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.
Media stories and/or reports can be counted in multiple ways. Count articles, headlines, the number of words written, social media posts, time spent on it during television broadcasts. Look at where and when stories are reported or not; does it lead the news or come later? Is it buried on a webpage or a newspaper page? How many resources are devoted to the topic could involve looking at how many reporters are on a story or the length of stories and reports.
But, this measurement question is complicated by the issue of knowing when the coverage is enough or not. My sense of most of the Internet arguments about this is that one political side feels for one reason or another that a story is not getting sufficient attention. Would an accurate count or measurement of coverage be convincing? What is an appropriate level of coverage depends on who is asking.
Additionally, the media has its own logics and pressures regarding what stories it covers and how it displays them. Not everything can be the top headline. Resources for covering the news are limited.
This might just be a perfect kind of argument for our politicized and fragmented current age. For those who really care about an issue, no level of media coverage might be enough. For those who are less interested or less aware, they might not care or know what they are missing. Media sources will provide information but not so do necessarily evenly across all news stories. And social media, the Internet, and politics provides space to express concern or outrage about the coverage or lack thereof.
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.
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.
This is an unusual situation but it hints at the intertwining of trains and communities. This would be a strong reminder of the goods moving across the landscape and how it intersects with traffic, pedestrians, buildings, and residents. Many might prefer that freight just shows up where it needs to – usually at the point of use or access by consumers – but it has to come from and to somewhere first.
Now I wonder how many American communities have this particular situation. This might be more common in big cities or in cities in other countries where mass transit lines run on roadways. Or, this could encourage remembrances of the extensive streetcar systems in many American communities that utilized local roadways.
Bartlett, Bensenville, Elgin, Itasca, Hanover Park, Roselle, Wood Dale and Schaumburg formed the Coalition to Stop CPKC last week in a bid to convince the board that the merger would bring so many additional trains to the Milwaukee West Line that it would dramatically alter life in their communities…
The merger would create the first single-line rail network linking the U.S., Canada and Mexico. The railroads filed the merger application in October.
Each of the eight suburbs conducted evaluations and determined what mitigations would be needed to protect their residents and businesses from the increase in freight traffic. Pileski said Roselle alone would need at least $30 million to create pathways and modify roads to get around the freight trains.
The coalition filing says the potential price tag for mitigations in all eight suburbs could reach $9.5 billion, and negate any benefit to the railroads.
Railroad traffic in many suburbs is viewed negatively due to an increase in blocked crossings or waiting for trains, more noise and pollution, and a disruption to a quiet suburban life. On the other hand, rail traffic helps deliver a lot of goods, can be more efficient than other shipping options, and might limit traffic – train or on roads – elsewhere.
In the larger picture of the Surface Transportation Board, where do the concerns of these 8 suburbs fit with other concerns or advantages regarding this potential merger?
Communities’ concerns about the length and frequency of trains are valid, but the key is to find a balance between alleviating their concerns and letting the railroads operate efficiently, bringing needed goods from one place to another, said Karen Darch, village president of Barrington and a board member of the Chicago Metropolitan Agency for Planning who has worked on railroad issues.
“We need transportation, this is a big industry for us, for the country,” she said. “And yet we want our communities to be safe and livable.”…
“It’s hard to argue against the commercial benefits that will occur from unifying these lines, and so the city’s trying to be realistic in terms of balancing its own interests with the greater benefit that can come for the U.S. economy,” he said. “We’re just asking, with the recognition that the railroads are going to benefit from this merger, we need some help.”
This is a conundrum that faces communities, regions, and the nation in multiple areas. The issue often arises in transportation but could also include eminent domain and land use, the move of a company from one location to another, and uneven development across communities. Whose interests should win out? How much room for compromise is there? How much can everyone involved see all of the layers?
There is little question that the Chicago region is an important region for railroad traffic in the United States. At the same time, that traffic impacts day-to-day experiences as well as long-term prospects for communities. What is good for the region or for national traffic may not look like what communities want.
The key here might be the efforts of the railroads themselves. What would they be willing to change about their operations and how much money would they contribute to help alleviate problems? This could range from listening to concerns, rerouting traffic away from residential areas, and contributing to the construction of bridges or underpasses to alleviate issues at at-grade crossings. This also helps make the contributions of railroads more tangible to suburbanites; people may know abstractly that railroads are important but have little to no direct interaction with any railroad company or representatives.
Karen Darch was elected mayor of Barrington in 2005, only two years before the merger of the Canadian National and EJ&E that would increase the freight traffic in Barrington from three trains to up to 20 each day. She understands what worries Roselle and other suburbs along the Canadian Pacific line, as CP and the Kansas City Southern pursue a merger.
The merger could bring six to eight more freight trains a day through Roselle, Itasca, Wood Dale, Elgin, Bartlett, Schaumburg, Hanover Park and Bensenville. Leaders in those towns are concerned about potential traffic backups, emergency vehicle delays, additional noise and more pollution, as vehicles idle for longer…
Under Darch’s leadership, Barrington fought to extend the oversight period over CN, arguing that crossings were being blocked for longer than what the railroad agreed to.
The village also worked for years to get federal money to build an underpass for Northwest Highway at the CN tracks — improving traffic flow and making it easier for ambulances to get to Advocate Good Shepherd Hospital.
I first ran into this issue in the late 2000s while conducting research involving a community that was also affected by the moves of Canadian National. To many leaders and residents in such suburbs, the increased traffic was not just a nuisance; in a region with many at-grade rail crossings, more and/or longer trains has the potential to snarl traffic, limit the ability of emergency vehicles to get around the community, and create more noise and pollution.
The irony is that many Chicago suburbs were founded along railroad lines and the region itself is central to the American passenger and freight rail network. Without the railroad, the Chicago region and many of its communities would not be the same. That same train that makes day to day suburban life more difficult is important for Barrington and the region as a whole.
There still might be solutions to these problems. One solution underway for a while is to move more of the freight train around the outskirts of the region so that it is does end up in communities and the city itself. A second solution is to limit the number of at-grade crossings so that roadways and trains do not interact as much. A third option is to see the whole of the region in these discussions so that what is good for Barrington and other suburbs could also be good for the region and vice versa.
At this point, railroad shipping is very important: roughly one-third of cargo goes via train. This only follows trucks. And I wonder how this data works when cargo goes much of the way via train but then needs to make it “the last mile” from the railyard to specific locations.
So how much might autonomous railroads help? Here is some suggestive data:
A European Union-funded study published in 2020 found that moving to newer systems for managing trains could increase the capacity of existing rail networks by up to 44%. An internal study by Wabtec indicates in the U.S. the increase could be even higher, up to 50%. An increase of that magnitude in the ton-miles carried by America’s rail network would be the equivalent of moving approximately one million fully loaded Boeing 747-10 passenger jet planes from coast to coast every year.
Combine this with autonomous trucks (which, according to this piece, may take longer than moving to autonomous trains) and drones and perhaps more future goods could be moved even more quickly.
His next stop was the CSX Bedford Park Intermodal Yard with Gov. Pritzker, and U.S. Reps. Marie Newman, of La Grange, and Mike Quigley, of Chicago planning to join him.
The event was an opportunity for Buttigieg to talk up how Biden’s infrastructure plan calls for billions in investments to improve freight and passenger rail infrastructure.
The CSX terminal, the nation’s third largest by volume, serves domestic and international intermodal freight. One of every four U.S. freight trains passes through Chicago., according to the U.S. Department of Transportation.
The railroad was one very important reason for Chicago’s rise. With its location on the southwest corner of Lake Michigan, Chicago quickly became a railroad hub for connecting the Northeast to a growing Midwest as well as Western expansion and all of its abundance.
The railroad can be an inconvenience. News of railroad traffic increasing in the region can induce concerns from residents and community leaders. But, the railroad traffic in the region at large helps the region as a whole.
That factory still operates as Chicago Heights Steel, and the cobblestone portion of Main Street is mostly a driveway leading to it. But just past the factory is a secret passageway of sorts, an ancient viaduct just wide enough to allow one vehicle to pass under the old Elgin, Joliet & Eastern railroad tracks…
There are areas, though, where there are no ways around it, and if you get stopped, you just have to abide. I’ve lived in those areas, but I don’t anymore. The main train line by me is above grade and it’s great. The old Illinois Central tracks, which include what’s now known as the Metra Electric District commuter line, traverse the area atop a big berm as unobstructed motorists cruise underneath through a series of viaducts from Sauk Trail all the way into the heart of Chicago.
According to Metra, the grade separation was a direct result of Chicago hosting the 1893 World’s Columbian Exhibition — city leaders didn’t want messy train deaths to tarnish the event’s image. In the years after those initial express trains from downtown to Jackson Park for the World’s Fair, commuter trains made their way to the suburbs, with Flossmoor getting service in 1900 and Matteson by 1912. The raised platforms, tracks and viaducts followed with the entire line being above grade by the 1920s…
Viaducts are harder to come by these days than they were in the golden age of railroads, and I only know of a few that have been constructed in my lifetime. Despite the hassles that can come along with them, motorists, and likely train engineers too, are happy we have the ones that are here.
Even as railroad lines help put many suburban communities on the map and still provide access to big cities, many local residents just see them as a hassle for the traffic and noise they create. With the automobile dominating suburban travel, trains are nuisance when they block vehicle flow.
I am familiar with numerous railroad viaducts in suburban communities in addition to the ones mentioned above in the south suburbs of Chicago. They were ahead of their time as they allowed access under the railroad tracks, sometimes even before cars were around. Local leaders and officials they foresaw the problems that might arise between ground-level traffic and trains and therefore separated the two flows to let each move on their own. This helps avoid safety issues that still plague communities today.
At the same time, not all of these viaducts have been treated well. As the article notes elsewhere, they can have drainage issues. Their original size is often an issue as today’s vehicles and/or traffic flow is larger, meaning that old viaducts need to be expanded. Letting one car through at a time is better than nothing but many communities would benefit from two lanes each way being able to go under the tracks. Foresight in infrastructure is helpful but it needs consistent attention to keep up with repairs and expanded suburban populations.