gokeefe wrote:mtuandrew wrote:Am I reading into it too much, or is Brightline/XpressWest signaling that they'll be using the same Siemens Viaggio Brightline trainsets? And if so, they could access the first mile/last mile on Class I rails? (Meaning, LAX is now entirely a possibility on UP or BNSF rails?)
Very hard to imagine they would switch vendors and use different equipment. I didn't realize XpressWest was considering something other than conventional FRA compliant trainsets.
XpressWest was suggesting using proven 150 mph (240 kph) EMU train sets.
Here's a listing of "proven" EMU train sets capable of 155 mph (250 kph), but not over that speed
CRH1 (max speed 155 mph) based upon
Bombardier's Regina (max speed 120 mph)
Swedish proposed (155 mph max speed) modified Regina was tested at 180 mph.
CRH2 (max speed 155 mph) built by Kawasaki
CRH5 (max speed 155 mph based on Alstom Pendolino
CAF/Alstom Alvia Class 120 or Class 121 for RENFE (max speed 155 mph)
Talgo/Alstom Alvia Class 130 (Talgo 250) (max speed 155 mph)
CAF/Alstom Avant Class 104 or 114 Pendolino (max speed 155 mph)
Siemens/Bombardier ICE 4 (max speed 155 mph)
Stadler EC-250 (max speed 155 mph)
None of them meet Full or Alternate FRA compliance, therefore none of them could share tracks with other freight trains needed for Palmdale to Los Angeles or Victorville to Los Angeles. They can only run on dedicated tracks just for them, like Victorville to Las Vegas.
Amtrak's new Avelia Liberty train sets from Alstom are Pendolino based, but could have a max speed of 217 mph (350 kph) if the NEC corridor allowed it. They will meet FRA compliance, although I'm not postivie Fully or Alternately. XpressWest has always limited its max speed to 150 mph to reduce costs, and had therefore limited their choice for EMUs for the same reason.
I suppose Alstom, Bombardier, Siemens, or Stadler could adapt their existing designs to meet FRA compliance, but then their EMU trainsets designs wouldn't be "proven" - a design without risk.
There are other EMU train sets that cost more that go faster, and other train sets that cost less and go slower. Brightline's take over of XpressWest could mean a change in operations, and a change in the desired max speed of these trains. Substituting diesel locomotive power for EMU operations would require a reworking of the already finished and approved FEIS by both the FRA and EPA. That would increase noise and vibrations along the corridor some, and would have to be addressed by an amendment to the FEIS. That adds risk to the project, risk I believe would be too much for a privately funded project. It would be safer to keep to the existing plans of the already approved FEIS.