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[quote]QUOTE: <i>Originally posted by cbt141</i> <br />[br <br />#1 it might be of some help to realize that in the wheat trade grain is never just wheat. this especially true in the white wheat market and an iron rule when selling to asia from the pnw. <br />i suggest that some of the questions and apparent inconsistencies which you folks are discussing about all rail and rail/barge from pasco and lewiston are would be less puzzling if you take into consideration that the quality specifications and order sizes of the wheat in question will not allow it to be "mixed" in the hold of a barge. it has been carefully chosen and segregated at the sourcing elevator and that segregation has an economic value to the customer which will be preserved even through the ocean portion of the shipment. in short, <br />the rail wheat is most likely not a true "bulk" cargo. the portland export elevators are going to be the best place to break cargo. they will have the expertise to preserve the identity of the wheat. this is a value added component of price which the customer requires. <br />[/quote] <br /> <br />cbt141, <br /> <br />If you are refering to identity protected grains, those generally more by container. <br /> <br />As for rail/barge/ship, you do know that grain segregation is manifested on the barge lines too, with one barge holding soft white, one hard red, etc. The storage facilities along the river do the same thing as the storage facilities at the deep water ports. The facilities in Lewiston and vicinity are the only barge loading facilities I know of that take and store grain varieties from beyond the PNW, most other barge facilities along the Columbia Snake River system are predicated toward varieties specific to PNW. <br /> <br />I'm glad you mentioned the weather retrictions of the MIdwest waterway systems. Although there is some grain that moves to New Orleans by rail/barge combos, during the winter months all must move by rail. By constrast, the Columbia Snake system is open year 'round.
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