The Brightline Model

Brightline is coming! With two trainsets on the property and limited service starting in July, the most interesting passenger rail initiative currently going in the country is set to launch. Although I admit to lingering skepticism of the long-term viability of the high-end, private model of intercity passenger rail, Brightline appears to be on track to get service up and running, and it is at the very least an interesting experiment, a return to the days when railroads made a significant percentage of their revenues from land development (a grand tradition on Brightline’s home railroad).

It’s interesting, then, that Brightline is projecting an image of confidence not just about its initial Miami-West Palm Beach service and the eventual expansion to Orlando, but about prospects for future expansion elsewhere as well. In an interview with Trains Magazine, Brightline execs stressed expansion within Florida–Tampa and Jacksonville being natural targets–but, in the words of interviewer Bob Johnston (no relation), “didn’t rule out” the possibility of taking their model elsewhere in the country as well. What Mike Reininger–formerly president of Brightline, and now moving over to sister company FEC Industries–did tell the magazine, though, is potentially interesting:

“We don’t have any specific targets or notions about markets that Amtrak is serving,” he explains. “Our thesis is that there are major population centers 250 to 350 miles apart that are underserved or don’t have the capacity within their infrastructure systems to respond to (mobility) needs that could benefit from the type of service we are talking about, on a profitable basis as opposed to necessarily a subsidized basis.”

In a separate interview with Railway Gazette, Reininger touched on much the same topic:

‘Florida is not the only area where there are overcrowded roads and interstates’, he pointed out. ‘We are fulfilling our vision here in Florida, but we are not exclusively bound by the state borders. We have a belief that major cities that are 500 to 600 km apart set themselves up as prime candidates for express passenger rail, and can be made to work. We want to apply that throughout the USA.’

While we still don’t know whether Brightline can be successful in its near-perfect situation in Florida–sharing track with a supportive parent freight company that is well-known for its fast, scheduled freights and high-quality infrastructure, a rarity in American railroading–it’s clear that the company is thinking big. Inasmuch as one can speak of a “Brightline model” that could theoretically give American intercity passenger rail a jolt, it would seem to consist of two overarching elements, one of customer service and one infrastructural. On the customer service end, Brightline clearly sees itself as a high-class service; it intends to make money and has invested in high-quality equipment to that end, offering assigned seating and two classes. The more interesting question, to me at least, is infrastructural. Given how near-perfect the FEC situation is for Brightline, are there, indeed, other corridors around the country which their model might fit? From the two interviews above, we can begin to glean a sense of the criteria that Brightline or a similarly minded company might apply in developing a new corridor.

Market:  A service like Brightline can’t just be plopped down anywhere. It has to reach “major population centers” that are currently “underserved” by intercity options, and that are wealthy enough to afford a premium service. Obviously there is some fungibility here, but there are also clearly minimum requirements that need to be met.

Distance: Reininger gave different numbers in the two interviews, but Brightline is clearly looking at mid-length corridors somewhere between 250 and 400 miles in length.

Minimal capex: I could be totally misreading Brightline’s intentions on this one–after all, they do intend to pursue a remarkable investment in a greenfield line to Orlando–but it seems fairly reasonable to say that they could not launch such a risky endeavor without the comfort of having FEC’s minimal-investment-needed to fall back on for the first stage (to be fair, they have sunk significant money into double-tracking and stations). For future expansions, though, it’s probably good to assume that someone operating on the Brightline Model would want to roll out service on a right-of-way that is already well maintained or that can be rehabbed without too much effort, and that allows rollout capital expenditure to be kept to a minimum.

Willing freight partner: This might well be the hardest criterion to meet. Brightline will save money by splitting track maintenance costs with FEC’s freight business, but American Class 1 railroads (the largest of the freight railroads) are notoriously unfriendly to passenger service. Surely, the Class 1s would be willing to negotiate in some circumstance (and might even find themselves relieved to be working with an organization that’s not as dysfunctional as Amtrak), but I suspect that Brightline expansion would come easier in partnership with a regional freight carrier like FEC or a government-owned line. Consider this one a flexible criterion.

Amtrak noncompete: Reininger’s wording in the Trains interview isn’t totally clear, but it doesn’t sound to me like Brightline is interested in immediately kicking off expansion with in-corridor competition with Amtrak. I’d bet that if Brightline expands outside Florida it will be on a corridor not already served by one of Amtrak’s corridor services, or where a state benefactor can kick Amtrak off relatively easily.

Ability to compete with driving: Reininger referred to metro areas that don’t have “capacity within their infrastructure systems to respond to (mobility) needs” in one interview and “overcrowded roads and interstates” in the other, so it’s fair to say that Brightline sees an opportunity to use America’s congestion problem to compete. And competing with driving is certainly easier than competing with flying, especially given Brightline’s choice of diesel-powered equipment on conventional right-of-way.

Given these criteria, then, where can we imagine, in this thought experiment, that Brightline might attempt to expand in the future? I don’t intend this to be in any way a comprehensive list of possible corridors, but it’s a start. The operative assumptions, in addition to the criteria above, are that a) Brightline would continue to operate similar diesel-powered equipment on conventional track and b) the company might eventually be open to partnering with government on some corridors.

The Front Range 

There have been various plans to introduce high-speed rail along Colorado’s Front Range, where much of the state’s population is clustered in a reasonably linear corridor encompassing Fort Collins, Boulder, Denver, Colorado Springs, and Pueblo.

The total length of the corridor is a little below what Brightline seems to be targeting, and much of the necessary existing trackage is controlled by Class 1s that may or may not be amenable to sharing. North of Denver, RTD is already obligated (and coming under fire for delaying) to improve the BNSF line through Boulder and Longmont to Fort Collins and might be open to private investment. South of Denver, the Joint Line offers extra capacity in places, especially with coal traffic on the downturn, but it still has a single-track bottleneck and is controlled by Class 1s. And of course there’s the matter of the foolish decision to turn the through-running Denver Union Station into a stub-end terminal. Still, the region remains wealthy, is growing, has a congestion problem, has shown a willingness to invest in rail, and is positively obsessed with PPP solutions. There’s also significant TOD opportunity–one major way for Brightline to make money–around the downtowns of each city along the Front Range.


Though currently operated by Amtrak, the state of North Carolina plays a significant role in the Piedmont corridor service linking many of the state’s major cities. Indeed, through a quirk of history the state actually owns the tracks. It’s a busy freight corridor, but a growing passenger market that’s also becoming wealthier, and it’s not impossible to envision the state wanting to upgrade passenger service in the future. North Carolina has been sinking money into double-tracking and other infrastructure improvements in recent years, so it’s possible capacity to expand passenger service will exist in the near future.

Hoosier State

This is perhaps the most obvious candidate; despite the collapse of Iowa Pacific’s attempt at running the train five days per week, returns were good during their tenure, and Indiana remains obsessed with privatization. The biggest challenge is certainly infrastructural; the trip from Chicago to Indy is just so sloooowww and CSX, which owns much of the track used, is rarely a cooperative partner. That being said many of the rights-of-way used are very straight and suitable for high-speed running if a private investor thinks they’re worth sinking money into.

Chicago, Fort Wayne, and Eastern

The arrow-straight former Pennsylvania Railroad mainline from Chicago into Indiana and Ohio is often mentioned as a strong candidate for passenger conversion; it is only tenuously necessary for freight service and is in fact leased from CSX to regional railroad CF&E at the moment. That being said CF&E’s rights end in the relative middle of nowhere in Ohio and Fort Wayne itself is a borderline candidate to be the sole terminus of a service operating under Brightline’s model. Access to larger cities in Ohio, such as Columbus or Cleveland, would almost certainly require working with a Class 1. And the line itself needs significant work. There are a lot of ifs here, but the line is in many ways the perfect 125 mph diesel corridor if they can be worked out.

Twin Cities-Duluth

As with the Front Range, there’s an active effort in place to bring passenger trains to this corridor. As with the Front Range, though, the needed ROW is controlled by a Class 1. And the Duluth-Superior area may not be wealthy enough to justify a for-profit premium service. A strong local belief that demand exists persists, though, and if enough money can be scraped together there’s also a parallel, mostly abandoned ROW that could be reactivated.

Memphis-Jackson-New Orleans

This corridor sprang to mind primarily because a large chunk of the northern section is outside of Class 1 control, albeit in horribly decrepit shape. South of Jackson, service in this corridor would need agreement from CN, and the whole region is relatively poor and might not be suited for a high-cost premium service.

Dark Horse: the Moffat Line (Denver-Salt Lake City)

I label this a dark horse mostly because the operating paradigm would be a little different from the other proposed here; the corridor is almost 600 miles long, as opposed to Brightline’s stated ideal of 250-400 miles. But I previously wrote about the Moffat Route’s potential as a passenger-primary corridor, and the decline of coal traffic that prompted that train of thought has only continued apace. This was, after all, the route of the last full-scale privately operated passenger train in the country; the two endpoints enjoy strong demand and cultural ties; and the restored Snow Train has been doing well. At 12-13 hours vs. 8 to drive, the current California Zephyr is not time-competitive, but with some work an improved version dedicated to just this segment might be able to close the gap some, especially in winter. Perhaps a couple of trains per day over the Rockies would complement a Front Range service well. But who knows! The daydreaming is the fun part of this.


The major conclusion I’ve come to in this brief attempt at analysis is that finding a good situation for expansion along the lines of what Brightline envisions in Florida is really, really hard. Many of the “good” corridors are already occupied by Amtrak; while it’s not really that hard to envision a good private-sector operator doing better with some corridor services than Amtrak has, there is significant political inertia behind the national operator. And Amtrak’s fares are, and will be, cheaper, which is a significant concern in areas where trains represent the more downmarket option.

The bigger concern for passenger service expansion, though, is domination of the needed infrastructure by freight railroads. In terms of national policy, it should be noted, this is not necessarily a bad thing; it should be a goal to keep freight on trains and off highways. But it does make rolling out new passenger services exceptionally difficult in many different phases. Brightline has a near-perfect situation going in Florida with the ability to share FEC infrastructure on a friendly basis; ultimately, I suspect, it will remain a Florida-only operation. But who knows! Five years ago, would anyone have expected a privately-funded passenger train operation to make it off the ground at all? If Brightline succeeds, and Texas Central gets off the ground, there might be two running in the US within the next several years. Now that would be something.



9 thoughts on “The Brightline Model

  1. As for the Piedmont corridor, extend it through Richmond to Washington, DC and you wind up with a southern extension of the Northeast Corridor, which makes for one of the better cases for passenger rail investment in the US. Charlotte-Washington via Richmond, Raleigh, and Greensboro is a 430 mile corridor, connecting four metro areas with populations ranging from 1.5 million to 2.5 million, to the 50+ million population of the Northeast Corridor. Really

    CSX is likely to soon consider selling off their S-line between Raleigh and Richmond, which was abandoned roughly north of Henderson back in the 80s. In fact there is a valid, signed, and approved FEIS in place for a 110mph upgrade of that corridor including full grade-separation. NCDOT is already planning on building grade separations in suburban Raleigh in this corridor in the next few years, and freight traffic alone is definitely not enough to warrant that.

    The RF&P corridor from Richmond to DC is a bit trickier since CSX probably won’t sell it outright. But study is underway there as well.

    I would love to see a Brightline-like organization come on board and help make this happen.

    • I think this is an interesting concept, but I’m not sure it would be easy to get a private-sector operator to risk the capital up-front to rebuild the S-Line…perhaps to operate it though. If it weren’t for the Class Is owning all the track, Virginia would be a natural setting for better intercity service…perhaps with declining coal traffic to Hampton Roads and Norfolk, there will be more track capacity for passengers.

      • The preferred alternative in the EIS calls for speeds to be unrestricted, flat-out 110mph between Henderson and Petersburg (90 miles) with a few 90mph restricted curves between Henderson and Raleigh. I suspect that part of the reason the line is planned to be fully grade separated is that this would allow an easier upgrade for even higher speeds (150mph? More?) in many stretches if electrification and tilting trains were used..

        If an initial project could achieve average speeds between Raleigh and DC in the 80mph range, that would make for roughly a 3 hour trip, which could be very competitive with flying and driving in the Raleigh-DC market. Surely enough to fill a train every 1~2 hours.

        Surely such a project is similar in magnitude to the greenfield line from Cocoa to Orlando and on to Tampa that Brightline already seems pretty interested in building.

    • That’s an excellent question. I think the rule of thumb is that Talgos can save something like 30%, but it would require an extensive technical analysis I’m not capable of.

  2. I think your example of the Chicago, Fort Wayne, and Eastern is barking up the right tree: an old well-engineered main line, that was declared surplus to requirements in the 1970s and downgraded and leased or sold off to a short line operator. That short line operator may want to get into the intermodal game, but needs a patron to go head-to-head in a war with a parallel Class I that demands high capex for low margins. (As we’ve discussed, existing fast IM routes may be limited to the Class Is and FEC.)

    My thinking is that one of the better candidates is the Iowa Interstate (IAIS) from Chicago to Omaha (ex-Rock Island). If either of the western bigs are feeling capacity-crunched on that segment, they might be willing to dump low-margin IM traffic onto IAIS, which would then, in turn, go for track upgrades and have a very nice passenger corridor to serve, currently bypassed by Amtrak. If you wanted to get very fancy with this strategy, you could have a fork on the east end of the line, with the passengers going into Chicago, and the intermodal going around Chicago to the south.

    • I thought about IAIS actually! And with CSX looking to sell off track not in their core network, perhaps they’d be willing to finally part with their section of the corridor (Joliet-Bureau). The main problem with IAIS, I think, is that the population is just not there…the Quad Cities, Iowa City, Des Moines, and Omaha are all markets, but they’re all small-ish and the last one is nearly 500 miles from Chicago. There’s not much else along the route at all. That being said with Hunter Harrison now in charge Illinois should act quickly to secure the Joliet-Bureau section with the intent of bringing fast service to Peoria (along the branch) and the Quad Cities. Iowa would love more trains but they’d probably be subsidized, not for-profit.

  3. I was thinking one you may not have considered:
    Phoenix-Tucson, and possibly Noagales
    The UP line to phoenix that Amtrak stopped using had issues continuing west to LA, to the best of my knowledge tracks are pretty decent.

    There’s in-city development opportunities in Phoenix, Tempe, ASU-polytechnic (and Phoenix-mesa airport),Tucson.

    Does phoenix have the income level for it? Maybe. The congestion? Maybe. The real estate development opportunity? Maybe.

    The other one that might push length would be Portland/Seattle-Tri Cities-Boise. It wouldn’t be time-competitive with the cascades from Portland to seattle at all, however I think it could find a market.

    Even the current amtrak is not too far from drive time between pasco and portland, the better equipment could make a big different, the seattle-Pasco segment is particularly scenic (lot of ski towns, lots of very rich areas), and boise increasingly identifies as part of the pacific northwest/Cascadia, but is beyond comfortable driving distance. There’s certainly real estate development deals to be had in Ellensburg, Yakima, and elsewhere along the way.

  4. Pingback: Train Travel - Brightline Florida | Train Traveling

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