The Florida Department of Transportation plans to competitively bid contracts for the construction, operations and maintenance of SunRail. Once contracts are awarded, winning bidders will be responsible for hiring workers to fill all jobs associated with SunRail. The first of those contracts, for construction within the railroad right-of- way, was awarded in July 2011. The Florida Department of Transportation has posted a "Jobs" link on the www.sunrail.com website for subcontractors and individuals interested in working on the project. Please check the www.sunrail.com website frequently for updates on the progress of the project and for contact information on potential job availability with SunRail contractors.

The Florida Department of Transportation has committed to mitigate potential noise impacts along the proposed route for SunRail. That includes the installation of horn shrouds to better direct warning signals on commuter trains and new track signalization. In addition, most areas also will see a dramatic reduction in freight trains, which do not currently use horn shrouds. As such, environmental analyses prepared by the state do not anticipate adverse noise effects with the SunRail project.

The Florida Department of Transportation purchased the 61.5 mile corridor from CSXT for $432 million on November 3, 2011, pursuant to an Agreement in Principle announced Aug. 2, 2006. The agreement also gives FDOT full control over dispatch and maintenance operations along that stretch of track, to ensure the reliability of SunRail service in Central Florida. As part of final contract negotiations with CSXT, the freight hauler also will pay the state a per-car charge and annual fee for freight operations necessary to service local businesses in the Central Florida area.

No. All new tracks required for the project will be built within the current CSXT right-of- way, primarily in outlying areas that do not currently have double tracks. To build new passenger rail stations, about two dozen businesses and homes may have to be relocated. State analyses also conclude that the potential for new development in and around station stops, as well as new construction, operations and maintenance jobs as commuter rail comes on line, will have a "significant economic benefit" to Central Florida that will far outweigh any property tax revenue loss associated with passenger rail station construction.

The Florida Department of Transportation has performed exhaustive environmental tests along the CSXT corridor to identify potential environmental problems. Those studies are complete and no major environmental or contamination issues have been discovered. In addition, FDOT must fully comply with water management district rules and state laws during construction of SunRail to avoid any adverse effect on the state's water supply. Air pollution is not an issue, either, according to environmental analyses conducted by the state. In fact, car emissions are far more of an ongoing air pollution challenge than is rail.

The cost for Phase 1 and 2 of SunRail, which includes the 60-mile/17-station plan between DeBary and Poinciana in Osceola County, is approximately $615 million in year- of-expenditure dollars. Of that, it is expected that the federal government will pay 50%, the state 25% and local governments in the four counties apportioning the remaining 25 percent. It should be noted that the state and local dollars are already in place for this project, as unanimously approved by Orange, Volusia, Osceola and Seminole Counties, as well as the City of Orlando. The Federal Transit Administration on July 18, 2011 also committed to pay half of the Phase I capital costs for SunRail. SunRail costs will continually be re-assessed as the project moves forward.

That?s not easy to estimate, as Federal Transit Administration (FTA) formulas do not account for a wide variety of factors that could influence ridership in an area such as Central Florida. But during peak hours, SunRail is expected to carry as many passengers as one lane of I-4. FTA projections show opening day ridership for the 31-mile initial operating segment of SunRail at about 4,300 passenger trips per day, escalating to 7,400 trips by 2030. But in Charlotte, for example, opening day ridership was projected to be 9,100 passenger trips per day for the city's new light rail project, and the system actually tallied 12,000 passenger trips. So ridership projections are constantly under review, and are subject to change.

SunRail commuters can reach their destinations in a number of ways. Each station location is planned to accommodate as many rail passengers as possible. For instance, because Florida Hospital, downtown Orlando and the Orlando Health complex receive thousands of visitors and employees each day, SunRail stations have been planned for those places. Most commuters will probably be able to walk to their destination. And suburban stations will have free parking lots for commuters. The rail cars will be able to carry bicycles, so cycling is also an option. Large employment centers may choose to operate shuttle service. Finally, the LYNX and Votran bus systems will serve train stations as part of an enhanced route structure once SunRail becomes operational.

Experience from other cities with commuter rail shows that improvement comes to the areas around the stations. This includes higher-density residential development for commuters who work downtown, and restaurants and shops catering to those workers and visitors taking advantage of the commuter line. The stations provide an opportunity to focus new development, enhance bicycle and pedestrian access and connectivity, streetscape improvements and other benefits. Each station will be constructed with public safety in mind, including open sight lines and plenty of lighting, and will be designed with accessibility features for the disabled. Local residents, pedestrians, bicyclists and motorists will benefit from safety and security measures with improved crossing surfaces and warning devices at existing grade crossings. Most stations will be adjacent to an existing at-grade crossing. Cross- track access will be at grade crossings where railway warning devices will alert pedestrians to railroad traffic. Fencing will prevent pedestrians from crossing the tracks within the station areas.

Commuter rail has a very good safety record across the country, especially when compared to the number of motor vehicle crashes on our roadways. During the three- hour morning and afternoon peak SunRail service, there will not be any freight train operations. Additionally, each at-grade railway crossing will be reviewed and upgrades made to the railway warning system and/or safety enhancements will be made to the roadway crossing itself. This makes SunRail travel safe.

The wait time for a SunRail train at a grade crossing is approximately the same as a traffic light ? much better than the wait created by a 100-car freight train going by at 7:55 on Monday morning. The capital cost for SunRail will also include a new state-of- the-art signal system for train operations and upgrades for the at-grade crossing warning system. This new signal system replaces a 25-year old signal system and will provide a very safe and efficient bi-directional commuter rail operation. In addition, the upgrades to the at-grade crossing warning system will ensure that crossing gates aren?t down any longer than needed. The CSXT right-of-way along this 61-mile stretch is currently used 24 hours a day, seven days a week by freight and Amtrak trains. On average there are ten through-freight, ten local freight switchers and up to six Amtrak trains operating on a typical day. Many of these trains are operated after 11:00 p.m. CSX Transportation's long-range business plans call for relocating up to 9 through-freight trains over to the "S-line" running through the center of the state. Freight trains on the "A-Line", where SunRail will operate, will be scheduled outside of peak commuter times.

The idea behind SunRail is to provide service to the most people at the busiest travel times of day. That happens to be for commutes during the traditional workday hours. Off-peak service will be offered for those commuters requiring a mid-day work commute or wishing to use the system for other reasons.

Tri-Rail in South Florida runs between Palm Beach County and Miami.

For the most part, the trains will be stored each night at the Vehicle Storage and Maintenance Facility (VSMF) that is under construction near Rand Yard Road and Church Street in Sanford. Trains may also layover at the northern and southern stations, for Phase I at the Sand Lake Road and the DeBary stations, so that SunRail is ready to serve customers when operations are expected to begin at 5:30 a.m.

Regular maintenance and minor train repairs will be performed at the VMSF.? Major repairs will be completed by Amtrak at their Auto Train facilities in Sanford.

By early 2013, the Florida Department of Transportation (FDOT) currently anticipates that it will have executed a contract with a firm that will maintain and operate the trains. The operations will include responsibility for dispatching the trains. At present, dispatch responsibilities are handled by CSX Transportation under contract with the Department.

Phase I of SunRail includes the acquisition of seven locomotives and 14 passenger cars (5 coaches and 9 cab cars). The Florida Department of Transportation has also exercised an option to purchase an additional 3 locomotives for Phase II operations, and an additional six passenger cars for Phase II operation

Yes. That is included in the purchase orders.

A truck will be used to fuel the engines.

The entire 61.5 miles of the Central Florida Commuter Rail Corridor is owned by the FDOT (d.b.a. SunRail). Amtrak and CSX will have use of the line for passenger and freight as detailed in agreements that are posted on the www.sunrail.com website at this link: http://sunrail.com/welcome/page/projectdocuments. However, the Department has negotiated agreements with CSXT and Amtrak for curfews during construction. And once SunRail service begins, no freight will be permitted on the corridor between 5 a.m. and 10 a.m. and again between 3 p.m. and 10 p.m. daily.

The typical SunRail train crew will consist of a conductor and a locomotive engineer.

The size and composition of the track and signal maintenance crews will be determined by the Operations and Maintenance contractor as required to fulfill the terms of the FDOT contract.

The FDOT is currently double-tracking all but two miles of the corridor to avoid "bunching" up at either end and ensure reliable and efficient SunRail service.

FDOT contractors are currently double-tracking all but two miles of the corridor (in the Maitland area and over the St. Johns River) in order to allow two-way traffic, again to ensure reliable and efficient SunRail service.