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See my above discussion of the projections, which are a mess. Also, the pandemic messed with many of the timelines. So...IIRC they aren't really within projections but the projections are close to useless. Edit: I'm going to elaborate on this. The pre-pandemic timeline obviously went out the...

So, I feel the need to revise and extend my remarks above on Brightline's Q2 losses... I realize the accounting rules in play require doing some weird things, but if you go with EBITDA (which doesn't tell the whole story here, mind you), you end up throwing out a lot of lines here. The loss...

I mean, the guys at Texas HSR could probably have just bought an operating short line and proceeded under that guise rather than battling the litigation about "You're not a railroad because you're not running trains" and saved both time and money. I can only conclude that some of them were idiots.

3x. Which is the best deal I've gotten since 2011, I think, when they did a week on Double Days that was, instead, Triple Days. So, as Select Executive, that'd be... 3x (so 6 points/dollar) with the special offer. Another 1x (so 2 points per dollar) from status. In theory, another 3 points...

I expect that it will. Whether revenue jumps as well is the open question (both since the seating mix will temporarily be more Smart-heavy and since it seems like there's a good chance of a rebound in ridership within South Florida). Notably, however, the ridership estimates for the next few...

So, it looks like there's close to a 1:1 trade of short-haul vs long-haul ridership, but March aside (and March seems to generally be an outlier) ridership is "stuck" in the ballpark of 220-230k. Based on Brightline's notes about trains selling out, it looks like that's about where they have a...

Short Haul 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...

If it's any comfort, the airlines ain't doing much better these days...

Coming in a bit late... Do consider that Brightline's operating cost recovery rate has risen from about 33% in the prior year to 56% this year, and that's with a serious equipment shortage ("only" four cars vs the 7 they expect to have down the line).

I got an email today advertising up to a 45% bonus on buying points, but when I clicked through it looks like a 50% bonus is the max instead. For reference, the normal "cash value" of points is around 2.67 cents/point (rising to 2.8 cents/point if you have an AGR card), and the effective cost...

I'm marking down "sad" because I *hate* it when airlines won't let you throw out restricted fares like this in a search (e.g. AA just shows the cheapest economy fare vs DL letting you filter out Basic Economy). Edit: I confess I also don't quite know why Brightline is introducing cheaper fares...

Or of the Interurban bubble and some of the redundant buildouts up through the 1920s.

I ran into it a lot because I'd end up on a Regional JUST often enough...

I think upper-level cards were also swiped for lounge access.

I mean, those "spiraling" exchange rates should help. A dollar buys almost 50% more JPY than it used to, so an American operation would be getting a big discount on the equipment...

I mean, presuming they can get the money together for the line (a big presumption), at least we're at a point that they could just order another batch of either Acela IIs or...whatever it is Brightline is going to use out in CA/NV.

If the Cap-Star runs with three sleepers, that would be 15 needed (vs 8 now). If the Meteor goes to three sleepers, that'd be 12 needed (vs 8 now). Even assigning 3/1 to the LSL (12 needed) and 2 to the Crescent and Cardinal each (8 and 4 needed), that's "only" 51 of 74. That *should* be...

So, if VIA is going to do this, they really need some sort of bus/taxi connection into town. Admittedly there are only about 20 pax/train per those numbers (2x/week in each direction equals 208 departures per year), but that just tells me that they could cover demand for that with a large van...

It's a good question whether that's an Amtrak-induced thing or if MNRR insists on it.

At the time, DCA-LGA on AA (IIRC) still ran close to hourly. I recall it being a big deal when they cut one midday frequency. [I'm also not sure if that 75% included onward connections on either side, but connecting traffic only needs 3-5x/day, not hourly service. It's where the market is...