K. S. Schwartzkopf-Genswein

Road transport of cattle, swine and poultry in North America and its impact on animal welfare, carcass and meat quality: A review

This paper reviews the effects of road transport on the welfare, carcass and meat quality of cattle, swine and poultry in North America (NA). The main effects of loading density, trailer microclimate, transport duration, animal size and condition, management factors including bedding, ventilation, handling, facilities, and vehicle design are summarized by species. The main effects listed above all have impacts on welfare (stress, health, injury, fatigue, dehydration, core body temperature, mortality and morbidity) and carcass and meat quality (shrink, bruising, pH, color defects and water losses) to varying degrees. It is clear that the effect of road transport is a multi-factorial problem where a combination of stressors rather than a single factor is responsible for the animals well-being and meat quality post transport. Animals least fit for transport suffer the greatest losses in terms of welfare and meat quality while market ready animals (in particular cattle and pigs) in good condition appear to have fewer issues. More research is needed to identify the factors or combination of factors with the greatest negative impacts on welfare and meat quality relative to the species, and their size, age and condition under extreme environmental conditions. Future research needs to focus on controlled scientific assessments, under NA conditions, of varying loading densities, trailer design, microclimate, and handling quality during the transport process. Achieving optimal animal well-being, carcass and meat quality will entirely depend on the quality of the animal transport process.

Pain mitigation after band castration of beef calves and its effects on performance, behavior, Escherichia coli, and salivary cortisol

Eighty-nine steer and bull calves (210 +/- 20 d of age) were randomly assigned to a 2 x 2 factorial arrangement of treatments to study the effect of sham or band castration (CAST) with or without pain medication (MED) on performance, behavior, cortisol, and Escherichia coli shedding. Steers (serving as controls; C) were previously castrated at 34 +/- 10 d of age, whereas bulls (B) remained intact until band application on d 20 of the experiment. One-half of the calves in each group received pain medication (M; xylazine epidural and intravenous flunixin meglumine) or saline (NM) solutions at 0.5 h before castration. Feed intake, ADG, and feeding behavior were measured over a 3-wk period before (used as covariates) and a 6-wk period after castration. Fecal and saliva samples were collected from 32 calves for E. coli enumeration at -7 (covariate), 2, 5, and 7 d, and for cortisol concentration at -0.5 (covariate), 0, 0.5, 1, 2, 4, 24, 48, 168, and 336 h relative to castration, respectively. Lying behavior was measured in the home pen and step length at exit from the chute. There were no significant CAST x MED interactions on growth rate or feed intake. Overall ADG was less in B compared with C (P < 0.001), but feed intake was less during wk 4 only (P = 0.01). On average, M had less intake (P = 0.02) and eating rate (P = 0.04) than NM calves. The BM had less fecal E. coli counts than CM (P = 0.05) and castrated and nonmedicated calves (P = 0.08). Salivary cortisol was less in BM compared with the rest of treatments at 1 and 2 h after banding (P <or= 0.05). Castration reduced time spent lying (P = 0.06) and step length (P = 0.01) until d 28 after banding, whereas M reduced lying and step length on day of banding only (P <or= 0.06). Significant CAST x MED interactions were observed for frequency of visits to feeders and meal size, length, and frequency (P < 0.05) independent of the time after castration. This was due to greater values in the noncastrated and non-pain-medicated group compared with the rest, except for reduced meal frequency, indicating that pain medication and castration both affected feeding behavior. The medication protocol used in the present study eliminated the acute cortisol surge, which may be linked to reduced fecal E. coli counts observed during wk 1 after banding. However, feed intake, growth, and behavior suggested that pain was greatest during wk 3 and 4 after band application, which highlights the need for chronic pain mitigation strategies.

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

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.

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

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.

Feeding behavior and ruminal acidosis in beef cattle offered a total mixed ration or dietary components separately

Eighty continental crossbred beef heifers (414.9 ± 37.9 kg of BW), 16 of which were ruminally cannulated, were used in a 52-d experiment with a generalized randomized block design, to assess if self-selection of dietary ingredients modulates ruminal pH and improves rumen function of feedlot finishing cattle. Treatments were total mixed ration [TMR; 85% barley grain (BG), 10% corn silage (CS), 5% supplement]; or free-choice (self-selection; FC) diets of barley grain and corn silage (BGCS), barley grain and wheat distillers grain (BGDG), or corn silage and wheat distillers grain (CSDG). Heifers were housed in groups of 10 in 8 pens equipped with the GrowSafe System (Airdrie, AB, Canada) enabling feed intake and feeding behavior to be continuously monitored. Two cannulated heifers were randomly assigned to each pen and equipped with indwelling pH probes for continuous measurement of ruminal pH during 4 periods (d 1 to 4, d 7 to 14, d 21 to 28, and d 42 to 49). Rumen fluid samples were collected from cannulated heifers on d 7 and 42 before feed delivery, and on d 4 and 49 at 2 h post-feed delivery for determination of VFA. Heifers fed the TMR had shorter (P = 0.01) and smaller (P = 0.03) meals than those fed the FC diets. Cattle fed BGCS and BGDG increased (P < 0.01) intake of BG over time by up to 80 and 70%, respectively. Increased consumption of BG arose from an increase (P < 0.01) in eating rate over the same (P > 0.10) feeding time, which was accompanied by an increase (P < 0.05) in eating rate but a decrease (P < 0.05) in feeding time of either CS or DG. Even with increased BG consumption, ruminal pH and VFA profiles were not different (P > 0.10) among FC diets or compared with the TMR. Cattle fed FC CSDG consumed DG at 60% of dietary DM over the trial, resulting in greater (P < 0.05) mean ruminal pH and acetate-to-propionate ratio and less (P < 0.05) area under the curve than those given the other FC diets or the TMR. Finishing feedlot cattle fed FC diets containing BG self-regulate intake of diets that have a similar composition, intake level, and ruminal fermentation profile to those fed a TMR.

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

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.

Relationship between feeding behavior and performance of feedlot steers fed barley-based diets

The relationship between feeding behavior and performance of 274 feedlot cattle was evaluated using Charolais cross steers from 2 consecutive years averaging 293 ± 41 kg for yr 1 (n = 115) and 349 ± 41 for yr 2 (n = 159). Steers were blocked by BW and assigned to 3 (yr 1) or 4 (yr 2) feedlot pens equipped with a radio frequency identification system (GrowSafe Systems). Each pen contained 5 feeding stalls that allowed individual animal access to a feed tub suspended on load cells. The system recorded animal identification, duration, and frequency of feedings as well as the amount of feed consumed during each visit. Daily variation in DMI (DVI), calculated as the absolute difference in DMI from one day to the next, as well as eating rate were determined for each steer. Barley-based diets were delivered to meet steer ad libitum intake over the 213- and 181-d feeding periods for yr 1 and 2 of the study, respectively. The backgrounding periods included the first 85 and 56 d of yr 1 and 2, respectively, in which steers were fed a 14 to 30% concentrate diet, whereas the finishing periods included the last 116 and 101 d of feeding in yr 1 and 2, respectively, with the diet consisting of 77.9% concentrate. Steers were weighed individually every 14 d. To relate feeding behavior to performance, steers were grouped by ADG and G:F and categorized as high, average, or low (based on 1 SD greater than and less than the mean). In the backgrounding and finishing periods of both years of the study, steers classified as having high ADG exhibited greater (P < 0.001) DVI than steers classified as having average or low ADG. Total daily DMI was also greater (P < 0.001) for steers in the high ADG group than those in the low ADG group. Overall, those steers with the greatest G:F also tended (P = 0.15) to have greater DVI than average or low G:F steers. Compared with average or low G:F steers, DMI by high G:F steers in both years of the study was less during backgrounding, finishing, and overall (P = 0.02). Bunk visits and bunk attendance duration were less frequent and shorter (P ≤ 0.01) overall for high compared with low G:F steers. In this study, steers with more variable eating patterns exhibited greater ADG and tended to have greater G:F, a finding that is contrary to industry perception.

Feeding behavior as an early predictor of bovine respiratory disease in North American feedlot systems.

Bovine respiratory disease (BRD), which can cause substantial losses for feedlot operations, is often difficult to detect based solely on visual observations. The objectives of the current study were to determine a BRD case identification based on clinical and laboratory parameters and assess the value of feeding behavior for early detection of BRD. Auction-derived, mixed-breed beef steers (n = 213) with an average arrival weight of 294 kg were placed at a southern Alberta commercial feedlot equipped with an automated feed bunk monitoring system. Feeding behavior was recorded continuously (1-s intervals) for 5 wk after arrival and summarized into meals. Meals were defined as feeding events that were interrupted by less than 300 s nonfeeding. Meal intake (g) and meal time (min) were further summarized into daily mean, minimum, maximum, and sum and, together with frequency of meals per day, were fit into a discrete survival time analysis with a conditional log-log link. Feedlot staff visually evaluated (pen-checked) health status twice daily. Within 35 d after arrival, 76% (n = 165) of the steers had 1 or more clinical signs of BRD (reluctance to move, crusted nose, nasal or ocular discharge, drooped ears or head, and gaunt appearance). Whereas 41 blood samples could not be processed due to immediate freezing, for 124 of these steers, complete and differential blood cell count, total serum protein, plasma fibrinogen, serum concentration of haptoglobin (HP), and serum amyloid A (SAA) were determined. The disease definition for BRD was a rectal temperature ≥ 40.0°C, at least 2 clinical signs of BRD, and HP > 0.15 mg/mL. It was noteworthy that 94% of the 124 steers identified by the feedlot staff with clinical signs of BRD had HP > 0.15 mg/mL. An increase in mean meal intake, frequency, and mean inter-meal interval was associated with a decreased hazard for developing BRD 7 d before visual identification (P < 0.001). Furthermore, increased mean mealtime, frequency, and mean inter-meal interval were associated with a decreased BRD hazard up to 7 d before feedlot staff noticed clinical symptoms (P < 0.001). In conclusion, mean intake per meal as well as mean meal time and frequency of meals could be used to predict the hazard of BRD in feedlot cattle 7 d before visual detection and could be considered in commercial feedlot settings once a predictive algorithm has been developed.

Physiological and behavioural changes in Holstein calves during and after dehorning or castration

Physiological and behavioural responses of 17 bull and 12 heifer dairy calves (80.9 ± 1.4 kg) to either hot-iron dehorning or dehorning followed by scalpel castration were compared to both control and sham procedures and to each other. Blood samples were collected via jugular catheters at 15 and 30 min, 1, 2, 4, 24, and 48 h post procedure, sham or control. Cortisol levels remained elevated above controls for at least 2 h after castration and 30 min after dehorning. Initial (T0–T15 min) cortisol responses to castration were not different from those to dehorning. However, they were greater than for dehorning at 2 and 4 h post procedure. Both castrated and dehorned calves kicked and vocalized more frequently (P < 0.05) than during sham procedures. Struggling was greater during dehorning than the sham, but occurred less (P < 0.05) during castration than the sham possibly due to the prior experience of dehorning. Dehorned calves had a higher (P < 0.05) occurrence of both struggling and kicking compared to cas...

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

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.