I used the E190AR as a comparison because it's what B6
has on order. I offered a comparison to illustrate why the missions are different, and why the mission, in many ways, dictates the difference between the "RJ" and "mainline" markets.
You insist on comparing new tech, new build E195ARs to out-of-production, legacy 732 and 735s. Using that logic, 737-700 or 800 are suitable transatlantic jetliners, because they hold about the same number of people as the original 707 Intercontinental and can go Boston-London (barely). I hardly think that anyone would agree that a 737 is really a contender in the transatlantic market.
The lines are moving: mainline jets are capable of moving more people farther distances, and the same is true of the regional jets. They're still regional jets though -- small-fry planes in comparison to the mainline metal that's available on the market today.
So, lets look at A318 vs. E195AR, to address your complaint:
Pax: 107 for A318, 106 for E190AR
Range (nm): 3250 for A318, 2100 for E190AR
Weight: 130100 for A318, 112000lbs for E195AR
And, B736 bs. E195AR:
Pax: 110 for B736, 106 for E195AR
Range (nm): 3050 for B736, 2100 for E195AR
Weight: 154500 for A318, 112000lbs for E195AR
I still don't see where the 195 does better here.