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2 Guidelines for Providing Access to Public Transportation Stations
· How should pedestrian, bicycle, transit, and auto access be integrated into the site plan for
the station and its environs?
· What guidelines underlie the provisions of park-and-ride? When are garages preferable to
surface parking?
· What provisions should be made for TOD and integrating station access with the surrounding
neighborhoods?
· Under what circumstances are feeder bus services likely to provide a cost-effective means of
providing station access?
· What are ways to maximize access at constrained stations?
General Guidelines
Following are general guidelines on providing access to transit stations. These are described
in greater detail in various chapters of this report.
· Providing access to rapid transit stations should be a cooperative effort by the transit, street
transportation, and planning agencies, as well as the surrounding community. The transit
agency should be proactive in this effort.
· Station access plans should result from comprehensive and cooperative planning processes
that identify needs and opportunities and lead to effective and accepted results.
· Station access generally should be multi-modal.
· The predominant access travel modes depend upon type of land use, street spacing, and
development density, among other factors (see Exhibit 1-1). Walking dominates station
access in the city center and in contiguous high-density residential areas. Both walking and
bus access are the main means of reaching stations within the central city. Suburban stations
are typically serviced by autos, buses, and pedestrians.
Exhibit 1-1 provides only a summary of key factors related to access; many other factors also
affect the mix of access modes at a given station (e.g., network connectivity). Chapter 4 provides
detailed information on the different types of transit stations and the various factors that typically
affect access.
· Improvements to station access should consider the planned build-out of the station area so
as not to conflict with or inhibit future planning.
Exhibit 1-1. Land use and development density.
Typical Net
Typical Distance Residential
from City Center Density Primary Arrival
Location Type (miles) (people/sq. mi.) Modes 1
Central Business
02 NA Pedestrian
District
Pedestrian
Central City 2 10 8,000 20,000
Bus
Park-and-Ride
Inner Suburbs 10 15 4,000 6,000
Bus
Outer Suburbs 15 25 2,500 4,000 Park-and-Ride
Exurbia Over 25 Varies Park-and-Ride
1
Primary arrival modes indicate how the majority of riders access the station, although most
stations will attract at least some from all access modes.
