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Arizona truck spill of toxic acid closes interstate highway
Source: msn.com
Article summary:
1. In 2015, the Obama administration pushed for a new safety rule to govern the transportation of hazardous materials, but industry lobbyists fought against it.
2. The rule was narrowly crafted and only required electronically controlled brakes to be installed by 2023.
3. Railroad operators have adopted a business philosophy known as precision scheduled railroading which has led to longer, heavier trains crisscrossing the nation’s railroad tracks in the name of efficiency and better shareholder returns, but this increases the potential for catastrophic accidents when something goes wrong.
Article analysis:
The article is generally reliable and trustworthy in its reporting of facts and events related to train derailments and hazardous material spills. It provides detailed information about the 2015 safety rule that was issued in response to previous derailments, as well as the efforts of industry lobbyists to fight against it. The article also provides insight into how railroad operators have adopted a business philosophy known as precision scheduled railroading which has led to longer, heavier trains crisscrossing the nation’s railroad tracks in the name of efficiency and better shareholder returns, but this increases the potential for catastrophic accidents when something goes wrong.
The article does not appear to be biased or one-sided in its reporting; it presents both sides of the issue fairly by providing information about both industry lobbying efforts against regulation as well as how these efforts may lead to increased risk of accidents. The article also does not appear to contain any promotional content or partiality towards either side of the issue.
The article does not appear to contain any unsupported claims or missing points of consideration; all claims are supported with evidence from studies or statements from experts such as former senior officials at the Federal Railroad Administration or spokespeople from industry groups like Association of American Railroads. Additionally, all relevant points are considered including possible risks associated with longer, heavier trains and how ECP brakes could potentially reduce these risks if they were implemented more widely.
The only potential issue with this article is that it does not explore counterarguments in depth; while it mentions that some railroad operators have found ECP brakes impractical due to their failure rate and lengthy repair time, there is no further exploration into why this might be so or what other solutions might be available instead.