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Station Typology, Access Modes, and Access Policy Guidance 35
A station typology can help to serve as a starting point for station access planning. In most
cases, tools and strategies to improve transit access and egress will only be applicable for a limited
set of station types. As a result, successful planning should carefully consider the unique conditions
at each individual station.
Stations were reviewed according to eight categories:
· Housing density--a characterization of the housing density in the area around the station. This
attribute provides insight into the potential riders that live within walking distance of the station.
· Scale--average building height in the area surrounding the station. Building scale relates to
walkability, density, and activity levels, and helps to illustrate the feel of the station area when
combined with some of the other categories.
· Distance from CBD--a measure of the typical station type's location within the metro area.
Stations further from downtown will tend to serve a different market than those closer to
the CBD. Stations closer to the urban core tend to emphasize pedestrian connections while
commuter stations focus on providing enough parking to meet demand. These locational
attributes will vary according to transit mode and other land use considerations.
· Supporting Transit Network--the level of transit connectivity to other transit services
available at the station. This measure identifies how the station operates in the context of the
overall transit network and indicates the station's ability to serve a wide-ranging area.
· Pedestrian/Bike Access--a measure of the completeness and attractiveness of the pedestrian
and bicycle networks around the station. Well-formed connections for pedestrians and bicycles
are important for assuring successful station access.
· Surrounding Land Uses--description of the land use mix in the station area. Stations adjacent
to different land use types serve different functions.
· Parking Facilities--the level of off-street parking accommodation provided at the station type.
· Access/Egress--simple classification (Access/Egress/Both) describing the primary role of
the station in the transportation system. Some stations are located at the "home" end of the
journey for most passengers, while others represent the destination. This distinction is impor-
tant because passengers are more likely to have access to a private vehicle at the "home," or
access station.
A suggested station access typology is shown in Exhibit 4-3. This classification system applies
to stations along commuter rail, heavy rail, light rail, and BRT lines. The typology also shows
where each access mode should be encouraged. The CBD, which relies mainly on pedestrian access,
is included in the urban commercial category.
The table defines station type in terms of land use, density, scale, and distance from the CBD.
It describes the surrounding land and use, the pedestrian and bicycle access features of the existing
transit network, and the likely availability of parking facilities. Example stations are given for
each typology.
The challenge is to place each station into a specific typology. Therefore, in some circumstances,
it is desirable to adopt a simplified station typology model. Such an approach stratifies stations
into five base types: (1) CBD, (2) urban--medium to high density, (3) suburban low-density,
(4) terminal stations (both transit and auto-dependent), and (5) special conditions.
Examples of Station Arrival Modes
As part of the research effort, access mode data for over 450 rail transit stations at eight transit
systems were collected and summarized. Station types were assigned to each station. The weekday
daily average percentage of station users (for all trips) arriving by a particular mode was then com-
puted. The results are shown in Exhibit 4-4. Appendix D provides the complete set of access data.
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36 Guidelines for Providing Access to Public Transportation Stations
Exhibit 4-3. Station access typology.
Scale Supporting
Station Area Housing (# of Distance Transit
Type Density stories) from CBD Network Ped/Bike Access
Intermodal
Urban High-quality network;
High >5 0-10 miles facility/transit
Commercial good connectivity
hub
High-Density
High-quality network;
Urban High >5 0-10 miles Subregional hub
good connectivity
Neighborhood
Medium-
Some local bus High-quality network;
Density Urban Medium 2-5 5-10 miles
connections good connectivity
Neighborhood
Urban High-quality network;
Neighborhood Medium 2-5 5-10 miles Subregional hub high-volume roadways
with Parking may limit connectivity
Historic Transit Medium- 10-40 Some local bus High-quality network;
2-5
Village High miles connections good connectivity
Good network within
Medium- Some local bus
Suburban TOD 2-8 5-15 miles station area, some
High connections
high-volume roadways
Limited connectivity,
Suburban Medium-
25 5-15 miles Subregional hub some high-volume
Village Center High
roadways
Limited connectivity,
Suburban Low- Some local bus
13 5-15 miles some high-volume
Neighborhood Medium connections
roadways
Employer
Suburban 10-20 Isolated, difficult
Low 0-2 shuttles, limited
(Freeway) miles connections
bus connections
Some local bus
Suburban
connections, Poor connectivity, high-
Employment Low 13 5-15 miles
employer volume roadways
Center
shuttles
Suburban Some local bus Poor connectivity, high-
Low 13 5-15 miles
Retail Center connections volume roadways
Intermodal Good connections
Intermodal Low-
1-3 5-15 miles facility/transit between systems;
Transit Center Medium
hub isolated
Freeway/ Employer
15-40 Isolated, difficult
Highway Park Low 0-2 shuttles, limited
miles connections
& Ride bus connections
10 30 High-volume roadways,
Busway Varies Varies Subregional hub
miles difficult connections
Limited connectivity
Special Event/ Low- Some local bus
13 Varies with emphasis on
Campus Medium connections
special facility
Employer,
15 40 Isolated, difficult
Shuttle Station Low 0-2 airport, special
miles connections
event shuttles
Low- High-quality network;
Satellite City 1-3 >30 miles Subregional hub
Medium good connectivity
Limited Isolated, difficult
Legacy Low 0-2 Varies
connections connections
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Station Typology, Access Modes, and Access Policy Guidance 37
Access/ Parking Rapid Transit
Surrounding Land Use Egress Facilities Example Stations Modes
Office, residential, institutional, 16th Street/Mission (BART) Heavy Rail
No off-street
retail, entertainment, and civic Both Lloyd Center (TriMet) Light Rail
parking
uses East Liberty (Port Authority) BRT
Residential, neighborhood retail, No/limited off-
Access Kingsbridge Road (NYCT) Heavy Rail
limited office street parking
Western Pink Line (CTA) Heavy Rail
West Baltimore (MARC) Commuter Rail
No/limited off-
Residential, neighborhood retails Access Othello Station (Sound Transit) Light Rail
street parking
Euclid Ave/71st St (Cleveland RTA) BRT
Hoboken 14th Street (NY Waterway) Ferry
Off-street
Residential, neighborhood retail Access parking Anacostia (WMATA) Heavy Rail
available
Residential, neighborhood retail, Some off-street
Access Greenwich Station (Metro North) Commuter Rail
limited office parking
Bethesda (WMATA) Heavy Rail
Some off-street Davis Street (Metra) Commuter Rail
Residential, neighborhood retail Both
parking Orenco Station (TriMet) Light Rail
Tunney's Pasture (OC Transpo) BRT
Some off-street
Residential, neighborhood retail, Downtown Littleton (RTD) Light Rail
Access parking
commercial Van Nuys (LA Metro) BRT
available
South Bank (PAT) Light Rail
Some off-street
Pleasant Park (OC Transpo) BRT
Residential, retail, limited office Access parking
Route 915 - Columbia (MTA) Commuter Bus
available
Quincy (MBTA) Ferry
Park-and-ride
Varies Both Owings Mills (MTA) Heavy Rail
prioritized
Office, retail and limited Park-and-ride McCormick Road (MTA) Light Rail
Egress
residential prioritized Maple Island (Lane Transit) BRT
Park-and-ride Great Mall Transit Center (VTA) Light Rail
Retail, limited office Egress
prioritized Warner Center (LA Metro) BRT
Forest Hills (MBTA) Heavy Rail
Park-and-ride Mukilteo (Sound Transit) Commuter Rail
Varies Both
often prioritized Bellevue Transit Center (Sound Transit) Commuter Bus
Hoboken Transit Terminal (NY Waterway) Ferry
Golden Glades (TriRail) Commuter Rail
Park-and-ride I-485/South Blvd (CATS) Light Rail
Varies Both
prioritized Eagleson (OC Transpo) BRT
Sammamish Park & Ride (Sound Transit) Commuter Bus
Park-and-ride
Varies Access El Monte Bus Station (LA Metro) Commuter Bus
prioritized
Limited off- Hartsfield Airport (MARTA) Heavy Rail
Entertainment, airport, and/or
Egress street parking Hamburg Street (MTA) Light Rail
civic uses
available Airport Station (MBTA) BRT
Some off-street
Varies Egress Great America (ACE) Commuter Rail
parking
Park-and-ride Elgin (Metra) Commuter Rail
Residential, retail, limited office Both
prioritized Port Townsend (WSDOT Ferry) Ferry
Some off-street
Varies Access St. Denis (MARC) Commuter Rail
parking
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38 Guidelines for Providing Access to Public Transportation Stations
Exhibit 4-4. Average station access mode share by station type.
Average Access Mode Percentage
Auto
Station Type Feeder Auto
Walk Bicycle (Park-
Bus (Drop-
(%) (%) and-Ride)
(%) off) (%)
(%)
Urban Commercial 82 1 10 2 5
High-Density Urban 72 2 14 4 10
Neighborhood
Medium-Density 80 1 9 4 7
Urban Neighborhood
Urban Neighborhood 35 3 21 10 31
with Parking
Historic Transit 25 1 3 17 53
Village
Suburban TOD 32 2 13 14 39
Suburban Village 30 2 16 12 40
Center
Suburban 29 1 11 13 46
Neighborhood
Suburban Freeway 10 1 12 12 65
Suburban 29 3 25 9 36
Employment Center
Suburban Retail 30 2 19 11 39
Center
Intermodal Transit 27 1 36 6 30
Center
Special 55 2 24 6 13
Event/Campus
Satellite City 7 6 12 16 59
Information was not available for some stations types, including busway, shuttle, and "legacy"
rapid transit stations. These stations are individual by system and location: each has its own
history and context.
System-wide Station Access Modes
System-wide station access modes in Denver and Washington, D.C., are shown in Exhibit 4-5.
Washington's Metro, which has a larger service area and a stronger CBD than Denver, has a
greater proportion of walking trips and a lower proportion of automobile trips. Buses accounted
for about 20 percent of the boardings in both systems.
Heavy Rail and Light Rail Access
Examples of heavy rail and light rail station types, boardings, and passenger arrival modes at
individual stations are shown in Exhibit 4-6 and Exhibit 4-7 respectively. Key observations are:
· The station typology works in classifying stations. However, in some cases, additional
classification appears desirable.
· At most stations, more than one mode serves a significant percentage of arriving passengers.
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Station Typology, Access Modes, and Access Policy Guidance 39
Exhibit 4-5. Weekday station access modes in Denver and Washington, D.C.
Denver LRT WMATA(%)
Access Mode SE
SW Corridor (%) Corridor
(%)
Drove Alone 35 40 29
Carpooled - 5 1
Dropped Off 5 5 9
Subtotal Auto 40 50 39
Bus 29 21 22
Walked 28 25 33
Bicycled 3 1 1
Other 0 3 5a
Total 100% 100% 100%
a
4% commuter rail
Source: Denver RTD and WMATA
· The main access modes are walking, transit, and auto driving. Bicycles, where present, usually
account for less than five percent of passenger arrivals.
· The highest numbers of boardings (and alightings) are in the CBD and some adjacent high-
density areas. Pedestrian access dominates in the CBD, followed by transit.
· Transit and walking are the main means of arrival in cities and at other non-CBD stations
serving high-density areas. However, where parking is provided, walking and automobile
access can be greater than access by feeder transit. Stations at well-established commercial
centers also rely on the three main access modes.
· Suburban stations rely mainly on park-and-ride access, followed by transit. While park-and-
ride access dominates at multi-level garages, adjacent bus terminals can serve a quarter of all
passenger arrivals.
· Urban and suburban transit centers can bring more passengers into stations than in areas of
similar density without such facilities. Well-planned transfers are essential at these locations.
· Major BRT interchange facilities can account for half or more of all passenger arrivals.
Commuter Rail Boarding
Data on selected access modes for six high-ridership Metra commuter rail stations in long-
established Chicago suburbs were obtained. The average access mode percentages are shown in
Exhibit 4-8.
Approximately 0.75 parking spaces were provided per boarding passenger at these stations.
Automobile Access
The prevalence of auto access among various rapid transit stations is shown in Exhibit 4-9.
The data for the New York area excludes the New York City subway system that relies mainly
on pedestrian access.
Exhibit 4-10 shows arrival mode share at stations with major park-and-ride facilities along
Boston's Red Line in 1984. Automobile access dominated, accounting for almost 60 percent of
all boardings at these stations. However, there were still considerable proportions of pedestrian
and bus access at most of the stations.
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40 Guidelines for Providing Access to Public Transportation Stations
Exhibit 4-6. Examples of station boardings and arrival modes
(heavy rail rapid transit).
Percent by Arrival Mode (%)
City & Weekday Drive Drop-
System Station Type Boardings Walk Bicycle Transit alone off Other
San Francisco Montgomery St. CBD 32,520 91 1 7 0 1 0
(BART)
Oakland City
Center CBD 13,380 92 1 4 0 1 0
16th St. Mission Urban Commercial 11,400 72 6 16 2 4 0
Downtown
Berkeley Urban Commercial 11,930 84 5 7 2 2 0
Suburban
Walnut Creek Neighborhood 6,040 24 2 13 47 14 0
Boston Suburban
(MBTA): Wonderland Neighborhood 4,350 10 0 17 65 8 0
Blue Line
Urban Neighborhood
Beachmont with Parking 1,900 50 1 7 34 8 0
Urban Neighborhood
Orient Heights with Parking 2,710 28 1 34 23 15 0
Medium-Density
Maverick Urban Neighborhood 5,550 64 0 23 8 4 0
Boston Suburban
(MBTA): Oak Grove Neighborhood 4,970 31 2 22 26 19 0
Orange Line
Intermodal Transit
Sullivan Square Center 6,070 28 0 53 16 3 0
Downtown
Crossing CBD 3,410 88 0 14 2 2 0
Chinatown Special Urban 1,810 83 1 11 2 1 2
Back Bay Urban 3,140 45 0 53 0 0 2
Massachusetts
Ave Urban-High Density 2,720 87 2 9 1 0 1
Ruggles Urban 4,410 54 0 42 4 0 0
Stony Brook Special Urban 2,380 94 0 0 3 3 0
Intermodal Transit
Forest Hills Center 10,480 31 0 51 13 5 0
Boston Suburban
(MBTA): Alewife Employment Center 7,570 27 6 24 36 7 0
Red Line
High-Density Urban
Harvard Square Neighborhood 10,210 49 1 48 2 1 0
Central Square Urban Commercial 7,860 84 1 12 3 1 0
Downtown
Crossing CBD - 86 0 13 0 0 1
High-Density Urban
Andrew Neighborhood 3,670 66 1 23 6 4 0
Special
JFK/ UMass Event/Campus 4,280 51 0 37 7 5 0
Suburban
Quincy Center Neighborhood 5,930 42 1 31 17 9 0
Quincy Adams Suburban Freeway 3,180 8 0 3 78 11 0
Braintree Suburban Terminal 3,040 13 0 9 52 25 0
Ashmont Urban Terminal 4,590 55 0 29 10 6 0
- Indicates data not available
Source: BART, MBTA
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Station Typology, Access Modes, and Access Policy Guidance 41
Exhibit 4-7. Examples of station boardings and arrival modes (light rail transit).
Percent by Arrival Mode (%)
City & Weekday Drive Drop-
System Station Type Boardings Walk Bicycle Transit alone off Other
New Jersey Trenton (3 Stations) Urban/CBD - 32 6 36 14 7 5
Transit
Downtown Camden Urban/CBD - 26 3 54 5 8 4
(4 Stations)
Regional Park-and-Ride Suburban - 4 0 4 77 13 2
(3 Stations)
Town Center/Other Suburban - 25 2 18 41 11 3
(10 Stations)
Portland, OR Hatfield Government Suburban Village 640 34 0 30 29 7 0
(TriMet) Center Center
Hillsboro Central TC Suburban Village 900 58 0 27 7 8 0
Center
Willow Creek Transit Intermodal 780 18 0 41 36 5 0
Center Transit Center
Beaverton Transit Center Suburban Retail 3,860 58 0 25 8 9 0
Center
Pioneer Square South Urban 11,490 86 0 13 1 0 0
Commercial
Old Town/ Chinatown Urban 2,350 87 0 7 5 1 0
Commercial
Lloyd Center/NE 11th Urban 2,840 70 0 16 13 1 0
Ave Commercial
Gateway/NE 99th Ave TC Intermodal 4,640 15 0 44 38 3 0
Transit Center
E 162nd Ave Medium-Density 940 70 0 10 8 12 0
Urban
Neighborhood
Gresham Transit Center Suburban Village 2,200 37 0 34 22 7 0
Center
Portland Int'l Airport Special Event/ 2,040 89 0 6 2 3 0
Campus
- Indicates data not available
Source: NJ Transit, TriMet
Exhibit 4-8. Commuter rail access mode percentages (Metra).
Mode Percentage of Arrivals (%)
Drive alone 47
Carpool 4
Dropped off 14
Subtotal Auto 65
Walk 22
Bus 11
Other 35
Source: Metra
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42 Guidelines for Providing Access to Public Transportation Stations
Exhibit 4-9. Prevalence of auto access among transit riders (percent of access).
Auto
Total
Popu- Transit Transit Passen- Drop- Auto
Urban Area lation System Mode Year Driver ger off Access
New York 21,200,000 LIRR, CRR, ferry, 1998 32% 8% 40%
No. New Metro express bus
Jersey, NY- North,
NJ-CT-PA NJT
Chicago, IL- 9,160,000 Metra CRR 1994 55 6 13 74
IN-WI a
CTA HRT 1997 8.5 <0.7 3.0 12±
San Francisco 7,040,000 Caltrain CRR 2001 40.3 12.8 53.1
Oakland
BART HRT 1998 39 10 49
San Jose, CA
Houston 4,670,000 Metro Commuter 1995 75.0 4.1 79.1
Galveston, TX bus (HOV)
Pittsburgh, 2,360,000 PAT LRT 1996- 36.5 1.1 8.0 45.6
PA 97
PAT Bus incl. 1996- 7.7 0.2 2.9 10.8
busway 97
Portland, OR- 2,260,000 Trimet LRT 1997- 25.9 1.1 6.1 33.1
WA 98
Sacramento- 1,800,000 RT LRT 1996- 22.5 0.5 5.1 28.1
Yolo, CA 97
Buffalo, NY 1,170,000 NFTA LRT 1997- 17.7 1.0 2.0 20.7
98
a
Note: Percentage shown is for "other" mode of access, including auto passenger (in parked
auto), thus the true auto passenger percentage is less. The corresponding total auto
access percentage is necessarily approximated.
Sources: Adapted from TCRP Report 95 (2, 4, 5, 6, 7, 8, 9, 10 )
Exhibit 4-10. Arrival modes at selected Red Line stations (Boston).
Park-
Dropped
System Walk Bus and- Other
Off
Ride
Braintree Station 5% 10% 58% 27% 1%
Quincy Adams Station 6 3 80 10 <1
Quincy Center Station 24 41 21 13 0
Wollaston Station 44 2 40 15 0
North Quincy Station 33 4 52 10 1
All Five Stations 25 12 46 16 1
Source: Adapted from TCRP Report 95 (2, 11 )
