Quit complaining about transportation

[dmlfarmer]

LEP You can call me dum... if it makes you feel better but I do not post anything on agriville without data to back up what I write. I disagree fully with your last post. According the the Grain Monitor the average wait time for loading ships at Vancouver for the last 1o years of the CWB single desk was 8 days. Since the end of the single desk the average wait time has been 18 days!

In 2013 the demurrage charges were 54 million dollars, higher than any of the previous 10 years

"Mark Hemmes, a grain transportation expert whose company collects GMP data, says the reasons for long vessel lineups at Vancouver include cheap ocean freight and lack of logistical coordination.“The No. 1 reason is that they don’t have the right grain arriving at Vancouver in a sequence that matches the arrival of vessels,” Hemmes said." quote from Western Producer article Ocean vessels again backed up at Pacific port May 2015

LEP I dare you to come up with solid data and facts to prove what you wrote. And if you cannot do so, try reading the Grain Monitors reports to get the truth instead of the fiction you are trying to sell. If you are unable to understand the comprehensive reports from the GM, at least read the interview with Hemmes at http://www.producer.com/2015/05/ocean-vessels-again-backed-up-at-pacific-port/

[TOM4CWB]

SDG,

I think the CWB had a great end... and new beginning! G3 will spend $100's of millions on expanding assets... Ports etc...

On Human rights... We and the USA are not innocent of our own crimes against humanity... Drone attacks... [killing innocent defenceless little people] and Capital Punishment... Blacks being shot that were defenceless... Blaming the Saudi's for human violations... is not exactly itself a violation of human rights! We buy oil, sell grain... and the US sends billions in Arms and technology...

Old CWB assets will be well integrated and used to benefit Canadian grain growing regions... as the News release below indicates;

Background:

"News
G3 Global Grain Group completes investment in CWB
July 31, 2015 – St. Louis, Missouri – G3 Global Grain Group (G3), a newly established agribusiness joint venture based in Winnipeg, Manitoba, Canada, today announced a successful close to its investment in CWB which secures a majority interest in the company. CWB will be combined with the grain assets of Bunge Canada to form a new Canadian agribusiness, G3 Canada Limited.
“Combining the local market presence and global expertise of CWB and Bunge Canada Grain provides the opportunity to fulfill a promise to Canadian producers – to create a new and competitive alternative for the marketing of their grain,” says Karl Gerrand, G3 CEO. “The name change to G3 Canada Limited represents another step towards our vision of building a highly efficient coast to coast grain handling enterprise, and I welcome the opportunity to work with the dedicated teams from G3, Bunge Canada and CWB, who have worked so hard to bring these transactions to a successful conclusion.”
Ian White, CWB President and CEO, led the organization through the transformational process, and is gratified with the investment outcome. “CWB is pleased to complete the initiative to commercialize. The capital investment G3 brings, as well as extensive operational experience, is a huge benefit to the sector, and we are pleased that Canadian grain producers will be able to continue to participate in the growth of the new company.”
About G3 Canada Limited
G3 Canada Limited, a newly formed agribusiness, is establishing a highly efficient coast-to-coast Canadian grain enterprise designed to provide a unique competitive alternative to farmers, and superior service to customers and stakeholders. G3 Canada’s assets range from inland grain and deep-sea port terminals stretching from Leader, Saskatchewan to Québec City, Québec, to Great Lake grain transport vessels and a fleet of grain hopper cars. The vertical integration of these assets along the agricultural commodity chain forms the basis of a smarter path from Canadian fields to global markets. G3 Canada Limited is a Canadian company and is headquartered in Winnipeg, Manitoba
About G3 Global Grain Group
G3 Global Grain Group (www.G3Canada.com) is a joint venture of Bunge Canada and SALIC Canada Limited, a wholly owned subsidiary of Saudi Agricultural and Livestock Investment Company (SALIC). Bunge Canada is a vertically integrated food and feed ingredient company, supplying raw and processed agricultural commodities and specialized food ingredients to a wide range of customers in the animal feed, food processor, foodservice and bakery industries. SALIC, a joint stock company based in Riyadh, Saudi Arabia, is building a global agribusiness by investing in greenfield and existing ventures.
About Bunge North America
Bunge North America (www.bungenorthamerica.com), the North American operating arm of Bunge Limited (NYSE: BG), is a vertically integrated food and feed ingredient company, supplying raw and processed agricultural commodities and specialized food ingredients to a wide range of customers in the animal feed, food processor, foodservice and bakery industries. With headquarters in St. Louis, Missouri, Bunge North America and its subsidiaries operate grain elevators, oilseed processing plants, edible oil refineries and packaging facilities, and corn, wheat and rice mills in the U.S., Canada and Mexico.
About Bunge Limited
Bunge Limited (www.bunge.com, NYSE: BG) is a leading global agribusiness and food company operating in over 40 countries with approximately 35,000 employees. Bunge buys, sells, stores and transports oilseeds and grains to serve customers worldwide; processes oilseeds to make protein meal for animal feed and edible oil products for commercial customers and consumers; produces sugar and ethanol from sugarcane; mills wheat, corn and rice to make ingredients used by food companies; and sells fertilizer in South America. Founded in 1818, the company is headquartered in White Plains, New York. "

[dmlfarmer]

As Paul Harvey says: And the rest of the story!

Tom fails to mention that SALIC was started in 2012 by King Abdulla for the primary purpose of supplying low cost food to SA. While SA attempted to grow its own food, that did not work out and as of 2016 will change focus to importing all food stuffs needed. Our government gave away a grain handling system and knowledge to a company focused on supplying cheap food to one market! How Tom sees this as benefitting western farmers is beyond me. The real benefit will be to the Saudi Government having their own collection system and pipeline to the prairies and not having to compete on the market for the grains they need. Bunge merely supplies the management needed to make the system work.

[TOM4CWB]

DML,

I call your bluff.

You have absolutely NO proof that SALIK has anything more than a place at the table allowing it to buy Ag products... on a competitive basis... with any other end user in the global market place. The Saudis are a 3rd party minority shareholder... and Bunge has no obligation to give the Saudi's any cheap grain or sweet deals.

I guess you need some Foil as well???

[dmlfarmer]

No Tom, I only have the mission statement and vision of SALIC to go on. As soon as the deal was announced, I checked the SALIC website and the primary goal of SALIC was cheap food for SA. Interesting, since the CWB deal, the website has changed to take out that statement but you can still find reference to that in King Abdulla's inititive in setting up SALIC in 2012.

Actually study the deal tom instead of taking Ritz's talking points. See what each party put up. Actually look at the reasons why each party entered the agreement. Great for CWB, Great for Harper government, Great for SALIC, Great for Bunge, great for SA, bad for Canadian farmers - but then why should that matter, we never lost any money from poor rail either did we Tom!

[TOM4CWB]

DML,

I lost a little interest on the transport problem... thats it. For folks who planned cash flow well ahead... the basis was not an issue. Cash pricers with good reserves also could wait out the backlog.

Or haul to the US... etc etc. There are enough small grainco's that many options were available. The transport problem stopped cheap US meal and corn from dragging down our domestic feed market as well because it wasn't getting up here.

[MBgrower]

Tom, i dont want to view your videos, leave that shit out of these threads, text and hyperlinks only please.

[riders2010]

So tom the backlog actually gave farmers more money?

Are you and ritzy maybe enjoying what the ford boys use? Holy cow psychotic rhetoric.

[TOM4CWB]

Riders
As always timing is everything
It did cost extra interest as I said earlier.

Your simple view of what Minister Ritz meant lacks personal context and understanding.
I have found Gerry to be kind, understanding and compassionate.

And he trys to be funny to spice things up!

[dmlfarmer]

Tom:
Then why has Ritz not retracted his statement? Why has he not corrected what he said? Until he does, I can only believe his actual quotes.

[TOM4CWB]

DML

It doesn't seem to matter what Minister Ritz does... everyone blames him for everything that goes 'wrong'!!!

Article from the Financial Post is a great read... saying the opposite of you folks!!!

Mary-Jane Bennett, Special to Financial Post | November 5, 2014 12:57 PM ET

Further Canadian railroad regulation would be ‘crazy’

In 2011 Canadian Agriculture Minister Gerry Ritz dismantled the Canadian Wheat Board because open markets “attract investment, encourage innovation and create jobs.” By last year, however, he’d changed his tune.

"Chokepoint, USA: The story of how one city has snarled North America's rail industry"

Last May, Ritz re-regulated the rail industry, forcing quotas on Canada’s two major rail companies. He tabled the Fair Rail for Grain Farmers Act due to the significant slow-downs in the movement of grain by rail. Rail companies said the delays were a one-off that resulted from two combined factors: a crop 50% larger than normal and a winter so cold “it put us on our knees,” according to CN CEO Claude Mongeau. But Ritz dismissed these explanations, blaming the railways for the delays and dubbing the record crop “the new normal.” The Canadian economy, he claimed, was being “held hostage by rail service.”

As another winter sets in, and Canada’s rail companies begin transporting this year’s smaller crop, it is worth examining Ritz’s approach. The U.S. also faced extreme winter conditions last year and a “bin buster” crop and, as in Canada, the railways snarled up as soon as the bad weather set in last November.

Related
Ottawa tightens railway safety measures in wake of Lac-Megantic train disaster
Why some global commodities players are shipping less Canadian crude by rail now
By February, the average wait times for trains moving through freezing Minneapolis and snowy Chicago had almost doubled. While Canada turned to heavy-handed re-regulation of the railways, the U.S. rail regulator, the Surface Transportation Board, opted instead to monitor the railways, requiring them to file weekly plans outlining how they planned to keep grain shipments running.

Canada’s new legislation, however, specifies precisely how much grain CN and CP must deliver each week, forcing rail companies to prioritize grain ahead of all other commodities. And the law allows other railways to access CN and CP’s track by expanding inter-switching rights. This has meant, in effect, that rail competitors can access CN and CP’s track at almost half the cost. This not only distorts market pricing, but it also means shipments are handled twice, resulting in slow-downs and inefficiencies.

Advertisement

Importantly, this also deters railway investment. Investors and railways alike have little appetite for fixing a line to benefit a competitor’s entry. With railways across North America poised to spend roughly $30-billion next year in infrastructure fixes and upgrades, railways and their directors will look to two critical factors when deciding whether to invest: Can economic growth be sustained? And will current rail policy allow a stable rate of return on investment?
When regulations interfere with railway operations, major, planned railway fixes tend to be delayed. “Can you imagine a company willing to continue to invest billions in tracks, terminals, locomotives and rail cars if regulation will make these assets available to competitors?” says Michael Ward, C.E.O. of CSX Transportation, a Florida-based railway serving most of the eastern U.S.

And because the new law attaches quotas on grain deliveries, grain is treated as a priority commodity meaning CN and CP face large penalties for not meeting the onerous grain shipments the law demands. Merchandise, potash, coal, oats and everything else are all delayed to ensure that grain gets priority. The law has had disastrous unintended consequences on a host of industries.

U.S. grain buyers are also furious with Canada’s new law. As a result of the new law, Canadian railways weren’t able to ship grain through U.S. corridors last winter, resulting in huge financial losses for U.S. elevators, grain handlers and processors. North Dakota Senator Kevin Cramer said the law was the “solid foundation for a successful trade violation complaint.”

But in response to U.S. fury, Ritz claimed he was considering even further regulation: “If it is necessary, it will be done,” Ritz told Reuters in June. “I’m not going to be prescriptive yet.” U.S. senior rail analyst Tony Hatch has said further Canadian railroad regulation would be “crazy.” Despite looser U.S. regulation of railways, he notes, the U.S.market-oriented system “works pretty damn well.”

On Oct. 28, however, Ritz suggested he may be backing down saying he was considering revisiting the law’s quota requirements.

While the government focuses all of its energy on grain shipment, other important rail policy was left unaddressed last year leaving a series of important questions: How can Canada commercialize grain car ordering? What to do with the grain cars, now at the end of their active lives? How can ports improve turn-around times? Should the federal government continue to cap rail revenue on grain shipment?

CN’s Mongeau has pleaded with government to “Stop beating your workhorse,” and interfering with rail operations. Ritz, rather than championing a free market one day and looking over the shoulder of railways the next, should allow the supply chain to function efficiently, and to the benefit of all players along the line — not just grain growers.

Mary-Jane Bennett is a Research Fellow at the Frontier Centre for Public Policy (www.fcpp.org).

[dmlfarmer]

Tom: Can you simply answer a question?

You keep telling us what a great man Ritz is and how he was miss quoted so I ask you again:

If what he said was not what he meant why has he not retracted the statements which he was directly quoted on? Why has not not corrected his statements?

His silence on this issue combined with your refusal to answer leads me to believe he meant what he said.

[wmoebis]

Was talking about Tom and Ritz's statements on the weekend.
The analogy came up as If you took a twig off a tree and slapped someone on the face it would be funny and do no harm.
But if you took a branch off the same tree, formed a bat out of it and nailed the same person between the eyes that would count as something worth mentioning.

[TOM4CWB]

DML.

Some goofy study saying $$$ billions lost... when bad weather... US Rail problems also occurred just as much... and you claim Minister Ritz did nothing... when the article above says the exact opposite... Minister Ritz did way too much for grain farmers.

[TOM4CWB]

WM,

According to the RR... Minister Ritz DID hit them between the eyes with a baseball bat... on rail grain transportation. No way Minister Ritz can possibly win in this situation.