The owners of the Aberdeen steamers have always been anxious to accommodate their customers; and about twelve years ago they raised an insurance fund for the protection of the shippers. They laid past one shilling for every beast they shipped to meet deaths and accidents, and they have most honourably paid the losses incurred by the shippers of cattle. It is a good arrangement for both parties; it gives confidence to the shippers, and no doubt has a tendency to make the owners more careful in not sending their ships to sea if danger is apprehended. The cattle go well by sea when the weather is moderate, but in rough weather they are safer by rail. The above description will give some idea of the hardships the poor beasts endure in the hold when overtaken by a storm. I have seen my own cattle, after they were taken from the hold of the steamboat at London, so changed in appearance that I could not identify them, and could not tell whether they were black or grey. I should most seriously advise the Railway Company to adopt some method of insurance, to avoid the unseemly squabbles that are daily occurring with the senders of live cattle and dead meat. It is not my province to make any remarks on the late rise of the freight on cattle by the Steamboat Company and the Railway. The matter is in their own hands; but I think conciliation, owing to the present state of feeling, might have been their wisest policy; however, we will allow them to be the best judges. It will now be our study, for our own protection, to exert our influence in the proper quarter to have our grievances removed. The method of transit is an important subject to the owners of the cattle, to the landowners, and to the consumers. I have no doubt whatsoever that a legislative enactment will make all right by-and-by. I cannot leave this subject without noticing Scott, the cattle-traffic manager of the Caledonian Company at Aberdeen, and John Henry, the cattle-traffic manager of the Aberdeen and London Steam Navigation Company—men who deserve to wear a better coat, and who have done everything in their power for the interest of the senders of cattle. I believe there is difficulty in avoiding causes of complaint at all times where there are so many servants, and the senders of cattle are sometimes themselves to blame. I have never myself lost a beast by rail; I prepare my cattle for their journey before they start from home. My heavy cattle are turned out three different times at least before they are sent to rail. I walk them in a lea field: the first day they are put out four hours; I then give them a day to rest; turn them out again on the second day and increase the distance, and they come quite fresh out of the trucks at London. What can an owner of cattle expect but that some will go down if he take his cattle six, eight, or ten miles without their ever having left the stall for five or eight months before, and put them on to rail? Many hundreds of good oxen have been lost in this way, or crushed and bruised. Cattle when tied up are kept in an unnatural state; they often take founder when at the stall as a consequence, and sometimes paralysis; but such moderate exercise as I have described tends to bring them back to their natural state. I have often been asked the question by those who had seen my Christmas market cattle—"How is it that your beasts are so good upon their legs compared with others?" The first day after the cattle are put out for four hours they will not look so well, and will return to the stalls very much fatigued; but on the second and third days of their exercise they will recover their wonted appearance. They will walk eight or ten miles in a morning and go fresh into the truck, and on reaching their destination will come out and stand well up in the market.
Founder generally yields to bleeding and two or three doses of salts with sulphur and ginger: I never saw this treatment fail. Paralysis is a more serious matter: in that case the firing-iron must be applied, and after the most skilful treatment the results are often very unsatisfactory. Cattle of all ages that are confined are liable to paralysis of the hind quarters; the complaint, however, is most prevalent among young bulls, and although removed, they generally lose from six to twelve months' growth. Cattle that have been confined to the stall, and even straw-yard cattle, are utterly unfit for the road, on account of the softness of their hoofs, and when put to it at once, are very apt to take paralysis if not carefully prepared by previous exercise. A certain season of the year is more especially to be guarded against—viz., from the middle of March to the middle of May. Cattle that have been two weeks at grass may, however, be safely droved.
Every one who has been in the cattle trade will recollect the losses he has sustained in spring, in the transit of cattle, by the animals throwing their hoofs; and we can all remember how often we have seen our beasts, especially in dry warm weather in spring, lying on the roads, and how we had to cart them home or to the nearest slaughtering shop. If there be a separation of the hoof at the top from the skin, and if a white frothy substance oozes out at this break, it is a sure sign that irreparable injury has been done. The beast will pine on for six months, and at last throw the old hoof when a new one has grown up. This is a more teasing case to the owner than when the hoof is thrown at once. The animal should be slaughtered immediately, if at all in condition, as it will not only lose condition every day till the hoof comes off, but be a bad thriver ever after. Five or six miles of bad driving at this season is enough to do the whole business. If cattle should cast their hoofs, or even one hoof, suddenly, if at all in condition, they should also be slaughtered without delay, as they will pine for six months and be a daily grievance to the owner. If it be a young or valuable breeding animal, however, it should be bled, and get two or three doses of cooling medicine to remove the inflammation; then soiled in a loose-box, and his feet well bound up with tow and tar. If animals are not slaughtered, I would recommend soiling in all cases, if possible. But "prevention is better than cure;" and all this can be avoided if we will only take proper precautions. I shall state the method I adopt in my practice, and I have paid dearly for my experience. I generally buy a good many beasts in spring in Morayshire, and sometimes winter a lot or two there. Until within a few years we had no railway conveyance, and the cattle all came by road. Before the time appointed for lifting the cattle, I sent across three or four able-bodied men who were acquainted with the dressing of the feet. Beginning their operations at the most northern point of the county, and going from one farm to another where the cattle were wintered, they dressed every hoof of every bullock that required it. By dressing, and by the proper training of the cattle before starting, I have brought home thousands of them safe and sound. Proper attention was no doubt paid to the droving, the men who had charge of them being trained to the occupation. Short stages and plenty of food are indispensable to their safe arrival. It is of great importance, in order to cattle thriving upon grass, to have their feet properly dressed; and many of our careful farmers have their cattle's feet dressed every year before they are put out to grass, even although they are not sent from the farm. The general method adopted in dressing is to take up the leg with a rope run from the couple; this, however, must be a severe strain on the beasts. The method I adopted when I was in the lean-cattle trade was different: the bullock was driven to a wall; a man, or two men, secured him by the nose and the back of the neck. The fore feet were easy to hold up—one man could generally manage them; but the hind feet were not so easy a matter, and it always required two, and sometimes three, strong men to hold them up. It is done entirely by method: not allowing the beast to stretch out his legs is the whole secret. The bullock has no power if his legs are kept close to his hind quarters; but if he is allowed to stretch them out, he will throw off any number of men. Two men, one on each side, put their backs close to the hind quarters of the bullock, and keep in his leg, not allowing him to strike it out. There he is fixed; and the topsman, who is generally an adept at the business, dresses the foot.
Before the introduction of railways shoeing was sometimes required, but more frequently in autumn than in spring. In bad weather many of the cattle had to be shod, else they never could have performed their journeys. In wet weather their hoofs wore through to the sensitive parts, and they got lame; but when properly shod, they immediately recovered and
took the front of the drove. The following may appear incredible, but it will show the proficiency some men attained in the art. Robert Gall of Kennethmont on one occasion shod seventy cattle to me in one day, near Perth, and no rope ever touched them in the field. It should, however, be remembered that cattle, after being driven a distance, get more easily handled. Robert Smith, one of the few of the old race of drovers now alive, and who is still in my service, assisted in this great performance. I should explain, for the sake of the general reader, that the inside hoof of the fore foot is generally the first to wear through. Many of the cattle had only one or two hoofs shod, others perhaps three or four, and an exceptional beast would have every one of the eight done. The shoes were made at the Crossgates of Fife; they were sent by coach to different cattle stations, and the men, by rotation, had to carry a supply upon their backs. It may seem a strange fact that no other blacksmith could make nails equal to those made at the Crossgates. The men would not hear of any others; they said they would not drive. The Crossgates blacksmith not only supplied the Scotch drovers, but also the English lean-cattle jobbers.
As to fat cattle for market, after they are trained, they should not go a yard except by rail or steamboat. As to trucking store cattle, this must be regulated entirely by the season of the year and the weight of the cattle, &c. I have always had a reluctance to truck store cattle if I could possibly avoid it, not only for the expense, but for the risk incurred from dirty and infected trucks. I would recommend, if the cattle have a distance to travel in March, April, and May, and until they have been fourteen days at grass, that they should be trucked. But I have often been astonished at the recklessness of farmers buying cattle in a fair, going straight to the nearest station, and turning them into any dirty truck they can get—(when are trucks other than dirty?) The danger is great; despite the utmost circumspection, even the most careful may sometimes be caught. If those who act so escape, it is not owing to their good management. I would recommend my friends, when they go to a fair for the purpose of purchasing cattle, to take a confidential servant of their own along with them, or else make it a part of the bargain that the owner keeps the cattle for a certain time, till the buyer can get the trucks properly cleaned—which I find no difficulty in getting done—so that before they allow their cattle to be trucked they may be satisfied the trucks are thoroughly cleaned. They should be washed over with chloride of lime, or, what is still better, given a fresh coat of paint. Three to four shillings will paint a truck; that is a small matter—say sixpence a-head; but care must be taken that the paint is dry before the cattle are put into the truck, else the beasts will be poisoned. If this is neglected, there is great risk of bringing home foot-and-mouth disease, or even the lung disease. Some say that it was impossible to attend to such an operation—that business called them home, and that people would not take home their cattle. I have never found any difficulty in my own experience; but I must allow that some sellers are too distant to send the cattle home. In such an emergency the beasts should be laid past upon a little hay or straw for a day in the neighbourhood; there is always a field to be had, or the market green. What is a day, or a man or two, and a night's hay, if your beasts come safe? Disease has been carried in this way to hundreds of steadings, and the results have been most disastrous. The day's rest will be a great advantage to the cattle after the fatigue of standing in the market. The main object with store cattle should be to keep them sound on their feet and free from disease. If their transit is to be by rail, the quality of their food for a day or two is of minor importance; they will soon recover.
It would be foolish to truck store cattle after they have been at grass for a few weeks. Their feet get hardened, and in the end of May, and in June, July, and August, there is no risk of injuring the beasts by driving in easy stages from ten to fourteen miles a-day. At that season cattle can hedge it; they will live almost on what they pick up on the roadsides as they go along. Your cattle arrive safe and sound, and free from all trouble and risk as respects trucks.
In the dead-meat trade there has now sprung up a new trade and almost a new race of men. The quantity of dead meat sent from Aberdeen regulates the Newgate market. Mr Bonser, the great dead-meat salesman, states in his evidence before a committee of the House of Commons, "that there are no others that know the beasts for the London market equal to the Aberdeen butchers, and from no other place does it arrive in the same condition; and this may be owing to the cold climate." Mr Wilson of Edinburgh put the question to the Chamber of Agriculture, "What is the reason that the Aberdeenshire cattle proved better and carried more good flesh than any other cattle?" Mr Wilson's question is perhaps not very easily answered, but I should give as some of the reasons the following:—The Aberdeenshire farmers have turned their attention almost exclusively to the breeding and feeding of cattle. They have continued for a long period, without regard to price, in many cases, to introduce the best blood into their herds. By a long-continued infusion of first-class animals, and weeding out inferior animals, they have established a breed unequalled for meat-producing qualities in Britain. The Aberdeenshire turnips have been proved by analysis to be of a very superior quality, and it is likewise a good grazing county. Another point is the great attention paid to calves after weaning, and not allowing them to lose the calf-flesh, which, if lost, can never be regained. But the indomitable perseverance of the farmers in selecting good and weeding out inferior animals is, I think, the main cause.
It will be seen by the following table that the dead-meat trade has become one of the great institutions of the country. There are hundreds engaged in the business, and it is yearly increasing. Amongst the greatest senders are Messrs Butler, Skinner, Wishart, and Wisely, and White of Aberdeen; but a great deal of dead meat is also sent from the rural districts. When the supply is short, some of our most enterprising butchers attend the Glasgow market, bring down cattle, and slaughter them in Aberdeen, and send their carcasses to London. I have known Mr Butler bring down fifty in one week. The following table shows the number of cattle and tons of dead meat sent to the London and other markets during 1865 and the six previous years; it also shows what was sent by rail and sea respectively:—
Cattle. Dead Meat.
Year. Rail. Sea. Rail. Sea.
1859 13,130 7,282 6,905 tons. 48 tons.
1860 13,993 3,782 5,769 tons. 53 tons.
1861 8,852 8,324 8,041 tons. 127 tons.
1862 6,281 4,518 9,392 tons. 76 tons.
1863 9,623 4,163 9,395 tons. 58 tons.
1864 7,624 3,551 9,840 tons. 2 tons.
1865 9,031 4,558 10,074 tons. 61 tons.
Taking the year 1865, there were 10,074 tons of dead meat sent by rail, and 61 tons by sea. Calculating that 6 cwt. was the average weight of the cattle, this will show that 33,783 cattle were sent away from Aberdeen as dead meat, against 9031 live cattle by rail and 4558 by sea, so that 20,194 more were sent away dead than alive. The live cattle would weigh 7 cwt., or 1 cwt. more than the dead.[4]
I have stated that almost a new race of men has sprung up within the last forty years. Very few are now alive that were prominent in the cattle trade at that time; there are, however, some alive that I may name: Mr Anderson, Pitcarry; Mr Lumsden, Aquhorthies; and Mr Stoddart, Cultercullen. These must always hold a prominent position in the cattle trade of Aberdeenshire, as Mr Anderson was the first man that shipped cattle from Aberdeen, and Messrs Lumsden and Stoddart distinguished themselves in Aberdeenshire as two of our best judges, and were amongst the first to see and take advantage of steam communication. They are now the oldest of the Aberdeen shippers of cattle. They were some of the first to develop and mature that system of feeding which has made Aberdeenshire celebrated through Britain. The Aberdeen butchers have a higher standing than can be claimed by their brethren in any other part of the kingdom. The butchers in other cities are generally only purveyors, and never dispute the honours of the show-yard with the grazier or breeder. They buy their weekly supply at their weekly mark
ets; but many of the chief Aberdeen butchers do not depend upon the market for their supplies, but feed large lots of fine cattle and sheep themselves to meet emergencies, upon which they can fall back. They do more than this; they are the largest and most successful exhibitors at our great annual fat shows. They are not only great purveyors themselves, but they supply a good proportion of the Christmas prize animals to the chief butchers of London, Birmingham, Liverpool, Newcastle, York, Darlington, Edinburgh, Glasgow, &c. The names of Martin, Stewart, Knowles, &c., are celebrated not only in Great Britain, but in France. Such men are public benefactors, and entitled to the gratitude of their country. Messrs James and William Martin (butchers to the Queen) kill and retail 40 beasts and 100 sheep weekly. Messrs Knowles, Stewart, and Milne, have grand retail trades, but Mr White perhaps retails as much as, if not more than, any of them. It is a great sight to see the display of meat and the immense crowd of purchasers in his shop on a Friday forenoon. Mr White is a man who has raised himself to the highest position by his steadiness and persevering energy. He is one of those men who cannot be kept down.
These butchers are also great senders of live cattle to London. At the great market they stand pre-eminent. The Messrs Martin, who stand at the top, send as many as 100 or 150 cattle, worth from £35 to £50 a-head. Messrs Stewart, Knowles, Wishart, and Wisely, &c., send yearly splendid lots. Messrs Wishart and Wisely, as feeders and dealers, are gradually drawing to the top. They feed a great many superior cattle, and put an immense number through their hands. Many of them they send alive to London, but they also send an enormous quantity of dead meat. No men in the trade know their business better. Mr Martin, however, must still stand at the top. As an example, I may mention that he exhibited a four-year-old Highlander at Birmingham, London, and Liverpool in 1868, which gained the first prize at each of these places. His head now adorns Mr Martin's shop in New Market, alongside of the royal arms, the firm being butchers to her Majesty. It is a perfect model of what the head of a Highlander should be. Deacon Milne, however, surpassed them all for several years, if not in numbers, in the quality and value of the animals he forwarded to the great Christmas market. For several years Mr Skinner, Woodside, has sent about 100 valuable animals to the Christmas market. He is one of the greatest senders of dead meat, and he also feeds a large lot of bullocks. To speak of all the senders of dead meat, butchers, and jobbers, in the city and the provinces, would be a hopeless and an endless task. I believe there cannot be fewer than 500 in Aberdeenshire alone; and, long as I have been connected with the cattle trade, I could not name one in ten.
Cattle and Cattle-breeders Page 7
