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HST-2

HST-2 is an aluminum-hulled high-speed catamaran vessel constructed in 2007 by Austal USA for Hawaii Superferry, initially operating as the Alakai to provide rapid inter-island passenger and vehicle ferry service between Oahu and Maui. Hawaii Superferry ceased operations in 2009 following environmental lawsuits challenging its environmental impact assessments, prompting the sale of the Alakai. The U.S. Department of Transportation's Maritime Administration acquired the vessel in 2010 for $25 million, transferring it to the U.S. Navy's Military Sealift Command in 2012, where it was redesignated USNS Puerto Rico (T-HST-2) and utilized for fast, shallow-draft intra-theater logistics, including troop and equipment transport at speeds up to 35 knots. In March 2016, the Navy leased HST-2 to Bay Ferries Limited, which operates it commercially as The Cat, reinstating high-speed service on the 185-nautical-mile route between Bar Harbor, Maine, and Yarmouth, Nova Scotia, with a transit time of about 3.5 hours. Measuring 347.8 feet in length with a 78.7-foot beam and 1,646-ton displacement, HST-2 accommodates 866 passengers and 282 cars, propelled by four MTU 20V8000 diesel engines powering Rolls-Royce waterjets. This versatile design has enabled its adaptation across commercial ferry and military roles, highlighting advancements in high-speed catamaran technology for efficient maritime transport.

Design and Construction

Specifications and Capabilities

The HST-2, also known as Huikai during its civilian service, is an aluminum-hulled high-speed designed for (Ro/Ro) transport of passengers and vehicles across inter-island routes. Constructed by in , it features a shallow draft suitable for Hawaiian waters and advanced propulsion for rapid transits, with a service speed of 40 knots. Key technical specifications include:
Dimension/CapabilityValue
106.5 meters (349 ft 4 in)
(molded)23.8 meters (78 ft 1 in)
(maximum)3.65 meters (12 ft)
Approximately 1,646 tons
Four MTU 20V 8000 M70 engines driving four Rolls-Royce waterjets
Maximum deadweight800 tonnes
The vessel's capabilities emphasize high-volume, efficient handling, accommodating up to 866 passengers alongside loads such as 282 subcompact or 28 forty-foot trucks with 65 additional . Unlike its HST-1 (Alakai), HST-2 incorporates a bifold stern ramp for enhanced loading flexibility in varied port conditions. These features enabled projected round-trip voyages between and in under 3.5 hours, prioritizing speed and capacity for commercial inter-island service while maintaining stability in open-ocean conditions.

Builder, Launch, and Initial Delivery

HST-2, originally named Alakai and built as a high-speed ferry for Inc., was constructed by at its in . Construction began on June 3, 2004, with the project costing approximately $88 million. The vessel was launched on January 18, 2007, using a floating drydock secured to the shipyard's seawall. Christened on April 14, 2007, Alakai completed sea trials in April, demonstrating a service speed of 40 knots. Austal delivered the ferry to Hawaii Superferry ahead of schedule on June 1, 2007. Alakai then undertook a 7,600-mile transit from Mobile to Honolulu, arriving on June 30, 2007, in preparation for initial inter-island operations commencing August 26, 2007.

Early Civilian Service in Hawaii

Commissioning and Route Operations

The HST-2, known during its civilian phase as the Alakai, was delivered to by on June 1, 2007, following its launch earlier that year on January 18. Sea trials and final commissioning preparations ensued, enabling the vessel to enter operational service in the Hawaiian interisland network by late 2007. Designed as a high-speed aluminum with wave-piercing bows, it achieved speeds of up to 40 knots, reducing transit times significantly compared to conventional ferries. Commercial route operations commenced on December 1, 2007, with a daily round-trip service linking Honolulu Harbor on Oʻahu to Kahului Harbor on Maui. Departures from Honolulu occurred at 6:30 a.m., arriving in Kahului by 10:15 a.m., with the return leg leaving Maui at 5:00 p.m. and reaching Honolulu at 8:45 p.m., covering approximately 100 nautical miles in about 3 hours and 45 minutes. The vessel accommodated up to 866 passengers and 282 vehicles per voyage, facilitating both passenger and vehicular transport without requiring aircraft alternatives for many travelers. Service frequency increased over time, with additional round trips added on select days to meet demand, though expansion to routes serving Hawaiʻi Island (Big Island) and Kauaʻi was deferred amid regulatory challenges. Operations emphasized efficiency and reliability, with the Alakai maintaining a schedule that supported tourism, family visits, and freight movement across the channels, operating at a service speed of 35 knots under management. By early 2008, the route had transported over passengers, demonstrating viability for high-speed interisland connectivity prior to legal interruptions. The vessel's configuration included vehicle decks accessible via stern ramps and amenities such as lounges and dining, optimized for the demanding Pacific conditions.

Operational Achievements and Passenger Feedback

The Alakai, operating as HST-2's civilian predecessor, commenced interisland service between and on August 26, 2007, achieving service speeds of up to 40 knots and averaging 42.5 knots during sea trials, enabling crossings of channels like the ʻAuʻau in under two hours under optimal conditions. With a capacity for 866 passengers and 282 vehicles, the vessel transported over 36,600 passengers and 9,200 vehicles in July 2008 alone, marking a 40% increase in ridership from June and contributing to a cumulative milestone of 125,000 passengers by mid-August 2008. These operations demonstrated the feasibility of high-speed service in Hawaii's challenging waters, though initial ridership in late 2007 averaged only 150 passengers per day against a target of 410, reflecting early challenges before growth in subsequent months. Passenger feedback during the inaugural year was predominantly positive, with a company-commissioned survey of 347 riders from June 20 to July 29, 2008, reporting that 92% rated their overall experience as "very favorable" on a four-point scale, and 90% expressing intent to use the service again. An independent survey echoed this, with 92% deeming the experience "very good," highlighting amenities like spacious decks and onboard dining as strengths despite occasional rough-sea discomfort in channels such as Pailolo. Later anecdotal reports from riders, including multiple round-trip users, described friendly crew service and enjoyable voyages, though these were not systematically quantified. Such feedback underscored the vessel's comfort relative to for vehicle owners but was tempered by operational constraints, including speed reductions to 25 knots in adverse weather to prioritize and stability.

Controversies and Shutdown

Environmental Lawsuits and Regulatory Hurdles

The project, including the deployment of HST-2 (then named Alakai), encountered significant opposition from environmental groups concerned with potential ecological impacts under the . In December 2005, the issued a determination exempting harbor improvements and ferry operations from preparing an environmental assessment (EA) or , arguing the project primarily involved transportation infrastructure with minimal secondary effects. This exemption was challenged by the , Maui Tomorrow Foundation, and other plaintiffs, who contended that DOT failed to evaluate secondary impacts such as increased inter-island vehicle traffic facilitating the spread of , heightened development pressures on rural areas, and risks to including collisions due to the vessels' high speeds in calving grounds. In August 2007, the ruled in Sierra Club v. Department of Transportation that the exemption was invalid because DOT had not considered these secondary impacts, mandating preparation of an EA before operations could proceed. A subsequent in October 2007 barred from resuming service, including voyages by Alakai (launched into operations in July 2007), until a full EIS was completed, halting expansion plans and stranding the vessel after limited runs. Environmental advocates highlighted empirical risks, such as the ferry's capacity to carry 850 vehicles daily potentially introducing pests like coqui frogs or little fire ants across islands, supported by prior studies on biosecurity threats in 's isolated ecosystems. Responding to economic pressures, the enacted Act 2 in , authorizing interim operations without a complete EIS while assessments proceeded, a move criticized by opponents as circumventing HEPA's procedural safeguards. In March 2009, the in Superferry II declared this act unconstitutional, ruling it violated by usurping judicial authority and improperly exempted the project from environmental review, effectively requiring cessation of all inter-island service. The decision cited DOT's ongoing failure to address cumulative impacts, including affecting whales and reef damage from propellers, though proponents argued such risks were overstated given mitigation measures like speed reductions in marine sanctuaries. These rulings contributed to Hawaii Superferry's bankruptcy filing in 2008 and the vessels' idling, underscoring tensions between rapid infrastructure deployment and Hawaii's stringent environmental regulations designed to protect fragile island .

Economic Arguments and Broader Debates

Proponents of the , including then-Governor , argued that the service, including the Alakai (later HST-2), would stimulate by facilitating affordable interisland travel for passengers and vehicles, potentially reducing reliance on and generating up to $600 million in annual economic activity through increased , , and family visits across islands. Supporters highlighted projected job creation—estimated at over 1,000 direct and indirect positions—and cost savings for residents, as ferry fares were marketed at around $50 per passenger plus vehicle, compared to higher interisland flight and rental car expenses. These claims positioned the project as a catalyst for integrating Hawaii's economy, with federal loan guarantees and state harbor investments seen as necessary public-private partnerships to overcome high initial capital costs for the $90 million vessels. Critics countered that the Superferry was inherently unviable without ongoing subsidies, citing high operational expenses driven by consumption for high-speed catamarans covering Hawaii's vast distances—up to 100 nautical miles between major islands—and competition from low-cost airlines like and , which offered fares as low as $1 plus fees, eroding projected ridership. Early operations from August 2007 revealed financial strain, with the company accruing $1.3 million in unpaid state fees by mid-2008 and defaulting on loans amid the 2008 economic downturn, leading to filing in December 2009 after just 17 months of service. A 2017 report quantified the venture's fiscal burden at $71 million in total costs to taxpayers, including $40 million in special bonds for harbor and upgrades that remain unpaid through 2028, underscoring arguments that public funds propped up a private enterprise unable to achieve . Broader debates extended to the feasibility of interisland ferries in 's geography, where wave heights, currents, and fuel inefficiency for fast vessels amplify costs compared to shorter-route systems like Washington's state ferries, which benefit from subsidies covering 70-80% of operations. Opponents, including local businesses on outer islands, raised concerns over potential negative externalities such as increased vehicle traffic straining rental car markets and , alongside fears of accelerated pressuring limited resources like fisheries and . The project's to the U.S. in 2012 for $25 million—far below costs—highlighted sunk capital losses, fueling discussions on risk in infrastructure bets versus market-driven alternatives, with subsequent feasibility studies deeming revival uneconomic absent massive subsidies exceeding $100 million annually.

2009 Cessation of Service

On March 16, 2009, the Hawaii Supreme Court unanimously ruled in Sierra Club v. Department of Transportation that Act 2—a 2007 legislative measure passed in special session—was unconstitutional, as it constituted a special law exempting the Hawaii Superferry project from standard environmental review requirements under the Hawaii Environmental Policy Act (HEPA) and Article XI, section 5 of the state constitution. The act had permitted the ferry to operate between Oahu and Maui while preparing a full environmental impact statement (EIS), retroactively validating prior state actions that bypassed initial HEPA compliance, including the 2005 exemption of harbor improvements from environmental assessment. The court held that such targeted exemptions undermined the constitutional mandate for uniform environmental protections applicable to all state-influenced projects with potential ecological effects, such as invasive species transport or marine habitat disruption. The ruling directly invalidated ongoing operations, as no EIS had been completed despite concerns raised in prior litigation about inadequate assessment of cumulative impacts like vessel-induced reef scarring, ballast water species introduction, and inter-island traffic surges. On March 17, 2009, Hawaii Superferry Inc. announced the immediate suspension of all services, stating that resuming without legal clearance risked further penalties and that the EIS process would require at least 12 months, rendering short-term viability impossible amid mounting operational losses. The high-speed Alakai—the sole active vessel at the time and later redesignated HST-2—halted voyages from to Kahului, stranding vehicles and passengers mid-route on its final crossing and leaving piers empty thereafter. The abrupt halt triggered layoffs of over 100 shore-based and crew employees within days, with total staff reductions exceeding 200 as the company wound down activities. Financial strains exacerbated the closure, including $40 million in startup debts and ridership volumes that peaked below projections—averaging under 1,000 passengers daily despite capacity for 850—due to factors like high fares, weather disruptions, and public skepticism fueled by environmental opposition. subsidies and loans totaling $140 million failed to offset deficits, and the lack of multi-island expansion (delayed by the ruling) eliminated revenue diversification prospects. This cessation effectively terminated HST-2's initial civilian role, shifting the to status pending alternative uses.

Intermediary Period

2008 Dry Docking and Maintenance

In late January 2008, the Alakai (HST-2) sustained damage to its auxiliary rudders during operations amid rough seas off . On February 13, 2008, the vessel entered at a for repairs, leading to suspend inter-island service from February 13 through early April to accommodate the work and mandatory recertification by the U.S. . The dry docking process addressed the rudder damage but encountered complications when a positioning the vessel lost power, causing additional structural impacts that required further assessment and fixes. Repairs extended beyond initial estimates, with the Alakai completing the work and resuming Oahu-Maui service on April 7, 2008, ahead of a revised schedule but after nearly two months of downtime. This maintenance period highlighted early operational challenges for the design in Hawaii's variable conditions, though no long-term systemic issues were publicly reported from the event.

Storage and Failed Restart Attempts

Following the Hawaii Supreme Court's ruling on March 17, 2009, which halted Hawaii Superferry operations due to inadequate environmental assessments, and the company's subsequent bankruptcy filing in May 2009, the Huakai—intended as the second vessel (HST-2)—was never placed into revenue service despite its delivery to Hawaii in late 2008. On July 2, 2009, a Delaware Bankruptcy Court approved the abandonment of both the Alakai and Huakai, transferring custodianship amid outstanding federal loans. The vessel was relocated from Mobile, Alabama, to Norfolk, Virginia, arriving by mid-July 2009, and laid up at Lambert's Point Docks for secure storage and minimal maintenance. The U.S. Maritime Administration (MARAD) acquired title to the Huakai through foreclosure on the federal-backed loans by September 2010. Efforts to return the vessel to civilian ferry operations faltered; MARAD initiated a public auction in June 2011, listing the Huakai and Alakai for sale to potential commercial operators, with bids due by July 2011 that attracted four interested parties. However, no qualifying private bids materialized for sustained ferry service, as prospective buyers cited persistent regulatory uncertainties from Hawaii's environmental litigation and high operational costs in interisland routes. These unsuccessful sales attempts underscored the challenges of repurposing the trimaran for civilian use amid unresolved legal and economic barriers stemming from the original project's collapse. By late 2011, with civilian restart prospects exhausted, MARAD shifted focus to military applications, transferring the Huakai to the U.S. Navy on January 27, 2012, for evaluation as a platform. During the storage period from 2009 to 2012, the vessel remained inactive in , incurring maintenance costs while preserved in a readiness state, but without successful reactivation for passenger or freight duties. This phase highlighted the vessel's underutilization, as Hawaii's interisland ferry debates continued without resolution, influenced by ongoing lawsuits prioritizing ecological concerns over rapid transport revival.

U.S. Navy Acquisition

2012 Purchase and Renaming

In January 2012, the U.S. Maritime Administration (MARAD) transferred the MV Alakai, a high-speed originally constructed for Inc., to the U.S. Navy as part of its effort to expand capabilities for rapid personnel and vehicle transport. The vessel had been acquired by MARAD in September 2010 for $25 million at a federal bankruptcy auction following 's operational shutdown due to legal and environmental challenges. This transfer, authorized under the for 2012, positioned the Navy to repurpose the 418-foot aluminum —capable of speeds exceeding 40 knots and accommodating up to 1,500 passengers and 250 vehicles—for military high-speed transport () missions. On May 9, 2012, U.S. Secretary of the Raymond E. Mabus announced the renaming of the vessel to USNS Puerto Rico (HST-2), honoring the U.S. territory and designating it within the 's Expeditionary Fast Transport (EPF) precursor program. The redesignation as HST-2 reflected its intended role in the Military Sealift Command's fleet for agile logistics support, though the ship remained in lay-up status at the post-transfer, awaiting further modifications and operational activation. Sister vessel Huakai was similarly transferred and renamed USNS Guam (HST-1), highlighting the 's strategy to leverage high-speed designs for and humanitarian response needs without immediate full-scale conversion.

Military Conversions and Testing

Following its transfer from the U.S. Maritime Administration to the Navy on January 27, 2012, the vessel, originally the MV Alakai, was designated as a high-speed transport and renamed USNS Puerto Rico (HST-2) in May 2012 for potential intra-theater personnel and equipment transport roles, particularly around Okinawa. Unlike the lead ship USNS Guam (HST-1), which received extensive modifications including weight control surveys and structural adaptations to enhance military utility on its aluminum catamaran hull, HST-2 underwent no major documented conversions or structural alterations. The ship was maintained in reduced operating status (ROS) from acquisition through at least 2015, limiting opportunities for operational modifications beyond basic administrative and crewing preparations for standards. Planned design work and modifications referenced in planning documents applied primarily to HST-1, with HST-2 held in reserve without activation for active-duty testing or trials. No sea trials, , or performance evaluations specific to military configurations were publicly reported for HST-2 during its Navy ownership prior to 2016, reflecting its underutilized status amid constraints and shifting priorities in the program. This contrasts with more rigorous testing on comparable converted vessels, underscoring HST-2's role as a asset rather than an immediately operational platform.

Military Service

Deployment and Utilization

The USNS Puerto Rico (HST-2) was designed for high-speed intra-theater transport, capable of carrying approximately 1,000 passengers, 300 short tons of , or a combination thereof at speeds over 35 knots, supporting rapid deployment of Air-Ground elements in littoral environments. Its aluminum hull provided shallow-draft access to austere ports, enhancing flexibility for logistics in contested or underdeveloped areas without requiring extensive infrastructure. Following conversion and testing in 2012–2013, the vessel entered service with the , available for tasking in expeditionary operations including personnel rotation, equipment prepositioning, and support to forces. However, HST-2 saw no documented forward deployments or combat support missions during this period, remaining primarily in a maintenance and evaluation status at U.S. facilities rather than operational theaters. This contrasted with its USNS Guam (HST-1), which conducted regular transits in the Western Pacific for Marine Corps training and logistics between 2013 and onward. Utilization focused on domestic demonstrations of rapid response capabilities, with the vessel demonstrating transit times and payload handling in controlled scenarios to validate its role in potential response or humanitarian assistance missions. By mid-2015, amid evaluations of its operational niche, HST-2 was deemed surplus to immediate needs and prepared for alternative use, culminating in its availability for lease in early 2016.

Performance in Naval Operations

HST-2, configured as a high-speed transport, achieved operational speeds of up to 35 knots (65 km/h), enabling rapid intra-theater movement of personnel and equipment in shallow-draft environments. Its aluminum and wave-piercing provided for high-speed transits, with a service speed of approximately 33 knots under loading conditions. was delivered by four MTU 20V 8000 M70 diesel engines, each rated at 8,200 kW, driving four waterjets for efficient maneuverability and quick acceleration. In military evaluations post-2012 acquisition, HST-2 demonstrated capacity for 866 passengers or up to 282 subcompact in standard configuration, reconfigurable within five minutes to accommodate 20 large trucks or 40 TEU containers, supporting for Marine Expeditionary Units or similar forces. The vessel's drive-on/drive-off ramps facilitated efficient loading and unloading of wheeled and tracked , with a of 1,646 tons allowing for medium payloads without compromising speed. However, operational readiness was constrained, with planned utilization at only 5% full status and 85% in reduced or repair status, limiting its role to primarily testing rather than sustained deployments. Seakeeping performance as a hull form proved effective in moderate sea states, reducing and enabling consistent high-speed operations compared to alternatives, though vulnerability to certain damage profiles inherent to high-speed designs was noted in class assessments. at cruise speeds supported endurance for intra-theater missions exceeding 1,000 nautical miles, dependent on , but real-world military trials highlighted challenges in integrating systems and accommodations without impacting civilian-optimized layouts. Overall, while HST-2 validated the concept of repurposed commercial ferries for agile , its performance underscored limitations in sustained naval , contributing to decisions for extended civilian leasing by 2016.

Return to Civilian Ferry Service

Lease Agreement with Bay Ferries

In March 2016, the U.S. Navy's chartered the HST-2 to Bay Ferries Limited under an Enhanced Use Lease, enabling the vessel's return to civilian passenger and vehicle ferry service. The agreement required HST-2 to maintain its U.S. flag status and be crewed by American mariners, reflecting Navy stipulations for the lease. Bay Ferries assumed operational responsibilities, including funding repairs necessary to secure a U.S. certificate of inspection and covering all maintenance, crewing, and voyage-related costs. The charter was initially structured for multiple years, with service commencing in June 2016 between , and , later shifting to . To mitigate financial risks, the Government of issued a US$5 million on March 24, 2016, guaranteeing Bay Ferries' charter payments to the amid the initial two-season term with extension options. Subsequent extensions, including a five-year renewal announced in October 2019, have sustained the lease into the 2020s, supporting ongoing operations.

Gulf of Maine Route Implementation

In March 2016, the U.S. Maritime Administration (MARAD) and the U.S. Navy signed a multi-year charter agreement with Bay Ferries Limited for HST-2, enabling its transition to civilian high-speed ferry operations in the . The vessel, previously known as USNS , underwent preparations including retrofits at Detyens Shipyards in , funded by approximately $9 million for vessel modifications and terminal upgrades. These works ensured compliance with civilian passenger service requirements, such as seating configurations for at least 700 passengers. The Gulf of Maine route implementation commenced with the inaugural sailing on June 15, 2016, operating between , and . Daily departures were scheduled at 8:00 a.m. from and 2:30 p.m. from , with crossings taking approximately 5.5 hours at speeds up to 35 knots. HST-2, branded as , had a capacity for 866 passengers and 282 vehicles, reviving the name from Bay Ferries' prior Incat-operated service on a similar route until 2009. The initial season ran through September 30, 2016, supported by a 10-year operating agreement with the Province of , which provided $10.2 million in subsidies for the first year, $9.4 million for the second, and $4.1 million in start-up funding. Operational implementation included coordination with port authorities for docking and customs processing, leveraging the vessel's high-speed catamaran design for efficient roll-on/roll-off vehicle handling. The service aimed to boost tourism and economic ties between Maine and Nova Scotia, with Bay Ferries managing crew training and passenger amenities to meet commercial standards. Early operations focused on seasonal summer demand, with the route later shifting to Bar Harbor, Maine, due to port capacity constraints in Portland, though the core implementation framework remained consistent.

Current Status and Recent Developments

Ongoing Operations and Lease Extensions

HST-2 continues to operate as the high-speed ferry under charter to Bay Ferries Limited, providing seasonal passenger and vehicle service between , and . The route operates five days per week during the summer season, with voyages lasting approximately 3.5 hours each way, departing Yarmouth in the morning and returning from Bar Harbor in the afternoon. In 2023, the service carried 29,435 passengers from the , contributing to regional tourism despite challenges such as reduced Canadian travel to the U.S., which led to a 22% drop in reservations for the 2025 season compared to prior years. The vessel, owned by the U.S. Navy's , remains in civilian use through ongoing charter arrangements facilitated by Bay Ferries. Nova Scotia's government extended funding support for the service through the 2025 and 2026 sailing seasons, announced on October 15, 2024, to sustain the international link amid economic pressures on the route. This follows prior extensions, including a one-year renewal in 2023, ensuring continued operations despite fluctuating demand. Bay Ferries' lease for the Bar Harbor terminal extends through the 2025 season, supporting docking and passenger handling.

Future Prospects and Potential Challenges

The lease agreement for HST-2 with Bay Ferries Limited, under which the vessel operates as The Cat on the Bar Harbor–Yarmouth route, is set to expire on March 31, 2026, introducing uncertainty regarding its continued civilian use. As the vessel remains under U.S. Navy ownership via Military Sealift Command, prospects include potential recall for military high-speed transport duties, particularly in scenarios requiring rapid personnel and vehicle deployment, given its original design capabilities exceeding 40 knots. Recent technological enhancements, such as the April 2025 completion of a major automation upgrade by Austal Australia incorporating the MARINELINK-Prime system, position HST-2 for improved fuel efficiency and monitoring, potentially extending its operational lifespan and attractiveness for lease renewal. Continuation of the Gulf of Maine service hinges on sustained government subsidies, with committing operational funding for the 2025 season amid tourism recovery efforts. Economic impact assessments indicate the route generates regional benefits through visitor spending, though broader viability requires addressing ridership volatility; for instance, the 2025 season recorded approximately 40,000 passengers, a 19% decline from 49,000 in 2024, alongside a similar drop in vehicle traffic to nearly 16,000 units. Key challenges encompass escalating maintenance demands due to the vessel's age—constructed in and now approaching 18 years of service—which amplify costs for high-speed components like waterjet and aluminum integrity, compounded by Gulf of Maine's harsh weather exposing structures to and fatigue. Seasonal operations from mid-May to mid-October limit revenue potential, while fluctuating bilateral relations between the U.S. and could deter cross-border travel, as noted in analyses of post-2024 election dynamics. Without extended subsidies or ridership growth, the service risks discontinuation, echoing prior interruptions tied to financial shortfalls rather than inherent route demand.

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