The reform of grain transportation policy and transformation in Western Canadian agriculture.

Doan, Darcie; Paddock, Brian; Dyer, Jan

doi:10.1079/9781845930332.0163

Cited by 14 publications

(24 citation statements)

References 3 publications

(6 reference statements)

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Looking at the prairies as a whole, the pattern of crop diversification post-1995 agrees with the predicted outcome, with wheat's share of total crop area decreasing from 47% in 1990 to 32% in 2000 (Doan et al 2003). …”

Section: Background a History Of The Western Grain Transportation Actsupporting

confidence: 63%

“…The repeal of the WGTA has been associated with a range of adaptations by farmers to the lower prices for export grains (see Doan et al 2003Doan et al , 2006. It is expected that some farmers adapted to the new environment by shifting to high-value export crops, feed grain production and animal production or by pursuing economies of size in grain production.…”

Section: Background a History Of The Western Grain Transportation Actmentioning

confidence: 99%

See 1 more Smart Citation

Competitive Pressure and Technology Adoption: Evidence from a Policy Reform in Western Canada

Ferguson

Olfert

2013

SSRN Journal

View full text Add to dashboard Cite

Standard-Nutzungsbedingungen:Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden.Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen.Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. Terms of use: Documents in EconStor may AbstractWe measure the impact of the removal of a railway transportation subsidy on the adoption of technology for Western Canadian farms, using a unique combination of Census and freight rate data. We exploit the large regional variation in these one-time freight rate increases in order to identify causal effects of increased competitive pressure. Using a difference-indifferences methodology we find that higher freights rates -and hence lower farm gate prices -induced farmers to adopt new, more efficient production technology. We also find that farmers experiencing the greatest transportation cost increases also increased fertilizer usage and made significant land use changes. JEL Classification Codes: F14, O13, Q16, Q17, Q18

show abstract

Section: Background a History Of The Western Grain Transportation Actsupporting

confidence: 63%

Section: Background a History Of The Western Grain Transportation Actmentioning

confidence: 99%

Competitive Pressure and Technology Adoption: Evidence from a Policy Reform in Western Canada

Ferguson

Olfert

2013

SSRN Journal

View full text Add to dashboard Cite

show abstract

“…The transcontinental rail line that tied British Columbia to Ontario and eastern ports opened up grain markets and the natural monopoly position of the railway was an immediate concern. To appease prairie farm concerns, the Canadian Pacific Railway was given a large federal capital investment in return for preferential rates to farmers in 1897 (Doan et al ). These subsidies, called the Crow rates, were adjusted over the years and public funds were used to invest in rail cars and branch lines.…”

Section: Introductionmentioning

confidence: 99%

Competition in Canada's Agricultural Value Chains: The Case of Grain

Brewin

2016

Canadian J Agri Economics

View full text Add to dashboard Cite

To open this address, I would like to advocate for membership in the Canadian Agricultural Economics Society (CAES). The fact that applied economics offers theory and methods that help us address topics as diverse as the Canadian grain value chain and the economics of species at risk speaks well for the future of our discipline. There is a vast array of work for us to do. Membership in the CAES offers an excellent link to the most up‐to‐date research in this area through our journal and conferences. Every society I attend inspires me to examine my own research and look at problems in new ways using new tools I learned from presentations made by the members of CAES. The main message of my address is to promote the application of Game Theory strategies as a way to understand behavior in the grain value chain. These tools are already being applied in areas as different as optimizing tradable systems of environmental goods and assessing competitive behavior in beef packing. Tout d'abord, je tiens à mentionner que j'appuie l'adhésion à la Société canadienne d'agroéconomie (SCAE). Le fait que l’économie appliquée offre la théorie et les méthodes qui nous aident à examiner des sujets aussi variés que la chaîne de valeur des grains du Canada et l’économie des espèces en péril augure bien pour l'avenir de notre discipline. La diversité du travail à accomplir est immense. Être membre de la SCAE procure un lien privilégié à la recherche de pointe grâce à notre Revue et à nos conférences. Aujourd'hui, mon message vise principalement à promouvoir l'application des stratégies de la théorie des jeux pour comprendre le comportement au sein de la chaîne de valeur des grains. Certains domaines, tels que l'optimisation des systèmes d’échange des biens environnementaux et l’évaluation du comportement concurrentiel dans le secteur du conditionnement du bœuf, utilisent déjà ces outils. La panoplie d'outils à notre disposition est mise en valeur dans notre Revue et lors de nos congrès. Tous les congrès auxquels j'assiste me motivent à examiner ma propre recherche et à analyser les problèmes sous un angle différent grâce aux nouveaux outils mis au point et présentés par les membres de la SCAE.

show abstract

“…After 50 years, the Statutory Freight Rates were deemed noncompensatory and railways were faced with the significant challenge of renewing plant and resources. Consequently, the rate structure was replaced by a subsidized maximum freight rate under the Western Grain Transportation Act in 1984 [9]. Finally the grain transportation subsidy was abolished in 1995, and for five years farmers paid a regulated maximum freight rate.…”

Section: Restraints On the Containerization Of Grainmentioning

confidence: 99%

Containerization of Grain: Emergence of a New Supply Chain Market

Prentice¹,

Hemmes²

2015

JTTs

View full text Add to dashboard Cite

The containerized shipment of freight continues to grow rapidly. This development can be traced to a transformation of bulk and break-bulk service to containerization. Demand has been driven by opportunities to broaden logistical options as well as advantageous freight rates. Logisticians and policy makers are unsure how much more bulk traffic can be converted to containerization, but the trends are evident. Of particular interest is grain. Bulk grain handlers have successfully resisted the conversion of grain shipping to containerization, except on the North American-Asian traffic lanes and the Australian-Asian traffic lanes where growth has been significant. This paper reviews the theoretical case for grain containerization from a logistics perspective, followed by an examination of the current trends in the United States and Canada. Subsequently, the analysis considers the restrictions and resistance to the conversion of grain from bulk shipping to containerization.

show abstract

The reform of grain transportation policy and transformation in Western Canadian agriculture.

Cited by 14 publications

References 3 publications

Competitive Pressure and Technology Adoption: Evidence from a Policy Reform in Western Canada

Competitive Pressure and Technology Adoption: Evidence from a Policy Reform in Western Canada

Competition in Canada's Agricultural Value Chains: The Case of Grain

Containerization of Grain: Emergence of a New Supply Chain Market

Contact Info

Product

Resources

About