There’s been a truck driver shortage for almost two decades. I remember writing on the estimated shortage of 240K drivers back in 2013.

Moreover, with so many drivers being immigrants or cross-border drivers from Mexico, and the immigration crackdown in the US, it’s only become much worse, as chronicled yet again in the latest #HFSResearch piece.

However, I don’t think their answer of autonomous fleets in the answer. The tech isn’t there yet (as even Tesla can’t deliver fully reliable and safe autonomous vehicles yet, and it’s been working on them the longest in North America), half the states don’t even support testing of such vehicles yet, and, as always with new tech, we’re one bad accident away (as a result of rushed trials) from a major backlash that will stall progress for a decade.

I think it’s time we look back and take lessons from history (which I know most of my American colleagues have forgotten, or you wouldn’t be so enamoured with your current administration that is looking to the 1930s for its administrative policy and looking to the 1880s for its industrial policy), and remember the beginnings of trade. It was horse and carriage (well, mule-and-wagon or donkey-and-wagon) until we got the first cargo ship, which could move mass cargo by sea. Great for port cities, not so great for inland cities. Then the train was invented, and that revolutionized transport (and then travel). Locomotives quickly became more and more powerful, standardized tracks allowed them to run coast to coast, and up to 200 cars of cargo and people could be carried at once, especially if multiple locomotives are used. TWO HUNDRED RAIL CARS.

A flatbed rail car can be up to 89′ in length and 10′ wide.

A standard cargo container, used on ships, is 20′ x ‘8 or 40′ x 8’. A properly engineered flatbed rail car can hold two long or four short containers.

A typical long haul transport truck today is 53′ x 8’6″ (x 13’6″ high). No reason the trailer can’t be replaced with a specially designed 42′ x 8’6″ flatbed that could lock and load a standard 40′ container or that automated systems to lock and unlock couldn’t be designed to easily allow movement between both ships and rail cars AND between both rail cars and trucks. This would considerably shorten the distance that 400 containers (200 flatbeds x 2 containers each) would need to be transported across American roads, and significantly free up the availability of 400 drivers per train (and corresponding lane).

An average long-haul route in the US is 500 miles+! (With many routes up to 800 miles, or more).

An average short-haul route in the US is closer to 150 miles.

Long haul trucking could be reduced by ²/₃ if rail was used more and all routes were short haul! Considering long-haul trucking accounts for about 200 Billion miles a year in the US, that’s 120 Billion miles that can be freed up, which greatly reduces the driver need! (If a driver drove 60 miles/hour for 50 weeks a year, that’s 120K miles.) In fact, it reduces the need by almost 100K drivers! It might not solve the entire problem, but it would be a huge dent!

It’s time we start looking back as well as forward if we want to solve the problems of today!

The reality is that over 500 BILLION miles of annual trucking is just too much! Almost 73% of freight by weight should NOT be moving by inefficient truck transport! Trucking.org has some good, and scary, statistics.

This post first appeared in a slightly abbreviated form on LinkedIn.