Transport Geography Review
Cover Page
Table of Contents
Abstract
Introduction
Body
Summary
Evaluation
Conclusion
The text gives the *appearance* that a quantified approach is taken, but
actual quantification isn’t discussed until the final chapter.
Chapter 1
On page 5, Euclidean distance is described as being primarily “used to
provide an approximation of distance, but rarely has a practical use.”
Quite often “preaches to the choir.” PROVIDE EXAMPLES
Interesting
History of transportation on global scale
Post-Fordist Era
Figure 1.18 as example of appearance of quantification
Case study: strategic maritime passages (no real content within text)
Chapter 2
Chapter 3
Most useful concept: friction of distance
Discussed in detail on pg 108-109 but introduced earlier (chapter 1)
Types of transport costs pg 113-114
Good example of appearance of quantification: figure 3.10 – useful for
describing certain concepts (elasticity of demand)
Chapter 4 Transport, energy, and the environment
Complete acceptance of climate change
“Managing transport demand” – pg 147
Chapter 5 Transportation Modes
Modal competition is introduced too late
Modal shift is also introduced too late
Figure 5.1 – fig 5.2 are “dogpiles” e.g. monorail/HSR/LRT are not distinct
forms of rail traffic but rather different technologies
Fig 5.6 – illustrates what?
Most useful chapter thus far
First mile/last mile
Chapter 6 Transportation Terminals
Competitive hinterland
Where should terminals be placed?
Chapter 7 Trade, logistics, and freight distribution
Misses the point about globalization
e-fulfillment vs distribution centers vs warehouses
Chapter 8 Urban transportation systems
Returns to proscriptive approach – automobiles are source of problem
Chapter 9 Transport planning and policy
Discussion of how to control
// Pg 337 – missing competency and lack of corruption as part of
“confidence”
Physical security of passengers
Freight security – again, more about regulating port traffic than actually
securing freight
Concept 4 – transportation and disasters
Chapter 10 Methods in transport geography
Criticisms
Volume of material
Unspoken assumptions:
- Climate change
- Righteousness of regulators
- No consideration of responsibility for when regulation goes wrong
- Transportation networks as “public good”
A good example of “regulation gone wrong” is the Jones Act of
Disappointment over the Case Studies in each chapter
Uneven level of abstraction (Figure 5.1 – fig 5.2)
Reliance on “happy path”
Chapter 5 is a turning point. Up to that chapter, apart from the historical
section of chapter 1, the underlying assumption is that transportation
networks are a “given” – almost a part of the natural world.
Underlying assumption: transportation networks are a “given” and the cost
associated with friction of distance will not spur the development of
alternative networks.
Also, the concept of the breakage of the network due to regulations is not
discussed. A good example of this is the Jones Act.
Another good example is the creation of a network of electric-vehicle
charging stations. Under the 2021 Infrastructure Investment and Jobs Act,
$7.5B was allocated to the construction of 500,000 chargers were to be built,
but only eight charging stations have been constructed. Assuming that all
500,000 were built, this would be a cost of $15,000 per station. This is in
contrast to private investment: Tesla has produced xxxxx charging stations
using $yyyy, which is a rate of $zzz/station.
Without discussion of failures of these forms, the objectivity of the author
and his text are seriously compromised.
The text discusses a variety of transportation networks – road, rail, maritime,
and air. In addition it discusses intermodal transportation. This is done
The text provides just enough information to describe transport networks,
how they connect with each other, and how they are or can be regulated, but
not enough information to describe the actual operation of said networks,
except at a very nebulous level. An example of this is regarding how
networks (either a single mode or interacting) provide redundancy.
Another flaw of this text is the almost complete reliance on the “happy path”
– meaning a focus on when things go well. Disasters are discussed in a
various nebulous manner, but not in a manner focused enough to analyze
what happens when things go wrong.
Several transportation closures due to natural disasters are discussed (2011
Thailand Floods, Hurricane Sandy, 2011). The effects of the 9/11 attacks
were briefly discussed, along with the rise of piracy. Two additional air
disasters that was discussed (pg 350) concluded with regulatory changes.
For example, the 2021 Suez Canal Obstruction occurred after the publication
of this text, but that canal has been closed multiple times prior to its opening
in 1869. Each of those closures are lessons in how the “happy path” can be
abandoned (nationalization of the canal, war, blocking ship, etc.), and how
redundancies and alternative transport networks adapt to resolve problems.
Further, the duration of closures – the shortest lasting only a few hours, the
longest lasting 8 years in response to the Six Day War – is quite variable and
demonstrates how transportation networks adapt and overcome depending
on expected times of delay.
The theoretical basis for understanding these deviations from the happy path
- articulation points and bridges in graph theory – receive only one paragraph
(pg 364). The author mentions that bridges and articulation points are points
of failure, but that is all.
Not all points of failure are created equal – for example, the collapse of a
bridge at the Port of Baltimore is more significant than the breaking-loose of
26 barges on the Ohio River. Because of this, protection of failure points must
be prioritized. Equivalently, the value of points of failure to terrorists
the value that a particular articulation point or bridge is not discussed in any
detail – the value of such a point or bridge either in securing this, or the
value to a terrorist wishing to do us harm is not analyzed.
Here are some questions that would be worthwhile to address, and could be
addressed, but aren’t:
1. Why are distribution centers located where they are? The text
discusses in very general terms some of the factors in choosing where
to place warehouses, but
2. In protecting crucial transportation hubs (articulation points) or
important transportation routes (bridges), what cost should be
invested to protect them?
On Quantitative Methods – move to Ch 10 critique
It is unreasonable to expect the general reader to have complete knowledge
of graph theory or scheduling theory or any of the other methods needed to
make any of the information presented in this text useful in beyond purely
qualitative understanding. The supposed difficulty of those areas is an
absolute myth: it is possible to pursue, for example graph theory, at the
graduate level, but results that are extremely useful to transport geography
are within easy grasp at the freshman undergraduate level, as demonstrated
by (Tannenbaum, 2012).
Still, a purely qualitative understanding is fine, except that any person who
possesses *only* the qualitative knowledge presented here would wither in
any meeting, boardroom, or any other context where there is someone
present with even a modicum of quantitative understanding. By excluding
this knowledge, the author is doing a disservice to the reader.
Evaluation
The text, while providing exhaustive coverage of certain topics in transport
networks, falls short in three major areas: quantitative analysis, coverage of
regulation, and finally adherence to the “happy path.”
First, there is almost no coverage of quantitative aspects of transport
networks. The general framework needed for quantitative analysis (graph
theory) is postponed until the last chapter. Further, the more specific
framework (Euclidean graph theory) received no mention whatsoever. A
related failure is that the discussion and associated figures give the
*appearance* of quantitative knowledge when there is only qualitative
knowledge.
Second, coverage of the regulation of transport networks is given in an
ahistorical and value-neutral manner. This follows from the author’s
assumption that transport networks are public goods, as opposed to privately
funded networks with lifespans determined by market forces. No mention is
made of the proprietary of imposing such regulations as well as regulatory
failures.
Third, there is an extremely strict adherence to the “happy path” – situations
where “things go according to plan.” The impact of the real world intruding
on this happy path is not discussed in any significant manner. Examples of
this were discussed above, both for infrastructure failure (the Suez Canal)
and regulatory failure (the Jones Act). By focusing on the happy path to the
exclusion of all other possibilities, the author denies the grandeur that
transportation networks well deserve.
Quality of the References – move to Ch 10 critique
There is a serious problem with one of the references in Chapter 10: the
“interactive textbook” by Arlinghaus, Arlinghaus, and Harray is only available
as a downloadable ZIP archive, and it is mostly nonfunctional as it relies on
Java applets for its interactivity. This is very disappointing, as Harray was one
of the founders of applied graph theory.
Conclusion – Combine with Evaluation, Somehow
The text is a collection of short vignettes, written by Rodrigue, frequently
working with other authors. These vignettes are then collected into chapters.
The result is as expected – disconnected narration, repetition of concepts,
and lack of significant development, and this happens even within single
chapters.
The text is useful in certain aspects, in particular the taxonomy of
transportation and logistics. In that, it may serve well as a reference for the
nomenclature of the field. Unfortunately, its value does not extend much
further.
Adherence to the “Happy Path”
Another flaw of this text is the almost complete reliance on the “happy path”
– meaning a focus on when things go well. Disasters are discussed in a
various nebulous manner, but not in a manner focused enough to analyze
what happens when things go wrong.
Several transportation closures due to natural disasters are discussed (2011
Thailand Floods, Hurricane Sandy, 2011 Tohoku earthquake, the 2010 Island
volcano eruption). The effects of the 9/11 attacks were briefly described,
along with the rise of piracy. Two airplane crashes are discussed (pg 350) and
conclude with regulatory changes prompted by those disasters.
The text suffers from an almost complete fixation on the “happy path” –
situations in which everything goes according to plan and will continue going
as planned in perpetuity. A few disasters are discussed, but not in any
sufficient detail to learn how transport networks responded to these
disasters. Further, events that cannot be called disasters but still diminish a
network’s functionality are almost given zero coverage. The “teachability”
lost is considerable.
An example of this is the 2021 Suez Canal Obstruction by the Ever Given.
This occurred (as well as the 2023 grounding of the MV Xin Hai Tong 23) after
the publication of this text, but that canal has been closed multiple times
since its opening in 1869. Each of those closures are lessons in ways the
“happy path” can be abandoned (nationalization of the canal, war, blocking
ship, etc.), and how redundancies and alternative transport networks
transform to resolve problems. Further, the duration of closures – the
shortest lasting only a few hours, the longest lasting 8 years in response to
the Six Day War – is quite variable and demonstrate how transportation
networks adapt and overcome depending on expected times of delay.
References
Rodrigue, J-P. (2020). The Geography of Transport Systems, Fifth Edition.
Routledge.
Tannenbaum, P. (2012). Excursion in Modern Mathematics, 8th Edition.
Pearson Press.
Gratuitous illustrations (Fig 5.6)
Plus: use of Fuller projection/ Dymaxion map
Missing: underwater Internet cables
Uneven audience: sometimes addresses regulators, never operators
Case studies are not fleshed-out in the text at all.
Taxonomies
Use of non-standard vocabulary:
- “Ego network,” “nodal region,” ”community,“ etc. – pg 362
- “Hinterland”
Use of standard vocabulary in non-standard manner:
- “subgraph” in relation to complete graph - - pg 363
Format of each chapter, with three exceptions, is as follows:
- Taxonomy
- Methods of control
- Case study that references website
Who is the audience of this text, then? It is regulators
Chapter Overview
The text opens with a discussion of transportation and distance, which the
author defines as "". Following this, the concept of 'logistic distance' is
introduced, which describes not only the physical distance between two
points but the process of moving freight between those points. As for the
basic concept of Euclidean distance, the author describes as "an
approximation of distance, but rarely has a practical value." The first chapter
continues with a very cursory description of the evolution of mechanized
transport. Major milestones, such as the completion of the Transcontinental
Railroad, are omitted. Chapter 1 next includes a discussion about how
transportation networks underly commercial activities and supply chains. The
chapter ends, as do all chapters, with a case study. Unfortunately, the case
study is merely a link to the text's accompanying website. All case studies
are like that.
Chapter 2 described transport networks in terms of graph theory. Also
discussed is the "digitalization of mobility" which (somehow) includes "cloud
services" and "blockchain" - the perfect excuse to pepper key terms for
search engine optimization. Another currently hot buzz-term, the Internet of
Things, makes an appearance in the text's concluding chapter. The most
important part of the chapter is to the description of transportation networks
in terms of graph theory. This is completely descriptive, and a more
comprehensive presentation of graph theory must wait until Chapter 10.
The following chapter, Chapter 3, goes into some depth into the concept of
"friction of distance", though this concept was introduced earlier (Chapter 1).
Chapter 5 discusses different transport modes. This chapter is one of the
highlights of the text, with its discussion of modal competition (how different
means of transportation compete against each other), modal shifts (how one
transport mode can replace another), and the "last mile problem". These
three concepts explain much of the history described in Chapter 1,
unfortunately Chapter 5 comes too late in the text.
One of the comparatively minor problems with this text is shown in Figure 5.1
- the inclusion of light rail transit (LRT), high speed rail (HSR), and monorail
is a technology-based distinction instead of a mode-based distinction.
A second problem is Figure 5.6 - what exactly is it supposed to be showing?
Transportation terminals are the main topic of Chapter 6, with descriptions of
passenger and freight terminals, followed by a discussion of some of the
operating costs of terminals. Next, the concept of a transport terminal's
"hinterland" is discussed. "Hinterland" here means the area of influence of a
terminal, which (in the context of freight) consists of the geographic area
from which outgoing freight is collected, and the geographic area over which
incoming freight is distributed. Finally, particular types of terminals (ports,
rail terminals, and airports) are discussed. Some consideration of the very
important question of *where* a terminal is to be located, but the necessary
techniques to answer that question is not fully addressed here or later.
Chapter 7 is devoted to two topics: how transport networks support supply
chains, and the issue of globalization. Like transport networks as a whole,
globalization is treated as a "given," in a value-free manner focusing on the
regulations of global trade instead of the effects globalization has on local
economies.
Urban transportation systems are the topic of Chapter 8. There is limited
discussion of how unban transport systems connect to larger-scale
transportation networks (that was addressed in Chapter 2), but the bulk of
this chapter is devoted to regulation, in particular regulations to address the
supposed problems of automobile traffic. The economic
Chapter 9 is devoted to transportation planning and policy, but also includes
a section devoted to natural and man-made disasters and how they relate to
transportation systems. Both of these topics will be discussed below.
// Move to analysis section
, but it is worth noting that the three primary security measures
implemented by the International Ship and Port Security Code - the use of an
Automated Identity System on all ships falling into a certain weight range,
each port must undergo a security accessment, and all cargoes destined for
the U.S. must be inspected prior to departure.
"Car ownership is beyond the ability to of the transport planner to control
directly and the question remains if this should be the case." pg 335. Slowly,
the author began to hate car owners.
Confidence in governance pg 337
Chapter 10 finally introduces concepts in graph theory that are useful in
describing and analyzing transport networks. The presentation is mostly
descriptive, and many important concepts are missing. The most useful
omitted concepts are methods for finding the shortest paths between two
nodes in a graph, and for finding the shortest routes that visit all nodes in a
graph.
Major Criticisms
- Treatment of transport networks as public goods
- Lack of quantitive methods
- Adherence to the "happy path"
