Via Systemic Failure, I learn that the FRA is finally reforming its train safety regulations on its own. This is an amazing development, partial as it is. This appears to derive from the FRA’s previous research into crash energy management, which concluded that buff strength alone did poorly at protecting train occupants. This development is especially good for the MBTA and Metra, as agencies that could make large orders, especially of EMUs if they electrify (and both have good reason to); this will allow them to obtain better EMUs, for example measured by weight, than currently run in New York and Philadelphia.
Unfortunately, the reforms are partial, and lack two elements. First, they start from past crash tests, rather than from good rolling stock, and may still require imports to undergo substantial modifications; this is not a problem for large orders, but tends to raise the unit cost for small orders. That said, the rules are being developed in consultation with representatives from many rolling stock vendors, not only the large ones as with Caltrain’s waiver application but also smaller ones such as Nippon Sharyo and Stadler. Second, they do nothing about operating rules as opposed to procurement rules; these include brake tests, cant deficiency rules (only partially reformed), and so on. Still, count this as a positive development for the FRA.
The other good transit news: the Florida East Coast Railway, a Class II railroad primarily carrying intermodal traffic between Jacksonville and Miami, is announcing a privately-funded $1 billion project to build a medium-speed line from its mainline to Orlando and run passenger trains between Orlando and Miami, making the trip in 3 hours. This corresponds to an average speed of about 80 mph, just under 130 km/h, or in other words the same as that achieved by the supposedly high-speed Acela between New York and Washington.