AuthorTopic: When the trucks stop, America stops. By the American Truckers Association.  (Read 1460 times)

Offline Randy C

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This assessment was done in 2006.  I remember reading something similar when I was doing ground transportation analysis when I was at DHS.  This is a sound assessment that is worth reading.  This is one of the reasons I don't buy the doom lite argument or the hyper-inflation argument.  Once things come unglued and the trucks stop running, the system will fly apart in about a week, maybe two.  I highly doubt that the federal, state or local governments will be able to contain the public once the food disappears from the store shelves.  There are 310 million Americans, about 300 million legal guns in this country and a military of about 4 million with part of that deployed overseas.  I know what will happen in Washington D.C. when the fun starts, the federal work force will abandon their posts and stay home to protect their families.  Assuming that things won't be so bad is a good why to get oneself and loved ones killed.  Remember Murphy's law of land warfare.  No plans survives contact with the enemy intact.  The federal government is stockpiling ammo and armored vehicles.  They are getting ready for the worst, I suggest we all do the same.
Randy C in Southwest VA.

Prepared by the American Trucking Associations

When Trucks Stop, America Stops
Commercial truck traffic is vital to our nation’s economic prosperity and plays a significant
role in mitigating adverse economic effects during a national or regional emergency. Our
economy depends on trucks to deliver ten billion tons of virtually every commodity
consumed—or nearly 70 percent of all freight transported annually in the U.S. In the U.S.
alone, this accounts for $671 billion worth of goods transported by truck. Add $295 billion in truck trade with Canada and $195.6 billion in truck trade with Mexico and it becomes
apparent that any disruption in truck traffic will lead to rapid economic instability.
The unimpeded flow of trucks is critical to the safety and well-being of all Americans.
However, it is entirely possible that well-intended public officials may instinctively halt or
severely restrict truck traffic in response to an incident of national or regional significance.
Recent history has shown us the consequences that result from a major disruption in truck travel. Immediately following the 9/11 terrorist attacks, significant truck delays at the Canadian border crossings shut down several auto manufacturing plants in Michigan because just-in-time parts were not delivered. The economic cost to these companies was enormous.  Following Hurricane Katrina, trucks loaded with emergency goods were rerouted, creating lengthy delays in delivering urgently needed supplies to the stricken areas.  Although in the face of an elevated threat level, a terrorist attack, or a pandemic, halting truck traffic may appear to be the best defense, it actually puts citizens at risk. Officials at every level of government must recognize that a decision to halt or severely curb truck traffic following a national or regional emergency will produce unintended health and economic consequences not only for the community they
seek to protect, but for the entire nation.  The American Trucking Associations researched
seven key consumer industries to quantify the potential consequences of restricting or halting truck traffic in response to a national or regional emergency. This report details the findings. 

The Food Industry
Every day, Americans purchase billions of dollars of groceries. Most of these goods are
brought to market via daily truck deliveries.
•  Significant shortages will occur in as little as three days, especially for perishable
items following a national emergency and a ban on truck traffic.
Minor shortages will occur within one to two days.  At convenience stores and other small
retailers with less inventory, shortages will occur much sooner.
•  Consumer fear and panic will exacerbate shortages.
The forecast of a winter storm quickly exhausts basic commodities at grocery stores and
supermarkets. It takes retailers up to three days to recover from these runs on supplies. News of a truck stoppage—whether on the local level, state or regional level, or nationwide—will spur hoarding and drastic increases in consumer purchases of essential goods.  Shortages will materialize quickly and could lead to civil unrest.
•  Supplies of clean drinking water will run dry in two to four weeks.  According to
the American Water Works Association, Americans drink more than one billion
glasses of tap water per day. For safety and security reasons, most water supply
plants maintain a larger inventory of supplies than the typical business. However, the
amount of chemical storage varies significantly and is site specific.  According to the
Chlorine Institute, most water treatment facilities receive chlorine in cylinders (150
pounds and one ton cylinders) that are delivered by motor carriers. On average, trucks
deliver purification chemicals to water supply plants every seven to 14 days. Without
these chemicals, water cannot be purified and made safe for drinking. Without truck
deliveries of purification chemicals, water supply plants will run out of drinkable
water in 14 to 28 days. Once the water supply is drained, water will be deemed safe
for drinking only when boiled. Lack of clean drinking water will lead to increased
gastrointestinal and other illnesses, further taxing an already weakened healthcare
system.

Healthcare
Both healthcare providers and consumers rely on regular delivery of medications and
healthcare supplies to hospitals, pharmacies, nursing homes and other healthcare facilities.  Trucks deliver nearly all of these supplies.  Al Cook, former president of the Materials Management Association and current member of the Medical Materials Coordinating Group, which is advising the U.S. Department of Health and Human Resources on emergency preparedness, describes over-the-road commercial transportation as “life and death to being able to care for sick people.”

•  Without truck transportation, patient care within the truck stoppage zone will be
immediately jeopardized.  According to Cook, many hospitals have moved to a just-
in-time inventory system. In fact, some work from a low-unit-of-measure system.
This means that essential basic supplies, such as syringes and catheters, are not
ordered until the supplies are depleted. These systems depend on trucks to deliver
needed supplies within hours of order placement. Internal redistribution of supplies in
hospitals could forestall a crisis for a short time; however, in a matter of hours,
hospitals would be unable to supply critical patient care.

•  If an incident of national significance produces mass injuries, truck transportation is the key to delivering urgently needed medical supplies necessary to save lives.
According to Cook, there are not enough medical supplies in any local area to support a large scale medical emergency. The Medical Materials coordinating Group has worked with U.S. Health and Human Services to develop contingency plans that will coordinate national redistribution of essential medical supplies during a national emergency.
These contingency plans ensure that affected areas receive adequate medical supplies
to support the crisis while also maintaining adequate supplies for the basic medical
needs of the larger community. Cook states that the medical redistribution program
relies on trucks as the primary mode of transport to carry out the expedient
redistribution of supplies, and ties the success of the program to the ability of trucks to
access medical facilities and warehouses during an emergency situation.

•  Hospitals and nursing homes will exhaust food supplies in as little as 24 hours.
Hospitals and nursing homes receive daily truck deliveries of food for patients. The
International Food Distributors Association notes that because these facilities lack
significant warehousing capabilities, a truck stoppage will result in food shortages
within 24 to 48 hours, particularly among perishable items.

•  Pharmacy stocks of prescription drugs will be depleted quickly.  Although pharmacies typically carry several weeks inventory of many drugs, seasonal pharmaceuticals, such as antibiotics and flu-shots during winter months, have faster turnover rates. According to
the National Association of Chain Drug Stores, most of the nation’s 55,000 drug stores receive daily merchandise deliveries by truck.

•  Hospitals and other diagnostic and treatment facilities will exhaust supplies of radiopharmaceuticals and oxygen.  Radiopharmaceutical supplies for cancer treatment and diagnostic services, which have an effective life of only a few hours, will become unusable. Hospital size and storage capacity determine the amount of oxygen a facility can maintain; however, in general, hospitals will exhaust oxygen supplies within seven to ten days.

Transportation

The impact of a truck stoppage would not be limited to highway transportation but would
affect all modes of transportation. Trucks are the fundamental unit within the transportation sector. Trucks transport just about all cargo to and from air and rail terminals and maritime ports. Trucks also deliver fuel to the majority of rail yards. The
Air Transport Association estimates that trucks account for approximately 80 percent of the fuel deliveries to the nation’s airports. Truck transport is the mechanism for fuel delivery to service stations and truck stops.

•  Service station fuel supplies will start to run out in just one to two days.
According to the Service Station Dealers of America, the nation’s busiest fuel stations
sell between 200,000 and 300,000 gallons per month. These stations require multiple
deliveries every day to meet this demand.  An average service  station requires a
delivery every 2.4 days. Based on these statistics, the busiest service stations could
run out of fuel within hours of a truck stoppage, with the remaining stations following
within one to two days. Researchers predict that automobile travel will cease within
one week if fuel deliveries are halted.  Air, rail and maritime transportation will be disrupted.  Airlines and air cargo operations will be grounded due to the lack
of supplies for operations. Railroads will cease all truck trailer-on-flat
-car or piggy-back and container operations. Rail freight will pile up at rail terminals since intermodal trucks provide the first and last mile in intermodal moves. Smaller railroads (Classes 2 and 3) will stop operation due to lack of truck-supplied fuel and will create significant congestion on feeder lines to the large (Class 1) railroads.  If the truck stoppage occurred in a coastal region, inbound and outbound container ships, which rely
on intermodal truck transportation, will sit idle at the maritime ports.

•  A fuel shortage will create secondary effects.  Without access to automobile travel,
people will be unable to get to work causing labor shortages and increased economic
damage. Without cars, many people cannot access grocery stores, banks, doctors, and
other daily needs. Public bus systems will cease to operate as well, preventing many
disabled and elderly people from accessing these necessities. Without fuel, police,
fire, rescue and other public service vehicles will be paralyzed, further jeopardizing
public safety. U.S. Mail and other package delivery operations will cease. Within
two days, garbage will start to pile up in urban and suburban areas due to a lack of
regular pick ups, creating a health hazard.

Waste Removal
The Environmental Protection Agency estimates that Americans generate more than 236
million tons of municipal or household waste annually. This does not take into account
manufacturing, medical, or other types of commercial waste.

•  Within days of a truck stoppage, Americans will be literally buried in garbage with serious health and environmental consequences.  Further, without fuel deliveries, many waste processing facilities will be unable to operate equipment such as backhoes and incinerators.

•  Uncollected and deteriorating waste products create rich breeding ground for microorganisms, insects, and other vermin. Hazardous materials and medical waste will introduce toxins as well as infectious diseases into living environments.
Urban areas will, of course, be significantly impacted within just a couple of days. But rural and agricultural areas as well as food processing plants will be impacted as well. Without waste removal and treatment, food wastes, such as slaughtered animal byproducts and overripe fruits and vegetables will create extremely toxic conditions.

•  Beyond the health risks, a lack of waste removal creates pollution hazards.
Biological pathogens, hazardous chemicals and even radioactive materials will be
released into the soil, water, and atmosphere. And, the sheer volume of uncollected waste could block water run off and drainage leading to pooling and flooding.

The Retail Sector
A disruption of truck deliveries to retail outlets will have serious effects on both consumers and retailers.

•  Replenishment of goods will be disrupted.  Many of the nation’s leading retailers rely on just-in-time delivery to keep inventory levels as low as possible. Similar to the low-unit-of-measure hospital inventory system, these stores rely on frequent deliveries to replenish basic goods. Often, delivery of a shipment is not triggered until the current inventory is nearly depleted. Without truck deliveries, retailers will be unable to restock goods, including consumer basics such as bottled water, canned goods, and paper products.

•  Consumer behavior during emergencies triples the rate of inventory turn-over.
Since many large retail outlets typically keep inventories as lean as possible, problems
often arise quickly during truck transportation slowdowns that occur from crises such
as hurricanes.  In a hurricane situation, supplies that would normally last a few days, such as water, powdered milk, and canned meat, typically disappear within one day. Given these inventory rates, this means that perishable goods could be depleted in a matter of days and non-perishables in just a few days.  Runs on food and non-food staples during hurricanes, and even before big winter storms, provide a good example of how fast some retail inventories can be depleted during panic buying. The same quick
depletion of inventories could occur if trucks stopped making deliveries for any reason.

Manufacturing

In recent years, manufacturers in the United States have shifted increasingly to just-in-time manufacturing. Aimed at improving efficiency, just-in-time manufacturing reduces the need for extensive warehousing of manufacturing components because parts and components are delivered to the production line just hours before assembly. As a result, manufacturers are extremely sensitive to disruptions in the supply chain.

•  Just-in-time manufacturers will shut down assembly lines within hours. Major American manufacturers, ranging from computer manufacturers such as Dell and Compaq to major automakers such as GM and Ford, rely on just-in-time manufacturing. Without truck deliveries, component shortages and manufacturing delays will develop within hours. If assembly lines are forced to shut down, manufacturers will incur significant disruption costs and thousands of employees will be put out of work. Just-in-time manufacturers also rely on trucks to transport goods to the market within hours of assembly.
A truck stoppage will cripple deliveries to retailers.

Banking & Finance

Even with today’s high-tech electronic exchange of currency and information, trucks play a critical role in transporting hard copies of financial documents and currency. Disruption of truck deliveries to banks and ATMs will paralyze the banking industry, affecting both
consumers and businesses. The bottom-line:cash is still heavily used as legal tender.

•  ATM and branch bank cash resources will be exhausted quickly.
In today’s fast-paced, high-technology economy, consumers access cash 24/7 from 370,000 ATMs nationwide. JP Morgan Chase, the nation’s second largest consumer bank,
replenishes its 6,600 ATMs via armored truck delivery every two to three days.  Given the increase in ATM activity that occurs before and after any type of crisis, ATMs would run out of cash much sooner.

•  Small and medium-size businesses will lose access to cash.  Banks provide daily cash and coin deliveries to thousands of small and medium-size businesses via armored trucks. According to JP Morgan Chase, without these daily deliveries and collections, the ability of businesses to carry out normal commercial transactions will be disrupted and eventually cease.

•  Regular bank functions will cease.  Bank branches transfer paper documents for
every transaction, via daily truck service, to a central location for processing. Unable
to conduct transactions at a central location, banks will be unable to process deposits,
checks, and other standard bank transactions, bringing the American banking system
to a halt.

Other Effects
In addition to the effects on the key industries outlined in this paper, a ripple effect could
significantly disrupt a variety of services and activities beyond the affected area, extending into communities nationwide.For example, the Department of Defense (DoD) supply chain includes 1,100 shipping points inside the United States, connects to airports
and seaports, and is the supply lifeline to warfighters deployed globally. Nearly all Do
D freight involves truck movement and all trucks with DoD freight are subject to orders by local law enforcement. Stopping trucks with DoD freight would ultimately cripple the Department of Defense in ways no adversary has been able to achieve.  A truck stoppage in the Great Lakes region will close down auto manufacturing, steel mills, and other major industries, not only putting thousands of workers out of work, but also disrupting the flow of automobiles and steel products to the rest of the nation. A stoppage at harvest time in or around any of the nation’s agricultural regions will cut off the transport of fresh foods, such as fruits, vegetables, and grains. Not only would Americans be deprived of fresh foods, the economic impact to the farming industry would be devastating.

Consider a truck stoppage in the states around Washington, D.C. The federal government
will be slowed down within a week and could grind to a halt within two or three weeks.
Moreover, a truck stoppage in a major metropolitan area will result in rapid depletion of food, bottled water, and critical medical supplies, potentially leading to civil unrest as citizens compete for basic necessities.

Conclusion

As demonstrated by the analysis of just a few key industries, restricting or shutting down all truck operations in response to a natural disaster, elevated threat level, terrorist attack, or pandemic will have a swift and devastating impact on the food, healthcare, transportation, waste removal, retail, manufacturing, and financial sectors.  Members of the trucking industry must educate government officials at the local, state, and federal levels about the dire consequences of a truck stoppage. At first glance, halting all truck travel appears to be a powerful tool to neutralize a terrorist threat or protect citizens
from a pandemic. However, this is a solution that could be worse than the problem.
Instead, we must urge governments at all levels to develop contingency and action plans that use sophisticated techniques to isolate and respond to a threat. Working together, ATA believes that a solution can be found that avoids the ruinous effects that will be brought about by a freeze on truck travel.

Case Study: The Effect of Border Delays on Auto Manufacturers Following September 11th
The auto industry is one of the manufacturing industries that has extensively integrated
just-in-time inventory techniques. According to Supply Chain Management Review, the
auto industry has saved $1 billion over the past decade through just-in-time techniques.
Every day, auto manufacturing plants located along the Canadian border in Michigan receive numerous truck deliveries from auto parts plants in Canada. These parts will be
assembled into autos and shipped within hours of delivery.  While the just-in-time manufacturing process is efficient, the experience of auto manufacturers during the days following September 11th showed the sensitivity of assembly lines to disruptions in the components and parts supply chain. Immediately following September 11th, stringent security measures (and some closings) at border crossings created delays ranging from 12 to 36 hours at certain checkpoints, including the crossing between Detroit, Michigan, and Windsor, Ontario. Approximately 7,400 trucks carrying commerce worth half-a-billion dollars flows across this checkpoint every day.  The border crossing delays caused shutdowns in operations at assembly plants operated by Ford, General Motors, Daimler Chrysler AG, Toyota Motor Sales, and American Honda Motor Company. Mark Nantais, head of the Canadian Vehicle Manufacturer’s Association, estimates that these shutdowns cost auto manufacturers $1.5 million per hour.  In the first week following September 11th, Ford’s production fell by 16,000 vehicles due to component shortages and GM’s production fell by 10,000 vehicles. In the following months, according to a study
by the Center for Automotive Research in Ann Arbor, Michigan, continued delays slowed manufacturing speed, causing losses of approximately $60,000 per hour for assembly plants.  Despite the disruptions caused by the border crossing delays, the just-in-time method is so important to corporate competitiveness that the model remains in place today. As a result, manufacturers continue to be sensitive to supply disruptions. A disruption as large and significant as a truck stoppage—whether local, regional or nationwide—will have a similar impact on auto and numerous manufacturing industries, with enormous costs stemming from reduced sales, lost production, and lost employment.

When Trucks Stop, America Stops
A Timeline Showing the Deterioration of Major Industries Following a Truck Stoppage

The first 24 hours

•  Delivery of medical supplies to
the affected area will cease.
•  Hospitals will run out of basic supplies such as syringes and catheters within hours. Radiopharmaceuticals will deteriorate and become unusable.
•  Service stations will begin to run out of fuel.
•  Manufacturers using just-in-time manufacturing will develop component shortages.
•  U.S. mail and other package delivery will cease.

Within one day
•  Food shortages will begin to develop.
•  Automobile fuel availability and delivery will dwindle, leading to sky-rocketing prices and long lines at the gas pumps.
•  Without manufacturing components and trucks for product delivery, assembly lines will shut down, putting thousands out of work. 

Within two to three days
•  Food shortages will escalate, especially in the face of hoarding and consumer panic.
•  Supplies of essentials—such as bottled water, powdered milk, and canned meat—at major retailers will disappear.
•  ATMs will run out of cash and banks will be unable to process transactions.
•  Service stations will completely run out of fuel for autos and trucks.
•  Garbage will start piling up in urban and suburban areas.
•  Container ships will sit idle in ports and rail transport will be disrupted, eventually coming to a standstill.

Within a week

•  Automobile travel will cease due to the lack of fuel. Without autos and busses, many people will not be able to get to work, shop for groceries, or access medical care.
•  Hospitals will begin to exhaust oxygen supplies.

Within two weeks

•  The nation’s clean water supply will begin to run dry.

Within four weeks

•  The nation will exhaust its clean water supply and water will be safe for drinking only after boiling. As a result gastrointestinal illnesses will increase, further taxing an already weakened health care system.  This timeline presents only the primary effects of a freeze on truck travel. Secondary effects must be considered as well, such as inability to maintain telecommunications service, reduced law enforcement, increased crime, increased illness and injury, higher death rates, and likely, civil unrest.

Contact: Richard D. Holcomb (July 14, 2006)
703-838-1865
rholcomb@trucking.org

Offline Golden Oxen

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This assessment was done in 2006.  I remember reading something similar when I was doing ground transportation analysis when I was at DHS.  This is a sound assessment that is worth reading.  This is one of the reasons I don't buy the doom lite argument or the hyper-inflation argument.  Once things come unglued and the trucks stop running, the system will fly apart in about a week, maybe two.  I highly doubt that the federal, state or local governments will be able to contain the public once the food disappears from the store shelves.  There are 310 million Americans, about 300 million legal guns in this country and a military of about 4 million with part of that deployed overseas.  I know what will happen in Washington D.C. when the fun starts, the federal work force will abandon their posts and stay home to protect their families.  Assuming that things won't be so bad is a good why to get oneself and loved ones killed.  Remember Murphy's law of land warfare.  No plans survives contact with the enemy intact.  The federal government is stockpiling ammo and armored vehicles.  They are getting ready for the worst, I suggest we all do the same.
Randy C in Southwest VA.

A tough article to argue against, and a very sobering view of our dependence on one another RandyC.

As a senior citizen the health care and pharmaceutical section of this hit home the strongest for me. The amount of people I know, myself included, that are dependent on certain medications from everything to heart problems, high blood pressure, diabetes, etc is simply staggering. All the arguments presented are compelling as well.   :'(


Online RE

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This is one of those scenarios that is frightening to contemplate, but not too likely in the near term IMHO.

In a full on crisis, the largest trucking firms of JB Hunt, Schneider National, Werner and LTL like Yellow-Roadway, along with the large logistics groups of Walmart, Target and Safeway will all get commandeered by the Military.  Running just the trucking industry, the Strategic Petroleum Reserve is probably sufficient for a year.  Especially if you just move around basic goods like food and medicine.  You probably could cut the current fleet of trucks by 50% just moving this stuff.  You also can shift back to moving quite a bit of it via rail, and shorten the trucking routes.

Similarly, the Navy can commandeer every Oil Rig in the GOM, along with those off the coast of Brasil, and our friends in Canada could not do a damn thing about every drop of their Oil getting commandeered by the FSoA Military either.

The more likely scenario is a more gradual breakdown after this, and distribution problems due to a collapsed monetary system.

RE
SAVE AS MANY AS YOU CAN

Offline Surly1

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 This is a very worthwhile post, and none of it should be surprising given our reliance on just-in-time trucking, and business's reliance on reduced inventories to improve profitability. What is most chilling to me at the medical and sanitation aspects, which should not be surprising and are pretty sobering when you think them through a thought experiment like that provided.

When you take the long view, you realize that one of the single contribution to public health is municipal water and sanitation. With that in peril and you might as well be living in 12th century London.

 And as Randy points out, the government is preparing, storing arms, munitions and all else that they'll need to hole up safely in their bunkers. No one  "I had no idea."  Although there will be thousands who make finger circles at their temples while muttering, "Doomers…" And "bloggers…"

 :icon_mrgreen:
"It is difficult to write a paradiso when all the superficial indications are that you ought to write an apocalypse." -Ezra Pound

Offline Randy C

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This is one of those scenarios that is frightening to contemplate, but not too likely in the near term IMHO.

In a full on crisis, the largest trucking firms of JB Hunt, Schneider National, Werner and LTL like Yellow-Roadway, along with the large logistics groups of Walmart, Target and Safeway will all get commandeered by the Military.  Running just the trucking industry, the Strategic Petroleum Reserve is probably sufficient for a year.  Especially if you just move around basic goods like food and medicine.  You probably could cut the current fleet of trucks by 50% just moving this stuff.  You also can shift back to moving quite a bit of it via rail, and shorten the trucking routes.

Similarly, the Navy can commandeer every Oil Rig in the GOM, along with those off the coast of Brasil, and our friends in Canada could not do a damn thing about every drop of their Oil getting commandeered by the FSoA Military either.

The more likely scenario is a more gradual breakdown after this, and distribution problems due to a collapsed monetary system.

RE

This is less a scenarios than a consequence assessment.  If trucks stop due to... pick your disaster.... these are possible consequences of such an action.  Remember, this piece was written by the American Truckers Association who has an interest in this NOT happening.  Specifically, this piece is aimed at US policy makers to try to inform then of the consequences of such a shut down in hopes that they will not do it. 

Rail can take up some of the long distance hauling but that assumes that the Class 1 railroads have enough cars to haul the extra loads.  I don't know if they do but I would not expect a huge fleet of excess rail cars out there waiting to be used.  The strategic petroleum reserves would also have to serve agriculture and the military as its purpose is to sustain the US in a war time environment, not just run freight.  While the Army might be able to pull this off, don't expect DHS to be able to do anything given their disaster of a response in Katrina.

Again, I don't disagree that what is outlined in the assessment would be the result of some trigger, monetary system, flu pandemic, terrorist/false flag attack, etc.  The point of the paper is not to provide a scenario but to warn what the consequences would be and that alone is reason enough to consider the assessment to be of value, if for nothing else to wake people up to realize just how vulnerable our system really is to major shocks.

Online RE

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While the Army might be able to pull this off, don't expect DHS to be able to do anything given their disaster of a response in Katrina.


It wouldn't be the Army really pulling it off, it would be the dispatchers and logistics planners for Schneider, Hunt, Walmart, et al.  Basically the same folks who do it now.  The difference would be they will essentially be drafted into the army and the decisions on where the food/medicine is sent would be made politically rather than by market forces.

RE
SAVE AS MANY AS YOU CAN

Offline Randy C

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While the Army might be able to pull this off, don't expect DHS to be able to do anything given their disaster of a response in Katrina.


It wouldn't be the Army really pulling it off, it would be the dispatchers and logistics planners for Schneider, Hunt, Walmart, et al.  Basically the same folks who do it now.  The difference would be they will essentially be drafted into the army and the decisions on where the food/medicine is sent would be made politically rather than by market forces.

RE

Probably so.  My point about the US Army is that at least they can perform a mission, DHS on the other hand cannot.  I remember well the events after Katrina hit N.O. and flooded the place.  Things at DHS were panic driven to say the least.  They had no idea how to deal with the crisis and were even asking intelligence officers (GS-13s and 14s) to drive tractor-trailers to N.O.  Guess how many of us have ever driven such a vehicle?  One guy who was a sargent in the army transportation command could do it but he didn't have a CDL.  He didn't volunteer, nor did anyone else.  What they needed to do was ask the good-for-nothing White House to activate the National Guard transportation units to do that driving.  So, I have little to no faith in the government being able to provide any meaningful relief on short notice after a big disaster let alone a nation wide event.

 

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