AgentSkelly wrote:Only deal changer I could see with a BBD getting the order would that they would be built in Plattsburgh, so it supports the state economy verses Siemens getting it and building it in California.Possible point in favor of BBD as well: the MTA & (maybe) CDOT combo order of MLV-spec bi-level coaches to replace the entire LIRR and MNRR east-of-Hudson push-pull fleets. Likely timed in/around when the loco order gets RFP'd, because the option orders for coaches above-and-beyond replacement level are dependent in part on how many locos the MTA is going to shoot for. Obviously BBD is the overwhelming market leader for North American commuter coaches, the MLV has proven itself to be an "It Just Works™" product through two generations, and the MTA is less likely to be as reckless as SEPTA at letting an inexperienced low bidder like CRRC or Rotem prevail on an order that size. So odds are Plattsburgh's going to be very busy pumping out MLV's for the agency, and timing of that procurement at or near the loco procurement will put Bombardier in competitive position for the locos despite Amtrak's feelings on the matter.
BUT...the ALP-45DP is a genset diesel, not a single-prime mover product. Different animal for maintenance, as well as higher fuel consumption making it a somewhat big philosophical departure for agencies that only need a little bit of E-mode. And having to shrink 2 engines + the electric half to fit into the weight requirements gives Bombardier a somewhat more difficult design road ahead for meeting the specs, since they already pulled a pretty radical design departure with the gensets to get a shipping product in the first place. From the RFI Siemens seemed to have more tricks up its sleeve at squaring the weight differential. Point of concern in their RFI response was whether they could deliver a 125 MPH capable product with E-mode at the weight limit, but 110 MPH was doable if NYSDOT gave a little leeway for reduced power output in the next-round RFP specs. Much like the P32 has a lower-rated 12-cylinder engine to the P40/42's 16-cylinder engine...but Siemens wasn't looking at quite as dramatic a reduction from the stock diesel Charger for the DM version. Fact that their DM would have a rote regular diesel prime mover makes any specs leeway on their weight shortfall a lot more palatable than leeway for lower-rated gensets. Plus it's now been a few years since the RFI and the Charger has gone from design schematic to full shipping product--within its schematic's intended weight target--so they can give much more precise answers today than they could in the RFI what tricks square the weight difference.
Still think it's overwhelmingly Siemens' loco order to lose. But also overwhelmingly Bombardier's coach order to lose.
