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.

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.

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.

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.

. 1997. Cortisol and ␤-endorphin responses to physical and psychological stressors in lambs. Can. J. Anim. Sci. 77: 689-694. Plasma cortisol, β-endorphin, T3 and T4 were determined in lambs before, during and after exposure to stress in order to evaluate the potential use of these hormones to objectively measure stress responses. Lambs were exposed to tail-docking, castration, weaning, isolation, and restraint stress. Twelve ewe and 24 ram lambs were assigned to the experiment, with 12 of the ram lambs surgically castrated when 3-wk old. Tail docking within 24 h of birth did not (P > 0.05) elevate either plasma cortisol or β-endorphin. Castration markedly elevated (P < 0.001) plasma cortisol and β-endorphin within 15 min of surgery. Both hormones were highly elevated for the first 4 h . Plasma cortisol returned to control levels by 24 h whereas β-endorphin was still elevated (P < 0.05) 24 h after castration. Plasma cortisol levels were elevated for the first 60 min following weaning (P < 0.005) and again at 24 h after dam removal (P < 0.001). Plasma β-endorphin was not elevated (P > 0.05) any time during the 72 h following weaning. Plasma cortisol (P < 0.001) and β-endorphin (P < 0.05) were elevated during the first 60 min following the start of 1 h of isolation. Results were similar for partial and total isolation. No effects of isolation were found for the next 23 h. Plasma cortisol (P < 0.005) was elevated during the first 30 min following 4 min of shearing-like restraint, whereas plasma β-endorphin was elevated only at 7 min (P < 0.05) after restraint began. No further effects of restraint were found prior to termination of sample collection at 24 h. None of the stressors employed affected plasma concentrations of T3 and T4. This study has shown that measurements of plasma cortisol and β-endorphin in blood samples obtained before, during and after stress are useful in assessing stress in lambs. The painful stressor, castration, induced marked and prolonged elevations of both hormones, whereas psychological stressors elicited graded, short-term cortisol responses and limited β-endorphin responses.Key words: Cortisol, β-endorphin, physical stress, psychological stress, lambs Mears, G. J. et Brown, F. A. 1997. Réponse du cortisol et de la ␤-endorphine aux stressants physiques et psychologiques chez les agneaux. Can. J. Anim. Sci. 77: 689-694. Nous avons suivi les niveaux plasmatiques de cortisol, de β-endorphine, de T3 et de T4 chez les agneaux avant, pendant et après une exposition aux stress afin d'évaluer les possibilités d'utilisation de ces hormones comme mesure objective des réponses au stress. Des agneaux étaient exposés à la caudectomie, à la castration, au sevrage, à l'isolement et à la contention. Douze agneaux femelles et 24 agneaux mâles étaient utilisés, dont 12 agneaux mâles étaient castrés par voie chirurgicale à l'âge de 3 semaines. La caudectomie réalisée dans les 24 heures suivant la naissance ne causait pas de relèvement (P > 0,05) des niveaux plasmatiques de cortisol ou de β-endorphine. En r...