Manejo pré-abate de bovinos de corte no Pantanal, Brasil

This study has the objective of evaluate the influence of fluvial and road transport on the occurrence of bruising in carcass of slaughtered beef cattle. In this study was observed that from 209 evaluated carcass, 185 (88.5%) presented one or more lesions. In total of evaluated carcass occurred 523 lesions that resulted in 96.158 kg removal of bruises (0.519 kg per animal). In this study was possible the determination of age of bruises by color evaluation. We concluded that of way of transport influenced the occurrence of bruises. The most bruises occurred in the last 24 hours of transport. Educational measures will be necessary to reduce the problems of pre-slaughter management.

Os descaminhos da estrada: a organização do trabalho dos caminhoneiros no porto de Santos

Pós-graduação em Ciências Sociais - FFC

Alternativas del transporte en el Mercado Común Centroamericano

Incluye Bibliografía

Diagnóstico do processo de terceirização do transporte rodoviário de madeira

Pós-graduação em Agronomia (Energia na Agricultura) - FCA

Caracterização do transporte rodoviário de bovinos de corte e efeitos no bem-estar animal e na qualidade as carcaças

Pós-graduação em Zootecnia - FCAV

The opportunities and risks associated with privatizing railways in Latin America

Most railways in Latin America were built by private firms, often foreign owned. Over time, owing to a combination of nationalizations and competition from road transport, virtually all railways passed into government hands; the railroad industry became more and more of a white elephant for the Government because of the ever-increasing subsidies it swallowed up, its dwindling role in national economies, and a conviction that Governments should not be involved in productive activities. Consequently, the late 1980s saw the start of a trend towards denationalization of railways, with the latter being turned over to private, often foreign, interests. In this way, the railway industry in Latin America has come full circle in the space of 150 years. So far, there has not been any assessment of the recent privatization of railways in Latin America. However, the conclusion would probably be that: (i) privatization has on the whole been successful, and (ii) the results achieved would have been more positive still, had some things been done slightly differently. One problem is that the bidding process has failed to take into account the positive externalities associated with railways, such as the contribution they make to reducing road maintenance costs and environmental damage caused by road transport. Another unresolved issue is whether to put the entire railway system up for tender, or to invite separate bids for infrastructure and services. Economies of scale operate in the railway industry, favouring the existence of a number of rail companies. In the past, the railway companies of neighbouring countries such as Argentina and Paraguay, and Bolivia and Chile, enjoyed ties at director level, but these came to an end with the nationalization of railways. Now that the era of State involvement is itself drawing to a close, we can expect to see the formation of integrated railway systems, one of which might extend from Quijarro, on the border between Bolivia and Brazil, to Puerto Montt in the south of Chile.

Logística e transporte na hidrovia Tietê-Paraná: custos e análise ambiental

Pós-graduação em Agronomia (Energia na Agricultura) - FCA

Pouso Alegre (MG): expansão urbana e as dinâmicas socioespaciais em uma cidade média

Pós-graduação em Geografia - IGCE

Effects of flunixin meglumine administration on physiological and performance responses of transported feeder cattle

The objective was to evaluate the effects of flunixin meglumine administration on physiological and performance responses of transported cattle during feedlot receiving. Forty-five Angus x Hereford steers were ranked by BW on d 0 and assigned to 1 of 3 treatments:1) transport for 1,280 km in a commercial livestock trailer and administration of flunixin meglumine (1.1 mg/kg BW; intravenous) at loading (d 0) and unloading (d 1; FM), 2) transport for 1,280 km in a commercial livestock trailer and administration of 0.9% saline (0.022 mL/kg BW; intravenous) at loading (d 0) and unloading (d 1; TRANS), or 3) no transport and administration of 0.9% saline (0.022 mL/kg BW; intravenous) concurrently with loading (d 0) and unloading (d 1) of FM and TRANS cohorts (CON). Upon arrival and processing for treatment administration on d 1, steers within each treatment were ranked by BW and assigned to 15 feedlot pens (5 pens/treatment, 3 steers/pen). Full BW was recorded before (d -1 and 0) treatment application and at the end of experiment (d 28 and 29) for ADG calculation. Total DMI was evaluated daily from d 1 to 28. Blood samples were collected on d 0 (before treatment administration), 1 (after unloading but before treatment administration), 4, 7, 10, 14, 21, and 28. Body weight shrink from d 0 to 1 was less (P < 0.01) in CON vs. FM and TRANS but similar (P = 0.94) between TRANS and FM. Mean ADG was greater (P <= 0.04) in CON vs. FM and TRANS but similar (P = 0.69) between TRANS and FM. No treatment effects were detected on DMI, but CON had greater G:F vs. TRANS (P = 0.08) and FM (P = 0.02), whereas G:F was similar (P = 0.68) between TRANS and FM. Mean plasma cortisol concentrations tended (P <= 0.09) to be greater in TRANS vs. FM and CON but was similar (P = 0.87) between CON and FM. Plasma NEFA concentrations were greater (P <= 0.02) for TRANS and FM vs. CON on d 1 and greater (P <= 0.04) for FM vs. TRANS and CON on d 4. Plasma ceruloplasmin concentrations were greater (P <= 0.03) for TRANS vs. CON on d 1, 4, and 7, greater (P <= 0.05) for TRANS vs. FM on d 4 and 7, and greater (P <= 0.04) for FM vs. CON on d 1 and 4. Plasma haptoglobin concentrations were greater (P < 0.01) for TRANS vs. CON and FM on d 1 and 4 and greater (P <= 0.05) for FM vs. CON on d 1 and 4. In conclusion, flunixin meglumine reduced the cortisol and acute-phase protein responses elicited by road transport but did not improve receiving performance of feeder cattle.

Simulação do tempo de descarga de caminhões graneleiros em uma estação de transbordo de carga em Porto Murtinho, MS

In the current decade, inter modal transport is widely discussed. In Brazil road transport is used in excess whereas there could be more focus and investment towards water transport. Water transport presents many benefits like being low cost and low maintenance. Sea and river ports today aren't capable of supporting Brazil's transport needs. Therefore, with this obstacle, this paper consists of an attempt of modeling and simulation of the process of unloading grain cargo from trucks, through simulation with ProModel software, to verify the necessity of installing more tumblers at the cargo unloading station in Porto Murtinho, MS

Measurements and modeling of reactive nitrogen deposition in southeast Brazil

Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq)

Transporte público metropolitano nas regiões metropolitanas de Londrina e Maringá sob a ótica da mobilidade espacial

Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq)

Geografia da mortalidade no trânsito no Brasil

In road safety studies that involve accidents comparisons in distinct geographical spaces or in different periods of time in the same geographical space, the index which lists the number of traffic fatalities with the distance traveled by road transport vehicles is considered more appropriate than the rates related to the population or the fleet. In this paper, the results of an original research are presented, in which the values of the rate of traffic deaths per billion kilometers traveled (IMBQ) by the motor vehicle fleet in Brazil and in each state of the country were estimated. The evaluation was performed based on the official number of fatalities provided by the Ministry of Health and on the amount of fuel sold informed by the National Agency of Petroleum, Natural Gas and Biofuels. In 2009, Brazil presented an index of 52.84 fatalities per billion kilometers, which reveals an extremely alarming situation considering that this value is from 7 to 12 times higher than the one for more developed countries. An important correlation between the death index in the states and the Gross Domestic Product (GDP) per capita was observed; in general, the less economically developed is the state, it means, lowest GDP, higher is the IMBQ.