The context for this quote is a dispute between local governments in the region about obtaining water. Hundreds of millions of dollars, perhaps billions, are on the line. People need water. For now, it is there and it probably will be there for a long time…but it is not guaranteed to be there.
The Metropolitan Water Reclamation District of Chicago holds tours for the public. I recently participated in a live zoom version. You can watch a version here.
The tour was very informative about water and processes. We learned about watersheds and the small hill that separates water going into the Great Lakes versus the Mississippi. We learned about how water is cleaned in water treatment plants. We learned about the reversal of the Chicago River. We learned about the Deep Tunnel system. All of this was accompanied by helpful visuals (maps, drone footage) and engaging hosts who answered questions as they arose.
And it was also a public relations exercise. We heard about the ways that the MWRD has improved. We heard about the benefits of all their efforts. They had booklets for people to access, including materials for kids and information in multiple languages. The presentation was smooth.
What the tour could not as easily touch on: is this the best way to deal with water and land in a metropolitan region? Are there harmful byproducts of these systems (how about forever chemicals in sludge sold to local farmers)? Does the Deep Tunnel system solve all the problems it was supposed to?
Infrastructure like this is essential to modern life. People expect clean water to be available. When it is not, it is very surprising. They may complain about water rates and tax bills, but the whole system as experienced in the United States is relatively cheap for consumers.
Thus, positive public relations involving infrastructure can help the public know about these systems that they contribute to and depend on. People do not like a highway construction project that is over budget and over time? They can be informed about how these processes work and about the benefits that will come eventually. The public does not like a rate hike? They can learn about all the amazing systems that make it possible to live modern life.
All of this does not mean that the public relations version should necessarily win the day. I am generally in favor of all of us knowing more about the infrastructure we rely on. Yet, there are also questions or concerns that public relations can not easily bat away. If we can have more informed conversation about infrastructure, perhaps we could avoid protracted debates or simplistic approaches.
At one time, this system may have made sense. The Chicago region, as in multiple regions in the Northeast and Midwest, was organized with a dense commercial district at the core. Today, this makes less sense in many US metropolitan regions where the many trips and commutes are suburb to suburb. Throughout a region, suburbs are job centers, entertainment centers, and residential communities.
Reconfiguring infrastructure like highways, railroads, and mass transit to fit these new realities – perhaps now exacerbated by more employees working from home – is a long process with multiple avenues to pursue.
Now, an international team has discovered ancient concrete-manufacturing techniques that incorporated several key “self-healing” properties. For years, researchers believed the key to the ancient concrete’s durability was one ingredient: pozzolanic material, such as volcanic ash from the area of Pozzuoli, on the Bay of Naples…
Historians say this specific kind of ash was shipped all across the Roman empire for use in construction projects, being described as a key ingredient for concrete at the time. After closer examination, these ancient samples also contain small, distinctive, millimeter-scale bright white mineral features. They were common component of Roman concretes. The white chunks — often called “lime clasts” — come from lime, another key ingredient in ancient concrete mix.
Masic adds that, during the hot mixing process, lime clasts develop a characteristically brittle nanoparticulate architecture. This creates an easily fractured and reactive calcium source, which could provide a “critical” self-healing ability for building materials. As soon as tiny cracks start to form within the concrete, they can preferentially travel through the high-surface-area lime clasts.
Prof. Masic explains that the material can then react with water, creating a calcium-saturated solution. It then recrystallizes as calcium carbonate and quickly fills the crack, or reacts with pozzolanic materials to further strengthen the material.
What I often wonder about inventions and techniques of the ancient world is how exactly they came about. How did Romans discover that a particular component – pozzolanic material – made concrete better in the long-term? I would guess there is evidence to suggest when this emerged and how it was dispersed but we may not know exactly how this formula developed.
If this could be incorporated into modern materials, could this make concrete even more important? I remember reading about the importance of concrete in How the World Really Works. Could this mean roads that do not need to be repaired as often, buildings that last longer, and numerous other applications?
This is also a reminder that infrastructure mattered for ancient empires and continues to matter today for modern everyday life. Even small improvements to basic materials or processes could have a tremendous effect given the scale and speed of today’s world.
A New York Times review of hundreds of pages of documents, engineering reports, meeting transcripts and interviews with dozens of key political leaders show that the detour through the Mojave Desert was part of a string of decisions that, in hindsight, have seriously impeded the state’s ability to deliver on its promise to create a new way of transporting people in an era of climate change…
When California voters first approved a bond issue for the project in 2008, the rail line was to be completed by 2020, and its cost seemed astronomical at the time — $33 billion — but it was still considered worthwhile as an alternative to the state’s endless web of freeways and the carbon emissions generated.
Fourteen years later, construction is underway on part of a 171-mile “starter” line connecting a few cities in the middle of California, which has been promised for 2030.
Meanwhile, costs have continued to escalate. When the California High-Speed Rail Authority issued its new 2022 draft business plan in February, it estimated an ultimate cost as high as $105 billion. Less than three months later, the “final plan” raised the estimate to $113 billion.
The recent traffic backups aren’t a mirage, say transportation officials. It’s really a perfect storm of ongoing construction projects occurring at nearly all points of the expressway system. This includes the Jane Byrne Interchange project, the behind schedule and over budget construction job that offers one of the worst choke points for congestion in the heart of downtown Chicago…
The last week in September saw some of the worst traffic in recent memory, thanks not only to the ongoing construction — including the start of three-weekend lane reductions on Interstate 57 to accommodate ramp patching and resurfacing — but also an emergency closure of the outbound Dan Ryan Expressway ramp to the outbound Stevenson Expressway that isn’t expected to completed until Sunday, according to IDOT…
Transit experts say that Chicago, which has some of the worst congestion of any American city, is also grappling with its return to normalcy following closures brought on by the pandemic. The added congestion comes at a time when many workers such as Cavanagh are returning to the office after two years of work-from-home protocols. Rider usage of transit systems such as the Chicago Transit Authority, Metra and Pace also haven’t yet returned to normal…
“In other words, drivers are making more trips, but they’re shorter trips on average,” Dan Ginsburg, TTWN’s director of operations said in an email.
So the old joke in Chicago, “there are two seasons: construction and winter,” rings true again?
But, this is a bigger issue than just construction. The infrastructure needs help. More people are driving. People live and work in different locations. Mass transit is not being used much. Mass transit does not necessarily reach where it needs to reach. People want to drive faster. There is a lot of freight and cargo moving through the region and so on.
This “perfect storm” could be an opportunity to ask how to address traffic and congestion throughout the city and region for the next few decades? How will this get any better?
Chicago is still the country’s largest freight hub, handling half of all U.S. intermodal trains and a total of $3 trillion worth of cargo each year, according to the Chicago Metropolitan Agency for Planning.
That is a lot of money and traffic.
Whether the Chicago region is acting as a good steward of all of this is another matter. The figures come from an article about pollution from idling trains and truck plus increased freight traffic. Additionally, is the Chicago area prepared to be a freight leader in the future? If so much traffic passes through the region, there is a lot riding on facilities and infrastructure making sure everything gets to its destination.
Cattoor said the plan will not impose regulations on local municipalities but will instead provide programs and data that communities could benefit from…
The recommendation for this issue is to provide localized information to the public on anticipated changes in storm intensity and frequency. According to the document, this is particularly important in communities with combined storm sewer drainage systems, which carry sewage and stormwater runoff in the same piping system.
In Des Plaines, planning is critical to mitigate and reduce floods from large rainstorms that result in the Des Plaines River overflowing its banks.
Floods in 2008 and 2013 caused widespread damage to the city’s Big Bend Drive neighborhood, prompting the demolition of nearly 90 structures to permanently remove them from the floodplain. Most recently, a heavy rainstorm in 2020 left many of the city’s streets underwater…
Duddles said the Metropolitan Water Reclamation District requires that municipalities use an Illinois State Water Survey document referred to as “Bulletin 75” as a source of precipitation frequency data for stormwater infrastructure projects such as detention ponds.
It sounds like this can be helpful for future planning. For those pursuing new development, updated guidance on water and flooding could help limit future issues.
At the same time, work will be needed to adjust existing infrastructure. This is a harder task. In the example cited above, floods led to removing homes. In many suburbs, old systems may not work well as conditions change. Or, new conditions mean that systems that were already taxed or not working well may need severe overhauls.
Where will the resources come from to undertake such projects? Significant pipe, sewer, and water projects are not cheap. Aging infrastructure is a problem in numerous suburbs where the spurt of rapid development decades before leads to routine and unexpected maintenance and replacement.
This all means it could be decades before significant changes occur in suburbs regarding water and flooding. Yet, starting now in communities is better than waiting to address issues.
In April, the STB held hearings on the meltdown, where representatives from sectors including agriculture, energy, and chemicals joined trade unions to complain of poor service and working conditions. STB data says railroads cut their workforce by 45,000, or 29 percent, over the past six years, with pandemic furloughs pushing staffing levels past a tipping point. By late May, only 67 percent of trains arrived within 24 hours of their scheduled time, down from 85 percent pre-pandemic, according to data submitted to the STB by the four largest US freight railroads.
Worse, the US freight rail system is now poised on the brink of total paralysis because of a contract dispute between 115,000 rail workers and their employers. Negotiations have dragged on since the last contract expired in 2019, during which time rail workers have not had a raise. Under the Railway Labor Act, federal government mediators try to prevent railroad work stoppages, in this case to no avail. On August 16, a three-member presidential emergency board appointed by President Biden issued recommendations for the basis of a new contract. If the sides don’t reach agreement by September 15, rail workers can strike—a scenario that Rick Paterson, a rail analyst at the investment firm Loop Capital Markets who testified during the STB hearings, calls “economic WMD.”
The fallout of a prolonged strike would likely eclipse those from pandemic delays to ocean shipping because a foundational component of many supply chains would see its labor supply evaporate overnight, says Paterson. Ports would jam; trucking rates would soar; livestock would run out of feed. For that reason, Congress would likely intervene to delay or quickly end a strike, as it did during the last railroad strike in 1991. But lawmakers may not have much time: The deadline is just three days after the House of Representatives returns from recess…
US freight railroads cut staff in recent years as part of a shift toward a leaner and more profitable operating model dubbed Precision Scheduled Railroading (PSR). It was invented by a Canadian railroad executive and later replicated in the US, with the intention of simplifying a complex rail network by running fewer, longer trains, replacing single-commodity trains with mixed freight, and slashing labor. US freight trains grew 25 percent in length between 2008 and 2017 and now sometimes reach 3 miles long. And while the profits materialized, the promised service improvements have not always followed.
As with much critical infrastructure, relatively few Americans pay attention to its operation outside of the ways it might affect their daily life. See one recent example involving freight lines from the Chicago suburbs. If the trains keep running on time – or close to on time – it will not attract much attention.
But, a day without freight trains would quickly lead to big issues. Some might notice it quicker than others; perhaps they are associated with a certain industry or business or they live in a community where freight trains are ever-present and/or vital.
Given the stakes described above, I assume the crisis will be addressed and the trains will keep running. However, getting past this moment is not necessarily the same as setting up a structure that works for an extended period of time.
The bridge opened to the public back on July 10, just over two weeks ago, but in that brief time, it’s been the center of attention in Los Angeles for all the wrong reasons. Street takeovers, graffiti, and crashes have plagued the bridge since its reopening. The LAPD has given out 57 citations on the bridge over the last four days, according to LAPD Chief Michel Moore.
“The 6th Street Bridge will be closed until further notice due to illegal activity and public safety concerns,” the LAPD posted on Twitter Tuesday night.
The construction of the bridge took six years and cost nearly $600 million. Ahead of its grand reopening, LA city Councilmember Kevin de León said the bridge would “rival the Hollywood Sign and Griffith Park as iconic images of our city.”
The bridge has been closed multiple times, most recently every night this past weekend for what LAPD called “questionable activity.” On Tuesday, Moore announced that speed bumps were being installed on the bridge to deter street takeovers and that a center median and fencing to discourage people from scaling the archways could also be installed soon on a temporary basis.
I imagine the city will want to channel the attention for the new bridge in positive directions. They can highlight the new infrastructure, road, and design. Here is a city getting things done and in style. How about harnessing that energy for exciting yet legal TikTok and social media videos?
Legally Sociable 