These days, with terrorism, anti- Americanism, SARS and the aftermath of war dominating the headlines, it’s understandable to want to think locally, act locally. But that is impractical when it comes to the grain trade.

Because the U.S. exports about half of the wheat it produces, as well as about one-third of its soybeans and close to one-fourth of its corn, the American ag sector has no choice but to think globally and act globally.

Communicating with overseas grain buyers and educating them about the U.S. grain system is a key part of that mission. National commodity promotion groups such as U.S. Wheat Associates, the U.S. Grains Council and the American Soybean Association have field offices around the world to develop markets for American grain by providing information, education and assistance to overseas grain buyers and end-users.

These overseas trade promotion efforts are funded by the U.S. Department of Agriculture’s Foreign Ag Service and by American farmers themselves through a small tax, usually no more than a penny or two per bushel, on grain at the point of sale. This tax, commonly called the “check-off,” exists in most grain-producing states and is directed by farmers who serve on state commodity promotion groups.

The Northern Crops Institute is one unique educational program collab-oratively funded by grain checkoffs in North Dakota, Minnesota, Montana and South Dakota. The NCI (www.northern-crops.com) is essentially an international learning center for overseas grain users and processors to learn how to trade and process northern-grown grain. Just recently, crop buyers from 14 countries learned strategies for making better grain purchases. Included was a computerized risk management exercise, allowing buyers to simulate management strategies for purchasing American grain.

Commodity groups in the region also host overseas trade teams to educate foreign buyers about the American grain system. Typically, these visits are scheduled during the growing season, so overseas grain buyers and users can see first-hand how American grain is grown, shipped and marketed. A typical trade team itinerary in the Northern Plains region includes at least one on-farm visit, as well as stops at a country elevator, the Minneapolis Grain Exchange and the Port of Duluth-Superior.

In business, it is said that “it’s not what you know, but who you know,” and the global grain business is no different. While price and quality are two key determinants to overseas grain purchasing, there is no doubt that building relationships with overseas grain buyers and users is important to overseas market-share.

Take South Korea, for example: In 1945, there were only four flour mills in the south part of Korea, and they were completely destroyed during the Korean War. The U.S. government and American wheat industry made the first wheat donation (under Public Law or PL 480) in 1956 and helped rebuild South Korea’s grain milling infrastructure. Now the South Korean market is one of the most sophisticated in the world. U.S. farmers supply over 50 percent of its wheat import needs, much of it northern-grown hard red spring wheat, mostly cash sales.

This spring, in an affirmation of the relationship between Korean mills and the U.S. wheat industry, wheat groups in the Northern Plains hosted a trade delegation representing the Korean Flour Mills Industrial Association.

The need for education and communication about the American grain system is important these days, given the fact that fewer governments and more private companies are buying grain. Ten to 15 years ago, about 80 percent of global wheat purchases were government-controlled and 20 percent were private. Today that figure is reversed.

A large part of educating overseas buyers is explaining how America’s grain system works. Ironically, I would suspect that beyond delivering grain to the country elevator, a good number of U.S. grain growers themselves have a fuzzy notion of where their grain goes and how it’s used.

This diagram, in a nutshell, outlines the American grain system. An outline of the process, from field to port:

Farmer’s Field: After the grower harvests, typically late summer to early fall, some grain might be trucked to the local elevator right off the combine, or the grain may be stored on-farm, depending on market price (and the farmer’s need for cash flow). In some cases, a farmer may haul directly to a larger grain hub (subterminal) if he/she lives close to a subterminal elevator or has access to a semi-truck.

Country Elevator: When a farmer dumps grain at the elevator, he/she drives a truck onto a platform scale, where grain weight is recorded (and again after the grain is completely unloaded). As grain is dumped through a floor grate and into the “pit,” a sample is taken from the grain stream, which is used to determine moisture content, class/grade, protein and foreign material or “dockage.” Grain typically moves from the dump pit to storage (most country elevators are at least 80 feet tall, hence the name “prairie skyscrapers”) via a vertical conveyor belt, to which many small buckets are attached (the conveyor system is commonly referred to as the “grain leg”). Different types, classes, and grades of grain can be directed to different storage bins with the flip of a switch. Most country elevators are constructed adjacent to railway tracks; a lot of grain is moved by rail to subterminal, terminal and export elevators. Still, a number of smaller country elevators have lost rail service in the last decade, unable to provide enough rail volume. These elevators must then ship grain by truck.

Terminal/Export Elevators: Subterminal, terminal and river elevators are simply larger grain collection points or hubs to store and move grain to their end destination. Grain used domestically is shipped from terminal elevators by truck or rail to domestic grain processors and users. Export elevators, located near major waterways, can load a ship with 60,000 tons of grain, worth over $10 million, in two days. The USDA's Grain Inspection, Packers and Stockyards Administration (GIPSA) typically has several officials on hand to inspect and weigh grain for export.

An order of grain to be loaded aboard a ship, referred to as a lot, is divided into smaller units called sublots for inspection purposes. A sublot that does not pass inspection is not allowed to be loaded onto the ship. Grain is inspected by sublots rather than waiting for the entire lot to be loaded so the lot will be of uniform quality. A lot is often divided among several customers at its destination, so it is important for no customer to be stuck with a pocket of bad grain. Also, a pocket of bad grain could spoil during the voyage and contaminate the rest of the shipment.

Unique, interactive diagrams that explain how grain is loaded from an export elevator and how it's unloaded from a barge can be found online at the following link from GIPSA's Web site, http://www.usda.gov/gipsa/reference-library/vrml/shipload.htm.

A comprehensive study of 100 grain elevators in Minnesota (a sample of about 20 percent) conducted by University of Minnesota researchers Jerry Fruin and Douglas Tiffany tracked the movement of grain shipments from Minnesota to their final destinations. Destination and mode of shipment varied substantially by grain, seasonality and location during the study period (July 1999 to June 2000). However, the study indicated that Minneapolis and Mississippi River ports were the most significant destinations, receiving 28.4 percent of all shipments. Pacific Northwest export ports received 17.9 percent. Minnesota-based corn, soybean and wheat processors received 16.6 percent of shipments. Duluth-Superior received 10.5 percent and Mexico received 7 percent. Rail was used for 64 percent of all grains, with rail shipments of 50 or more cars accounting for 47 percent of all elevator shipments.

The study authors noted that as the soybean-growing area has expanded to the north and west from its traditional area in southern Minnesota, Duluth-Superior has become an important market for Minnesota and North Dakota soybeans in the last few years. The study, which also includes information on North Dakota grain shipment destinations, can be found in its entirety on the Internet at http://agecon.lib.umn.edu. Search for the report by the authors' last names, Fruin or Tiffany.

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Which grain companies operate export elevators out of the Port of Duluth-Superior? What ag commodities do they handle and where are they shipped? What does the future hold for ag shipments out of this Port?

We'll explore the Port of Duluth-Superior's role in the movement of northern agricultural commodities in the next edition of North Star Port.

Ag writer Tracy Sayler, headquartered in Fargo, N.D., can be found at tsayler@prairieagcomm.com.