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This study describes the movement of grain shipments from Minnesota to their final destinations. A sample of approximately 100 (or 20%) of Minnesota's grain elevators reported their monthly grain shipments by mode to each of nine destinations from July 1999 to June 2000. The researchers used this data to project grain shipments from Minnesota and each of six crop reporting districts by grain and by transportation mode to final destination. Minneapolis and Mississippi River ports were the most important destinations, receiving 28.4% of all shipments. Pacific Northwest export ports received 17.9%. Minnesota-based corn, soybean, and wheat processors received 16.6% of shipments. Duluth-Superior received 10.5% and Mexico received 7%. Rail was used for 494 million bushels (14.1 million tons) or 64% of all grains. Rail shipments of 50 or more cars accounted for 47% of all elevator shipments. Truck shipments accounted for 263 million bushels (7.4 million tons). Both destination and modal percentages varied substantially by grain and by crop report.

This study describes a portion of grain production and movement patterns in Minnesota. A related study, "Where Does Minnesota's Grain Crop Go?" uses grain elevator survey data to detail the movement levels and destinations of grain and oilseeds that are grown in Minnesota. In this project, researchers identified 1999 grain and oilseed production levels, livestock populations in individual counties of the state, and required amounts of feed for the livestock populations. From this analysis, they determined net feed grain surpluses and deficits. They calculated the net movement of all grain after local feeding and processing activities to track the impacts on Minnesota roads. The report includes tables that describe the consumption of feed grains and soybean meal by livestock in each county and maps that show the levels of production, surplus/deficit levels by county, and net movement of grains and oilseeds.

Proposals to close the Minneapolis Upper Harbor, and convert the area to housing, light industry and recreational uses, would eliminate the barge movement of commodities to/from the Upper Harbor. Several proposals have assumed that this would also eliminate associated freight movement through this area of Minneapolis. However, there would still be a need to move materials such as sand and gravel, cement, steel products, and other construction materials into Minneapolis; and scrap metals from Minneapolis. Truck movements of grain, fertilizer and other commodities from/to northwest of Minneapolis would be rerouted to downstream harbors. This study estimates the monetary and public externality costs imposed by this modal shift from barge to truck, including haulage costs, differences in fuel consumption, changes in air emissions, highway congestion impacts, highway accident impacts, and changes in highway maintenance requirements. Coefficients from the Federal Highway Administration Highway Cost Allocation Study (HCAS) are used to monetize the estimated public costs. Results from the "most likely" scenario indicate an addition of 66,000 truckloads traveling 1.2 million miles in the metro area each year. Increases in transport costs to shippers or customers exceed $4 million annually, while public cost increases estimated with the HCAS coefficients exceed $1 million annually.

With its enormous size and great diversity, the former Union of Soviet Socialist Republics (FUSSR) is an important player in the world grain and oilseed markets. The lack of data about FUSSR, though, poses some obstacles in understanding the impact on world trade. In this study, researchers gathered unique statistics about FUSSR's crop areas and output. In addition, they developed a methodology to estimate the surplus or deficit of the feed quantity produced for the livestock population by FUSSR's administrative units, or oblasts. The research looked at estimating the size of the FUSSR's demand for imported feedstuffs and its probable sources and transportation routes. It also forecasted what a reformed FUSSR agriculture would look like after changing cropping patterns and applying technology. The report organizes the findings by oblast and republic and details the following information for each oblast: area in square miles; the km of railroad; the km for two types of highways; a distance matrix between the major population centers by road; population statistics; estimated animal feed protein surplus/deficiency; calorie surplus/deficiency, and soybean equivalent to meet the protein requirements; area sown for winter wheat, spring wheat, rye, com for grain, barley, oats, potatoes, flax, sugar beets, and sunflower; and output for winter wheat, spring wheat, rye, corn for grain, barley, oats, eggs, poultry, mutton and goat, pork, beef and veal.

In this project, researchers studied the flow of freight in the 12-county northwestern region of Minnesota for the Minnesota Department of Transportation (Mn/DOT). This project uses data from C.J. Peterson & Associates, as well as data on agricultural commodities, timber, and Canadian border crossings. This report identifies major commodity flows by origin and destination within and outside of the region and assigns these to a regional highway network using the QRSII model. It presents annual flows by major commodity classification on each highway link, both in weight value shipped, which permits an identification of significant freight corridors within the region. Mn/DOT plans to use this information in targeting investment and maintenance of the region's transportation infrastructure. The study also serves as a prototype for examining freight flows in other regions of the state.

Motor carriers face a number of regulations in carrying on their business. Trucks are typically regulated as to their length, width, height, load (in terms of gross vehicle weight), and axle weight. The purpose of these regulations is to promote public safety and protect the quality of road surfaces. Highway regulations affecting motor carriers are primarily a state-level responsibility in the United States. Minnesota has its own set of truck size and weight regulations as do neighboring states and Canadian provinces. Because states set their own regulations on truck size and weight, the commercial trucking industry measures the appropriateness of Minnesota regulations to a large extent based on their congruence with those in adjacent states. The object of this study is to determine the extent to which major shippers, the clients of commercial motor carriers, feel constrained by truck size and weight regulations in Minnesota and whether their needs are being met.