Agreed. If I've got time I'd rather take Amtrak and if I don't have time I'll consider Red Coach. Next time I need to travel that route I'll see if I can tell which trains are wrapped but this is very disapointing.Certainly disappointing for me. I won't pay their high fares just to look at dots the whole ride. Maybe my premium voucher I got from them pushing back Orlando service will expire before I can use it...sad...
This is for MCO-MIA as well?Just got this in my email. I figured the $79 base price wasn't gonna last.
No matter how many times we spend energy pointing out that 125 mph is not world standard high speed, as long as FRA prefers to characterize that as high speed in some of its documents, we are stuck with it. Rightfully it should be called Higher Speed."High Speed"
8 Minutes. From 3hr 38m down to 3hr 30m with Boca Raton, or from 3hr 33m to 3hr 25m without. I'm not certain but I think there is approximately 10 minutes of padding included (both before and after).how great is the time savings achieved by the speed-up?
Looking at a map, that area looks pretty darn straight in terms of ROW. What is causing such a huge speed reduction and is there a way to get rid of it? That seems like a real issue for keeping the train moving at 100mph+ across Florida.In Fort Pierce, between Milepost 240.8 and 241.4 there are significant segments of 40mph and 50mph, and between 240 and 240.8 there is 60mph. Needless to add that around that there would be some significant length of slowing down and speeding up too. As a matter of fact to the south there is no 100mph before it gets to 243.5. north of 240.8 is 110mph, though until recently it was cleared for only 90mph.
I bet it has to do with grade crossing safety or some such. Also there is a yard that it passes through around there, which may have something to do with it. Anyway, you can bet that Brightline has engineered things to be as fast as possible and it is highly unlikely that we armchair designers will make things any faster easily.Looking at a map, that area looks pretty darn straight in terms of ROW. What is causing such a huge speed reduction and is there a way to get rid of it? That seems like a real issue for keeping the train moving at 100mph+ across Florida.
That's ridiculous and this needs to change. I assume BL did everything possible here to achieve a high speed, but unless I am missing something, this feels like a rule from a regulator and that would be utterly ridiculous.I bet it has to do with grade crossing safety or some such. Also there is a yard that it passes through around there, which may have something to do with it.
Also, is this info regarding speed limit data available anywhere or is it just info you happen to know? Would love to see about any other areas on the BL/FEC route that appear straight but have lower operating speeds etc.I bet it has to do with grade crossing safety or some such. Also there is a yard that it passes through around there, which may have something to do with it. Anyway, you can bet that Brightline has engineered things to be as fast as possible and it is highly unlikely that we armchair designers will make things any faster easily.
It is all in the EIS they submitted to the FRA. It is available somewhere on the FRA web site where they keep all the EISs. I had downloaded the tome a while back. It is a huge PDF document with detailed configuration information for every in ch of the railroad.Also, is this info regarding speed limit data available anywhere or is it just info you happen to know? Would love to see about any other areas on the BL/FEC route that appear straight but have lower operating speeds etc.
You are certainly free to believe whatever you wish Grade crossings are a huge problem which at the end of the day damages Brightline trains and disrupts service. I am sure they are probably more concerned about it than regulators at this point, having been identified as the railroad with the highest grade crossing accident rate per route mile and highest fatality rate per route mile.That's ridiculous and this needs to change. I assume BL did everything possible here to achieve a high speed, but unless I am missing something, this feels like a rule from a regulator and that would be utterly ridiculous.
Isn't that the area where they may add a station stop for Fort Pierce? Perhaps that is the speed people will be used to for trains passing thru that area...not sure...and maybe not, since probably not all trains will stop there when the station does open...Looking at a map, that area looks pretty darn straight in terms of ROW. What is causing such a huge speed reduction and is there a way to get rid of it? That seems like a real issue for keeping the train moving at 100mph+ across Florida.
I'm showing $39 MCO-MIA on those days and a few others.
This also includes patching the gap at about 1:30PM the other way that existed until now. So we're at "full hourly".
So much for the claims we keep on hearing that Brightline comes from the hospitality industry side and understands this aspect way better than, say, Amtrak.As we have been discussing ....
https://www.miaminewtimes.com/news/...to-test-after-customer-service-snafu-18321927
Looks like people are noticing. Maybe this will give an impetus to Brightline to clean up their act.
I mean, I think Brightline is still better than Amtrak in a lot of ways...but they've got some serious bugs on this side as well.So much for the claims we keep on hearing that Brightline comes from the hospitality industry side and understands this aspect way better than, say, Amtrak.
https://railroads.dot.gov/environme...lorida-miami-orlando-passenger-rail-service-0Fort Pierce is not a straight run. The largest curve is 3-40-00 degrees if I'm reading the track chart correctly, at 341.2, between Avenue D and Avenue C underpass, which Google maps calls AE Backus Ave. That's all just north of the yard. Previous freight speed was 60mph to 50 to 40 back to 60. The new design for freight is 70, 60, 50, 40, 70. And for pax, 110, 60, 50, 40, 90. The document is so old it's called All Aboard Florida, and some changes were made, it seems. I was bugging the Virtual Railfan denizens on the railcam at Cocoa when construction started there about why it didn't match my downloaded track charts. They said, well that changed.Also, is this info regarding speed limit data available anywhere or is it just info you happen to know? Would love to see about any other areas on the BL/FEC route that appear straight but have lower operating speeds etc.
Morning commutes are more concentrated. Can also be a bad time on the road if you're new to the area and everyone is acting like they're late for work and you should know where all the turn lanes are!8 Minutes. From 3hr 38m down to 3hr 30m with Boca Raton, or from 3hr 33m to 3hr 25m without. I'm not certain but I think there is approximately 10 minutes of padding included (both before and after).
Two odd things with the schedule I didn't notice at first. On weekdays it shows 18 trains arriving into Miami but only 17 departing; and at Boca Raton, 12 trains stop southbound but only 8 trains stop northbound.
Likewise, got an email 2-sep-2023 about it being refunded 31-Aug-2023.I got the refund without any further intervention on my part.
So, how many trips are sold out MIA / West Palm <> MCO? Disregarding the shorts MIA <> West Palm what is the present theoretical number of passengers 30-day month?
I'll need to update my spreadsheet, but it sounds like the shorts are continuing to get hosed. A 10% gain is nice, but that's well down from where that ridership was for most of '23.
2021 November 61,045 0.6 $ 582,979 $ 9.83 $ 9.55 0.8 $13.11
2021 December 95,348 1.3 $1,259,547 $13.63 $13.21 1.6 $13.63
2021 156,393 1.8 $1,842,309 $11.51 $11.78 2.4* $15.34
Year Month Ridership Tix Rev-A Tix Rev-B PPR-A PPR-B Tot Rev Total PPR
2022 January 64,243 1.3 $1,254,666 $20.24 $19.53 1.5 $23.35
2022 February 77,806 1.6 $1,624,589 $20.56 $20.88 1.9 $24.42
2022 March 107,069 2.3 $2,289,135 $21.48 $21.38 2.7 $25.22
2022 April 93,922 1.9 $1,926,340 $20.23 $20.51 2.3 $24.49
2022 May 102,796 2.2 $2,178,247 $21.40 $21.19 2.6 $25.29
2022 June 92,304 1.7 $1,713,162 $18.42 $18.56 2.1 $22.75
2022 July 111,582 1.9 $1,896,894 $17.03 $17.00 2.3 $20.61
2022 August 100,116 1.9 $1,917,221 $18.98 $19.15 2.4 $23.97
2022 September 91,577 1.8 $1,769,268 $19.66 $19.32 2.5 $27.30
2022 October 102,615 2.1 $2,126,183 $20.46 $20.72 3.0 $29.24
2022 November 102,544 2.2 $2,213,925 $21.45 $21.59 3.4 $33.16
2022 December 183,920 3.7 $3,733,576 $20.12 $20.30 5.1 $27.73
2022 1,230,494 24.6 $24,643,207 $19.99 31.8 $25.84
2023 January 156,137 3.5 $3,538,064 $22.41 $22.66 4.7 $30.10
2023 February 151,654 3.7 $3,654,861 $24.39 $24.10 4.7 $30.99
2023 March 179,576 4.7 $4,710,278 $26.17 $26.23 6.5 $36.20
2023 April 151,080 3.4 $3,446,135 $22.50 $22.81 4.9 $32.43
2023 May 168,137 3.5 $3,468,666 $20.82 $20.63 5.2 $30.93
2023 June 149,536 2.7 $2,706,602 $18.06 $18.10 4.2 $28.09
2023 July 156,478 2.8 $2,818,169 $17.89 $18.01 4.3 $27.50
2023 August 149,821 2.6 $2,581,416 $17.35 $17.23 4.0 $26.70
2023 September 125,475 2.6 $2,588,549 $20.72 $20.63
2023 October 126,059 3.1 $3,092,227 $24.59 $24.53
2023 November 112,423 2.9 $2,915,128 $25.79 $25.93
Filing Derived Derived Filing Filing Derived
Year Month Ridership Tix Rev-A Tix Rev-B PPR-A PPR-B Tot Rev Total PPR
2023 September 17,578 1.5 $1,479,364 $85.33 $84.16
2023 October 79,686 7.3 $7,314,378 $91.61 $91.79
2023 November 93,184 8.4 $8,360,468 $90.14 $89.72
Filing Derived Derived Filing Filing Derived
2021 November 61,045 0.6 $ 582,979 $ 9.83 $ 9.55 0.8 $13.11
2021 December 95,348 1.3 $1,259,547 $13.63 $13.21 1.6 $13.63
2021 156,393 1.8 $1,842,309 $11.51 $11.78 2.4* $15.34
Year Month Ridership Tix Rev-A Tix Rev-B PPR-A PPR-B Tot Rev Total PPR
2022 January 64,243 1.3 $1,254,666 $20.24 $19.53 1.5 $23.35
2022 February 77,806 1.6 $1,624,589 $20.56 $20.88 1.9 $24.42
2022 March 107,069 2.3 $2,289,135 $21.48 $21.38 2.7 $25.22
2022 April 93,922 1.9 $1,926,340 $20.23 $20.51 2.3 $24.49
2022 May 102,796 2.2 $2,178,247 $21.40 $21.19 2.6 $25.29
2022 June 92,304 1.7 $1,713,162 $18.42 $18.56 2.1 $22.75
2022 July 111,582 1.9 $1,896,894 $17.03 $17.00 2.3 $20.61
2022 August 100,116 1.9 $1,917,221 $18.98 $19.15 2.4 $23.97
2022 September 91,577 1.8 $1,769,268 $19.66 $19.32 2.5 $27.30
2022 October 102,615 2.1 $2,126,183 $20.46 $20.72 3.0 $29.24
2022 November 102,544 2.2 $2,213,925 $21.45 $21.59 3.4 $33.16
2022 December 183,920 3.7 $3,733,576 $20.12 $20.30 5.1 $27.73
2022 1,230,494 24.6 $24,643,207 $19.99 31.8 $25.84
2023 January 156,137 3.5 $3,538,064 $22.41 $22.66 4.7 $30.10
2023 February 151,654 3.7 $3,654,861 $24.39 $24.10 4.7 $30.99
2023 March 179,576 4.7 $4,710,278 $26.17 $26.23 6.5 $36.20
2023 April 151,080 3.4 $3,446,135 $22.50 $22.81 4.9 $32.43
2023 May 168,137 3.5 $3,468,666 $20.82 $20.63 5.2 $30.93
2023 June 149,536 2.7 $2,706,602 $18.06 $18.10 4.2 $28.09
2023 July 156,478 2.8 $2,818,169 $17.89 $18.01 4.3 $27.50
2023 August 149,821 2.6 $2,581,416 $17.35 $17.23 4.0 $26.70
2023 September 143,053 4.1 $4,068,427 $28.66 $28.44 5.8 $40.54
2023 October 205,745 10.4 $10,406,582 $50.55 $50.58 12.8 $62.21
2023 November 205,607 11.3 $11,275,488 $54.96 $54.84 13.9 $67.60
Filing Derived Derived Filing Filing Derived
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