This is the international standard for high-speed rail trains, but Caltrain trains have a floor height of only . (Metrolink trains have a similar issue.) In October 2014, Caltrain and the Authority agreed to work together to try to implement "level-boarding" on the shared station platforms. The Authority resisted lowering their trainset floor height, but a solution was found with Caltrain's new Stadler KISS EMUs which will feature doors at two heights, with the higher doors compatible with the CHSR platforms. Some have expressed concerns about noise. Actually, the 96 dB limit at 350 km/h (25 m from track) is the level reached by the 1988 TGV Atlantique, since then, aerodynamic improvements have been done on newer trains. An additional factor for the selection of a model is the Buy America regulation. The Federal Railroad Administration has granted a waiver for just two prototypes to be manufactured off-shore before the remaining trainsets (initially 15 to 20 trains) would need to be built according to the rules. These were mentioned as a significant reason that Chinese manufacturers dropped out of the XpressWest project with similar technical trainset specifications. In April 2017, the CHSRA announced it had received five responses to its request for qualifications for the contract to assist with the development and management of the initial phase of the high speed line and be the initial operator. In October 2017 the DB International US consortium was announced as the winner. In addition to the direct reduction in travel times the HSR project will produce, there are other anticipated benefits, both general to the state, to the regions the train will pass through, and to the areas immediately around the train stations. In 2009, the Authority projected that construction of the system will create 450,000 permanent jobs through the new commuters that will use the system, and that the Los Angeles-San Francisco route will generate a net operating revenue of $2.23 billion by 2023, consistent with the experience of other high-speed intercity operations around the world. The 2012 Economic Impact Analysis Report by Parson Brinkerhoff (project managers for the Authority) also indicated substantial economic benefits from high-speed rail. Even Amtrak's high-speed Acela Express service generates an operating surplus that is used to cover operating expenses of other lines, Amtrak says. Amtrak calculates this in a way which is not equivalent to the way that it determines the costs of other train services, and most of the Acela's costs for using track and fuel are paid for by Silver Service long distance trains, according to TRAINS Magazine's Fred Frailey.