v1.2.16Aug 19, 2026·2 min readBeta 2

1.2.16: Power crosses state lines, and freight congestion has a price

Electricity and natural gas now travel between states on their own network of wire and pipe, losing a share of what is sent over distance. Freight capacity becomes a cost instead of a hard stop, so a busy state ships at a surcharge rather than not at all. Sectors now tell you when output could not be delivered, which is a different problem from output nobody wanted.

Patcheconomylogisticscorporationsmarket

Electricity and gas travel now

•Power and gas have their own freight class. Energy and natural gas move between states by wire and pipe, alongside the bulk and special classes that move by road, rail, and sea.
•They use no haulage capacity. A grid delivery never competes with steel, food, or vehicles for a state's freight, and a spike in the freight price no longer moves the price of electricity. The wheeling charge on a grid delivery is set as a share of the seller's own price.
•Distance costs units as well as money. Every state line crossed loses 3% of what was sent to transmission and pipeline loss, so six crossings lose about 17%. Generating close to the load still wins, and long-distance wheeling is an expensive option rather than an impossible one.
•Their price reads the market they can reach. Energy and natural gas now blend state, national, and world prices the same way as every other good that physically moves. A state with spare generation can sell it, and a state that is short can buy.

Freight capacity is a price, not a wall

•A busy state keeps shipping. A state's network hauls up to one and a half times its nominal capacity for a freight class. Units above that pay a 35% surcharge on the shipping part of their landed price.
•The buyer decides where it stops. Goods stop moving when the landed price passes what the buyer will pay, which is the local price plus 35%, instead of when a capacity counter reaches zero. A short haul into a congested state usually still clears at a higher price. A long haul prices itself out.
•Freight capacity pays off in price. Building or buying capacity in a busy state lowers what everyone there pays to move goods, and a state with no freight network of its own still ships nothing.

Sectors say when output could not be delivered

•A sector offers what the network can place. Your clearing offer is capped by the amount the freight network could actually deliver to a buyer, so a sector is no longer credited with sales that no route existed for.
•Selling percentage separates two problems. Sectors report the share of output that was produced and offered but could not be delivered. Where that share is real, the sector row carries a Freight tag and the sector page says how many units had no freight to carry them. Low sales without the tag means the market did not want the goods. Low sales with it means the goods had no way to reach buyers who did.
•What to do when a sector is delivery limited. Build or buy freight capacity out of that state, or site new production closer to the demand you are selling into. Grid output is the exception: it needs neither, because wire and pipe carry it.

1.2.16: Power crosses state lines, and freight congestion has a price

Patcheconomylogisticscorporationsmarket

Electricity and gas travel now

•Power and gas have their own freight class. Energy and natural gas move between states by wire and pipe, alongside the bulk and special classes that move by road, rail, and sea.

•They use no haulage capacity. A grid delivery never competes with steel, food, or vehicles for a state's freight, and a spike in the freight price no longer moves the price of electricity. The wheeling charge on a grid delivery is set as a share of the seller's own price.

•Distance costs units as well as money. Every state line crossed loses 3% of what was sent to transmission and pipeline loss, so six crossings lose about 17%. Generating close to the load still wins, and long-distance wheeling is an expensive option rather than an impossible one.

•Their price reads the market they can reach. Energy and natural gas now blend state, national, and world prices the same way as every other good that physically moves. A state with spare generation can sell it, and a state that is short can buy.

Freight capacity is a price, not a wall

•A busy state keeps shipping. A state's network hauls up to one and a half times its nominal capacity for a freight class. Units above that pay a 35% surcharge on the shipping part of their landed price.

•The buyer decides where it stops. Goods stop moving when the landed price passes what the buyer will pay, which is the local price plus 35%, instead of when a capacity counter reaches zero. A short haul into a congested state usually still clears at a higher price. A long haul prices itself out.

•Freight capacity pays off in price. Building or buying capacity in a busy state lowers what everyone there pays to move goods, and a state with no freight network of its own still ships nothing.

Sectors say when output could not be delivered

•A sector offers what the network can place. Your clearing offer is capped by the amount the freight network could actually deliver to a buyer, so a sector is no longer credited with sales that no route existed for.

•Selling percentage separates two problems. Sectors report the share of output that was produced and offered but could not be delivered. Where that share is real, the sector row carries a Freight tag and the sector page says how many units had no freight to carry them. Low sales without the tag means the market did not want the goods. Low sales with it means the goods had no way to reach buyers who did.

•What to do when a sector is delivery limited. Build or buy freight capacity out of that state, or site new production closer to the demand you are selling into. Grid output is the exception: it needs neither, because wire and pipe carry it.