4 ms·

> Not to mention that rail seems like it'd be a lot easier and more feasible to electrify. That's actually quite difficult for this suggestion. The amount of V

by bkor 6y ago

> Not to mention that rail seems like it'd be a lot easier and more feasible to electrify. That's actually quite difficult for this suggestion. The amount of Volts on these lines differ greatly across countries. In this case the intention is to connect multiple countries. In enough countries the tracks aren't electrified. A train which can handle the differences across countries is pretty unique. Tracks can differ in size and lots of trains only handle one electrical system. See e.g. https://en.wikipedia.org/wiki/Rail_transport_in_Europe#/media/File:Europe_rail_electrification_en.svg https://en.wikipedia.org/wiki/Rail_transport_in_Europe#/medi... I've seen a few "solutions" to dump all containers from Asia in e.g. Spain. This so to "reduce" the backlog. Then have "trains" move the containers to the right place. Aside from loads of other reasons why this wouldn't work, just see how many electrical systems are in use. Aside from just: where are these magical ready to use trains? ;)

yellowapple 6y ago
> That's actually quite difficult for this suggestion. The amount of Volts on these lines differ greatly across countries. [...] Tracks can differ in size and lots of trains only handle one electrical system. Implementing an international standard for rail gauges and electrification voltages/frequencies is still currently much more feasible than electrifying cargo ships (unless nuclear-powered cargo ships become more widespread, which would be great, but that doesn't seem to be happening). Worst case scenario, you start from scratch (which is what we'd have to do here in the US, since electrified freight rail is basically nonexistent here).
- jadavies 6y ago
  There are apparently a couple of rail gauges changes necessary at the moment - https://www.railfreight.com/beltandroad/2020/01/30/four-ways-to-speed-up-trains-on-the-new-silk-road/?gdpr=accept https://www.railfreight.com/beltandroad/2020/01/30/four-ways...
maxerickson 6y ago
Wouldn't it work to swap the locomotives? Obviously something you'd want to minimize, but seems it would solve the problem of 2 or 3 incompatible systems well enough.
PeterisP 6y ago
It's common for international cargo rail to switch out locomotives and re-split wagons according to where they need to go - there's absolutely no need for a single locomotive to handle all the differences accross countries, switching locomotives between (long) electrified and (long) nonelectrified segments is relatively cheap and fast. Track gauge is a different issue, in transit between China and Europe you'd have to switch somewhere, which takes some effort.

by bkor 6y ago

yellowapple 6y ago

> That's actually quite difficult for this suggestion. The amount of Volts on these lines differ greatly across countries. [...] Tracks can differ in size and lots of trains only handle one electrical system. Implementing an international standard for rail gauges and electrification voltages/frequencies is still currently much more feasible than electrifying cargo ships (unless nuclear-powered cargo ships become more widespread, which would be great, but that doesn't seem to be happening). Worst case scenario, you start from scratch (which is what we'd have to do here in the US, since electrified freight rail is basically nonexistent here).

jadavies 6y ago
There are apparently a couple of rail gauges changes necessary at the moment - https://www.railfreight.com/beltandroad/2020/01/30/four-ways-to-speed-up-trains-on-the-new-silk-road/?gdpr=accept https://www.railfreight.com/beltandroad/2020/01/30/four-ways...

maxerickson 6y ago

Wouldn't it work to swap the locomotives? Obviously something you'd want to minimize, but seems it would solve the problem of 2 or 3 incompatible systems well enough.

PeterisP 6y ago

It's common for international cargo rail to switch out locomotives and re-split wagons according to where they need to go - there's absolutely no need for a single locomotive to handle all the differences accross countries, switching locomotives between (long) electrified and (long) nonelectrified segments is relatively cheap and fast. Track gauge is a different issue, in transit between China and Europe you'd have to switch somewhere, which takes some effort.