campylobacter, the contamination level decreased from 25 to 13% for feedlot cattle but remained unchanged for adult animals (1 to 2%). Nineteen percent of feedlot cattle carcasses and 54% of adult cattle carcasses tested positive for Salmonella, while only 2% of feedlot cattle carcasses and none of the adult cattle carcasses tested positive for Campylobacter. Thus, for feedlot cattle, the factors considered in this study did not affect the shedding of either organism but did affect the contamination of hides with both. For adult animals, the factors increased both shedding of and hide contamination with Salmonella only, not Campylobacter.

Protection of Animals against Cruelty: Transport of Cattle, Sheep, Goats and Pigs

Dousek J., V. Veaerek, O. Valcl, P. Chloupek, V. Pi‰tukova: Protection of Animals against Cruelty: Transport of Cattle, Sheep, Goats and Pigs. Acta Vet. Brno 2002, 71: 555-562. The inspections carried out by the officers of the State Veterinary Administration (SVA) within the framework of surveillance of animal transport revealed that cases of violation of the principles of animal protection may and do occur. Therefore evaluation was made of transport in selected groups of cattle, sheep, goats and pigs in the Czech Republic during the period of 1996 to 2001. Each inspection was assessed using the following scale: (1) animal protection requirements fulfilled, (2) animal protection requirements partially fulfilled and veterinary measures for the improvement of animal protection imposed, (3) failure to fulfil animal protection requirements. The proportion of the situations of when animal protection requirements were partially met and veterinary measures were imposed to improve the level of protection in cattle varied between 0.00% and 1.35% of the total number of the inspections carried out. In sheep and goats this situation occurred only sporadically. In pigs the proportion was 0.22% to 2.22% of the total number of the inspections carried out. The proportion of the situations when failure to fulfil animal protection requirements in cattle occurred varied between 0.00% and 0.83% of the total number of the inspections carried out. In sheep this situation occurred in a single case only and in goats no such situation was recorded. In pigs the same proportion varied between 0.00% and 3.31%. We compared the results of the period 1996 to 1998 with the period of 1999 to 2001. The proportion of the situations with partial fulfilment of animal protection requirements and subsequent necessity to impose veterinary measures increased in cattle from 0.53% to 0.82% and in pigs from 0.65% to 1.09%. The proportion of the situations of failure to fulfil animal protection requirements increased in cattle from 0.00% to 0.37%, and in pigs from 0.33% to 1.33% showing a significant trend towards deterioration of these conditions (P = 0.0406). The results obtained by this detailed analysis show that animal protection has not improved in the interval under study. Our evaluation further shows that it is inevitable to continue the supervisory activities by SVA inspectors and to improve all aspects of animal protection as well as amend the standing legislation. Cattle, pigs, transport, animal protection, surveillance Loading, transport and unloading of animals cause unusual stress for them. The animals are forced to move, often by means of various painful stimulations, the structure of animal groups is changed and the animals are exposed to considerable physical and emotional stress due to unusual circumstances of the environment (visual perceptions, noise, smells, changes in temperature, humidity and other components of microclimate, changes of the properties of floor, movements of the vehicle, changes in the centre of gravity, vibrations, changes in feed and water supply and other unusual circumstances). This leads to changes in behaviour and in physiological indices including biochemical and physiological changes which can be observed and which also influence animal products. Therefore the conditions of animal transport are controlled by legal regulations which are based on scientific knowledge and experience. Thus the most prominent forms of cruelty, suffering and injury of the animals are limited as well as the cases of death during transport (Grandin 2000). However, the fulfilment of the legal regulations has to be inspected and enforced if necessary. According to T exdorf (1993) the systematic surveillance of animal protection should be guaranteed

Critical points in the transport of cattle to slaughter in Spain that may compromise the animals' welfare

The welfare of cattle depends greatly on the attitudes and training of stockpersons and on the availability of appropriate facilities. Much has been learned about stress during transport, but less...