A

Agricultural 

Marketing 

Service

December 2013

Grain and Oilseed Shipment Siz

and Distance Hauled by R

Marvin Prater

Adam Sparger
Preferred citation:

Prater, Marvin E. and Adam Sparger. Grain and Oilseed Shipment Sizes and Distance Hauled by Rail. U.S. 

Department of Agriculture, Agricultural Marketing Service. Washington, DC. December 2013. <http://dx.doi.

org/10.9752/TS059.12-2013>

This paper was presented to the 53rd Annual Transportation Research Forum and published in its proceedings. 

<http://www.trforum.org/forum/proceedings.php?year=2012>

Cover photo credits (left to right):

•	 Huw Williams

•	 David Gubler

•	 Wikimedia Commons

•	 USDA

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Marvin Prater

Adam Sparger

Transportation Services Division

Agricultural Marketing Service

United States Department of Agriculture

Grain and Oilseed Shipment Siz

and Distance Hauled by R

i

Grain and railroads have an interdependent relationship. Grain is one of the most important commodities 

for railroads. It is the primary agricultural commodity moved by rail, comprising 7.9 percent by tons of all 

commodities, 94 percent by tons of all farm commodities, and 8.4 percent of total rail revenue in 2009. In 

turn, railroads represent a vital component of the grain network, hauling 33 percent of all grain transported in 

the United States in 2007. As domestic and export markets have evolved, railroads have continuously made 

efficiency strides through shuttle trains and the length of haul. Since 1994, grain and oilseed transportation h

moved from small shipment sizes to shuttle-size shipments (75 or more railcars) for many grains and oilseeds, 

reflecting the lower costs of shuttle-size shipments, an increase in the number of domestic destinations capable

of unloading shuttle-size shipments, and increased grain and oilseed exports in some years. In addition, the 

length of haul has increased for grains and oilseeds, reflecting competitive advantages of rail compared to truck

on longer hauls, lower rail tariffs per mile for longer hauls, and changing grain and oilseed markets. However, 

development of the shuttle market has occurred differently among grain types and has not been explored at 

the individual commodity level.

This paper uses the Surface Transportation Board Confidential Waybill Samples to quantify the changes in

shipment size and length of haul for each major grain and oilseed (corn, soybean, wheat, sorghum, and barley) 

from 1994 to 2009. Changes in shipment size and length of haul are compared to production and usage 

changes for each of the major grains and oilseeds to gain more insight into the underlying reasons behind the 

changes. 

Categories of shipment size used in this paper are: 

•	 1 to 5 railcars

•	 6 to 49 railcars

•	 50 to 74 railcars

•	 75 or more railcars

Categories for distance shipped are: 

•	 20 to 500 miles

•	 501 to 1,000 miles

•	 1,001 to 1,500 miles

•	 More than 1,500 miles

This procedure improves upon earlier analyses of the grain shuttle-size market by exploring the changes at the 

individual commodity level.

The shuttle market for each grain has developed differently because exports, production, and usage have 

been different despite the overall push towards larger and longer hauls by the railroads in order to maximize 

efficiency. In 1994, the dominant size of shipment for all 5 grains was 6 to 49 railcars. However, there 

initial differences in the lengths of haul: corn, soybeans, and barley were hauled mostly between 20 and 500 

miles in 1994, but wheat and sorghum were hauled between 501 and 1,000 miles. By 2009, corn and 

soybeans were mostly hauled more than 1,500 miles, but the predominant category for each of the other 

grains did not change. 

Executive Summa
ii

Wheat has been the most consistent of the five grains over the period of study with very little change in

exports, production, or usage. As such, it has had the fewest changes in shipment size or length of haul; the 

dominant shipment size and length of haul have remained the same throughout the time period. In contrast, 

a production increase in corn and soybeans due to corn-based ethanol and soybean exports has led to 

more shuttle-sized shipments of these commodities. Exports, the rise of large dairies, and a shift in animal 

production to regions distant from corn and soybean production regions have resulted in lengths of haul in 

excess of 1,500 miles becoming predominant. Soybeans have had the most dramatic change in length of haul 

because of increased exports and shipments to large animal feed regions which are not as susceptible to truck 

competition, as evidenced by rail’s increase in market share. On the other hand, corn’s length of haul has been 

mostly more than 1,500 miles only since 2008 when more ethanol plants were built, leading to stronger truck 

competition for the shorter movements to ethanol facilities and taking away some of rail’s share.

Shuttle markets have developed differently for sorghum and barley despite decreased production in both. 

Sorghum for ethanol production and a higher percentage of exports among total usage have led to an increase 

in shuttle-sized shipments even though less is being exported overall. Barley production has declined due to 

corn and soybeans being more profitable, and barley exports have declined without a strong export demand.

The predominant barley shipment size of 6 to 49 railcars and length of haul between 20 and 500 miles makes 

rail shipment of barley more susceptible to truck competition and has caused rail to lose market share over the 

time period.
iii

Introduction 1

Objective 2

Literature Review 3

Changes in Crop Usage 4

Methods 7

Results 8

Changes in Rail Shipment Sizes 8

Changes in Distance Shipped 12

Changes in Market Share of Rail Transportation 15

Conclusion 17

References 18

Conte

1

Introductio

Grain and railroads have an interdependent relationship. Grain is one of the most important commodities 

for railroads. It is the primary agricultural commodity moved by rail, comprising 7.9 percent by tons of all 

commodities (Association of American Railroads (AAR), 2010b), 94 percent by tons of all farm commodities 

(AAR, 2010a), and earned 8.4 percent of total rail revenue in 2009 (AAR, 2010b). In turn, railroads represent a 

vital component of the grain network, hauling 33 percent of all grain transported in the United States in 2007 

(Marathon and Denicoff, 2011). 

As domestic and export markets have evolved, railroads have made continuous strides in efficiency by

increasing shuttle-size shipments.1 Since 1994, grain and oilseed transportation has moved from single-car 

shipment sizes to shuttle-size shipments (75 or more railcars) for some grains and oilseeds, reflecting the

lower costs of shuttle-size shipments, the number of domestic destinations capable of unloading shuttle-size 

shipments and, in some cases, increased grain and oilseed exports. However, development of the shuttlesize market has occurred differently among grain types and has not yet been explored at the individual 

commodity level.

Railroad promotion of shuttle-size shipments has resulted in shuttle-size shipments becoming the dominant 

shipment size for the movement of corn, soybeans, and sorghum (Surface Transportation Board (STB), 1994-

2009). Although shuttle-size shipments of wheat comprise 36 percent of wheat shipments, the dominant 

shipment size remains 6 to 49 railcars—47 percent of the 2009 wheat tonnage (STB, 1994-2009). Shipment 

sizes of 6 to 49 railcars for barley are the dominant size of shipment, with shuttle-size shipments ranging from 0 

percent to 4 percent of total barley tonnage (STB, 1994-2009).

Railroads have also gained efficiency by increasing the length of haul for grains and oilseeds, reflecting the

comparative advantages of rail transportation over trucks for longer hauls, lower rail tariffs per mile for longer 

hauls, and changes in the grain and oilseed markets. In 1994, lengths of haul for corn and soybeans were 

principally between 20 and 500 miles. In 2009, however, the predominant length of haul for these two crops 

had become greater than 1,500 miles (STB, 1994-2009). In contrast, the primary length of haul for wheat and 

sorghum has not only stayed the same since 1994, but it has also become even more predominant. In 1994, 

the average length of haul for wheat and sorghum was between 501 and 1,000 miles, representing 40 percent 

and 34 percent of total movements, respectively. By 2009, hauls of this length had increased to 51 percent and 

54 percent of total movements (STB, 1994-2009). For barley, the predominant length of haul remains 20 to 500 

miles and lengths of haul of 501 to 1,000 miles have increased.

1 The majority of trains consisting of 75 or more railcars are believed to be shuttle-train movements. Each railroad defines shuttle-train movements

little differently; some require a minimum of 75 railcars, while others require up to 120 railcars. A common element is that the locomotives are nev

detached from the cars as the train moves from origin to destination and then back to the same or another origin. Another common element is the 

presence of loading and unloading time incentives. Because they don’t meet these criteria, some movements of 75 or more railcars are not shuttle 

movements. For this reason, we use the term “shuttle-size shipment,” which includes both shuttle and non-shuttle movements.
2

Although there has been some study into how railroad incentives for shuttle trains have changed the 

movement of grain, the studies have been made at aggregate levels. The Association of American Railroads 

publishes the percentage of rail tonnage of grain by movement type (AAR, 2010b). However, this data is for 

grain as a whole, rather than by each grain. In addition, it does not distinguish between shipment sizes of 50 to 

74 railcars and those of more than 75 railcars, which include shuttle trains.

AAR data shows that unit trains (more than 50 railcars) increased from 34 percent of the grain tonnage in 1985 

to 60 percent in 2008 (AAR, 2010b). The tonnage of grain moved by single-car movements (1 to 5 railcars) 

decreased from 36 percent in 1985 to only 12 percent in 2008 (AAR, 2010b). The tonnage of grain moved by 

multiple-car shipments (6 to 49 railcars) decreased from 30 percent in 1985 to 28 percent in 2008 (AAR, 2010b). 

AAR publishes the average length of haul by grain and by year, but does not break the data down by mileage 

category. The AAR data shows that the average length of haul has increased for all the major grains, but the 

grains differ in the amount the length of haul has changed (table 1).

1994 2009 Percent change

Corn 660 1,129 71

Soybean 596 1,331 123

Wheat 781 1,037 33

Sorghum 745 1,144 54

Barley 794 738 -7

This paper analyzes grain movements for individual grains based upon shipment size and length of haul. It 

explores railroad incentives in the shuttle market and provides background data on grain usage and production 

in order to gain a better understanding of the development of the grain transportation market between 1994 

and 2009. 

Object

Table 1. Average Length of Haul by Grain Type (miles)
3

The partial deregulation of the railroad industry substantially changed railroad regulations, allowing railroads 

to innovate and change rates to reflect the cost efficiency and market demand of different movements. Th

partial deregulation facilitated the introduction of new service options (Wilson and Wilson, 2001). Partial 

deregulation has greatly accelerated the replacement of single-car grain movements with lower-cost multiplecar and unit-train shipments (MacDonald, 1989). In addition, railroads were free to set prices to encourage 

longer hauls, in which they have a substantial comparative advantage over trucks (Wilson and Wilson, 2001).

Changes in the agricultural industry also have encouraged the trend toward unit and shuttle trains, as well 

as the associated consolidation of grain-handling facilities. These factors include investments in processing 

plants, increased size of livestock and poultry feeding operations, increased economies of scale for unit- and 

shuttle-train-loading facilities, larger farms, and increased producer ownership of semitrailer trucks, which 

allow the producer to haul longer distances (Prater and Klindworth, 2000, pg. 19). Also, shifts within the feed 

industry are creating greater demand for transportation, especially long-haul transportation (U.S. Department 

of Agriculture, Agricultural Marketing Service (USDA/AMS), 1998).

Multiple-car rates were one of the earliest pricing innovations and were responsible for major railroad efficiency

gains (Wilson and Wilson, 2001). Prior to the advent of unit trains, most grain was shipped from small country 

elevators in single- or multi-car movements, depending on need. Car tariffs were the same per car no matter 

how many cars were ordered. These grain cars were then combined with other freight traffic to form a fu

train. In the early 1960s, Southern Railways began offering lower tariff rates for grain shipped in multi-car units. 

Other railroads adopted this practice with 26-car units in the late 1970s and 52-car units in the 1990s. Cars 

ordered in 26- or 52-car units received lower per-car rates. However, even these larger units still needed to be 

assembled at rail yards and combined into complete trains (Wilson and Wilson, 2001). 

In the 1990s, further innovation took place with unit trains in which an entire unit of 50 or more cars hauling 

a single commodity would ship from the same origin to the same destination without being split en route. 

Railroads prefer to assemble full trains before moving because no more labor is required to operate a shuttle

train of 100 cars than a unit train of 50 cars and switching costs are the same regardless of the number of cars 

(USDA/AMS, 1998). Recognizing the economies of shipment size, railroads have encouraged the use of unit 

and shuttle trains. 

Shuttle trains are a further development of unit trains, offering improved efficiency to railroads and additional

incentives to shippers. In addition to eliminating excess switching, shuttle trains greatly increase the traff

capacity of rail lines that are heavily used because they minimize the time lines are blocked while picking 

up shipments (Prater and Klindworth, 2000, pg. 11). Shuttle trains differ from other unit trains in that they 

are entire trains, usually between 75 and 120 cars, that haul a single commodity between a single origin 

and destination and are operated on a continuous cycle for a specified length of time under contract. Sin

railcars in shuttle trains cycle up to 36 times per year, compared to only 15 times per year for railcars in normal 

service, the use of shuttle trains increases railcar utilization and is extremely attractive to railroads (Prater and 

Klindworth, 2000, pg. 19). Rail tariff rates for multiple-car and shuttle-train shipments reflect these labor a

efficiency savings (Casavant, et al., 2011) (U.S. Departments of Agriculture and Transportation (USDA/DOT),

2010, pg. 253). Railroad promotion of shuttle-train shipments includes lower tariff rates, incentives for rapid 

loading and unloading, and incentives for the number of annual trips.

Literature R
4

Financial incentives from the railroads for unit and shuttle trains have had the effect of consolidating small 

country elevators into facilities with greater capacity that are capable of loading unit or shuttle trains. In their 

promotion of unit and shuttle trains, railroads offer incentive rates and economic development incentives 

to encourage shippers to build train loading stations. A dedicated shuttle loading facility requires a lar

investment on the part of the shipper organization, an investment that is not usually shared by the railroad. For 

example, Sarmiento and Wilson (2005, pg. 1034) found that the cost of upgrading to a shuttle-loading facility 

was between $5 to 10 million across nine States in 2001. As such, the associated costs do not always justify 

the benefits of upgrading to such a facility. In another example, Vachal et al. (1999) analyzed elevators for ha

red spring wheat in the Northern Plains based on production density, rail dependence, railroad spreads, and 

customer desires and found that only elevators that handled in excess of 10 million bushels could justify the $2 

million investment to upgrade to a 100-car-unit-train-loading facility. 

Based on this evidence, it is likely that the profitability of individual grains and their quantities and proportions

influence an elevator’s decision to upgrade to a shuttle-loading facility. This in turn should influence t

proportions of grain traveling in shuttle-size movements. A final factor affecting shipment size is related 

export movements. Kenkel, Henneberry, and Augustini (2004, pg. 3) state that unit and shuttle trains are most 

likely destined for large domestic processors and exports while single and multicar shipments are most likely 

destined to smaller domestic processors.

In addition to larger shipment sizes, railroads prefer longer hauls due to the additional cost savings. Class 

I railroads have encouraged longer hauls following deregulation because their per-mile costs decrease 

appreciably as the length of haul increases. As long as additional switching is not required, longer hauls resu

in little additional expense to the railroad (Prater and Klindworth, 2000, pg. 11) (USDA/AMS, 1998).

Changes in Crop Usage

In addition to changes in railroad services, 

there have also been developments in the 

way grain is used domestically and abroad, 

in the international marketplace, and in the 

amounts that are produced and exported. The 

production of corn and soybeans has increased 

and that of wheat, sorghum, and barley has 

declined. As prices have changed to reflect n

supply and demand equilibriums, the size and

distance of grain shipments has been affected 

as well. 

Corn usage has changed markedly since 1994. 

In 1994, 58 percent of corn usage was for 

feed and residual usage, compared to only 39 

percent in marketing year (MY) 2009 (fig. 1) (U.S.

Department of Agriculture, Economic Research 

Service (USDA/ERS) Feed Grains Database). 

Usage for alcohol for fuel use (ethanol) 

increased from 6 percent in 1994 to 35 percent 

in 2009. A byproduct of ethanol production is 

distillers’ grains (DDGS), which are used to feed 

animals, offsetting the reduced corn usage for 

Figure 1. Corn Use, Marketing Year 2009

Source: USDA Economic Research Service, Feed Grains Database

35%

11%

15%

39%

Alcohol for fuel use

Food, seed industrial less fuel

International exports

Feed and residual use
5

feed. Food, seed, and industrial use (less fuel 

usage) decreased from 13 percent in 1994 to 

11 percent in 2009. Corn exports have 

decreased from 23 percent of usage to 15 

percent, but corn production has increased 30 

percent between 1994 and 2009. The quanti

of corn exports decreased only 9 percent, from 

61.0 million tons in 1994 to 55.4 million tons 

in 2009. The use of corn to produce ethanol 

does not necessarily reduce the amount of corn 

available for exports because exports depend 

on price and production in other countries. For 

instance, nearly as much corn was exported 

during 2005 (59.7 million tons) and 2006 

(59.5 million tons) as in 1994. In addition, 

considerably more corn was exported in 2007 

(68.2 million tons) than in 1994. 

From MY 1994 to MY 2009, U.S. soybean 

production increased 34 percent in response to 

high world demand for meat, milk, and eggs, 

which use soybean meal as a high-protein 

livestock feed. Soybean tonnages exported 

have increased 79 percent, from 25.2 million 

tons in MY 1994 to 45.0 million tons in MY 

2009 (USDA/ERS Soybean Yearbook Tables). 

Exports to Asia accounted for much of this, with 

a 259-percent increase from 7.7 million tons in 

MY 1994 to 27.8 million tons in MY 2009 (U.S. 

Department of Commerce). Consequentl

export usage increased from 35 percent of total 

use in 1994 to 45 percent in 2009 (fig. 2). Cru

use of soybeans decreased from 59 percent of 

total use in 1994 to 52 percent in 2009. 

Wheat usage has not changed markedly since 

1994. Exports and food are still the primary 

uses of wheat, comprising 45 percent and 

41 percent, respectively, of 2009 wheat use 

(fig. 3) (USDA/ERS Wheat Yearbook Tables).

Exports have averaged 48 percent of U.S. 

wheat production from 1994 to 2009, but are 

variable, ranging from 40 percent to 62 percent 

of production because of changes in world 

markets and world production. Because the 

wheat fed to livestock tends to be of a lesser 

quality and almost all U.S.-grown wheat is food

quality, feed use of wheat was only 11 percent

during MY 2009; food-quality wheat is too

expensive to use as feed. 

Figure 2. Soybean Use, Marketing Year 2009

Source: USDA Economic Research Service, Soybean Yearbook Tables

52% 45%

3%

Crush use

International exports

Seed, feed, and residual

Figure 3. Wheat Use, Marketing Year 2009

Source: USDA Economic Research Service, Wheat

41%

3%

11%

45%

Food use

Seed use

Feed and residual use

International exports
6

Sorghum usage has changed substantially since 

1994. In 1994, 61 percent of sorghum usage 

was for feed and residual, compared to only 35 

percent in 2009 (fig. 4) (USDA/ERS Feed Grains

Database). Sorghum usage for food, seed, 

and industrial changed from 3 percent in 1994 

to 23 percent in 2009. A large portion of this 

change is due to usage of sorghum to produce 

ethanol. Sorghum exports, as a percentage 

of usage, have also increased from 36 percent 

in 1994 to 42 percent in 2009, although the 

tonnage of sorghum exports decreased from 6.2 

million tons to 4.6 million tons. The reduction in 

export tonnage is due to a decrease in sorghum 

production—43 percent from 1994 to 2009.

U.S. barley production decreased 39 percent 

from 1994 to 2009 because corn and soybeans 

were more profitable to grow. Barley use f

feed and residual decreased from 49 percent 

in 1994 to 22 percent in 2009 (fig. 5) (USDA/

ERS Feed Grains Database). Food, seed, and 

industrial use of barley increased from 37 

percent in 1994 to 75 percent in 2009. Barley 

exports decreased from 14 percent of use in 

1994 to 3 percent in 2009 because of decreased 

Asian consumption of U.S. barley. 

Figure 4. Sorghum Use, Marketing Year 2009

Source: USDA Economic Research Service, Feed Grains Database

35%

23%

42%

Feed and residual

Food, seed, and industrial

International exports

Figure 5. Barley Use, Marketing Year 2009

Source: USDA Economic Research Service, Feed Grains Database

22%

75%

3%

Feed and residual

Food, seed, and industrial

International exports
7

The Confidential Waybill Sample was analyzed between 1994 and 2009 for the five major grains—corn,

soybean, wheat, sorghum, and barley. Movements for shipments based upon number of cars were placed in 

four categories by year and grain type: 1 to 5 railcars, 6 to 49 railcars, 50 to 74 railcars, and 75 or more railcars. 

The first category captures single-car movements. The second category captures multi-car and 26-car unit

The third category captures the longer 50+ units, and the fourth category captures the shuttle-size movements. 

Similarly, grain car movements by length of haul were categorized into four categories: 20 to 500 miles, 501 

to 1,000 miles, 1,001 to 1,500 miles, and more than 1,500 miles. The Waybill Sample was modified to exclu

records that included:

•	 Shipments originating outside the 48 contiguous States of the United States.

•	 Shipments with unusually heavy loads (equal to or more than 157.5 tons per car) or extremely light

loads (equal to or less than 1 ton per car).

•	 Trains longer than 150 cars.

•	 Shipment distances less than 20 miles and more than 3,500 miles for domestic movements or 4,500 

miles for export movements to Mexico or Canada. 

Meth
8

As domestic and export markets have evolved, railroads have continuously made efficiency strides through

shuttle trains and the length of haul. Since 1994, grain and oilseed transportation has moved from small 

shipment sizes to shuttle-size shipments (75 or more railcars) for many grains and oilseeds, reflecting the

lower costs of shuttle-size shipments, an increase in the number of domestic destinations capable of unloading 

shuttle-size shipments, and increased grain and oilseed exports in some years. In addition, the length of haul 

has increased for grains and oilseeds, reflecting competitive advantages of rail compared to truck on longer

hauls, lower rail tariffs per mile for longer hauls, and changing grain and oilseed markets. 

Changes in Rail Shipment Sizes 

An analysis of STB waybill samples shows that corn tonnages hauled in shuttle-size shipments increased 275 

percent, from 10.6 million tons in 1994 to 39.6 million tons in 2009. Over the same period, corn tonnages 

hauled by 1- to 5-railcar shipments decreased 39 percent, 6- to 49-railcar shipments decreased 41 percent, and 

50- to 74-railcar shipments decreased 4 percent. 

The percentage of corn moved by shuttle-size shipments increased from 19 percent of rail corn tonnage in 

1994 to 55 percent in 2009 (fig. 6). Corn shipments of 1 to 5 railcars decreased from 15 percent of the ra

tonnage in 1994 to 7 percent of the total in 2009. Corn shipments of 6 to 49 railcars decreased from 41 percent 

of the rail tonnage to 19 percent and corn shipments of 50 to 74 railcars decreased from 26 percent to 19 

percent of the rail tonnage.

Re

Figure 6. Percentage of Corn by Rail Shipment Size

0

10

20

30

40

50

60

70

80

1994199519961997199819992000200120022003200420052006200720082009

1 to 5 railcars 6 to 49 railcars 50 to 74 railcars 75+ railcars

Source: USDA Analysis of Surface Transportation Board Waybill Samples
9

Soybean tonnages hauled in shuttle-size shipments increased 1,127 percent, from 1.49 million tons in 1994 to 

18.3 million tons in 2009. Over the same time period, soybean tonnages hauled by 1- to 5-railcar shipments 

decreased 61 percent, 6- to 49-railcar shipments decreased 16 percent, and 50- to 74-railcar shipments 

decreased 7 percent. 

The percentage of soybeans moved by shuttle-size shipments has increased from 10 percent of total rail 

tonnage in 1994 to 63 percent in 2009 (fig. 7). Soybean shipments of 1 to 5 railcars decreased from 16 perce

of total rail tonnage in 1994 to only 3 percent of the total in 2009. Soybean shipments of 6 to 49 railcars 

decreased from 44 percent of the total tonnage in 1994 to 19 percent in 2009. Soybean shipments of 50 to 74 

railcars decreased from 30 percent of total rail tonnage in 1994 to 15 percent in 2009.

Wheat tonnages hauled in shuttle-size shipments increased 272 percent, from 4.3 million tons in 1994 to 

16.1 million tons in 2009. Over the same time period, wheat tonnages hauled by 1- to 5-railcar shipments 

decreased 44 percent, 6- to 49-railcar shipments decreased 14 percent, and 50- to 74-railcar shipments 

decreased 77 percent. 

Figure 7. Percentage of Soybeans by Rail Shipment Size

0

10

20

30

40

50

60

70

1994199519961997199819992000200120022003200420052006200720082009

1 to 5 railcars 6 to 49 railcars 50 to 74 railcars 75+ railcars

Source: USDA Analysis of Surface Transportation Board Waybill Samples
10

Smaller size shipments of wheat are still an important part of wheat markets. Although the percentage of 

wheat moved by shuttle-size shipments increased from 9 percent of the rail wheat tonnage in 1994 to 36 

percent in 2009, shipment sizes of 6 to 49 railcars hauled 47 percent of the tonnage in 2009 (fig. 8). Whe

shipments of 1 to 5 railcars decreased from 20 percent of the total tonnage in 1994 to 12 percent of the total in 

2009. Wheat shipments of 50 to 74 railcars decreased from 19 percent of the total rail tonnage in 1994 to only 

5 percent in 2009.

Sorghum tonnages hauled in shuttle-size shipments increased 174 percent, from 1.0 million tons in 1994 to 

2.75 million tons in 2009. Over the same time period, sorghum tonnages hauled in 1- to 5-railcar shipments 

decreased 76 percent, 6- to 49-railcar shipments decreased by 86 percent, and 50- to 74-railcar shipments 

decreased by 89 percent. 

The percentage of sorghum moved by shuttle-size shipments increased from 19 percent of the rail sorghum 

tonnage in 1994 to 80 percent in 2009 (fig. 9). Sorghum shipments of 1 to 5 railcars decreased from 19 perce

of the rail sorghum tonnage in 1994 to 7 percent in 2009. Sorghum shipments of 6 to 49 railcars decreased 

from 51 percent of the rail sorghum tonnage to 11 percent, and sorghum shipments of 50 to 74 railcars 

decreased from 11 percent to 2 percent of the rail sorghum tonnage.

Railroad barley tonnages hauled in mid-size shipments (6 to 49 railcars) decreased 49 percent, from 4.0 million 

tons in 1994 to a little more than 2.0 million tons in 2009 because of a 39-percent decrease in production. Over 

the same time period, barley tonnages hauled in 1- to 5-railcar shipments decreased 57 percent and tonnages 

shipped in 50- to 75-railcar shipments decreased 100 percent. 

The percentage of barley moved in 6- to 49-railcar shipments increased from 57 percent of rail barley tonnage 

in 1994 to 64 percent in 2009 (fig. 10). Barley shipments of 1 to 5 railcars decreased from 38 percent of ra

barley tonnage in 1994 to 36 percent in 2009. Barley shipments of 50 to 74 railcars decreased from 5 percent 

of rail barley tonnage in 1994 to 0 percent in 2009. Shuttle-size movements rose to 4 percent of rail barley 

tonnage in 2008 and then returned to 0 percent in 2009.

Figure 8. Percentage of Wheat by Rail Shipment Size

Source: USDA Analysis of Surface Transportation Board Waybill Samples

0

10

20

30

40

50

60

1994199519961997199819992000200120022003200420052006200720082009

1 to 5 railcars 6 to 49 railcars 50 to 74 railcars 75+ railcars
11

Figure 9. Percentage of Sorghum by Rail Shipment Size

Source: USDA Analysis of Surface Transportation Board Waybill Samples

0

10

20

30

40

50

60

70

80

90

1994199519961997199819992000200120022003200420052006200720082009

1 to 5 railcars 6 to 49 railcars 50 to 74 railcars 75+ railcars

Figure 10. Percentage of Barley by Rail Shipment Size

Source: USDA Analysis of Surface Transportation Board Waybill Samples

0

10

20

30

40

50

60

70

80

90

100

1994199519961997199819992000200120022003200420052006200720082009

1 to 5 railcars 6 to 49 railcars 50 to 74 railcars 75+ railcars
12

Changes in Distance Shipped

The distance grain and oilseeds were shipped increased between 1994 and 2009, reflecting the competitive

advantages of rail over truck on longer hauls, lower rail costs per mile for longer hauls, and changing grain and 

soybean markets. The longer hauls often move commodities to export markets and to large animal and poultry 

feed lots located far from major grain and oilseed production areas.

The distance corn was shipped has increased 71 percent since 1994 (table 1). Corn shipments between 20 and 

500 miles, which are most susceptible to truck competition, decreased from 49 percent of the rail shipments 

(27.3 million tons) in 1994 to 22 percent (16.0 million tons) in 2009, a tonnage decrease of 41 percent (fig. 11).

Corn tonnage moving more than 1,500 miles increased from 13 percent of the rail movements (7.2 million tons) 

in 1994 to 32 percent (23.0 million tons) in 2009, an increase in rail tonnage of 219 percent. Corn tonnage 

moving 1,001 to 1,500 miles increased from 8 percent of the rail movements (4.6 million tons) in 1994 to 18 

percent (13.1 million tons) in 2009, an increase in rail tonnage of 188 percent. Corn tonnage moving 501 to 

1,000 miles decreased from 31 percent (17.2 million tons) in 1994 to 28 percent (20.1 million tons), but rail 

tonnage increased 16 percent. 

The distance soybeans are shipped has increased 123 percent (table 1), partially in response to a 79-percent 

increase in export tonnages since 1994. Soybean rail tonnages hauled more than 1,500 miles increased 

from 7 percent of total rail soybean tonnage (1 million tons) in 1994 to 45 percent (13 million tons) in 2009, 

a tonnage increase of 1,190 percent (fig. 12). From 1994 to 2009, the percentage of soybean rail tonnag

hauled 1,001 to 1,500 miles increased from 11 percent of total rail tonnage (1.7 million tons) to 19 percent (5.4 

million tons), a tonnage increase of 221 percent. The percentage of soybean rail tonnages hauled 501 to 1,000 

Figure 11. Railroad Corn Movements by Distance Shipped

Source: USDA Analysis of Surface Transportation Board Waybill Samples

0

10

20

30

40

50

60

1994199519961997199819992000200120022003200420052006200720082009

Percent

20 to 500 miles 501 to 1,000 miles

1,001 to 1,500 miles 1,500+ miles
13

miles decreased from 28 percent of total tonnage (4.2 million tons) to 22 percent (6.4 million tons), but had a 

51-percent increase in rail tonnage. Soybean rail tonnages hauled 20 to 500 miles decreased from 54 percent 

of the total rail tonnage (8.2 million tons) to only 15 percent (4.3 million tons), a decrease in rail tonnage of 

48 percent.

 

The distance wheat was shipped has increased 33 percent since 1994 (table 1). Wheat shipments between 

20 and 500 miles decreased from 32 percent of the total in 1994 (15.1 million tons) to only 19 percent of the 

total in 2009 (8.3 million tons), a tonnage decrease of 45 percent (fig. 13). Most wheat is transported 501 

1,000 miles, which increased from 40 percent of the total in 1994 (18.5 million tons) to 51 percent of the total 

in 2009 (22.7 million tons), a tonnage increase of 23 percent. The amount of wheat transported 1,001 miles to 

1,500 miles decreased slightly from 20 percent in tonnage in 1994 (9.3 million tons) to 19 percent of the total in 

2009 (8.3 million tons). Finally, the amount transported more than 1,500 miles increased from 8 percent of the 

tonnage in 1994 (3.8 million tons) to 11 percent of the tonnage in 2009 (4.9 million tons), a tonnage increase of 

27 percent. 

The distance sorghum was shipped increased 54 percent between 1994 and 2009 (table 1). Sorghum 

shipments between 20 and 500 miles, which are most susceptible to truck competition, decreased from 

34 percent of sorghum rail shipments (1.78 million tons) in 1994 to 10 percent (.36 million tons) in 2009, a 

tonnage decrease of 80 percent (fig. 14). The percentage of sorghum rail tonnage moving 501 to 1,000 mil

increased from 34 percent (1.8 million tons) in 1994 to 54 percent (1.84 million tons) in 2009, an increase in rail 

tonnage of 2 percent. The percentage of sorghum rail tonnage moving 1,001 to 1,500 miles decreased from 

27 percent (1.4 million tons) in 1994 to 25 percent (.86 million tons) in 2009, a decrease in rail tonnage of 39 

percent. The percentage of sorghum rail tonnage moving more than 1,500 miles increased from 5 percent of 

the rail sorghum movements (.29 million tons) in 1994 to 11 percent (.38 million tons) in 2009, an increase of 31 

percent in rail tonnage. 

0

10

20

30

40

50

60

70

80

1994199519961997199819992000200120022003200420052006200720082009

Percent

20 to 500 miles 501 to 1,000 miles

1,001 to 1,500 miles 1,500+ miles

Figure 12. Railroad Soybean Movements by Distance Shipped

Source: USDA Analysis of Surface Transportation Board Waybill Samples
14

0

10

20

30

40

50

60

1994199519961997199819992000200120022003200420052006200720082009

Percent

20 to 500 miles 501 to 1,000 miles

1,001 to 1,500 miles 1,500+ miles

Figure 13. Railroad Wheat Movements by Distance Shipped

Source: USDA Analysis of Surface Transportation Board Waybill Samples

0

10

20

30

40

50

60

70

80

90

100

1994199519961997199819992000200120022003200420052006200720082009

Percent

20 to 500 miles 501 to 1,000 miles

1,001 to 1,500 miles 1,500+ miles

Figure 14. Railroad Sorghum Movements by Distance Shipped

Source: USDA Analysis of Surface Transportation Board Waybill Samples
15

The distance barley was shipped decreased 7 percent between 1994 and 2009 (table 1). Barley rail tonnage 

between 20 and 500 miles decreased from 61 percent (4.29 million tons) in 1994 to 43 percent (1.38 million 

tons) in 2009, a decrease in tonnage of 68 percent (fig. 15). Tonnage moving between 501 to 1,000 mil

increased from 19 percent of rail barley tonnage (1.32 million tons) in 1994 to 41 percent in 2009, but barley 

tonnage in this category still decreased 1 percent. Rail barley tonnage moving from 1,001 miles to 1,500 

miles decreased from 7 percent (.51 million tons) in 1994 to 4 percent (.13 million tons) in 2009, a decrease 

in tonnage of 74 percent. Rail barley tonnage moving more than 1,500 miles decreased from 13 percent (.95 

million tons) in 1994 to 12 percent (.38 million tons) in 2009, a tonnage decrease of 60 percent. 

Changes in Market Share of Grain Transportation

Railroads appear to have lost a small amount of the corn market share as U.S. market year2 corn production 

increased 30 percent from 1994 to 2009 while the calendar year tonnage of corn moved by rail increased 28 

percent. Some of this loss in market share may be because truck transportation dominates the delivery of corn 

to ethanol plants to be used as feedstock. From 1994 through 2009, railroads moved an average of 26 percent 

of corn production. 

Although U.S. soybean production increased 34 percent from 1994 to 2009, soybean tonnages shipped by 

railroads have increased 93 percent. Rail has gained significant market share of soybean transportation, main

because of a 79-percent increase in soybean exports. From 1994 through 2009, railroads moved an average of 

25 percent of the soybean production. 

2 The marketing year for corn, soybeans, and sorghum is from September 1 through August 31. The marketing year for wheat and barley is from June 1 

 through May 31.

0

10

20

30

40

50

60

70

80

1994199519961997199819992000200120022003200420052006200720082009

Percent

20 to 500 miles 501 to 1,000 miles

1,001 to 1,500 miles 1,500+ miles

Figure 15. Railroad Barley Movements by Distance Shipped

Source: USDA Analysis of Surface Transportation Board Waybill Samples
16

Wheat is heavily dependent upon rail transportation because much of it is grown in regions distant from 

markets and inland waterway transportation. From 1994 to 2009, rail transported an average of 70 percent of 

the wheat produced. U.S. wheat production decreased 4 percent from 1994 to 2009 and the tonnage of wheat 

moved by rail decreased by 5 percent. Wheat exports decreased 23 percent from 1994 to 2009. 

U.S. sorghum production decreased 43 percent from 1994 to 2009 while the tonnage of sorghum moved by 

rail decreased by only 35 percent, indicating that railroads have gained market share. From 1994 to 2009, rail 

transported an average of 31 percent of the sorghum produced. During the same period, sorghum exports 

decreased 26 percent.

U.S. barley production decreased 39 percent from 1994 to 2009 while the barley tonnage moved by rail 

decreased 55 percent, indicating that railroads have lost market share. Barley is still dependent on rail 

transportation; 68 percent of the barley produced between 1994 and 2009 moved by rail. During the same 

period, barley exports have decreased 91 percent.
17

Conclus

This paper has studied the changes in shipment size and length of haul for five major grains between 1994

and 2009. Despite the overall push towards larger and longer hauls by the railroads to maximize efficienc

the shuttle market has not developed identically for each grain because of differences in exports, production, 

and usage. In 1994, the dominant size of shipment for all five grains was 6 to 49 railcars. However, there 

initial differences in the lengths of haul; corn, soybeans, and barley were mostly hauled 20 to 500 miles in 1994, 

and wheat and sorghum were hauled between 501 and 1,000 miles. By 2009, corn and soybeans were mostly 

hauled more than 1,500 miles, but the predominant category for each of the other grains did not change. 

Wheat has been the most consistent of the five grains over the period of study, showing very little change

in exports, production, or usage. As such, it has had the fewest changes in shipment size or length of haul; 

the dominant shipment size and length of haul remained the same throughout the time period. In contrast, 

increased production of corn and soybeans due to increases in corn-based ethanol and soybean exports have 

led to shuttle-sized shipments. Exports, the rise of large dairies, and shift in animal production to regions 

distant from corn and soybean production have resulted in lengths of haul in excess of 1,500 miles becoming 

the predominant categories. Soybeans have had the most dramatic change in length of haul because of the 

increase in exports and shipments to large animal feed regions that are not as susceptible to truck competition, 

as evidenced by rail’s increase in market share. On the other hand, only since 2008 has corn’s length of haul 

been predominantly more than 1,500 miles due to stronger truck competition for movements to ethanol 

facilities which have taken away some of rail’s share.

Shuttle markets have developed differently for sorghum and barley despite decreased production in both. 

The use of sorghum for ethanol production and an increase in the proportion of exports among total usage 

have led to an increase in shuttle-sized shipments even though less sorghum is being exported overall. Barley 

production has declined because corn and soybeans are more profitable, and barley exports have declined for

lack of a strong export demand. The predominant barley shipment size of 6 to 49 railcars and length of haul 

between 20 and 500 miles make rail shipment of barley more susceptible to truck competition and have caused 

rail to lose market share over this period.
18

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