DOCSLIB.ORG

Grain Elevator (Edited from Wikipedia)

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Grain Elevator (Edited from Wikipedia) Grain Elevator (Edited from Wikipedia) SUMMARY A grain elevator is an agrarian facility complex designed to stock pile or store grain. In grain trade it also could mean a tower containing a bucket elevator or a pneumatic conveyor, which scoops up grain from a lower level and deposits it in a silo or other storage facility. In most cases, the term "grain elevator" also covers the entire elevator complex, including receiving and testing offices, weighbridges, storage facilities etc. It may also mean organizations that operate or control several individual elevators, in different locations. Prior to the advent of the grain elevator, grain was usually handled in bags rather than in bulk (large quantities of loose grain). However, Dart's Elevator was a major innovation. It was invented by a merchant named Joseph Dart and an engineer named Robert Dunbar during 1842–43, in Buffalo, New York. Using the steam-powered flour mills of Oliver Evans as their model, they invented the marine leg, which scooped loose grain out of the hulls of ships and elevated it to the top of a marine tower. Early grain elevators and bins were often constructed of framed or cribbed wood, and were prone to fire. Grain elevator bins, tanks and silos are now usually constructed of steel or reinforced concrete. Bucket elevators are used to lift grain to a distributor or consignor, from where it falls through spouts and/or conveyors and into one of a number of bins, silos or tanks in a facility. When desired, silos, bins and tanks are emptied by gravity flow, sweep augers and conveyors. As grain is emptied from bins, tanks and silos it is conveyed, blended and weighted into trucks, railroad cars or barges, and shipped to grain wholesalers, exporters and/or local end-users, such as flour mills, breweries and ethanol or alcohol distilleries. HISTORY Joseph Dart (1799–1879) was an American lawyer, businessman and an entrepreneur associated with the grain industry. 1 Dart was born at the Middle Haddam Historic District in the town of East Hampton, Connecticut in 1799. He came to Buffalo, New York, from Connecticut in 1821. There in the village of under 2,000 he went into the hat and fur business with Joseph Stocking. Dart learned to speak the Iroquois language to trade with the local Native Americans. Their store was at the corner of Main Street and Swan Street. It was strategically located and usually the first place a Native American would visit when they came to Buffalo. Chief Red Jacket visited frequently. Dart became known as a trusted businessman. The Erie Canal opened soon after he arrived in Buffalo and developed grain trading from local dealings into a multi-state industry. Since this was more lucrative it appealed to Dart as a businessman. Dart financed the building of the first steam-powered grain elevator in the world in 1842 that was designed by thirty year old mechanical engineer Robert Dunbar. He built the grain elevator building, known as Dart's Elevator, in 1842 on the bank of the Buffalo river where it meets the Evans Ship Canal. The invention had a profound effect on Buffalo and the movement of grains on the Great Lakes: "The grain elevator developed as a mechanical solution to the problem of raising grain from the lake boats to bulk storage bins where it remained until being lowered for shipment on canal boats or railroad car. Less than fifteen years after Joseph Dart's invention of the grain elevator, Buffalo had become the world's largest grain port, surpassing Odessa, Russia; London, England; and Rotterdam, Holland." Dart was a lumber dealer in the Buffalo area. He was a pioneer developer of the Buffalo Water Works, a founder of the Buffalo Seminary, and a member of the Buffalo Historical Society. Dart’s Elevator Dart's Elevator was the world's first steam-powered grain elevator. It was designed and built by Joseph Dart and Robert Dunbar in 1842 in Buffalo, New York. The elevator burned in the 1860s. Designed and built in 1842 by Dart and Dunbar, the Dart Elevator in Buffalo, New York was 50 by 100 feet. It was the world's first steam-powered grain elevator. It had a leather vertical conveyor belt with buckets. This system could unload grain from the interiors of a lake boat hull, and do it far faster than the manual methods previously employed. 2 The boat just had to be moored next to the storage elevator. Dunbar designed most of the grain elevators that at the end of the nineteenth century were along the Buffalo River. The city of Buffalo received grain from the states of Michigan and Illinois in volume in the 1830s. That presented the problem of congestion on the docks. The existing method of managing the transfer of grain from boats overwhelmed the port. Dart invented a mechanical system of belts with buckets attached to scoop up the grain from the hulls of boats and put into storage. Dart's gain elevator set into place industrial principles of grain storage management. By the end of the nineteenth century these elevator systems had promoted a new style in architecture. The application of these grain transfer systems affected how storage buildings were designed and built. These elevator conveyor systems permitted the transfer of grain to bins separated by a distance, where before they had to be close to each other. The equipment that was designed with this new technology was more efficient and cost effective in management of grain. The layout of conveying equipment had an effect on the architecture of the elevator building. The classic high grain storage building became typical. Many of the elevator companies incorporated these new innovations of Dart. Dart with engineer Dunbar applied state-of-the-art technology to the administration of grain. They applied their grain elevator innovations to boats and rail transportation that updated the old school methods of moving grain by hand to fit the greater needs of modern times. The elevator bucket mechanism operated up to 2,000 bushels an hour. That amount was equivalent to a crew of men working all day in ideal conditions. Dart's grain elevator building was finished in late 1842 at a site where the Buffalo river and the Evans Ship Canal meet. His elevator was a successful enterprise from the start. Dart was often paid double his regular fee for emergency storage of grain from a farm. The first vessel unloaded at Dart's elevator was the schooner Philadelphia which had 4,515 bushels of wheat. The first cargo of corn unloaded was on 22 June 1843 from the schooner South America. Dart's elevator unloaded during the first year of operation over 200,000 bushels of grain. 3 CONSEQUENCES It wasn't by accident that the world's second and third grain elevators were built in Toledo, Ohio and Brooklyn, New York, in 1847. Fledgling American cities, they were connected through an emerging international grain trade of unprecedented proportions. Grain shipments from farms in Ohio were loaded onto ships by elevators at Toledo; these ships were unloaded by elevators at Buffalo that transshipped their grain to canal boats (and, later, rail cars), which were unloaded by elevators in Brooklyn, where the grain was either distributed to East Coast flour mills or loaded for further transshipment to England, the Netherlands or Germany. But this eastern flow of grain was matched by an equally important flow of people and capital in the "opposite" direction, that is, from East to West. Because of the money to be made in grain production and, of course, because of the very existence of an all-water route to get there, increasing numbers of immigrants in Brooklyn came to Ohio, Indiana and Illinois to become farmers. More farmers meant more prairies turned into farmlands, which in turn meant increased grain production, which of course meant that more grain elevators would have to be built in places like Toledo, Buffalo and Brooklyn (and Cleveland, Chicago and Duluth). It was precisely through this "feedback loop" of productivity — set in motion by the invention of the grain elevator — that America itself became an agricultural and economic colossus on the world stage: the planet's single largest producer of wheat, corn, oats and rice, a distinction it claims to this day. 4.
Load more

Recommended publications
  • Why Millers Prefer to Hedge at the Kcbot and Grain Elevator Operators at the Cbot
    Why millers prefer to hedge at the KCBoT and grain elevator operators at the CBoT Sören Prehn1, Jan-Henning Feil2 1 Leibniz Institute of Agricultural Development in Transition Economies (IAMO), Halle, [email protected] 2 Georg August University Goettingen, Goettingen, [email protected] Contribution presented at the XV EAAE Congress, “Towards Sustainable Agri-food Systems: Balancing Between Markets and Society” August 29th – September 1st, 2017 Parma, Italy Copyright 2017 by Sören Prehn and Jan-Henning Feil. All rights reserved. Readers may make verbatim copies of this document for non-commercial purposes by any means, provided that this copyright notice appears on all such copies. Why millers prefer to hedge at the KCBoT and grain elevator operators at the CBoT Abstract In this paper, we analyze why grain elevator operators tend to hedge hard red winter wheat at the CBoT and not at the KCBoT. They do so because they trade not only the basis but also the premium risk. Like the basis, also premiums of hard red winter wheat have a tendency to increase after harvest. Only a short hedge in the lower priced CBoT wheat contract makes it possible to participate in a post-harvest premium increase. For this reason, grain elevator operators favor a loose hedge at the CBoT. Our results underscore the importance of premium risk for hedging decisions. Keywords: Wheat, hedging, millers, grain elevator operators, Kansas City Board of Trade, Chicago Board of Trade 1 Introduction In his seminal paper “Whose Markets? Evidence on Some Aspects of Futures Trading” (Journal of Marketing, Vol.
    [Show full text]
  • Grain Elevators and Processes
    9.9.1 Grain Elevators And Processes 9.9.1.1 Process Description1-14 Grain elevators are facilities at which grains are received, stored, and then distributed for direct use, process manufacturing, or export. They can be classified as either "country" or "terminal" elevators, with terminal elevators further categorized as inland or export types. Operations other than storage, such as cleaning, drying, and blending, often are performed at elevators. The principal grains and oilseeds handled include wheat, corn, oats, rice, soybeans, and sorghum. Country elevators are generally smaller elevators that receive grain by truck directly from farms during the harvest season. These elevators sometimes clean or dry grain before it is transported to terminal elevators or processors. Terminal elevators dry, clean, blend, and store grain before shipment to other terminals or processors, or for export. These elevators may receive grain by truck, rail, or barge, and generally have greater grain handling and storage capacities than do country elevators. Export elevators are terminal elevators that load grain primarily onto ships for export. Regardless of whether the elevator is a country or terminal, there are two basic types of elevator design: traditional and modern. Traditional grain elevators are typically designed so the majority of the grain handling equipment (e.g., conveyors, legs, scales, cleaners) are located inside a building or structure, normally referred to as a headhouse. The traditional elevator often employs belt conveyors with a movable tripper to transfer the grain to storage in concrete or steel silos. The belt and tripper combination is located above the silos in an enclosed structure called the gallery or bin deck.
    [Show full text]
  • Grain Facilities in the U.S. Specializing in Originating Grain for Export and Soybean Processing Plants
    RESEARCH CIRCULAR 241 SEPTEMBER 1978 Grain Facilities in the U.S. Specializing in Originating Grain for Export and Soybean Processing Plants JOHN W. SHARP OHIO AGRICULTURAL RESEARCH AND DEVELOPMENT CENTER U.S. 250 and Ohio 83 South Wooster, Ohio CONTENTS * * * * Acknowledgments . .. .. • . .. • . • . • . • . .. • . 1 Introduction ................................................................ _. 2 Po rt Fa c i 1it i es in the U.S. • •.•..•..........•......•..•.•..•.....•...•·. • 3 Mississippi River Barge Loading Facilities . • • . • . • • . • • . • . • . • • . • • 6 Missouri River Barge Loading Facilities ........•.•.•......•...•.•.....•..•..••. 12 Ohio River Barge Loading Facilities .....•.•....•...•............•.........•••.. 13 Illinois River Barge Loading Facilities ........................................ 14 Arkansas River Barge Loading Facilities •..••...•..•..•..•.•.....•.•••.•.•..••.• 16 White River Barge Loading Facilities ..•........••••••..••.•...•.•.•..••.•...... 16 Black River Barge Loading Facilities ...•.•...•.••••..•••••....•....•••••...•••. 17 Yazoo River Barge Loading Facilities ..•.•••..•.•.•.•...•..•...•.....•••........ 17 Quachita River Barge Loading Facilities •.•.••..•.•••.•.••••...•••..•.....•.•••. 17 Snake and Columbia Rivers Barge Loading Facilities .•••.••••••.•......••...••.•. 18 Unit Train Facilities in Ohio •...••••.........•••••.•.•••.•....•.........•.••.. 20 Unit Train Facilities in Indiana .•.•.......•..••..•.•••...•..•........•.••.••.. 21 Unit Train Facilities in Kentucky .............................................
    [Show full text]
  • Reconsidering Concrete Atlantis: Buffalo Grain Elevators
    Reconsidering Concrete Atlantis: Buffalo Grain Elevators Lynda H. Schneekloth, Editor ISBN: Copyright 2006 The Urban Design Project School of Architecture and Planning University at Buffalo, State University of New York Cover Graphic: Elevator Alley, Buffalo River (Photo by Lynda H. Schneekloth) Reconsidering Concrete Atlantis: Buffalo Grain Elevators Lynda H. Schneekloth, Editor The Urban Design Project School of Architecture and Planning University at Buffalo, State University of New York The Landmark Society of the Niagara Frontier Buffalo, New York 2006 CREDITS The Grain Elevator Project was initiated in 2001 by the Urban Design Project, School of Architecture and Planning, University at Buffalo, SUNY, in collaboration with the Landmark Society of the Niagara Frontier. It was funded in part by the National Endowment for the Arts through the Urban Design Project, and by the New York State Council on the Arts/Preservation League through the Landmark Society of the Niagara Frontier. The Project was managed by Lynda H. Schneekloth from the Urban Design Project, and Jessie Schnell and Thomas Yots of the Landmark Society. Members of the Advisory Committee included: Henry Baxter, Joan Bozer, Clinton Brown, Peter Cammarata, Frank Fantauzzi, Michael Frisch, Chris Gallant, Charles Hendler, David Granville, Arlette Klaric, Francis Kowsky, Richard Lippes, William Steiner, Robert Skerker, and Hadas Steiner. We would like to especially thank Claire Ross, Program Analyst from the NYS Office of Parks, Recreation and Historic Preservation for her assistance. Thanks also to all of those who, through the years, have worked to protect and preserve the grain elevators, including Reyner Banham, Susan McCarthy, Tim Tielman, Lorraine Pierro, Jerry Malloy, Timothy Leary, and Elizabeth Sholes.
    [Show full text]
  • The Architecture of Grain Elevators
    Economic History Theme Study A HISTORY OF GRAIN ELEVATORS IN MANITOBA PART 2: THE ARCHITECTURE OF GRAIN ELEVATORS THE ARCHITECTURE OF GRAIN ELEVATORS The first commercial grain elevator in Western Canada, built along a railway siding, was constructed in 1878 in Niverville, Manitoba. It was an unusual 25,000 bushel round structure constructed to store and ship the surplus grain produced by German- speaking Mennonite settlers who had arrived in Southern Manitoba from Russia a mere four years earlier. This structure, however, was to be the only one of its kind. During the later half of the nineteenth century, in Western Canada, as in the United States, grain was stored in flat warehouses because it was invariably handled and brought to market in bags. Before long, these warehouses were divided into bins into which the sacked grain was dumped after weighing. Such warehouses were typically 8 x 20 x 40 feet, and held approximately 4,000 bushels of grain. Bins were arranged on opposite sides of a central alley which provided access for handcarts on which grain was trundled from wagons, and later, on to boxcars. The system was later improved by constructing raised overhead bins into which grain could be mechanically loaded, and then spouted by gravity into waiting boxcars. Only one such early flat warehouse remains in Manitoba, and is located in Brookdale. Classic prairie grain elevators, of the type which western Canadians are most familiar, were first built during the early 1880s. They generally were built according to standards set by the Canadian Pacific Railway. Such “Standard-plan” elevators offered much greater efficiency in built grain handling and larger storage capacities.
    [Show full text]
  • Dynamic Changes in Rail Shipping Mechanisms for Grain
    Agribusiness and Applied Economics Report No. 798 June 2020 Dynamic Changes in Rail Shipping Mechanisms for Grain Dr. William W Wilson Department of Agribusiness & Applied Economics Agricultural Experiment Station North Dakota State University Fargo, ND 58108-6050 ACKNOWLEDGEMENTS NDSU does not discriminate in its programs and activities on the basis of age, color, gender expression/identity, genetic information, marital status, national origin, participation in lawful off-campus activity, physical or mental disability, pregnancy, public assistance status, race, religion, sex, sexual orientation, spousal relationship to current employee, or veteran status, as applicable. Direct inquiries to Vice Provost for Title IX/ADA Coordinator, Old Main 201, NDSU Main Campus, 7901-231-7708, ndsu.eoaa.ndsu.edu. This publication will be made available in alternative formats for people with disabilities upon request, 701-231-7881. NDSU is an equal opportunity institution. Copyright ©2020 by William W. Wilson. All rights reserved. Readers may make verbatim copies of this document for non-commercial purposes by any means, provided this copyright notice appears on all such copies. ABSTRACT Grain shipping involves many sources of risk and uncertainty. In response to these dynamic challenges faced by shippers, railroad carriers offer various types of forward contracting and allocation instruments. An important feature of the U.S. grain marketing system is that there are now a number of pricing and allocation mechanisms used by most rail carriers. These have evolved since the late 1980’s and have had important changes in their features over time. The operations and impact of these mechanisms are not well understood, yet are frequently the subject of public criticism and studies and at the same time are revered by (some) market participants.
    [Show full text]
  • Experiment in Concrete; a Pioneer Venture in Grain Storage
    TUBULAR concrete grain elevator built in Minneapolis, 1899 EXPERIMENT in CONCRETE A Pioneer Venture in GRAIN STORAGE RUTH J. HEFFELFINGER UPON LEAVING Minneapohs via Lake though it now seems to have no purpose Street and proceeding along Highway No. other than to advertise the lumber sold near 7 in the direction of Excelsior, one passes a by. Certainly no one would associate it with large white structure on the left just west of the pretentious structure across the bridge, the bridge that spans the Belt Line. It is yet if it had not been for that single tube composed of a triple row of monoliths as of concrete, terminal grain elevators might classically symmetrical in outline as the col­ be built in a different, and perhaps less eflB­ umns of a Greek temple, although not as cient, way today. For apparently this was decorative. The Minneapolis structure is a the first tubular grain elevator of sohd con­ terminal elevator designed for the storage crete in the world. Although it was never of grain, and, like most modern terminal ele­ put to use, it was built as an experiment to vators, it is built of concrete. On the east side find out if it was practical to store grain in a of the bridge stands a single monolith with concrete bin of this shape. the words "Lumber Stores" running the Early in 1899, Frank H. Peavey and length of the tube. It looks as though it might Charles F. Haglin talked over the possibility once have been the chimney of a factory, of storing grain in bins constructed of mate­ rial other than wood.
    [Show full text]
  • The Mississippi Kite Grain Elevator Supports Winter
    THE MISSISSIPPI KITE 5 GRAIN ELEVATOR SUPPORTS WINTER BARN OWL NEST James L. Key Department of Biological Sciences Mississippi State University Mississippi State, Mississippi 39762 Nesting Barn Owls (Tyto alba) have been documented within the united States for every month of the year (Otteni et al. 1972, Marti 1991). In Mississippi, I have found Barn Owls nesting in the central and eastern portions of the state throughout the year, although they show a peak in egg-laying during January and February. These regions are relatively diverse in habitat, with mixed pine (Pinus spp.) and hardwood stands, pasture, and croplands. Although most Barn Owl nests have been located in areas rich in croplands, there are other prey-supporting habitats available during the periods when fields are bare. In west Mississippi, in the Delta region, available habitat is almost exclusively cropland, and I have found nesting efforts to be much more seasonal. Egg-laying occurs almost exclusively within the December to February period. These are often the harshest months in Mississippi, but these nests usually produce fledglings in March, April, and May, when crops begin to flourish and prey abound. Late fall and winter offer little more than barren fields, and I have found only one Barn Owl nest initiated just prior to that period. This nest was located at "Big River Seed Company," a grain elevator in Cleveland, Bolivar County, Mississippi. The clutch of five eggs was laid in a small room at the top of the complex, above the silos. Egg-laying began in early October 1991, and I saw three fledglings there on several occasions during January 1992.
    [Show full text]
  • Nature's Metropolis
    NATURE'S METROPOLIS Chicago and the Great West WILLIAM CRONON + W·W·NORTON & COMPANY New York London F ..5J.l8.� jacket illustration: A bird's-eye view of Chicago in 1857, 5 from a lithograph by Charles Inger after a drawing by 1. T Palmatary. t� Courtesy, The Chicago Historical Society. I � q I (!. 0- Copyright @ 1991 by William Cronon All rights reserved. Printed in the United States of America. The text of this book is composed in Baskerville, with the display set in Radiant Bold. Composition and manufacturing by the Haddon Craftsmen, Inc. Book design and cartography by Jacques Chazaud. Library of Congress Cataloging in Publication Data Cronon, William. Nature's metropolis: Chicago and the Great West/William Cronon. p. cm. Includes bibliographical references and index. I. Chicago (Ill.)-Description-To 1875. 2. Chicago, (Ill.)­ Description-1 875-1950. 3. Man-Influence on nature-Illinois­ Chicago-History-19th century. 4. Chicago (111.)-Historical geography. I. Title. F548.4.C85 1991 977.3'l l -dc20 90-40835 ISBN 0-393-02921-2 W.W. Norton & Company, Inc., 500 Fifth Avenue, New York, N.Y. 10110 W.W. Norton & Company, Ltd., 10 Coptic Street, London WCIA IPU 234567890 Contents MAPS AND GRAPHS X'/, PREFACE Xlll PROLOGUE: Cloud over Chicago 5 PART I TO BE THE CENTRAL CITY 1: Dreaming the Metropolis 23 Patterns on a Prairie Landscape 23 Booster Dreams 31 Metropolis and Empire 41 Reading Turner Backwards 46 2: Rails and Water 55 Market in the Mud 55 Artificial Corridors 63 Railroad Time 7 4 The Logic of Capital 81 vm CONTENTS PART II NATURE
    [Show full text]
  • Grain Elevator Guidance Doc-NSPS Subpart DD
    Grain Elevators in Kansas New Source Performance Standard (NSPS) Guidance Document What is 40 CFR Part 60 Subpart DD? You also have testing requirements to demonstrate The new source performance standards (NSPS) for you are meeting your emissions standards. Testing grain elevators were established by the U.S. requirements under this standard are located in 40 Environmental Protection Agency on August 3, 1978. CFR 60.303, but also refer to 40 CFR 60.11, These standards are located in the code of federal compliance with standards and maintenance regulations (CFR), Title 40 (environment), part 60, requirements. Specific test methods for Method 2 – subpart DD (written as “40 CFR 60 Subpart DD”). Determination of stack gas velocity and volumetric These regulations define the emission limits for a new flow rate, Method 5 – Determination of particulate source, in this case, grain elevators, and the matter from stationary sources, and Method 9 – Visual requirements to maintain compliance with the determination of the opacity of emissions from standard. stationary sources, are located in Appendix A of 40 CFR 60. Does the NSPS standard for grain elevators apply to my facility? Now that I have done the tests, what do I do with The standards of performance for grain elevators (40 the information to prove my facility is in CFR Subpart DD) apply to each affected facility (i.e., compliance? each truck unloading station, truck loading station, Notification and recordkeeping requirements are listed barge and ship unloading station, barge and ship in 40 CFR 60.7. The Kansas Department of Health loading station, railcar unloading station, railcar and Environment (KDHE), Bureau of Air (BOA), has loading station, grain dryer, and all grain handling the authority to conduct inspections at permitted operations) at any grain terminal elevator or any grain facilities.
    [Show full text]
  • Grain and Soybean Industry Dynamics and Rail Service
    Grain and Soybean Industry Dynamics and Rail Service Analytical Models of Rail Service Operations Final Report Michael Hyland, Hani Mahmassani, Lama Bou Mjahed, and Breton Johnson Northwestern University Transportation Center (NUTC) Parr Rosson Texas A&M University 1 Executive Summary To remain globally competitive, the United States’ grain industry and associated transportation services underwent significant restructuring over the past fifteen years. New technologies, helped by weather changes, led to sustained yield volume increases in the Upper Midwest. To move larger volumes faster and at lower cost, the railroad industry introduced shuttle train service. Traveling as a unit to the same destination, shuttle trains save considerable time in transit and potential delay, bypassing intermediate classification yards. Grain shippers concurrently began consolidating and storing grain in larger, more efficient terminal elevators (shuttle loaders) instead of country elevators. This report examines the effectiveness of shuttle train service and the terminal elevators supporting the shuttle train system, under different demand levels, through the formulation of simple mathematical models. In order to compare shuttle and conventional rail service, this paper introduces three distinct models. The first model, referred to as the ‘time model’, determines the time it takes to transport grain from the farm to a destination (e.g. an export elevator). The second model, referred to as the ‘engineering cost model’, determines the aggregate variable costs of transporting grain from the farm to an export elevator. The third model, referred to as the ‘capacity model’, determines the maximum attainable capacity (i.e. throughput) of a rail network as a function of demand for rail transport and the percentage of railcars on the network being moved via shuttle service and conventional service.
    [Show full text]
  • Nebraska Railway Council Study
    NEBRASKA RAILWAY COUNCIL STUDY Wilbur Smith Associates in association with HWS Consulting Group Denver Tolliver, Ph.D. NEBRASKA RAILWAY COUNCIL STUDY prepared by Wilbur Smith Associates in association with HWS Consulting Group Denver Tolliver, Ph.D. December 4, 2003 TABLE OF CONTENTS Chapter Page No. 1 Nebraska Rail System 1-1 Rail System Components 1-1 Freight Railroads 1-1 Rail System Use 1-5 Rail Freight Traffic 1-6 Traffic Density 1-8 2 Grain Transportation 2-1 Modal Share 2-1 Rail Shipments 2-2 Strategic Agricultural Issues 2-4 Railroad Rates and Grain Elevator Network Characteristics 2-8 3 Light Density Lines 3-1 Light Density Line System 3-1 Screening Process 3-3 Core System Delineation 3-5 LDL Core System 3-6 Appendices Appendix A – Grain Transportation Analysis Appendix B – Light Density Lines Appendix C – LDL Elevator Locations Nebraska Railway Council Study i EXHIBITS Exhibit No. Page No. 1-1 Nebraska Rail System 1-2 1-2 Nebraska Freight Railroads 2002 1-3 1-3 Nebraska Rail Movements 2000 1-6 1-4 Nebraska Rail Commodity Volumes 2000 1-7 1-5 Destination of Shipments Originating in Nebraska 1-9 1-6 Origination of Shipments Terminating in Nebraska 1-10 1-7 Nebraska Rail Density 1-11 2-1 Nebraska Cereal Grain Transportation 1997 2-1 2-2 Nebraska Rail Grain Shipments 2000 2-2 2-3 Rail Grain Destinations 2000 2-3 2-4 Major Grain Elevators and Corn Production by County 2-5 2-5 Ethanol Plants Nebraska 2-6 2-6 Inbound Grain Shipment Distances 2-8 2-7 Grain Elevator Delivery Truck Configurations 2-9 2-8 Shuttle Elevator Radial Market 2-10 3-1 Nebraska Light Density Line System 3-2 3-2 LDL System by Railroad 3-1 3-3 Screening Process Flow Diagram 3-4 3-4 LDL Core System 3-7 3-5 Core System Light Density Lines 3-8 Nebraska Railway Council Study ii Chapter 1 NEBRASKA RAIL SYSTEM This chapter defines the Nebraska rail system by describing the major characteristics of each of the system’s components and the use made of them.
    [Show full text]