FREQUENTLY ASKED QUESTIONS

Starting in 2006, the South Florida East Coast Corridor (SFECC) Study conducted an extensive planning and public outreach effort, resulting in a System Master Plan for integrated passenger services along 85-miles of the Florida East Coast (FEC) Railroad corridor from Miami to Jupiter, including direct connections to Tri-Rail and other transit systems. The System Master Plan represents an ultimate, long-term vision for implementing reliable, high quality rail transit service in Southeast Florida. Due in part to the high cost to build and operate the vision of the System Master Plan, the realities of the current economy and to allow ridership to build over time, the FDOT is working to refine the System Master Plan and develop an implementation strategy based on various scenarios to implement the project in phases. Ongoing progress of technical work such as travel demand modeling and train simulation will support an informed evaluation of potential, cost-feasible initial phases within the 85-mile corridor.

The SFECC Study is sponsored by the Florida Department of Transportation (FDOT), South Florida Regional Transportation Authority (SFRTA) and the Metropolitan Planning Organizations of Palm Beach, Broward and Miami-Dade Counties. The study is managed by FDOT following guidelines established by the Federal Transit Administration, Federal Highway Administration and Federal Railroad Administration and recommendations by the U.S. Maritime Administration, U.S. Coast Guard, Federal Aviation Administration and U.S. Environmental Protection Agency. Input is being sought from Miami-Dade Transit, Broward County Transit, Palm Tran, the South Florida and Treasure Coast Regional Planning Councils and the three county Leagues of Cities.

Q: What has been done over the last year?

The Florida Department of Transportation (FDOT) has been working to advance the necessary technical work to refine the System Master Plan. This work includes extensive coordination with the Federal Transit Administration (FTA) on the travel demand/ridership model and with FEC on shared use of the corridor and ongoing corridor improvement projects by FEC to enhance both freight and commuter rail.

Q: Is the project moving forward?

The project is moving forward with the refinement of the System Master Plan to identify and evaluate initial phases for implementation, start-up infrastructure, stations, and preliminary costs. The refined System Master Plan will be presented for endorsement as a Locally Preferred Alternative (LPA); a critical milestone in the federal project development process. A public outreach program will continue to solicit input as the refinement efforts for the project continue.

Q: What are the next steps?

1. Refine the System Master Plan – ongoing
2. Continue Coordination with FTA and FEC – ongoing
3. Develop preliminary phased implementation plan and phasing costs – ongoing
4. Continue public outreach – ongoing
5. Updates to Metropolitan Planning Organizations, SFRTA, and other stakeholders – Winter/Spring 2012
6. Identify funding strategies – Summer 2012
7. Request MPO endorsement of the refined System Master Plan / LPA – Fall 2012
8. Progress the implementation plan into the next phase of development – Fall 2012

Q: When will the station(s) serving my district/city be built?

The System Master Plan envisioned a total of 52 general areas for potential stations as part of the ultimate build out of the 85-mile passenger service. As the Study continues, the station areas will be refined based on ridership projections, spacing, travel time and cost-effectiveness. It is anticipated that the number of stations will be reduced based on these factors and other local considerations including land use, local comp plans, connectivity to highway and transit, benefits to people who are transit dependent and Transit Oriented Development (TOD) potential. This station refinement process will be accomplished through extensive outreach with stakeholders.

Q: What are the criteria for station locations?

There are a number of criteria which include:
• ridership forecasts
• proximity to east-west highway corridors
• density of surrounding residential or commercial development
• potential for park-and-ride
• connectivity to other transit
• future growth in the area
• nearby facilities
• benefits to people who are transit-dependent

Q: When does FDOT plan to continue interacting with the public?
Over the next several months, as the System Master Plan is refined, widespread interaction with the public will resume, soliciting input prior to a request for MPO endorsement of the Locally Preferred Alternative (LPA).

Q: What are some of the challenges of the project?

On a complex project such as this, the challenges are many. The more critical ones include accessing the FEC corridor, funding, developing the implementation plan, and addressing community concerns over noise, traffic and impacts to the New River. Coordinating agreements to access FEC's rail line and resolving operational issues associated with a shared-use corridor for freight and passenger service are challenges being addressed through ongoing coordination with FEC. The operator of the system must also be determined as the study progresses.

Q: What type of transit service will be available?

Initial service is anticipated to connect the coastal downtown and municipal areas with an express service. Local service, stopping more frequently than an express service could be added on as ridership builds. Integration with TriRail, Metrorail, Metromover and county BRT and local bus service is part of the study.

Q: Won't passenger service on the FEC service just duplicate Tri-Rail service?
Transit along the FEC alignment will ultimately link to and enhance Tri-Rail service with stops closer to where people live and work. Using travel forecast models, the study will analyze the best ways to join the two services so they could operate as an interconnected system. People who presently ride Tri-Rail are generally long-distance commuters who arrive at stations by car, bus or shuttle. Transit along the FEC route has the potential of servicing shorter trips as well, within walking distance of future transit stations, municipal downtowns along the corridor and major activity centers such as hospitals and universities.

Q: Where would the Tri-Rail/FEC connections be?
The study team is analyzing connections in Miami, Pompano Beach, and West Palm Beach.

Q: Will freight trains be removed from the FEC alignments?
The potential of rerouting FEC freight trains was analyzed early in the Study and some opportunities were identified that may be subsequently pursued by FEC, FDOT and other study partners. However, regardless of the outcome of those discussions, the necessity of servicing ports and local shippers along the FEC corridor means that some level of freight train service is likely to remain on that route.

Q: Will a transit service on the FEC run on time?
Every effort will be made, starting with the earliest stages of design, to ensure that passenger and freight services will safely and reliably co-exist in the corridor from the opening day of service.

Q: How long will it take to get from Jupiter to Miami or Fort Lauderdale to Miami?
Travel time will depend on the number of stops and the type of train. Travel time is expected to be comparable to an average vehicle commute with greater reliability, consistency and convenience and at lower cost to the commuter.

Q: What is FEC's role?
FEC is an integral study partner to develop an effective passenger service while accommodating continued freight operations. They own the rail corridor and operate the freight trains that serve the seaports. They are providing in-kind engineering services and working closely with FDOT to accommodate passenger service in the corridor.

Q: Will the project be phased and if so, how will the first phase(s) be determined?
It is anticipated that passenger service will be phased in along the corridor. The priority for implementation of the phases depends on anticipated ridership, cost, cost-effectiveness and local commitment of funds, among other criteria. The MPOs determine project priorities within the three counties.

Q: How much will the project cost?
Cost estimates for the different service plans and project segments are being prepared.

Q: Has a funding source been identified to pay for the capital costs, operations and maintenance (O&M)?
In conjunction with local partners, FDOT will continue to evaluate various funding strategies to identify the best combination of approaches and sources for funding the project. Capital funding may be a combination of federal, state and local monies. The ultimate funding mechanism for operation and maintenance costs are anticipated to be generated locally. Because of the unique location of the corridor in dense urban areas, it is anticipated that planned and future development at stations will generate revenue opportunities to help offset O&M costs.

Q: When can service begin?
Some transit along certain segments of the corridor could be in service as early as 2017 depending on several factors -- if consensus is reached, if there is a local, dedicated source of funding and if the project receives the appropriate federal or state funding approvals. Currently, there are no committed funding sources for engineering, construction, operations, or maintenance. The start of service depends on numerous factors including: meeting technical criteria, obtaining access to the FEC corridor and securing funding. The study is progressing, maintaining funding eligibility through a federal process which could result in revenue service in 7 years, in a best case scenario. Non-federal funding opportunities and a non-federal process could result in service in about 5 years.

Q: How does this System Plan compare to the SFRTA plan?
The SFRTA plan is a concept which SFRTA has not presented to FDOT for review. Until the supporting technical data can be evaluated, it is hard to draw comparisons. However, SFRTA is a partner in the FDOT study and is aware of the challenges of re-introducing passenger rail service in the corridor which FDOT and the MPOs are working to resolve.

Q: Will people's homes be acquired to make room for stations?
Based on the choice of alignment, few, if any, homes will need to be acquired except perhaps for station development. In order to gain maximum ridership, station areas are generally located near commercial centers. However, every effort will be made to minimize impacts should a station need to be located in or near a residential area. Property owners will be compensated for property acquisitions per applicable laws.

Q: Will FDOT build a noise wall along the FEC Corridor if a passenger train of some kind operates there?
If passenger trains are put into service on or alongside the FEC tracks, FDOT will conduct detailed noise studies to determine if a noise wall is warranted next to residential or other noise-sensitive areas, such as schools, churches or hospitals. Generally, passenger rail is quieter than freight rail and trains are much shorter in length, causing less noise for a shorter period of time.

Q: Will passenger trains be required to sound their horns at grade crossings?
Federal Railroad Administration (FRA) regulations currently require trains to sound their horns at all at-grade highway crossings for safety reasons. However, new federal "Quiet Zone" regulations permit the elimination of train horns if certain safety improvements are added to a crossing. The applicability and funding of Quiet Zones will be considered as the study continues and in ongoing parallel efforts by FDOT.

Q: What will the impact be on street traffic when railway crossings are closed more often to accommodate passing transit service?
More frequent train service will mean more gate closings, although passenger trains are shorter and faster than freight trains so their impact on traffic is less severe. The Study will consider closing some crossings wherever practical. Ways to minimize delays to auto traffic will be evaluated. FDOT will work closely with each municipality along the FEC alignment as grade crossings are evaluated.

Q: How will the trains cross waterways like the New River?
A number of environmental, engineering, aesthetics, navigational and cost-benefit issues need to be fully understood before a decision on how to cross each waterway can be made. Where new crossings are needed, the specific type of water crossings will be determined as the engineering phases of the Study advance.

Q: Is there any thought of creating a greenway for bicycles and pedestrians?
A greenway may be considered, since it is already part of bicycle/pedestrian planning by the Metropolitan Planning Organizations (MPO) of the three counties and the technical team has been working with their the MPO Bicycle Coordinators. Further evaluation is required before a determination can be made.

Q: Would there be facilities for bicycle storage?
Accommodations for bicycles will be part of station planning. Some stations may have bicycle storage areas and whether those are racks, cages or lockers will be determined later in the study. The needs of bicycle riders will be taken into account, too, when specific types of transit vehicles are selected. Riders may also be able to cycle to a station, put their bikes on board, use transit part of the way and then continue on by bicycle.

Q: How is the study being conducted?
The study is being conducted in accordance with Federal Transit Administration (FTA), the National Environmental Policy Act of 1969 (NEPA) and FDOT's Efficient Transportation Decision Making (ETDM) process and guidelines. Depending on how the service and funding packages are structured, transit service along portions of the corridor could begin as early as 2017.

Q: Who will manage construction and operation of the new transit service? Will it be FDOT, the South Florida Regional Transportation Authority (SFRTA) that manages Tri-Rail, or another entity?

That decision will be made in the future based on best practices drawn from examples around the country.

Q: It seems important decisions will be made as the Study progresses. Will the public be kept informed and have opportunities to comment on them?

Public involvement is a very important part of the Study process. In the last few years, there were 14 Kickoff Meetings, 12 Workshops and five Public Hearings attended by more than 1,700 members of the public. The project database of property owners and business operators was compiled from tax rolls for sites within a two-mile-wide study corridor and along its 85-mile length. The result was a mailing list of nearly 230,000 individuals and companies. A new, expanded database was later compiled from the same sources but enlarging the area beyond two miles. Moving forward, meetings will be announced in newspaper ads and meetings notices will be sent via U.S. Postal Service and transmitted via e-flyer to those in the project database. To be added to the project database, contact any member of the South Florida East Coast Corridor (SFECC) Study's Public Involvement Team listed below or add your e-mail to the box at the top of the page.

How can I get more information about the study and receive notices of meetings?

Please visit the website (below) or contact any member of the Study's Public Involvement Team and ask to be included in the project database. That way you will receive all meeting notices and periodic updates as the Study continues.

You can also visit the project website www.sfeccstudy.com.