F40PH which weighs with an axle weight of . This reduction in mass per axle places considerably less stress on the rails, allowing the train to operate at higher speeds without changes to the railbed. With a single power car towing seven passenger cars, the JetTrain could reach , although its maximum "balance speed" was . With two power cars, one at the front and one at the rear, the train could reach , with a maximum speed of . A complete train would normally consist of two power cars, one at either end, along with up to 11 passenger cars. The tilting passenger cars are versions of the ones used on the Acela, tracing their lineage to Bombardier's LRC tilting train introduced in the 1980s. In high speed passenger service, the JetTrain would be highly efficient. Due to its lighter weight and modern engine, the JetTrain has greenhouse gas emissions that are 30% lower than a diesel unit operating at the same speeds. The engine is practically silent even at full power: in operation the train is the same volume as the all-electric Acela. History The JetTrain originated in 1997 in the Federal Railroad Administration's (FRA) Next Generation High Speed Rail Program (https://ieeexplore.ieee.org/document/395175) to develop high speed train technologies for services on routes outside the Northeast Corridor—where route volumes might not be great enough to make electrification an option. The FRA sought an industrial partner who would be willing to invest on a 50/50 basis, and FRA spokesman Warren Flatau commented, "Bombardier is the company that stepped up to the plate when we put out the word we were interested in doing this project. We believe that the project holds great potential for bringing about the high speed services that people across the country are expressing a desire for". The final agreement was signed in October 1998, with the FRA and Bombardier each investing $13 million in the first prototype locomotive, which was built at the new Bombardier Mass Transit Corporation plant in Plattsburgh, New York. The prototype locomotive was completed in June 2000. It included the turbine propulsion system but did not implement the low-speed diesel motor approach. Safety testing started at the Transportation Technology Center (Pueblo, Colorado) in the summer of 2001, where it reached a maximum speed of . The prototype was then taken on a tour of potential high speed sites. Their primary target was