One truck accident can impact a large area

Traffic patterns in a metropolitan region can be disrupted by what happens to just one vehicle. See this Washington, D.C. example involving a tanker truck:

A tanker truck overturned on the Inner Loop on the American Legion Bridge Thursday afternoon, closing the road and snarling traffic all over the D.C. area for hours.

Complicating the situation: That truck is loaded with 8,500 gallons of fuel, requiring a cleanup that will continue into the night. As of 8:45 p.m., about a quarter of the gasoline had been offloaded…

WTOP Traffic reporter Bob Marbourg stressed how tough it is to predict when lanes will reopen….

The accident occurred around 1:50 p.m., according to Corinne Geller of the Virginia State Police. Another vehicle struck the tanker as it overturned.

The same trucks that are essential to societal functioning can cause big problems. It sounds like there were some special circumstances in this case: the particular cargo of this truck – a flammable liquid – plus the location of the accident on a bridge within a region with a major river flowing through it with the accident occurring before evening rush hour. Change some of these variables – a less problematic cargo or a different location or an accident at 9 PM – and the problem would be less.

At the same time, it may be depressing for drivers that just one accident could cause such a ripple effect. Traffic flow throughout a vast region can be a complex enterprise with hundreds of thousands of vehicles of different kinds traveling on different kinds of roads. Accidents are bound to occur as are other possible events that could impede traffic flow (construction, police activity, weather, etc.). With so many moving parts, it may not take all that much for traffic to slow down and then that delay to ripple through time and geography.

Are there ways to build more resilient road systems? What could be done to prevent such occurrences? Having multiple road options could help though duplicating highway destinations can be difficult. Limiting what kinds of vehicles are on certain roads could cut down on more rare accidents (like this one). Having response teams that can quickly respond to and clear accidents helps. Autonomous vehicles might be an answer in the long run. Thinking more broadly, relying more on transportation options like trains that move more people at a time could the stress on roads.

All of this may not be terribly relevant to the driver sitting in traffic because of this truck crash. Yet, thinking about how to minimize such incidents in the future could have large payoffs in terms of recovered time and energy.

 

Small Illinois town becomes intermodal facility and warehouse central; long-term benefits are not good

Elwood, Illinois is home to facilities of a number of important American companies but the small community experiences few benefits:

It’s hard to find anyone who will admit to it now, but when the CenterPoint Intermodal freight terminal opened in 2002, people in Elwood, Illinois, were excited. The plan was simple: shipping containers, arriving by train from the country’s major ports, were offloaded onto trucks at the facility, then driven to warehouses scattered about the area, where they were emptied, their contents stored. From there, those products—merchandise for Wal-Mart, Target, and Home Depot—were loaded into semis, and trucked to stores all over the country. Goods in, goods out. The arrangement was supposed to produce a windfall for Elwood and its 2,200 residents, giving them access to the highly lucrative logistics and warehousing industry. “People thought it was the greatest thing,” said Delilah Legrett, an Elwood native…

But this corporate valhalla turned out to be hell for the community, which suffered a concentrated dose of the indignities and disappointments of late capitalism in the 21st century. Instead of abundant full-time work, a regime of partial, precarious employment set in. Temp agencies flourished, but no restaurants, hotels, or grocery stores ever came, save for the recent addition of a dollar store. Tens of thousands of semis rumbled through Will County every day, wreaking havoc on the infrastructure. And as the town of Elwood scrambled to pave its potholes, its inability to collect taxes from the facilities plunged it into more than $30 million in debt…

According to the Will County Center for Economic Development, at least 25,000 tractor trailers a day come through the Intermodals. That amounts to three million containers annually, carrying $65 billion worth of goods. A staggering $623 billion worth of freight traversed Will County infrastructure in 2015 alone, roughly equivalent to 3.5 percent of the U.S.’s total GDP…

But when it comes to the long-term prospects for the region, optimism is scarce. Paul Buss’s son, who works as a building inspector in Joliet, told his dad there’s concern “these companies are gonna come in, they’re gonna build these buildings, and they’re gonna use them for however long they can get a tax break on them, and then they’ll move someplace else.” The threat of empty warehouses looms large.

The freight industry, composed of both railroads and trucks, has to be placed somewhere. The southern edge of the Chicago region is a logical place with close connections to major highways, cross-country railroad lines, airports, and both the Great Lakes and the Mississippi River as well as proximity to the third largest metropolitan area in the United States. And there are likely benefits to these companies and industries to have a concentration of facilities rather than scattering them across multiple communities and regions.

But, the article suggests we should not view the communities where these facilities are placed just as collateral damage. There are real consequences to the trucks and trains that ship all the goods we need on a daily basis. People’s lives are affected. Could the facilities should be placed outside of towns and away from residences as possible?

Perhaps the true test of all of this is whether the next town that is chosen or selects itself as the possible next facility center turns down the opportunity or they dive headlong into the same issues.

 

Illustrating the importance of truck deliveries to American life

A 2012 infographic shows how vital truck delivers are in the United States:

Infographic Trucking Industry Facts

Four quick thoughts:

1. By days two and three, things are getting ugly. No new food? Certain supplies not available? No more gasoline?

2. This highlights the on-demand nature of many of our underlying social systems. We expect to have supplies readily available if needed and do not stockpile much (from food to medicine to fuel).

3. Many fictional apocalyptic tales feature major natural disasters, diseases, or government issues but a much more prosaic reason could cripple the trucking industry. It may not make for a thrilling story but this could be the real way the apocalypse comes quickly.

4. Shouldn’t we consider the trucking industry part of the national infrastructure? We often consider highways and railroad tracks important but the trucking industry itself matters.

Shipping via truck and railroad in a strong economy

If the economy is going well, the trucking and railroad industries have plenty of work to do:

The dynamics in the transportation sector are “clearly signaling that the US economy, at least for now, is ignoring all of the angst coming out of Washington D.C. about the trade wars,” the report by Cass said.

The Cass Shipments Index does not include shipments of bulk commodities, such as grains or chemicals. But shipments of commodities were strong too, according to the Association of American Railroads. Excluding the carload category of coal, which is facing a structural decline in the US, carloads rose by 6.7% year-over-year, including grain, up 14.7%; petroleum & petroleum products, up 27%; and chemicals, up 4.6%. Of the 20 commodity carload categories, only five showed declines, including nonmetallic minerals, metallic ores, and the biggie, coal.

And intermodal traffic – shipments of containers and trailers via a combination of rail and truck – surged 6.9% in July compared to July last year, the AAR reported.

At the least, this is just a reminder of how goods make their way to stores and eventually buyer’s residences. Those trucks and trains may be a nuisance when you want to get where you want to go but this is how it works in our society.

A few other thoughts:

  1. It is hard to imagine drones could make up for all or even many of the goods shipped by trucks and trains. Or, imagine drones like swarms of locusts.
  2. The shipping industry is another one highly affected by economic swings. Like the construction and housing industries, when times are good, there is a lot of need for goods to be moved around. When a recession hits, all that equipment and all those employees are not needed.
  3. Of course, there is an international component to all of this where goods have to enter or leave countries. That all happens on a consistent even with all the rhetoric regarding trade wars and trade agreements. I remember going past some of the shipping yards in Hong Kong and being amazed at the size of the facilities: cargo containers in huge piles for as far as one could see.

American dilemma: electric cars vs. trucks

Americans like to drive but it is unclear whether they will be driving electric cars or trucks in the future:

The auto industry is at a crossroads, with the future of legacy automakers like Ford, General Motors Co and Fiat Chrysler Automobiles NV uncertain as governments float proposals to ban internal combustion engines over the next two decades.

But in the present, consumer enthusiasm for trucks and sport utility vehicles is strong, especially in the United States. And that is providing Ford, GM and other established automakers with billions in cash to mount a challenge to Tesla…

Electric cars are money losers, which explains why global automakers have been slow to roll them out until now. But regulatory and consumer pressures are forcing established automakers to put more electric vehicles in their fleets over the next several years. In a cash-intensive industry, profits from pickups and SUVs may give them a competitive edge.

Ford said on Thursday that the average price of one of its F-series pickups rose $2,800 to an average $45,400 a truck in the third quarter. Sales of F-series trucks, which range from spartan work trucks to Platinum models with the features – and price tags – of a European luxury sedan, were up nearly 11 percent to 658,636 vehicles for the first nine months of this year.

This is not just a consumer preference issue. There are potential repercussions for the auto industry (a fairly large one), urban and transportation planning, tax revenues for governments, and a whole space – the suburbs – built around driving around. Oh, and many Americans seem to prefer driving larger vehicles and intertwining their identity and the related activities with these vehicles.

Let Amazon’s big data tractor trailer drive to you

Americans like big trucks and hard drive space so why not put the two together?

Amazon announced the new service, confusingly named Snowmobile, at its Re:Invent conference in Las Vegas this week. It’s designed to shuttle as many as 100 petabytes–around 100,000 terabytes–per truck. That’s enough storage to hold five copies of the Internet Archive (a comprehensive backup of the web both present and past), which contains “only” about 18.5 petabytes of unique data...

Using multiple semis to shuttle data around might seem like overkill. But for such massive amounts of data, hitting the open road is still the most efficient way to go. Even with a one gigabit per-second connection such as Google Fiber, uploading 100 petabytes over the internet would take more than 28 years. At an average speed of 65 mph, on the other hand, you could drive a Snowmobile from San Francisco to New York City in about 45 hours—about 4,970 gigabits per second. That doesn’t count the time it takes to actually transfer the data onto Snowmobile–which Amazon estimates will take less than 10 days–or from the Snowmobile onto Amazon’s servers. But all told, that still makes the truck much, much faster. And because Amazon has data centers throughout the country, your data probably won’t need to travel cross-country anyway.

One could make a strong case that semis make America go. And all the money that the government has put into highways and roads certainly helps.

The most common job in 37 states

Moving goods around the country requires a number of drivers:

More than 3 million people drive trucks in the United States. In fact, according to Steve Viscelli, author of “The Big Rig: Trucking and the Decline of the American Dream” and a lecturer in the Department of Sociology, it’s the No. 1 occupation in 37 of 50 states.

Americans don’t generally pay much attention to infrastructure but the trucking industry may be lower than average on the list of infrastructure components. Outside of complaining about large trucks on the road (driving next to them, the noise they generate), it is difficult to remember that so much of what we purchase comes at least part of the way through trucks. And if trucking all moves to self-driving vehicles, perhaps trucking will become even more faceless.

But, perhaps one way we will hear about the future changes in trucking: a significant loss in jobs. Will drivers be able to transition to new jobs better than millions of manufacturing workers or others who have lost jobs because of a changing economy in recent decades?