Occupational safety in grain elevators and feed mills.

Mode of access: Internet.

Costs of storing and handling grain in commercial elevators, 1964-65.

Cover title.

FOA grain storage elevators in Pakistan : hearings ... Eighty-fourth Congress, first session.

Pt.1. March 31, April 6, 1955. 120 p.--pt.2. April 14, 15, May 3, 1955. pp. 121-282.

Investigations on the basic theory of static and dynamic pressure phenomena in grain under conditions of storage

Cover title.

Grain handling.

"OSHA 3103."

Farmers' elevators. Miscellaneous pamphlets.

Mode of access: Internet.

Grain elevator insolvency and bankruptcy in Louisiana : /

"File S/15-86"--Cover.

Management audit : regulation of grain dealers and warehousemen and the administration of the Grain Insurance Fund : Illinois Department of Agriculture and the Grain Insurance Corporation.

"The audit was conducted pursuant to Legislative Audit Commission Resolution Number 125, which was adopted December 11, 2002. This audit was conducted in accordance with generally accepted government auditing standards and the audit standards promulgated by the Office of the Auditor General at 74 Ill. Adm. Code 420.310. This audit report is transmitted in conformance with Section 3-14 of the Illinois State Auditing Act."--Cover letter.

Review of literature related to engineering aspects of grain dust explosions /

Issued Aug. 1979.

Estimates of Total Fuel Consumption in Transporting Grain from Iowa to Major Grain-Importing Countries by Alternative Modes and Routes, 1985

This study measured fuel consumption in transporting grain from Iowa origins to Japan and Amsterdam by alternative routes and modes of transport and applied these data to construct equations for fuel consumption from Iowa origins to alternative final destinations. Some of the results are as follows: (1) The metered tractor-trailer truck averaged 186.6 gross ton-miles per gallon and 90.5 net ton-miles per gallon when loaded 50% of total miles. (2) The 1983 fuel consumption of seven trucks taken from company records was 82.4 net ton-miles per gallon at 67.5% loaded miles and 68.6 net ton-miles per gallon at 50% loaded miles. (3) Unit grain trains from Iowa to West Coast ports averaged 437.0 net ton-miles per gallon whereas unit grain trains from Iowa to New Orleans averaged 640.1 net ton-miles per gallon--a 46% advantage for the New Orleans trips. (4) Average barge fuel consumption on the Mississippi River from Iowa to New Orleans export grain elevators was 544.5 net ton-miles per gallon, with a 35% backhaul rate. (5) Ocean vessel net ton-miles per gallon varies widely by size of ship and backhaul percentage. With no backhaul, the average net ton-miles per gallon were as follows: for 30,000 dwt ship, 574.8 net ton-miles per gallon; for 50,000 dwt ship, 701.9; for 70,000 dwt ship, 835.1; and for 100,000 dwt ship, 1,043.4. (6) The most fuel efficient route and modal combination to transport grain from Iowa to Japan depends on the size of ocean vessel, the percentage of backhaul, and the origin of the grain. Alternative routes and modal combinations in shipping grain to Japan are ranked in descending order of fuel efficiencies.

Upper Lakes Shipping Ltd. fonds 1955-1990, n.d. (non-inclusive)

In March 1931, Captain Bruce Angus was sent to Sarnia by Gordon C. Leitch, general manager of Toronto Elevators. He was sent to inspect the Sarnian to ensure it was still seaworthy. Leitch was a savvy business man, who had been active in the business community for a number of years. Leitch began his career with a partner in the lumber business. When that went under he moved into graineries and worked for the Winnipeg Wheat Pool for 12 years. After Winnipeg he moved to Toronto, which was closer to his home town of Ridgetown, Ontario. In Toronto Leitch became manager of the Toronto branch of the Canadian Wheat Pool. While managing the wheat pools in Toronto Leitch became aware of huge costs associated with shipping the grains from the praries into the Toronto area. He felt that there was no need for such costs and decided to do something to make them better and cheaper for the business. Originally the grain was loaded onto Lakers that would bring the grain from the praries to Lake Huron and Georgian Bay. It was stored there until needed by the Toronto graineries and then hauled across land by either truck or train. The land journey was the most expensive and the one which Leitch wanted to eliminate. This was a fine plan except for 2 obstacles that were quickly overcome. First of all the Welland canals were not large enough to accommodate the large carriers that were bringing in the grain. This was changing as the expansion and widening of the canals was already underway. The second issue was the lack of storage in Toronto for the grain. The grain elevators had been destroyed by fire in the late 1880s and never replaced. Leitch propsed his company built its own storage elevators along the water front to allow not only for easier access to the grain, and more timely production of products. The elevators would aslo create a reduction in shipping costs and an overall more competitoive price for the customers of the grainery. The company refused, so Leitch went elsewhere to friends and contacts within the grain industry. The elevators were built and Leitch quit his job with the Canadian Wheat Pool and became the general manager of the elevators. Although the elevators were built and ready for storage the next issue was filling them. None of the carriers wanted to do business with Leitch because the competition in Georgian Bay threatened to cancel their contracts if they did. Leitch saw no way around this, but to provide his own transportation. This is when he sent Captain Bruce Angus to scout out potential ships. The ship was purchased for $37,000 and after another $30,000 was spent to fix it up, it was ready for business. The need for transportation and the finding of a seaworthy ship, lead to the beginnings of the Northland Steamship Company. The Sarnian proved to not be enough for the business underway. Leitch decided another ship was necessary. He joined forces with James Norris the owner of the Norris Grain Company. He proposed they join forces to create a more economical means of transportating their products.

SELLING BIRD CONTROL

The remarks that I have prepared deal with direct contacts selling pest and bird control programs. I am going to limit my remarks to what I feel are the more important aspects of selling Bird Control. I think it is safe to say that one of the most difficult aspects of selling for most sales personnel is prospecting, that is, finding accounts to call on. Our sales personnel have to more or less come up with their own leads. They have to find out who to contact once they get there. I have found that the best prospect most of us have for selling Bird Control accounts are our present pest control accounts. Generally speaking, we try to main¬tain contact with our applicators in the field, who are in these accounts every day, asking them if there are any of their accounts that are having bird control problems. Another method of finding potential accounts, is driving around looking. It is more difficult to drive around and look for rat and/or roach problems, but generally speaking if a building or some type of business has a bird problem, it is fairly easy to locate. Another thing we can do is call on specific accounts. There are generally cer¬tain accounts that just by the manufacturing process do attract birds, for example: food plants, mills, beet plants, grain elevators, food processors, and so on. Other type operations which lend themselves to bird problems are industrial plants because of the super-structure (physical plant) that they have. Sub-stations and power plants are very attractive to birds. Some other situations that should be checked for bird problems are lumber yards and contractors' storage buildings. After deciding on a contact we get into what I call my basic four. There are four basic things that I try to impress upon our personnel to keep in mind when they go in to make a contact. The first one is the interview or actually making the contact so that you get an opportunity to have the interview, either calling for an appointment or making a "cold" call. The second one is closing for the survey. The third one is making the survey and preparing a proposal. The fourth and last one is the proposal presentation and closing of the sale. An additional item which would make a basic five is after you make the sale don't forget to follow up on the sale.

Valor de la producción nacional, su transporte ferroviario. Capacidad de depósitos graneros en estaciones y puertos.

At head of title: Ministerio de agricultura de la nación.

Kornhäuser und getreidehandel. Ein beitrag zur deutschen agrarpolitik,

"Literatur": p. 197-201.

Arquiteturas do trigo: espaços de silagem no Alentejo, do século XIX à atualidade

O presente trabalho de investigação apresenta um estudo sistemático da expressão arquitetónica que teve na região do Alentejo a implantação agro-industrial da cultura do trigo, em especial, durante a "Campanha do Trigo", iniciada em 1929 e prosseguida durante o Estado Novo, até 1969. Para tanto, procede ao mapeamento dos elementos edificados, em ligação com os processos de produção, silagem e moagem industrial do trigo, bem como ao seu transporte, estabelecendo uma análise comparativa com outras regiões e países, com o intuito de revelar o impacto destes equipamentos nos diversos territórios e paisagens. Assim, procura-se compreender as relações que se estabeleceram entre a forma arquitetónica do silo (cujo desenho resulta fundamentalmente de uma resposta programática intrinsecamente ligada à sua função primordial - armazenamento do cereal) e os lugares, onde se implantaram e com os quais se procuraram articular, e as paisagens, com as quais perspetivaram dialogar. Para tal, procede-se a descrição do estado atual de cada exemplar das denominadas "arquiteturas do trigo", com o objetivo de gerar, num primeiro nível, o entendimento de cada caso em particular e, posteriormente, estabelecer, por efeito de comparação, um confronto, quer entre os diferentes contextos em que se inserem, quer entre as suas caraterísticas formais, de modo a tirar ilações que possibilitem problematizar o seu uso futuro, equacionando diferentes perspetivas de atuação sobre o edificado. Finalmente procura-se introduzir uma discussão segundo diferentes orientações e posicionamentos, de modo a invocar perspetivas de atuação sobre os silos, que se adequem a cada situação específica, a cada contexto e a cada lugar. É no confronto entre as abordagens enunciadas, que se evidencia, mais do que a pertinência, a emergência social e cultural de uma ação diligente, quer ao nível particular de cada peça silar, quer do sistema, do qual era parte integrante a linha de caminho de ferro, que através do seu traçado permitia interligar todas as peças silares e garantir o seu funcionamento a escala industrial; ABSTRACT: This research presents a systematic study of architectural expression of wheat crop agro-industrial development, in particular the "Wheat Campaign", started in 1929 and continue during the "New State", until 1969. We first proceed to map the built elements related to production processes, silage and wheat industrial grinding, as well as the ways of transportation, establishing a comparative analysis with other countries and regions, in order to reveal the impact of these objects in various territories and landscapes. We seek to understand the relationships between the architectural form of the silo (whose design is mainly a result of an intrinsically programmatic response linked to its primary function - cereal storage) and the places where they are implemented and the landscapes which they sought to communicate and articulate. Secondly, we describe the current status of each copy of the "wheat architectures" in Alentejo, with the main objective of attain, at first, the understanding of each particular case and, then, to establish a connection between the different contexts in which they operate and their formal characteristics, in order to conceive and discuss their future use, equating different perspectives of action in the buildings. Finally seeks to introduce a discussion according to different orientations and positions in order to invoke prospects for action on the grain elevators that are appropriate to each specific situation, every context and every place. It is the clash between the stated approaches, which shows more than the relevance, it shows social and cultural emergence of a diligent action on the particular level of each grain elevator on the system, which was an integral part of the railway, which through its tracing allowed to interconnect all grain elevators and assure its operation on an industrial scale