Florida Station Design Guidelines Final 122309 PDF

South Florida East Coast Corridor (SFECC)
Transit Analysis
Station Design
Guidelines
Prepared for
Gannett Fleming, Inc.
On Behalf of
State of Florida Department of Transportation
By:
Table of Contents
Chapter 1: Introduction to Corridor 1

a. Project Location and Background 2
b. Goals and Objectives 4
c. Design Guidelines Intent 6
d. Planning for Sustainable Growth: The Planning Process 7
Chapter 2: Brief Corridor History 14
Chapter 3: Design Guidelines Overview 18

a. Intent of:
i. Transit Today 18
1. Civic/Cultural Crossroads
2. Iconic Form
3. Redevelopment Energy 19
4. A Sustainable Future
ii. Station Design Parameters: 20
1. Integration into the Community/Urban Fabric 20
2. Accessibility:
a. Pedestrians and Bicyclists 21
b. Transit (Other Modes)
c. Kiss and Ride 22
d. Park and Ride
3. Transparent and Functional Simplicity 23
4. Security/CPTED 24
5. Comprehensive Systems Sustainability 25
6. Articulation of Form and Community Identity 26
7. Arts-in-Transit 28
Chapter 4: Station Typology and Modes 31

a. Station Typology and Hierarchy 33
i. City Center 34
ii. Airport/Seaport 38
iii. Town Center 42
iv. Regional Park and Ride 46
v. Neighborhood Center 50
vi. Employment Center 54
vii. Local Park and Ride 58
viii. Special Events Venue 62
b. Transit Modes: 20
i. Commuter/Regional Rail 66
ii. Light Rail 68
iii. Bus Rapid Transit 70
iv. Rapid Rail (Metro Rail) 72
v. Regional Bus 74
SFECC Station Design Guidelines

Table of Contents
Chapter 5: Station Components: 76

a. Typical Components of Station Areas 78
b. Arrival Zone 80
i. The Pedestrian Zone 82
1. Pedestrians 84
2. Bicycles 86
3. Greenways and Rail-with-Trails 87
ii. Bus Drop-Off 90
iii. Vehicular Drop-Off: Kiss and Ride 92
iv. Park and Ride 94
1. Parking 96
2. Emergency Vehicle Access 96
v. ADA Accessibility 98
c. Travel Zone 102
i. The Station 104
1. Station Building 104
2. Structure and Engineering 105
3. Support Buildings 106
a. Restrooms
b. Ticketing Booths
c. Interior Waiting Spaces
d. Concessions 108
4. Station Building Type Hierarchy 109
ii. The Platform 110
1. Platform Layout 114
2. Sight Lines to and from Platform 116
3. Platform Canopy
4. Roofline Treatments and Materials
5. Drainage
6. Shading/Wind Screen and Climate Protection 117
7. Platform Access 118
8. Platform Amenities 119
9. Track Crossings 124
a. At Grade Crossing
b. Vertical Circulation
10. Components Summary Table 125

Table of Contents
Chapter 6: Elements of Design 127

a. Information Systems 128
i. Signage 130
1. Station Entry Statement
2. Station Identification
3. Informational Signage
4. Trailblazing Signage
5. Electronic Passenger Information Display Systems 131
6. Regulatory Signage
ii. Advertising
iii. Public Address Systems 132
iv. Security Systems
v. Wireless Technology Access
b. Architectural Elements 133
i. Style and Character
c. Site Furnishings 134
i. Seating
ii. Bike Racks 135
iii. Trash Receptacles
iv. Bollards 136
v. Planters/Flower Pots
vi. Flagpoles/Banners/Pennants/Plaques 137
vii. Tree Grates
viii. Drinking Fountains 138
ix. Vending Machines
x. Ticket Kiosks
xi. Hose Bibs 139
d. Hardscape Surfaces and Materials
i. Pedestrian Walkways 140
ii. Pedestrian Crosswalks
iii. Roadways
iv. Parking
v. Ramps 141
vi. Plazas/Courtyards/Seating Areas
vii. Platform
e. Lighting 142
i. Platform Area Lighting 143
ii. Walkway, Elevator/Escalator and Stair Lighting
iii. Parking Area Lighting
iv. Landscape/Accent Lighting 144
v. Lighting Control Systems
vi. Electrical Convenience Outlets
f. Design Elements Summary Table 145

Table of Contents
g. Landscape Materials 146

1. Tree/Palm Relocation 127
2. Plant Material Selection/Design 127
3. Parking and Streetscape Plantings 148
4. Station Plantings 127
5. Rail Corridor and Right-of-Way Plantings 127
h. Irrigation 149
Chapter 7: “Green” Stations 151

a. The Station as a Sustainable Entity 154
b. Environmental Sustainability for the Site 156
c. Environmental Sustainability for the Landscape 158
d. Environmental Sustainability for Structures 160

Chapter 8: Maintenance Guidelines 165
Chapter 9: Appendix 177

Introduction to Corridor
1
Project Location and Background
The South Florida East Coast Railway Corridor

stretches along the eastern coast of the state
of Florida and currently is in operation for the
transport of goods and services related to the
freight and shipment industry. The study corridor,
as determined in the Phase 1 Study, is the 85-
mile portion of the Florida East Coast Railway
Corridor from Tequesta to Downtown Miami. The
study corridor covers one (1) mile on either side
of the existing FEC rail line and traverses three (3)
counties (Palm Beach, Broward and Miami-Dade).
A total of 47 municipalities exist within the two
(2)-mile corridor, of which 38 exist within one-half
(½) mile of the FEC and 28 are directly on the FEC
corridor.
The first phase of the study was completed in 2008

and led to the launch of the second phase of the
project. This second phase of the study further
details and aligns the study area and goes into
greater detail for classifying viable modes of transit
for the FEC right of way that is now broken into
three separate areas of utility.
Following are the elements that were identified as a

result of the first phase of the project:
1. Corridor
The FEC corridor was identified as the
study corridor after comparison to adjacent
corridors (such as US-1, Dixie Highway, etc)
as well as comparisons to various scenarios
that included improvement to existing transit
systems (such as bus transit, Tri-Rail, etc)
and even a “no-build” option. The first phase
helped align study efforts to the FEC corridor
and recognized areas where further study
was required.
The SFECC Study Corridor
2 Chapter 1 SFECC Station Design Guidelines

2. Transit Technologies The second phase of the study focuses on station

Multiple modes of transit were considered typology, design, as well as the identification
and narrowed to five modes for further of potential station locations along the 85-mile
refinement and study corridor. Station locations in Phase 2 are based
on station typology, technical and engineering
3. Station Typology (8 Types total) requirements for the system based on the transit
Various types of stations were determined system modeling, land use, and community
as suitable for the corridor based on various preference for specific station locations.
existing land uses and conditions as well as
community needs and desires. These station The goal of the Design Guidelines and Criteria
types will be further discussed in more detail for Stations is to standardize the components
later in the report. and design process related to the various
station types and modes to ensure a consistent
4. Station Locations approach and level of investment throughout the
Based on the various technical requirements corridor. The guidelines will help guide the layout
determined by the transit system mode/ of a comprehensive system while also providing
technology and various land use factors, opportunities for the various municipalities in
potential station locations determined in the the corridor to incorporate their own distinctive
first phase of the study have been refined. elements (such as Arts in Transit) into the station
design.
The SFECC Phase 1 Report and 5 modes/transit technologies being further studied in Phase 2.
Source: www.sfeccstudy.com
SFECC Station Design Guidelines Chapter 1 3

Project Goals and Objectives
Trends indicate that the need for alternative Transit today faces multiple challenges that have
transportation solutions that provide viable and to balance ridership needs with ongoing operating
sustainable growth opportunities are on the rise and maintenance costs. Additionally, a dedicated
in regions, such as South Florida, that continue revenue source is crucial. Several key factors
to experience growth and redevelopment. South that go into a successful transit system include an
Florida has experienced and will likely continue integration into an overall multi-modal connectivity
to experience both growth and redevelopment. framework, including linkages to other forms of
Ridership of the recently expanded Tri-Rail connectors that range anywhere from sidewalks
(commuter rail) system continues to rise; however, and dedicated bicycle pathways to interstate
preliminary studies by the Regional Transit highways to trolley and bus transit systems.
Authority indicate that some demands exist along Throughout the process, however, a balance also
the densely populated eastern corridor of the has to be achieved with a need for sustainable and
region. The SFECC Transit Analysis Study looks best management practices as well as a pleasant
at reintroducing passenger transit on the FEC and sometimes even engaging experience for the
corridor in order to provide inter-connectivity with user. This is especially true in South Florida, as
other regional transportation networks that will help today , and into the near future transit riders still
resolve the congestion and sustainable growth will have a choice to drive an automobile as the
issues that the region is experiencing. Today, urban-scape has grown from an auto dependent
transit continues to serve as a sustainable tool paradigm.
that encourages a reduction in auto-dependent
transportation corridors and uses and therefore
encourages the preservation of natural resources
and amenities.
The South Florida metropolitan region extends

along the eastern shore of the state of Florida
and is unique in that it links three dense city
centers, (i.e. Miami, Fort Lauderdale, and West
Palm Beach), each that serves as the hub of the
three counties (i.e. Miami-Dade, Broward, and
Palm Beach). The South Florida metropolitan
region population ranks 7th in the nation, with
an estimated population of almost 5.5 million in
an area of approximately 6,000 square miles .
Each of these hubs also operates their own major
airport and seaport centers that provide wide-
spread global connectivity to the region. The FEC
passenger railway system is poised to capture
on these connections and provide the type of
intermodal connectivity and accessibility to mass
transit that the region needs.

Following are the goals and objectives that the

design and planning for the stations on the South
Florida corridor should follow:
• Provide innovative and user-friendly station

facilities by incorporating supporting facilities
such as concession areas, waiting rooms,
restrooms, and ticket booths
• Provide pleasant, covered platform areas and

shelter from environmental and micro-climate
factors prevalent in the region (i.e. sun/heat,
wind, rain, etc)
• Provide aesthetically pleasing and visually

Mockingbird Station, located just east of North Central Ex-
engaging surroundings that people will enjoy pressway at Greenville Avenue and Mockingbird Lane, is allow-
while waiting for the trains to arrive ing people to realize the full potential of this light rail station
through recent retail and residential developments immedi-
ately adjacent to the station.
• Maintain quality design standards through the Source: http://www.nctcog.org/trans/sustdev/landuse/ex-
design and construction process so that station amples/Mockingbird%20(DART).jpg
facilities will endure public use for many years
• Provide secure and safe places for the

commuter during the day and night
• Provide that all areas are barrier-free for the

physically challenged
• Accommodate for safe and practical circulation

methods between the various station
components and parking/drop-off areas
• Incorporate the use of sustainable planning,

building, and implementation practices to
ensure long-term use and cost-effectiveness Portland, Oregon’s MAX light rail system makes Pioneer Court-
while also encouraging an environmentally- house Square a better place.
Source: http://www.lightrail.com/photos/portland/portland05.
sensitive approach jpg

Design Guidelines Intent
The intent of the Station Planning and Design and efficient transit system that contributes to the
Guidelines is to provide a mechanism that simplifies civic pride and identity of the diverse communities
the approach to station planning and also provides along the historic FEC corridor.
a comprehensive framework to ensure consistency
and clarity of station design within the SFECC The guidelines include eight chapters and
Transit system. The Guidelines also outline the appendices. They are as follows:
optimal requirements for the building of efficient,
functional, and coordinated station areas along the 1. Introduction to Corridor
85-mile corridor. To provide for a comprehensive
understanding of the approaches and framework 2. Corridor History
requirements, the guidelines steer the reader
from the broader goals and objectives down to 3. Design Guidelines Overview
the specific building blocks that help achieve the
common system requirements. 4. Station Typology and Modes
It is important to note that the criteria in this booklet 5. Components of a Station Area
describe optimal design elements and conditions
for the eight typical station types identified for the 6. Elements of Design
SFECC corridor. As the transit system continues
to develop and station sites are identified for 7. “Green” Stations
planning and design, the operating/management
agency of the transit system may choose to only 8. Maintenance Guidelines
provide standardized basic amenities for each
station type. It will thus be the responsibility of 9. Appendices
the individual municipalities and jurisdictional
agencies to “upgrade” their station based on the As innovations in the transit industry advance, the
recommendations made within this document, guidelines should also be reevaluated and updated
the SFECC Station Design Guidelines, based on at incremental stages to incorporate new and
community preferences, phasing, and overall costs. more sustainable trends and techniques. While
the design guidelines provide basic criteria, it is
The SFECC Station Design Guidelines begin by also important that station design include room
describing the over-arching framework for station for cultural and artistic expression that garner civic
design and introduce the different station types pride and support in their community stations and
that were established as part of the first phase of the overall transit system.
the study. The guidelines stress the importance
of accessibility and functionality by incorporating
diagrams that indicate basic relationships and
components of the various station types proposed
for the corridor. Next, the various requirements for
the different elements required in station areas are
described and range from platform area canopy
structures to security cameras. Finally, prototypical
station diagrams demonstrate the application of the
guidelines and provide a visual guide to the process
and approach. These applicability guidelines
provide an impetus for creating a comprehensive

Planning for Sustainable Growth: The
Planning Process
The following paragraphs describe the support transit development.

recommended design and planning approach for
specific station areas based on basic planning As the ultimate client of the station area,
principles that begin identifying the goals and an essential component of this first step is
objectives and station locations through the design the continued integration of community and
process to implementation. municipality input. Community meetings and design
charrettes facilitate the needs and wants of the
Step 1: Project Definition community and its stakeholders. They also help in
gathering base data for the following design steps.
The planning process for Station Design begins One example of a community input process is the
first by defining the project goals, objectives, Visioning Workshop which aids in the creation of
and area/location. At the beginning of Phase 2 “vision diagrams” for the various communities and
of the SFECCTA Study, a series of station types their needs and aspirations for transit development
were defined in order to address the needs of the in their neighborhoods. Also integral is the
transit system based on technical studies and involvement of the municipal governments and
community preferences. (Refer to Appendix A: planning departments that help guide the station
Station Typology Memorandum by Gannett Fleming design process based on their community needs
for a complete narrative on the various types) In and desires. They also provide the official rules
addition, based on the criteria developed for the and regulations necessary for the planning process
various types of stations, potential locations were such as zoning, comprehensive land use plan
also analyzed in accordance with GIS mapping requirements, permitting requisites and so forth.
of existing conditions and system technical/
scheduling requirements (as determined through
transportation modeling systems). Through a
combination of the various studies, a combined
approach helped determine a potential list of
stations and station types that were then discussed
and evaluated with each individual municipality
along the FEC Right-of-Way/ROW that had a
potential station location.
Furthermore, as part Phase 2, a strong focus

remains on the FTA criteria and process for station
selection which involves the assessment of transit-
supportive land uses within the study corridor.
The FTA criteria takes a comprehensive look at
elements that are critical in the development of
stations and surrounding areas such as pedestrian
linkages, connectivity to major circulation
networks (vehicular and other forms of public
transit such as buses), character of surrounding
development and urban patterns, and parking
supply. Available potential implementation
THE “DOTS” EXERCISE:
mechanisms are also examined through the study Various boards with a variety of images were placed around
of economic conditions, relevant market data such the room. Participants were given blue stickers that they were
asked to post next to their most favored ‘vision’ images.
as development patterns, and policies/plans that

Step 2: Site Reconnaissance and Inventory of Step 3: Analysis: Identifying Opportunities and
Existing Conditions: Constraints
The planning process for station design thus This second step in the planning process begins to
begins with site visits and a gathering, or inventory, delineate the various conditions created by existing
of existing conditions and elements. Quantifiable inventory characteristics. The analysis process
elements are mapped in order to achieve station also establishes conditions for future development
designs that integrate into existing conditions. potential. A careful analysis of existing conditions
Some of these elements include: reveals opportunities for improvement and identifies
constraints that need to be addressed prior to
• Land availability, i.e., vacant or under-utilized station development. As part of the analysis stage,
parcels projections for future changes and revitalization
effects of transit integration are also analyzed to
• Sidewalk connections and character, i.e., ascertain the potential use and capacity needs. The
widths, linkage potential, etc. analysis stage is therefore defined by an evaluation
of the existing inventory and future conditions
through a physical and qualitative analysis of
• Transit stops within proximity to the potential
physical and economic conditions.
station
• Green way/trails connections

Physical conditions analysis also goes beyond
the basic inventory of existing characteristics
• Parking capacity and facilities and considers environmental features such as
climate (predominant winds, rainfall, temperatures,
• Building stock and densities humidity), vegetation cover and characteristics,
natural features of the land, slope and drainage
• Zoning and land use policies patterns, boundaries, access, and views, and
starts to establish relationships between the
• Types and mix of uses elements and various land uses within the site’s
regional and local context.
• Streetscape and landscape components and
other aesthetic elements, etc. Along with the analysis of physical elements and
the various opportunities and constraints that are
• Connection potential to important historic, reached as a result of this examination, another
environmental, and/or community resources fundamental component to the planning exercise
is an examination of the market and economic
conditions. Economic probability studies establish
target markets and project elements necessary
These broad characteristics are combined into a to attract those markets. Market studies also
basic plan that will begin to establish the building help identify/survey competitive or comparable
blocks for the next stage in the process which projects and provide insight into size needs, mix of
identifies opportunities and constraints for the components, costs, and any innovative design and
development of successful station areas and also implementation techniques used.
helps determine the ingredients necessary to
encourage the use of future transit stations.

Source: Sample station study process for the SFECC.

Step 4: Conceptual Planning supporting market and financial documentation

reports. Furthermore, utilities and infrastructure
The conceptual plan uses the conclusions needs are also mapped by the engineer at
developed through the analysis stage to create the Master Plan level. These plans delineate
land use diagrams and alternatives that begin to connections to the water supply, sewage and
define program elements and their relationships stormwater management, electrical supply and
as well as basic capacity studies for the site. distribution, and solid waste disposal as well as
Review and input are provided during this process other basic infrastructural needs for roadways and
to ensure consistency with the visioning process development.
and the goals and objectives set forth during the
preliminary planning stages. This also allow the Step 6: Community Consensus and Agency
community and government agencies to make Approvals
early development decisions and begin identifying
specific program needs and requirements. Following the completion of a refined design
package, the next stage involves the approval
The conceptual design phase also provides process that includes approval from the client, the
preliminary phasing strategies based on general stakeholders, and the various permitting, financing,
development plans and costs as determined and approval agencies. Additional documentation
through the economic/market consultant. The may be provided to address compliance needs
economic consultant can also provide basic with requirements and regulations for zoning,
economic feasibility studies through a study environmental permitting, planning guidelines, etc.
of projected revenues, and capital investment
as well as operating and maintenance budget The community consensus process can be
requirements that can also determine cost/phasing beneficial to the approval process and helps
alternatives. demonstrate how the design meets the needs
and desires of the users and stakeholders. This
Step 5: Master Planning - Preliminary process can be conducted through workshops
Refinements through Final Master Plan and informational meetings; and helps garner
support for the project’s overall development and
This phase refines the design direction derived from implementation.
previous phases into site specific plans that begin
to delineate scaled program elements as well as
defined spaces, building footprints, architectural
style, roadways, sidewalks, stormwater
management techniques, etc. Preliminary plan
alternatives offer options to the layout of the various
program elements and these alternatives are then
distilled into the Final Master Plan. The Master
Plan is supported by detailed plans, sketches and
other drawings such as perspectives, sections, and
elevations that further describe the design intent
including the relationship of vertical elements that
are not as apparent in plan format.
In addition to the Master Plan, development
strategies are refined along with detailed project
Public Workshop and Meeting
parameters, cost and revenue variables, and other

Step 7: Detailed Design: Schematic Design

through Construction Documentation In addition to detailed construction drawings,
construction specifications are also created
After the approval process and after the project is in this phase. Specifications address specific
successful in gathering funding for ongoing design technical standards and requirements for the
development, the following design phases take construction and implementation process. The
the project through to its final construction and construction package details the following items at
implementation phase. a construction level:
• Schematic Design: 1. Landscape architectural components

In Schematic Design, critical areas are enlarged 2. Fully dimensioned layout plans
to incorporate detailed design features that begin 3. Surface grading and hardscape elevations
to address materials and constructability. In 4. Hardscape and paving plans
addition, site sections and sketches are developed 5. Site features and furnishings details
to illustrate critical relationships between various 6. Site Lighting Plans
project components. Typically, architectural 7. Detailed Planting Plans
footprints and building elevations are incorporated
8. Irrigation Plans
into the Schematic Design Package along with
9. General Notes and Requirements
engineering guidelines that address features such
as stormwater drainage and other infrastructure 10. Technical Specifications
considerations. Along with the design refinement,
cost estimates are also fine tuned to monitor Construction Documents compile the overall design
budget parameters along the incremental design and implementation of a project into one package.
phases. Commensurate Construction Document Packages
and refined cost estimates are provided by each
• Design Development: discipline, i.e., landscape architecture, architecture,
The next Detailed Design phase, Design and engineering, etc. The Construction Package
Development, begins to address how the project provides a comprehensive understanding on how
will be built. Further examination of detailed plans a project is designed and built as well as how it will
and enlargements establish project “character” and be operated and maintained. This fully documented
“scale” and include general layout and grading, package is sealed by each registered discipline
hardscape materials and detailing suggestions, and becomes the legal document of record for the
lighting character, and landscape massing. construction of the project.
Accuracy in detailing provides precise take-offs
that help fine tune cost estimates and therefore • Implementation:
allow budget decisions to be made prior to the The implementation phase guides the project from
preparation of the final Construction Documents. the bidding process, through the selection of a
Similar levels of detailing and refinements are also successful bid, construction and execution of the
provided by the architectural and engineering construction bid, and finally to the project opening.
disciplines. During the construction phase, the design team
provides assistance and construction observation
• Construction Documentation: capability to ensure the successful implementation
Once Design Development plans and budgets of the project and advises the client or project
manager with answers to technical questions and
are approved, the final detailed design phase,
Construction Documentation, commences. queries. The implementation phase ends with the
Construction drawings provide a complete package completion of the construction phase and the
of information required for obtaining competitive beginning of operations and ongoing maintenance
of the project.
construction bids from contractors.

Corridor History
2
Corridor History
FEC History: The Growth of a Region
The history of the Florida East Coast Railroad is one One of the last railroad extensions brought the FEC
that tells the story behind the man that is also often further south to the shores of Biscayne Bay. This
referred to as the father of the region. Henry Morrison extension helped establish the City of Miami which
Flagler first envisioned bringing rail access to South grew from a settlement of 50 people, to a city of over
Florida in the late 1800s, when much of southern 400,000 today.
Florida remained largely undeveloped and unknown.
Flagler, a successful oil tycoon, saw the potential Flagler then launched the ambitious Overseas
of South Florida as a tourist destination and as an Extension that took the railroad all the way to Key
emerging destination for those seeking relief from West, Florida. Flagler completed his mission and
the harsh northern winters. In 1885, Flagler began rode the first train into Key West in 1912.
building the Ponce de Leon Hotel in St. Augustine
and realized that the “key to developing Florida was While the FEC was successful in establishing a
a solid transportation system.”1 passenger transit system in the region that lasted
almost 70 years, with the consequent hurricanes and
Flagler began consolidating existing freight railway the Great Depression came major financial difficulties
lines and applying a standard gauge system which that eventually brought an end to passenger transit
made interconnection of the various lines possible. on the FEC. Many cities and towns that were
This first phase of railway lines created railroad links established along the corridor, however, grew and
between Jacksonville and Daytona. prospered due to the railroad. Remnants of these
historic stations and structures still exist today. The
Later Flagler was petitioned by landowners in the following cultural resources have been documented
southern area of the state to build an extension of within 500 feet of the FEC corridor:2
the railroad further south. After exploring the vast
development opportunities in the south, Flagler • 2,155 Historic Structures (of which 339 are in
began the process of extending the railroad south the National Register for Historic Places-Listed/
into what is now known as the South Florida Potentially Eligible)
Metropolitan Region. • 67 Historic Districts and Linear Resources (of
which 45 are in the National Register for Historic
1. http://en.wikipedia.org/wiki/Florida_East_Coast_Railway Places-Listed/Potentially Eligible)
2. Compiled by Janus Research, Inc. • 16 Archaeological Sites (of which eight [8] are
in the National Register for Historic Places-
Listed/Potentially Eligible and Native American
Sensitive)
Jupiter station- Dania Beach station- Miami-1930’s Miami station with the Freedom Tower in
1910’s 1910’s the background-1930’s

Corridor History
• Seven (7) Historic Cemeteries (of which six [6]

are in the National Register for Historic Places-
Listed/Potentially Eligible and Native American Recognizing the need for passenger transit
Sensitive), and opportunities along the eastern coast of the South
• Seven (7) Historic Bridges (of which one [1} is in Florida Region, the South Florida East Coast Corridor
the National Register for Historic Places-Listed/ Transit Analysis (SFECCTA) Study was started in 2005
Potentially Eligible) to study the potential of reintroducing passenger rail
on the FEC tracks in support of the existing Tri-Rail
Included in these cultural resources are actual Commuter Rail and Amtrak Rail services. As the first
remnants of the historic FEC railroad such as the phases of the environmental and land use studies
FEC Railway Passenger Stations in Boca Raton took place, it became overwhelmingly apparent that
and Hialeah. Others include the National Register- reintroducing passenger transit on the FEC tracks
listed Freedom Tower and City of Miami Cemetery would be a positive opportunity for the sustainable
in Miami as well as parts of documented historic growth of the region, while reviving the history and
districts within Biscayne Park, Miami Shores, El tradition that was lost due to post-industrialization.
Portal, Fort Lauderdale, and West Palm Beach.
While the corridor carries a rich and vibrant history

from its early days, today the FEC operates as a
freight rail carrier that owns and operates:1
• 351 miles of mainline track between Jacksonville

and Miami, Florida
• 277 miles of branch, switching, and other
secondary track
• 158 miles of yard track
______________
1. http://en.wikipedia.org/wiki/Florida_East_Coast_Railway
Pompano station-1930’s Fort Lauderdale station-1956 Engine No. 1034 breaks the tape on
track No. 3 in Miami marking 75 years
of Florida Special New York-Miami
service 1963. Florida States Archive
Source: http://www.pbase.com/

Design Guidelines Overview
3
Transit Today:
The role of transit today spans many facets of day- Iconic Form and Urban Identity:
to-day lives and creates positive and lasting effects
through social, visual, fiscal and environmental Along with being integral elements of the
impacts. These broad impacts are further connective tissue within transit systems, transit
described in the following pages. stations also often incorporate connective layers
between multiple modes of transportation. The
Civic/Cultural Crossroads: hierarchy of connections occurs mostly at main
station centers within dense urban areas and
Development trends in the last few decades these centers therefore become opportunities
indicate that investment in transit and the for expression of iconic form and distinct design.
resurgence of downtown areas continue to Iconic-precedent stations such as Grand Central
rise with shifting market demands and lifestyle Station in New York City and Union Station in
preferences. As urban areas continue to grow, Washington, D.C. offer a nexus of transportation
so does the demand for convenient travel modes networks, which support public services
that provide alternatives to congested highways and design, and culminate in iconic public
and roadways. This shift toward denser and spaces. Memorable iconic public spaces spark
what is known as “transit-oriented development” redevelopment and economic revitalization.
has allowed transit to once again become an
integral cultural element in many communities
across the country. Transit Oriented Development,
or TOD, is defined as “compact mixed-use
development near transit facilities and high-quality
walking environments.” Through various funding
mechanisms, TODs have become economic
engines which are helping revive investment of
transit systems within communities across the
country.
With the continued development of transit

systems in many urban cities such as Dallas, Los
Angeles, Salt Lake City, Denver, Portland, and St.
Louis, transit has begun to transform the post-
industrialization trend toward suburban auto-
oriented communities. Today, transit centers and
stations experience the intermingling of the masses
and serve as vital links. Transit’s role was best
described by David Moffat in his publication, The
Art of Modern Transit Station Design, “Extensions
of the cities around them, they (transit stations)
provide common ground for a common purpose
Downtown Plano Station
and they give dignity and excitement to thousands Source: https://www.dart.org/images/pressreleases/Down-
of individual ceremonies of departure and arrival townPlanoStationAerial.jpg
each day”.

Redevelopment Energy: Overall, “rail is on average, 2 to 5 times more

energy efficient than road, shipping, and aviation.”
Transit stations serve as economic catalysts and and “travelling by rail is on average 3 to 10 times
models for sustainable development. TODs today less CO2-intensive compared to road or air
offer compact development choices with the direct transport.”
fiscal benefits derived from increased ridership
and its associated revenue gains which enhance Although not a recent development, the role of
community amenities. These benefits include the transit in sustainable development continues
increase in neighborhood and housing market to advance with new “green” methods and
vitality, i.e., affordable housing choices, increased technologies and the use of renewable energy
fiscal benefits for joint development opportunities, resources (biomass/waste, hydro, wind, etc.). The
and enhanced property values for adjacent land fundamental environmental benefits of transit:
and business owners. According to a recent study
published by the Transit Cooperative Research 1. Reduce land consumption for roadways
Project, joint development of station properties
that leverage transit infrastructure, such as ground 2. Decrease the use of automobiles, which
leases and operation-cost sharing, encourage and improves air quality, and reduces consumption
foster “community and development partnerships,” of natural non-renewable resources and fossil
promoting economic development and smart fuels (coal, oil, gasoline, etc.)
growth.
3. Compact development methods encourage
A Sustainable Future: land conservation and decrease travel demand
Transit-oriented development is responsible for 4. Reduce greenhouse gas emissions from

significant investment in building a sustainable and roadway construction and expansion projects
environmentally-sensitive planet. Alternative forms
of transportation reduce the increasing demand of 5. Improve safety for pedestrians and cyclists
roadways, and, therefore, work toward a decrease
in greenhouse gas emissions. Mass transit modes, 6. Diminish auto-dependency, saving energy and
such as rail, continue to be the most efficient reducing roadway congestion
and environmentally-friendly way to address the
increasing mobility demands from people and
their modes. In studies done by the UIC, the
International Union of Railways, rail is four (4) times
more efficient for passenger transport (based on
average carbon dioxide emissions) when compared
to car and plane. In terms of the transport of
goods, rail freight operations result in eight (8) times
less carbon dioxide emissions than the use of
trucks and four (4) times less than the use of inland
waterway barges.

Station Design Parameters:

Transit also plays an important role in the
Transit station planning and design is comprised development and redevelopment of communities,
of six (6) principles delineating the parameters and their existing networks, on both a local and
of a successful station. The methods include, regional scale. These networks usually consist of
integration into the contextual fabric, accessibility multiple modes of mobility ranging from pedestrian
via multiple modes, functional simplicity, security, pathways, bicycle routes, railroad corridors, and
comprehensive systems sustainability, articulation major arterial roadways. While transit covers a
of form and identity and finally the incorporation of range of modes, its basic premise involves the
arts in transit. The features of these parameters are movement of people and goods. This basic idea is
discussed in greater detail. what enables the various modes of transportation
to interconnect and, therefore, provide greater
Integration into the Contextual Fabric: capacity and range of movement. An example
would be a light rail system that connects to a
One of the basic components of station design regional commuter rail system and also links to
factors is where a station responds to its local bus transit. A wider audience is reached, thus
surroundings through architectural elements. These a greater ridership is achieved.
surrounding factors include appropriate design
measures to provide protection from environmental Accessibility:
and climatic elements such as wind, rain, heat,
etc. In addition, transit station design should Accessibility to a wide range of users is a key factor
also be sensitive to its context and associated in transit station design. Accessibility is defined by
cultural factors. A well-integrated station works the ease of use or approach to a particular space
symbiotically with its context to provide facilities or area. Therefore, in a transit station, access is the
and amenities to the passengers as well as ability of various groups to use a facility. These user
surrounding residents and business owners. groups include pedestrians, cyclists, motorists,
commuters, and the mobility- and sensory-impaired
Incorporation of transit-compatible uses, such as population. Each group has its own criteria and
day care centers, dry cleaners, shoe/watch repair requirements which are described in greater detail
shops, coffee shops and small restaurants, provide in the following pages.
increased incentives for the public to use transit
and also create revenue mechanisms for the transit
system (i.e. through space lease agreements, etc).
Transit stations also offer unique opportunities for
cultural integration through the designation of open
spaces and plazas that can serve as dynamic
gathering nodes within the urban fabric. Finally,
stations often become iconic landmarks for the
community and whether it is through the use of
vernacular architecture or local building materials
and methods, the transit station should relate
to the user and the user’s environment. Station
architecture and detailing should also create an
inviting, safe, and comfortable environment for its Crowd attends ribbon-cutting ceremony of Adelaide’s new
users to encourage greater and more frequent use central-city extension to Glenelg tramway.
Source: http://www.lightrailnow.org/features/f_ade_2007-
of the transit system. 11a.htm

All station areas should comply with the Americans Bicycle pathways are also integral to the pedestrian
with Disabilities Act (ADA) Accessibility Guidelines connectivity system, and should be clearly
Code of Federal Regulations. These requirements distinguished from vehicular areas for safety. In
outline basic criteria for barrier-free and accessible addition, similar to pedestrian connections, bicycle
design for customers with special needs, such networks should provide clear links and access
as the mobility- and sensory-impaired. These points for the users. Bicycle Stations with locker
standards also provide access benefits to other rooms for the storage of bicycles and bicycle
types of passengers requiring assistance (such as rentals can provide further use of bicycles near and
parents with children in strollers, passengers with around station sites.
luggage, etc.)
ADA Accessibility Guidelines and Regulations

have been included for reference in Chapter 9 -
Appendix.
1. Pedestrians and Bicyclists:
Pedestrians should receive the highest priority

since they are the primary users of transit systems
and stations. Pedestrian environments should
be designed with safe, clear, and unobstructed
connections to the station area. “Non-fragmented
and integrated pedestrian paths to the station
will encourage more customers to walk and can
increase ridership without the need
for additional parking facilities or bus service.”
A comfortable pedestrian environment also

encourages greater use of the transit system and Discover how you can have a negative carbon footprint on the
planet and a positive “carbo” footprint on your body at the
enhances the overall perception of a station area. same time
Pedestrian routes to the transit station should be Source: http://detours.us/images/2009%20toocan%20
short, direct, and continuous. Comfortable walking juicy%20cameo%201%20crop%20A%20sm1.jpg
distances range from ¼ to ½ mile and are generally

links between various nodes that range from
neighborhoods to major public gathering spaces
and destinations. Pedestrian circulation routes
should also be at street level and provide
separation from vehicular circulation routes to
minimize areas of conflict. Pedestrian pathways
need to be visible and well-lit for safety of the
users. Finally, pedestrian networks should
incorporate connectivity to pedestrian trails and
other regional networks such as greenways. Areas
where pedestrians congregate (waiting areas)
and connections to the main station area should Seat-in-coach transfers to other destinations are arranged at
fixed departure times
be designed to offer shade and protection from Source: http://www.siamleisure.com/assets/images/bus.gif
weather elements such as wind, sun, and rain.

2. Transit (connections to other transportation

modes/systems):
Intermodal transit connections with bus and rail

systems, such as local and express bus systems,
generate higher volumes of passengers and users,
and should be located within close proximity to
station areas.
These connections usually refer to various modes

of public transit that have established routes or
dedicated ROWs and operate on a set schedule.
Transit connections can include links to local bus Connections are clearly marked at the station’s exit.
Source: http://picasaweb.google.com/lh/photo/zOTn2MQU-
routes, bus rapid transit, other rail, and even trolley/ Wef0NUzdgVjcLw
tram systems as well as others. To encourage
transit use, pedestrian access and amenities
should also be provided within a radius of ¼ to ½
mile around transit stops.
3. Kiss and Ride:
Next in terms of access hierarchy are the drop-off

and pick-up areas commonly known as “Kiss and
Ride”. Kiss and Ride facilities also require proximity
to the station area and typically include short-term
parking. A kiss and Ride facility encompasses
various vehicular modes of transportation such as
taxi stands, private shuttle buses, and automobile The Gare du Nord (Northern Train Station) is situated north of
drop-off/pick-up areas. In larger stations with high central Paris.
Source: http://parisfrance.ca/images/trainstation.jpg
passenger volumes, taxi stands are often located
separately from vehicular drop-off areas. Facilities
can also include “paratransit” services, i.e., a
curb-to-curb public transportation service for users
with disabilities who are unable to use other forms
of public transit. Paratransit vehicles are usually
equipped with wheelchair lifts and other devices
that make them ADA accessible.
4. Park and Ride:
Finally, Park and Ride facilities denote stations that

are primarily accessed by vehicles and therefore
include substantial parking areas for longer range
You can get free public transportation when you park at the
commuters. These facilities are generally located in Park n’ Ride Garage
less dense areas where land is more easily available Source: http://www.keywestcity.com/egov/gal-
and in areas with direct connections to regional lery/861206625094153.JPG

roads and connectors (such as arterial roads (at controlled entry portal areas) which allows them
connecting to major interstates). However, overtime access onto the platform and to the transit system.
redevelopment will occur around the stations. The transit card can also be made to allow the
Park and Ride facilities incorporate larger-scale passenger universal access onto a variety of transit
circulation networks between parking areas and modes such as regional and local bus systems, rail
the actual stations and are often located at end- systems, and so forth.
of-the-line stations. In both regional and local
Park and Ride stations, taxis stands should be
separated and clearly delineated from automobile
drop-off areas to assure safe and clear mode
transitions for passengers.
Functional Simplicity:
Another fundamental criterion for a transit station is

clarity and ease of use. Crucial design components
should be organized logically so the average user
is able to accomplish basic tasks from reaching
the station area, to identifying their transit needs,
purchasing the ticket, and boarding the train. The
reverse situation is also applicable, where a transit
user gets off the train, is guided to other transit The OV Chipkaart (Public Transportaton Chipcard) allows the
interchanges, the destination, or parking areas user to access mulitiple transportation systems (bus, rail,
metrorail, tram, etc) in the Netherlands.
where his/her car is parked. This incorporates the Source: www.skyscrapercity.com/showthread.
use of good design, and appropriate information php?p=45433315
systems available in prevalent languages of the
region (English, Spanish, etc.)
Transit technology has improved globally to allow

better access and circulation to transit systems
and also allows clearer transition between various
modes. Recently, regional transit systems in South
Florida, such as Metro Rail (Miami) and Tri-Rail have
upgraded to the “Easy-Pass” system. The “Easy
Pass” is a form of an automated fare collection
system similar to what many transit systems across
the world use to make transit more user-friendly
and also reduce some of the operating costs
associated with fare purchase and collection. The
purchase of a transit card such as the “Easy-Pass”
allows the user to charge their card for the desired
amount of trips. Cards can be programmed to
allow for unlimited trips within various time frames
(such as weekly/monthly/annual passes) and for
automatic recharge. The transit card holder simply AMTRAK’s Acela Specialty Station Signage Program
swipes their card through card readers at faregates Source: http://www.segd.org/images/content/4/1/41138.jpg

In order to implement automated fare collection Security:

systems such as the Easy-Pass into the SFECC
system, stations will have to be equipped with User safety and security are key components when
faregates as well as ticket/transit card vending designing a successful public space. CPTED, or
machines at key stations as well as at retail Crime Prevention through Environmental Design,
locations for purchase and recharge by the user. is a planning tool based on the premise that the
Stations will also have to be designed to allow for proper design and effective legitimate use of the
controlled entry and exit points in order to guide built environment can lead to a reduction in the
users through the faregates. Additional design incidence and perception of crime. The four (4)
considerations, such as barriers and fencing, key principles of CPTED are (adapted from “Crime
should be considered to help funnel users from Prevention through Environmental Design: General
surrounding areas into the station. Automated fare Guidelines for Designing Safer Communities” by the
collection systems will also allow accurate count City of Virginia Beach Municipal Center, January 20,
of passenger trips and be able to process trip 2000):
information that can assist in better transit planning
and future improvements to the system. 1. Access Control:
Physical guidance of people coming and going
Information systems, utilizing signage and other from spaces by the judicial placement of
graphics, an also make transit more user-friendly entrances, exits, fencing, and landscaping. In
and help guide a passenger from one area to addition, locating public gathering areas as
another; for example from parking areas to the centrally as possible or near major circulation
station platform. Train schedules and system paths in the project.
information should also be easily accessible and
comprehensible to the user. (See Chapter 6 for 2. Natural (Passive) Surveillance:
additional information on Information Systems.) The placement of physical features, activities,
and people in such a way as to maximize
Finally, public facilities such as accessible toilets/ visibility.
washrooms, and telephone booths, should be
distinguishable and centrally located within the 3. Territorial Reinforcement:
station area. (The relationships between the The use of design elements that express
various components inherent to station areas are guardianship, such as fences, pavement
further described in Chapter 5.) treatments, art, signage, landscaping, and
lighting.
4. Maintenance:
Serves as an additional expression of ownership,
and prevents lack of visibility from landscape
overgrowth and inoperative lighting.
Security issues have become the focus and priority

of public planning projects and CPTED guidelines
help steer the planning of safer public amenities
and environments. However, it is important to note
that Local Building Codes and federal security
This ATM is placed well, using good CPTED features and has
an unobstructed view from the street and patrolling police.
criteria (such as perimeter security requirements for
Credit: Randy Atlas large government buildings/facilities) may prescribe
Source: http://www.popcenter.org/tools/cpted/images/
cpted_atm.jpg
more stringent criteria and would take precedence
over CPTED guidelines. Design for these security-

enabling elements should be incorporated in such

a way as to encourage the use and functionality of • Infrastructure and Facilities (i.e. signage,
the station area. emergency telephones/communication devices,
alarms, key controls and locks, protective
The U.S. Department of Transportation and Federal barriers and lighting, electronic surveillance
Transit Administration require that transit systems systems, and so forth)
implement Security Standards and Guidelines
early in the design stages to assess vulnerability Other important documentation regarding safety
of station systems and areas to threats and and security guidelines for transit systems are listed
hazards. The report, “Transit Security Design below:
Considerations” FTA 2004, (can be found at http://
transit-safety.fta.dot.gov/security/SecurityInitiatives/ • The Public Transportation System Security and
DesignConsiderations/default.asp) addresses Emergency Preparedness Planning Guide, U.S.
safety and security design considerations and Department of Transportation- Federal Transit
assists in “developing an effective and affordable Planning Guide January 2003
security strategy following the completion • Handbook for Transit Safety and Security
of a threat and vulnerability assessment and Certification, U.S. Department of
development of a comprehensive plan”. Transportation- Federal Transit Administration
Office of Safety and Security, November 2002
The SFECC Transit Agency should establish a • Hazard Analysis Guidelines for Transit Projects,
security plan and certification system for the system U.S. Department of Transportation- Federal
to address security and safety standards in: Transit Administration Research and Special
Programs Administration, January 2000
• Programming and Planning (i.e. to determine • Recommendations for Bridge and Tunnel
if facilities are built, inspected, and tested in Security, The American Association of State
accordance with applicable codes, standards, Highway and Transportation Officials (AASHTO)
criteria, and specifications”) Transportation Security Task Force, Prepared
by The Blue Ribbon Panel on Bridge and
• Training of Personnel and emergency response Tunnel Security, September 2003
organizations
Emergency Assistance An example of the various steps of System Security Manage-

ment and Implementation.
Credit: Jeremiah Cox Source: The Public Transportation System Security and
Source: http://www.subwaynut.com Emergency Preparedness Planning Guide, U.S. Department of
Transportation- Federal Transit Planning Guide January 2003

Comprehensive Systems Sustainability:
Incorporating environmental and economical •NFPA 130 - Standards for Fixed Guideway Transit
sustainability into station design begins during Systems
the early planning stages through land use and
zoning analysis. Environmental sustainability •ADAAG- Americans with Disabilities Act
and the guidelines for building “Green Stations” Accessibility Guidelines and ADA Title II and Title III
are addressed in more detail in Chapter 7 of this Regulations
report.
•FACBC- Florida Accessibility Code for Building
Transit should be located in areas where travel Construction
demands are forecasted as well as where land
uses coexist and support the development of a •ANSI 117.1 - Accessible and Usable Buildings
transit station. Transit can also be the mechanism and Facilities
used to spark redevelopment, thus spurring
compatibility. Integration into future land use plans •Codes of Applicable Jurisdictions (City Zoning
should also be identified during the early planning Ordinances and Development Standards)
stages. Along with other design parameters,
station areas also need to comply with local •CPTED - Crime Prevention through Environmental
standards and guidelines. Design
Some of the important standards and regulations •SFECC Engineering and Technical Requirements
include, but are not limited to:
•Building Code Local Jurisdiction – Florida Building

Code
•South Florida Building Code (Broward Edition)
•South Florida Building Code (Miami-Dade Edition)
•Fire Prevention Code Local Jurisdiction
•FDOT Design Standards
•County Association of Government Standard-

Uniform Specifications and Details for Public
Works Construction Local Jurisdiction
Supplements
•NEC- National Electrical Code
•NFPA 70 - National Fire Protection Association

Grand Central Terminal, second busiest rail station in the
country.
•NFPA 101 - Safety from Fire n Buildings and Source: http://upload.wikimedia.org/wikipedia/com-
Structures mons/7/71/Image-Grand_central_Station_Outside_Night_2.
jpg

Articulation of Form and Community Identity:

own thoughts, people may adopt an unexpected
addition to their known space as an icon, reject it
Transit stations are integral to the public realm
as alien, or see it as something in between. Public
and include elements that represent civic pride
art is perceived in the context of its site, but even
and identity. Major transit hubs and stations can
within the relatively homogeneous stations, artists
themselves become iconic architectural spaces
choose different placements as well as forms.
and buildings. Iconic stations such as Grand
Unfortunately today, aside from art galleries, and
Central Station in New York City, and Union Station
large public gathering plazas, there is little visual art
in Washington D.C. are renowned transportation
on public transit lines and stations.
gateways and civic structures.
In order to appropriate positive public art influences
A majority of transit stops and stations are
in transit station areas, the overall goals for the
day-to-day gateway areas and address the
selection of pubic art for the SFECC corridor should
needs of millions of commuters traveling
include the following:
between destinations, and between homes and
workplaces. These stations have the ability to
1. The installation must offer an opportunity for
embrace and portray the civic character of the
public engagement, while arousing curiosity and
area and influence of surrounding communities
interest. Communities will learn to embrace
and jurisdictions. A very integral element in stations
the art and murals within their area, and inspire
is the expression of ‘public art’ that enhances the
surrounding communities to bring creative
visual appeal and aesthetic quality of the station’s
projects into their own everyday neighborhood
basic building blocks and criteria.
life.
Public art is defined as art outside museums and
2. The installation in some visual and/or conceptual
galleries, or art on its own without institutional
way, should enhance the experience of place.
protection. It provides a broad range of visual
For example, public art at certain stations can
experiences for often radically diverse audiences.
celebrate the heritage and history of the
Most transit art is permanent, commissioned
community and its relationship to the FEC
through a public process, and then funded
according to a percentage of station construction
or renovation costs. Many individuals and
committees are involved; and the artists are usually
chosen by professional panels.
Transit stations offer an abundance of opportunities

for interpretive public art, especially because they
also serve as a community center, where one
can find information on local exhibits, housing
and dining. There is potential for emphasized
excitement in these places, particularly when
the community is invited to learn the many
ways artists work. The prospect of presenting
art to unsuspecting commuters and causing
them to converse about visual art in the stations
is stimulating and intriguing to passengers. Robert Indiana’s LOVE sculpture on Sixth Avenue, New York.
Source: http://farm2.static.flickr.com/1164/870131940_
Furthermore, the commuting user waiting for a train f56062503f.jpg?v=1203902106
provides a captive audience. Immersed in their

railroad corridor. Many cities had their the room can be emphasized with artistic furniture,
downtowns emerge along the tracks and some providing riders with a startlingly different place to
still have historic station structures and sit. The user is provided with a more comfortable
museums dedicated to this historic legacy. place to sit as well as something amusing to look
at, with enough variety to engage multiple viewings.
3. Increase aesthetic value and impact of station
areas through appropriate and selective use of The Waiting Area Walls and Semi-Covered
Art in Public Spaces. Corridors:
4. Enhance citizens’ sense of ownership, pride, Walls, even if outside, are traditional places for art.
and enjoyment of the SFECC as a public They define the immediate visual parameters of
amenity. the viewer’s space. Public wall art competes with
advertising public announcements, and the larger
5. Engage the community and youth in art selection immediate built environment.
and appreciation programs that help improve
quality of life and encourage creative expression. These corridors offer the greatest opportunity for art
since the commuters never miss the displays. The
6. The installation must invite and reward repeat possibilities allow for a tunnel effect where a person
encounters. could be completely surrounded by a visual effect.
The following are some specific locations and The Platform

opportunities for public art within the station area:
The station platform, in stark opposition to the
The Station Building and Waiting Areas: covered corridor, offers an open visual field where
riders wait. Artistic columns can attract the eye
If there is a station waiting room that shelters the as riders either walk or gaze around the platform.
transit audience indoors, and they have the time, Also, ground plane engravings can be added, a
simple yet artistic touch that does not vertically
break the pedestrian traffic flow.
Art adds to the dyanamic feel of Times Square.
Credit: Roy Lichtenstein, Times Square Mural, 2002, Times

Square-42nd Street. © Estate of Roy Lichtenstein,
Source: www.tfaoi.com/aa/5aa/5aa325.htm

Arts in Transit:
The South Florida region does not have a specific
Several major transit systems across the country
art program related to transit, however, several
have programs that collaborate and manage the
venues exist that offer a podium for public art
incorporation of art into the transit system. The
funding and awareness such as Miami-Dade’s
program often is a means of community outreach
Art in Public Places. A comprehensive listing of
and becomes a “catalyst for enabling neighborhood
city and county public art programs in the state of
residents to weave the stations into the fabric of
Florida can be found on http://www.florida-arts.org/
their community.” (St. Louis Metrolink Arts in Transit
resources/cityandcountypublicartprograms.htm.
Program: www.artsintransit.org).
As the SFECC transit system matures in South
The Metropolitan Transportation Authority (MTA) in
Florida, an Arts in Transit program can be formed
New York City also manages an extensive public
to be the guiding authority for the incorporation
arts program. The objective of the program is
of Public Art into the transit experience. Similar
that “every design element in the system should
to the successful programs across the country,
show respect for the customers and enhance the
the SFECC Art in Transit Program should
experience of travel”. Therefore, ‘art’ is expressed
“commission art works that seek to reflect the
through a variety of media and materials that are
diversity and individual character of the surrouding
durable, and easily maintained. While some are
communities and neighborhoods”. (http://www.
consided as permanent pieces, other art exhibits
theelseptaatwork.com/ArtInTransit.html)
rotate regularly. New and innovative art media
include music performances, posters and art cards,
and lightboxes that highlight the work of local
photographers.
Funding for Arts in Transit programs and similar

public arts programs is usually allocated as a
percentage of the implementation costs (design
and construction) of a public works project. For
example, in creating “vibrant and neighborhood-
oriented transit facilities”, the Charlotte Area Transit
System (CATS) “commits 1% of the design and
construction costs for the integration of art into
most projects in the capital program, including
stations and surrounding areas, park and ride lots,
transportation centers, maintenance facilities, and
passenger amenities.”
Victor Johnson and David Stephen’s art work displayed at

60th Street Station of Philadelphia’s SEPTA system is funded “Bright, vivid photographs enliven subway passageways and
through SEPTA’s Art-in-Transit Program which combines the the underground environment, and showcase the work of
Federal Transit Administration and City of Philadelphia: Per- primarily New York - based photographers.”
cent for Art initiatives.
Source: http://www.theelseptaatwork.com/ArtInTransit.html Source: http://www.mta.info/mta/aft/lightbox/

Station Typology and Modes
4
FEC Corridor Diagram
Land Use
A Land Use study was completed in Phase 1 of the study highlighting existing transit-supportive land
uses within the corridor.
18
Station Typology and Modes
STATION TYPOLOGY AND HIERARCHY:
The following are the various station types The following diagrams depict typical applications
determined in early phases of the SFECC Transit for each station type within the SFECC corridor.
Analysis project. These station types were These broad diagrams are not site-specific.
identified by the types of communities where However, they depict typical conditions present in
they are located, as well as those requirements the corridor and thus provide broader relevance.
based on service and access needs. These Each station type is composed of various
station types have been grouped into a hierarchal components and relationships for access and
group that ranges from Anchor Stations which are circulation which remain constant; however, these
major destination stations, to Key Stations and components can be modified to fit site specific
Intermediate Stations. The following is a list of the conditions since each station area will present a
station types and groups: different set of opportunities and constraints.
Anchor Stations: Therefore, the diagrams on the following pages

1. City Center should be used as guiding tools only and not as
2. Airport/Seaport specific plans for each station site. In addition,
at this stage of the phasing process, various
Key Stations: modes (which also carry different variables) are
3. Town Center being considered for the corridor. The following
4. Regional Park and Ride diagrams depict station typology (eight [8] types
listed previously) based on the Commuter Rail (or
Intermediate Stations: Regional Rail) mode.
5. Neighborhood
6. Employment Center After the diagrams, a brief description of the four (4)
7. Local Park and Ride other modes under consideration, Light Rail, Bus
8. Special Events Venue Rapid Transit, Rapid Rail, and Regional Bus, and
their typical applications is provided.

Figure Diagram
1 Station Types
City Center
City Center Stations
Located within a dense urban area and serving Station Area Zoning
as a gateway for the heavy volumes of downtown
commuters and city bus routes, the City Center • Commercial Zoning:
is primarily a destination station. Accommodating Floor Area Ratio greater than 10
large volumes of pedestrians and connections
with taxis, buses and other high volume transit • Residential Zoning:
in this area is key. Wider sidewalks and an entry Greater than 25 Dwelling Units per Acre
plaza with added visual interest, i.e., special
paving details, landscape beds, etc., should frame • Parking Restrictions:
the entrance to the City Center Station and the Less than space per 1,000 Square Feet
platforms. People should be funneled from on-
street activities and the bus drop-off area into the
station’s amenities, for example the ticket booth,
restrooms, plaza with seating and/or food kiosks.
The surrounding buildings should serve the users
at the station through additional ground-level
pedestrian amenities such as restaurants and
shops.
Since this station is predominantly a destination

station, no dedicated parking is required. If
desired, parking can be available in the surrounding EXAMPLE OF FAR >10
existing parking structures as a shared resource
with surrounding development. Taxi drop-off and Station Requirements
pick-up areas can be provided in front of the
station, but must not interfere with the bus drop-off • Site Acreage:
area. Less than one (1) Acre
• Transit Access:
All services
• Parking:
No dedicated parking

Functional Diagram
Commuter Rail-City Center
(Express Station)
LOCAL ROAD
BUS DROP-OFF
FEC SHARED CORRIDOR HIGH-RISE BUILDING
MIXED USE MID-RISE (100’ R.O.W) MIXED USE MID-RISE RETAIL
BUILDING BUILDING OFFICE
(RESIDENTIAL/ (RESIDENTIAL/
RETAIL/OFFICE) RETAIL/OFFICE)
STATION OUTDOOR
(in existing
building) PUBLIC SPACE
STATION
(in existing
LOCAL ROAD
building)
PEDESTRIAN MID-RISE BUILDING
LOCAL ROAD
PLAZA PEDESTRIAN RETAIL

STA- BRIDGE
PLAZA OFFICE
RESIDENTIAL
OUTDOOR
PUBLIC SPACE
TRAIN
PLATFORM INTERGRATED INTO THE BUILDING
HIGH-RISE BUILDING
RETAIL
OFFICE
MIXED USE HIGH-RISE MIXED USE HIGH-RISE
BUILDING BUILDING
(RESIDENTIAL/
TAXI DROP-OFF
(RESIDENTIAL/
RETAIL/OFFICE/ RETAIL/OFFICE/
GOVERNMENT SER- GOVERNMENT SER-
VICES) VICES)
500’ PLATFORM
HIGH-RISE BUILDING
RETAIL
OFFICE
MIN.100’
AT GRADE PEDESTRIAN
CROSSING
LOCAL ROAD
LEGEND BUS / TRANSIT CIRCULATION VERTICAL CIRCULATION/ABOVE

GRADE PEDESTRIAN BRIDGE
VEHICULAR PARKING ( OPTIONAL DEPENDING ON
FEC CIRCULATION EXISTING CONDITIONS)
SECURITY FENCE VEHICULAR CIRCULATION PEDESTRIAN / BIKE CIRCULATION

Prototypical Plan
City Center
Station in
existing building
Station platforms
between tracks to
accommodate express
and local service
Mixed use high-

rise building
Some station types are meant

to improve mobility while
maintaining existing community
character.
At-grade
pedestrian
crossing
Center city stations are major

intermodal centers, the focus
for bus and pedestrian
activity. These stations are
often integrated into high-rise
office buildings.
Nearby development is in mid-

to high-rise buildings, and can
be a wide variety of uses.
Well-designed pedestrian
environments have wide, land-
scaped, contiguous sidewalks.

Local road
Bus drop-off
High visibility
pedestrian crossing
Outdoor
public space
Mid-rise building
Pedestrian
gathering space
Station in building
Taxi Drop-off

Figure Diagram
2 Station Types
Airport & Seaport
Airport/Seaport Station
These stations are often both ‘origin’ and Station Area Zoning
‘destination’ stations. They serve travelers such • No zoning requirements unless combined
as tourists and visitors, as well as employees with another station type
and other local passengers. Shuttle drop-off and
waiting areas are directly linked to the station and
also connect passengers to the airport/seaport Station Requirements
facility. Where plausible, a vegetation buffer may
separate the station from the collector road. • Site Acreage:
Less than one (1) Acre
To assist travelers, especially those with luggage,
an ideal layout for the station area would provide • Transit Access:
a more direct connection between the station and Local and Express services
the airport/seaport facility via a moving walkway.
However, existing conditions may not always allow • Parking:
for this convenience. No dedicated parking

Functional Diagram
Commuter Rail-Airport & Seaport
(Express Station)
POTENTIAL
PEDESTRIAN
BRIDGE
CONNECTOR
TO PARKING
STRUCTURE
BUS DROP OFF & WAITING AREA
COLLECTOR ROAD
CANOPY
STATION
POTENTIAL
PEDESTRIAN
BRIDGE
CONNECTOR
TO AIRPORT/
SEAPORT
CONCOURSE OR
INTERMODAL CENTER
500’ PLATFORM
STATION
PLATFORM
PLATFORM
FEC SHARED CORRIDOR

(100’ R.O.W)
MIN. 100’
VEHICULAR CONNECTOR
TO AIRPORT/SEAPORT
AT GRADE PEDESTRIAN
CROSSING
COLLECTOR ROAD


Prototypical Plan
Airport and Seaport
Pedestrian bridge connection to parking struct
Station tower with ticket booth
Bus/Airport shuttle drop-off

and waiting area
Station platform
Pedestrian walkway
These stations ideally provide

direct access to the airport/
seaport facility.
When not located at an

airport or seaport, access is
provided by a people mover.
Dedicated shuttle buses also

facilitate access between
stations and airport/seaport
destinations.

Parking structure
ture
Airport
Pedestrian bridge
connection to
airport
Colllector road

Figure Diagram
3 Station Types
Town Center
Town Center Stations
Located on urban collector roads that form “Main Station Area Zoning
Streets” of smaller urban areas, these stations are
both ‘origin’ and ‘destination stations.’ Since these • Commercial Zoning:
stations are typically walkable and offer a multitude Floor Area Ratio greater than 2.5
of pedestrian amenities (for example, restaurants,
ticket booths, restrooms, and areas for outdoor • Residential Zoning:
commercial activities), they should be located and Greater than 15 Dwelling Units per Acre
incorporated into an existing environment that
has a network of sidewalks promoting pedestrian • Parking Restrictions:
accessibility. The Town Center accommodates a Less than 1.5 spaces per 1,000 Square Feet
multitude of transportation types, thus offering Kiss
and Ride, taxi and bus drop-off areas.
Limited parking that does not block any drop-

off areas should be provided on the surrounding
streets. Shared surface parking and /r structure
parking should be made available in lots behind all
support buildings. Pedestrians on foot can then
walk through the additional amenity areas within the
support buildings. EXAMPLE OF FAR > 2.5
Note: Town Centers may have different intensities

along the corridor. Some stations will resemble
neighborhood stations in size, while others will be Station Requirements
larger, and closer to City Centers.
• Site Acreage:
1/2 - 2 Acres
• Transit Access:
Local services, Express services
• Parking:
50-200 spaces (surface or structure)

Functional Diagram
Commuter Rail-Town Center
(Local Station)
SHARED PARKING
(SURFACE PARKING/
PARKING
ON STREET PARKING
FEC SHARED CORRIDOR
COLLECTOR ROAD
STRUCTURE)
(100’ R.O.W)
RIDE AREA
KISS AND
EXISTING EXISTING
MIXED USE MIXED USE
BUILDING BUILDING
PLATFORM
OUTDOOR
PUBLIC
SPACE
BUS DROP-OFF AREA

EXISTING
MIXED USE
RIDE AREA
BUILDING
KISS AND
OUTDOOR
PUBLIC SPACE
PEDESTRIAN
PLAZA STATION
STATION
LOCAL ROAD
PEDESTRIAN
(OPTIONAL BRIDGE
CROSSING)
PLAZA
TRACK
OUTDOOR
BUS DROP-OFF AREA

PUBLIC SPACE
RIDE AREA
KISS AND
EXISTING
MIXED USE
OUTDOOR
BUILDING
PUBLIC
SPACE
RIDE AREA
KISS AND
EXISTING EXISTING
ON STREET PARKING
MIXED USE MIXED USE
BUILDING BUILDING
500’ PLATFORM
PLATFORM
SHARED PARKING
(SURFACE PARKING/
PARKING
STRUCTURE)
MIN.100’
AT GRADE PEDESTRIAN
CROSSING
LOCAL ROAD


Prototypical Plan
Town Center
Station platform
Optional above-grade
pedestrian crossing
Station tower with ticket booth
At-grade pedestrian
crossing
At-grade vehicular
crossing
The semi-circular building of

condos over commercial is the
heart of the Beaverton Round.
Town Center Stations are sited

on urban collectors in smaller-
scale mixed-use areas.
Stations are designed to fit in

to the built environment of the
town center.
Town Center Stations are in

walkable areas with a full
network of sidewalks.

Shared parking
Outdoor public space
Kiss and Ride
Bus drop-off
Pedestrian gathering space
Support buildings including

bike racks and lockers
Mixed-use buildings
On-street parking
Structured parking surrounded

by mixed-use buildings
Collector road

Figure Diagram
4 Station Types
Regional Park and Ride
Regional Park-Ride Station
These stations are located on principle arterial roads Station Area Zoning
with close connections to larger highways and
interstates. Regional Park and Ride Stations serve • Commercial Zoning:
large volumes of riders from outlying communities. Floor Area Ratio greater than six (6)
Similar to local Park and Ride Stations, safe
pedestrian connections must be designed to • Residential Zoning:
circulate people from drop-off areas and parking Greater than 25 Dwelling Units per Acre
lots/structures to the station entrance. Kiss and
Ride and Bus Drop-off areas should be placed • Parking Restrictions:
closest to the station entrance followed by parking. Less than 1.5 spaces per 1,000 Square Feet
As vehicles and buses are diverted from the major
arterial road, separate one-way roads help minimize
traffic congestion around drop-off areas.
Sites suitable for large at-grade parking lots do not

exist within the study corridor; therefore, structured
parking options within station types, such as the
Regional Park and Ride, need to be examined. Land
dedicated to parking requirements can also be an
opportunity for future redevelopment. Areas for COMMERCIAL ZONING
surface parking should potentially incorporate the FAR > 6
feeder bus routes which may be rerouted into the
station to provide convenient passenger transfer.
Station Requirements
• Site Acreage:
Five (5) Acres or greater
• Transit Access:
Local services
• Parking:
>2000-space parking structure required

Functional Diagram
Commuter Rail-Regional Park and Ride
(Express Station)
FEC SHARED CORRIDOR

(100’ R.O.W)
SURFACE PARKING/
PARKING STRUCTURE/
POTENTAIL MIXED-USE
SURFACE PARKING/
PARKING STRUCTURE/
POTENTAIL MIXED-USE
STATION
STATION
500’ PLATFORM
PEDESTRIAN
PLAZA
ARTERIAL RAOD
RIDE AREA
KISS AND
SURFACE PARKING/
PARKING STRUCTURE/ KISS AND RIDE/
POTENTAIL MIXED-USE SHORT TERM PARKING
BUS DROP-OFF AREA
SURFACE PARKING/ SURFACE PARKING/

PARKING STRUCTURE/ PARKING STRUCTURE/
POTENTAIL MIXED-USE POTENTAIL MIXED-USE
MIN. 100’
AT GRADE
PEDESTRIAN
CROSSING
COLLECTOR ROAD


Prototypical Plan
Regional Park and Ride
Station platform
Parking area with future

development potential
Areas surrounding regional

park-ride stations should be
zoned to encourage denser
future development.
Regional park-ride stations

should be accessible directly
from major highways or
major arterials.

Parking structure
lined with mixed-
uses
Station with ticket booth

Kiss and Ride
Surface parking lot for

short-term, carpool and
van pool parking
Taxi drop-off
Parking structure lined Covered bus drop-off*

with mixed-uses
*Note:
If a covered drop-off area is not plausible under building/
structure, a covered canopy should be provided at a minimum
between the bus drop-off and the station.

Figure Diagram
5 Station Types
Neighborhood
Neighborhood Station
The Neighborhood Station is located on local roads Station Area Zoning

within a residential area. It is an ‘origin’ only station
and services a relatively low volume of people • Commercial Zoning:
from surrounding communities, the residential No requirements
neighborhood itself and convenience retail services.
The users are filtered into the station and platform • Residential Zoning:
area, either on foot via the the surrounding sidewalk Greater than Eight (8) Dwelling Units/Acre
network system, or through the bus drop-off area.
Drop-off for a local circulator can also be provided • Parking Restrictions:
with direct connection to the station. No requirements
Parking will be provided on surface lots at a scale

which will fit into the surrounding community
and not create traffic issues on local streets.
Pedestrians can then cross local traffic lanes and
access the station entrance. Preferably, the surface
parking should be shared with any multi-use
commercial/residential development, or institutional
use such as a church.
EXAMPLE OF RESIDENTIAL
DENSITY > 8 DU/ACRE
• Site Acreage:
1/2 - 1 Acre
• Transit Access:
Local services
• Parking:
50-100 spaces (single-use surface)

Functional Diagram
Commuter Rail-Neighborhood
(Local Stations)
FEC SHARED CORRIDOR

(100’ R.O.W)
DROP-OFF AREA
EXISTING EXISTING
RESIDENTIAL RESIDENTIAL
BLOCK BLOCK
STATION
LOCAL ROAD WITH ON STREET PARKING 500’ PLATFORM LOCAL ROAD WITH ON STREET PARKING
LOCAL ROAD
EXISTING
RESIDENTIAL
BLOCK
LOCAL ROAD
DROP-OFF AREA
EXISTING
RESIDENTIAL
BLOCK
STATION
EXISTING
LOCAL ROAD WITH ON STREET PARKING
MIXED-USE
SHARED
BLOCK
PARKING
EXISTING
MIN. 100’
RESIDENTIAL
BLOCK
AT GRADE
BUS DROP-OFF AREA PEDESTRIAN
CROSSING
LOCAL ROAD


Prototypical Plan
Neighborhood Station
Existing residential block
Local road with

on-street parking
Station with
ticket booth
Station platform
Shared parking
Existing mixed-use or
institutional-use block
Neighborhood Stations do not
disturb the context of
residential neighborhoods.
Existing bus station
Neighborhood stations often

have minimal facilities that
blend into the community.
Housing types can be diverse

and accommodate a mix of
single-family and multi-family
units.

Kiss and
Ride
Pedestrian
crossing
Station with
ticket booth
Kiss and Ride
Existing residential block
Station platform
Drop-off for local circulator

(City Shuttle)
At-grade pedestrian crossing
At-grade vehicular crossing
Collector street

Figure Diagram
6 Station Types
Employment Center
Employment Center Stations
These destination stations serve suburban centers Station Area Zoning

of employment, for example, office parks, hospital
complexes, college campuses, large mixed-use • Commercial Zoning:
centers, and shopping centers. Employment Floor Area Ratio greater than 2.5
centers close to the station will require direct
sidewalk connections for pedestrians, while those • Residential Zoning:
further away may not be walkable, but would be Greater than 25 Dwelling Units per Acre
within shuttle bus access. A plaza area should be
incorporated into the front of the station and the • Parking Restrictions:
surrounding bus and shuttle drop-off areas. Due to Less than 2.25 spaces per 1,000 Square Feet
high traffic volumes at these stations which tend to
be at peak periods during the work week, morning
arrival, lunch, and evening departure, the station
plaza can accommodate a larger proportion of
people in a short period of time.
Since this station is predominantly a destination

station, no dedicated parking is required. If
desired, parking should be available in the
surrounding existing parking structures.
COMMERCIAL ZONING
FAR > 2.5
• Site Acreage:
Less than one (1) Acre
• Transit Access:
Local services
• Parking:
No dedicated parking

Functional Diagram
Commuter Rail-Employment Center
(Local Station)
EXISTING
EMPLOYMENT
CENTER (I.E. HOSPITAL
COMPLEX, SHOPPING
CENTER, UNIVERSITY
CAMPUS, ETC)
OFFICE
BUILDING
CANOPY
EXISTING
EMPLOYMENT
BUS/SHUTTLE DROP-OFF AREA

CENTER (I.E. HOSPITAL
500’ PLATFORM
COMPLEX, SHOPPING
CENTER, UNIVERSITY
LOCAL ROAD
CAMPUS, ETC)
PLATFORM
PLATFORM
STATION
PLAZA LOCAL ROAD WITH ON STREET PARKING
COMMERCIAL COMMERCIAL
& &
OFFICE OFFICE
BUILDING BUILDING
COMMERCIAL
&
OFFICE
BUILDING
MIN. 100’
FEC SHARED CORRIDOR

(100’ R.O.W)
AT GRADE
PEDESTRIAN
CROSSING
COLLECTOR ROAD
Note: Some stations may be more or less remote


Prototypical Plan
Employment Center
Bus/shuttle drop-
off area
Station platform
Pedestrian crossing
Pedestrian gathering space
Station with
ticket booth
Commercial/Office building
with ground-level parking
At-grade vehicular
crossing
At-grade pedestrian
crossing

Employment centers can be
office parks, hospital
complexes, universities, or
other large mixed-use centers.
Local road
Existing/future
employment center
Kiss and Ride No dedicated parking is needed

at employment center stations;
parking can be shared.
Local road with

on-street parking
Commercial/Office building
Surrounding buildings are 3-5

stories or above with surface or
structured parking.
Collector street

Figure Diagram
7 Station Types
Local Park and Ride
Local Park andRide Station
Located on collector roads, these stations handle Station Area Zoning

moderate volumes of traffic, mainly accessible
by cars and buses. Safe pedestrian connections • Commercial Zoning:
must be designed to circulate people from drop-off Floor Area Ratio greater than 2.5
areas and parking lots or structures to the station
entrance. Kiss and Ride and Bus Drop-offs, should • Residential Zoning:
be placed closest to the station entrance followed Greater than 15 Dwelling Units per Acre
by short-term parking. As vehicles and buses are
diverted from the major arterial road, a one-way • Parking Restrictions:
road helps minimize traffic congestion around drop- Less than 2.25 spaces per 1,000 Square Feet
off areas.
Surface and structured parking for the station

should be buffered by buildings where possible.
Parking and drop-off areas may also incorporate
appropriate vegetation buffers separating vehicular,
bicycle and pedestrian areas. The surface parking
should incorporate the feeder bus routes. Also,
zoning should be updated to encourage Transit
Oriented Development/TOD around stations in COMMERCIAL ZONING
the future. Thus parking lots could be future FAR > 2.5
development sites for TOD within appropriate
regions.
• Site Acreage:
Two (2) to six (6) Acres
• Transit Access:
Local services
• Parking:

Functional Diagram
Commuter Rail-Local Park and Ride
(Local Station)
SURFACE PARKING
/ PARKING STRUCTURE
SURFACE PARKING / POTENTAIL MIXED-USE
/ PARKING STRUCTURE
/ POTENTAIL MIXED-USE
SURFACE PARKING
/ PARKING STRUCTURE
500’ PLATFORM
ARTERIAL ROAD
COLLECTOR ROAD
SURFACE PARKING
/ PARKING STRUCTURE
KISS AND RIDE AREA

BUS DROP-OFF
STATION
PEDESTRIAN
PLAZA
SURFACE PARKING
/ PARKING STRUCTURE
FEC SHARED CORRIDOR / POTENTAIL MIXED-USE
(100’ R.O.W)
MIN. 100’
AT GRADE
PEDESTRIAN CROSSING
COLLECTOR ROAD


Prototypical Plan
Local Park and Ride
Station with
ticket booth
Station platform
Parking area
(with future development potential)
Landscaped
buffer
Station access should be from

a collector or minor arterial
street.
Parking areas should be

located within close walking
distance of the station.
Appropriate landscape buffers
should be used around
parking areas.
At-grade
vehicular
crossing
Stations should be connected At-grade
to surrounding development
by sidewalks or walking pedestrian
paths. crossing

Parking area with
future development
potential
Continuous sidewalk
and bicycle pathway
connection to central
station and platform from
parking area
Kiss and Ride
Surface parking lot for short-term and
carpool/van pool parking
Station with ticket booth
Taxi drop-off
Bus drop-off
Support buildings including bike

racks and lockers
Parking structure

Figure Diagram
8 Station Types
Special Events
Special Events Venue Station
These stations need to be expressly designed to Station Area Zoning

accommodate the specific venue they facilitate, i.e., • No zoning requirements unless combined
a stadium or arena. The station and surrounding with another station type
areas will have to simultaneously manage large
crowds for short periods of time. Pedestrian
bridges can be used to link people from the Station Requirements
stadium and/or venue building to the transit station
and platforms. • Site Acreage:
No dedicated acreage requirement
No transit-related parking is necessary unless
the station functions as another type in addition • Transit Access:
to serving as an events venue. If the stadium or Local services and express services
venue is located within a dense mixed-used urban
environment, parking may be shared with other • Parking:
surrounding structured parking. If possible, a No dedicated parking
pedestrian bridge should be used from the parking
structure to the station and the stadium or venue.

Functional Diagram
Commuter Rail-Special Events
(Local Station)
MIXED USE
FEC SHARED CORRIDOR

(100’ R.O.W)
LOCAL ROAD WITH ON-STREET PARKING
LOCAL ROAD WITH ON-STREET PARKING
MIXED USE
500’ PLATFORM

COLLECTOR ROAD
STATION
STATION
STADIUM /
ARENA
ADDITIONAL
PARKING
(SURFACE PARK-
ING OR PARKING
STRUCTURE
BUS DROP
OFF AREA
MIN. 100’
AT GRADE PEDESTRIAN
CROSSING
ARTERIAL ROAD


Prototypical Plan
Special Events Venue
Arena/Special Events Venue
Pedestrian bridge connection to

Arena, Station, Parking structure
Bus drop-off
With the exception of event

days, these stations are quiet
and primarily serve the local
community. Venue parking
can sometimes be shared
with commuters.
Arterial Road
These stations are designed

to facilitate large volumes of
passengers leaving events at
the same time.

Collector road
Station Tower with ticket

booths at ground level
Station platform
At-grade pedestrian crossing
At-grade vehicular crossing
Parking Structure

Prototypical Plan
Commuter Rail Transit
Alternative Transit Modes:
Currently, five (5) separate modes of transit are Station platform
FEC SHARED CORRIDOR

being assessed for the SFECC Transit System.
Each mode carries a set of requirements that may
(100’ R.O.W)
FREIGHT
vary depending on the type of technology and final
FEC
system design parameters. Therefore, variations
will occur with the types of stations for each mode.
A brief description of each mode and its general
requirements follows: Station entry
1. Commuter Rail or Regional Rail (RGR):
a. A railway-based premium transit system

comprised of push-pull train sets/locomotives
pulling un-powered passenger cars or self
propelled rail cars (DMUs) that carries commuters
between destination and origination centers.
Commuter rail typically operates in an exclusive
ROW and typically serves corridors 20 miles or
greater in length. Commuter rails can share tracks
with freight trains and Amtrak. (Tri-rail is an example
of commuter rail in South Florida)
b. Commuter rail will share four (4) tracks with

the Florida East Coast Railroad and will serve
both Express and Local services. Depending
FEC SHARED CORRIDOR
EXPRESS PASSENGER
on the station type and the types of services Station platform
& FEC FREIGHT

accommodated at the station, platform-to-track
(100’ R.O.W)
configurations will vary between center and side
platforms.
c. Platform lengths are typically 500’ in length

and must be ADA accessible. Side platforms are a Station entry
minimum of 20’ in width and center platforms are a
minimum of 25’ in width.
d. Pedestrian Crossings: Crossings for pedestrians

are typically at-grade and run along existing street
intersections with connections to the platform
areas. Setbacks may vary, but a minimum safe
distance of 100’ is required between the platform
end and the at-grade pedestrian crossing. Above-
grade pedestrian crossings can also be used
in higher volume stations where surrounding Note:
structures provide direct connection into above- Diagram shows typical platform configurations for
grade pedestrian crossings, i.e., catwalks, the Commuter Rail mode. Variations may occur
pedestrian bridges, etc. depending on specific site conditions.
Platforms should be designed for high-level
boarding to ensure universal accessibility and
compliance with ADA guidelines.

COMMUTER RAIL PLATFORM
(500’ LENGTH, WIDTH 20’)
MIN. 100’
Two- (2) Sided Platform

Local Commuter Rail
COMMUTER RAIL PLATFORM

MIN. 100’
Two (2) Center Island Platforms

Express Commuter Rail
LEGEND BUS / TRANSIT CIRCULATION
PEDESTRIAN / BIKE CIRCULATION
AT GRADE PEDESTRIAN PLATFORM FEC CIRCULATION

CROSSING
VEHICULAR CIRCULATION
SECURITY FENCE

Prototypical Plan
Light Rail Transit
2. Light Rail Transit (LRT):
A railway-based form of rapid- or semi-rapid

transit comprised of diesel or electrically powered Station platform
mechanical units. These units operate in exclusive
or semi-exclusive ROWs and also have the
FREIGHT
FEC SHARED CORRIDOR
capability to operate in mixed roadway traffic but
FEC
must be separated from freight tracks (corridor
(100’ R.O.W)
sharing). Examples of light rail systems include
Metro Transit in the Minneapolis/St. Paul region,
LRT
and the TriMet System in Portland, Oregon. The
following are basic station requirements for LRT.
a. Light Rail will operate on two (2) dedicated Station entry

tracks and will typically employ center platform
configurations. Two (2) tracks will only
accommodate one (1) tier of local service.

b. Platform lengths are typically 300’ and the
center platform is a minimum of 25’ in width.
c. Pedestrian crossings will typically occur at

street intersections and a minimum setback of
30’ is required between platform ends and street
crossings. Above-grade pedestrian crossings
may be utilized in higher volume stations. Grade
crossings can also be used at platform ends
where allowed. Platform end crossings need to
have a security fence, which prevents pedestrian
traffic from crossing over into the FEC freight
tracks.
Note:
Diagram shows typical platform configurations
for the Light Rail mode. Variations may occur
depending on specific site conditions.

LRT PLATFORM
MIN. 30’
One (1) Center/Island Platform


CROSSING
SECURITY FENCE

Prototypical Plan
Bus Rapid Transit
3. Bus Rapid Transit (BRT):
FREIGHT
FEC SHARED CORRIDOR
A rubber-tire based form of semi-rapid transit that
FEC
combines the quality of rail with the flexibility of Station platform
(100’ R.O.W)
buses by operating on exclusive or semi-exclusive
ROWs. “A BRT system combines intelligent
transportation systems’ technology, priority for
13’ 12’ 12’ 13’

transit, rapid and convenient fare collection,
BRT
and integration with land use policy in order to
substantially upgrade bus system performance.”1
The South Dade Busway in Miami-Dade is an
example of BRT in the South Florida region. The
following are basic requirements for BRT. Station entry

a. BRT will operate on the FEC corridor using
dedicated bus lane roadways, separate from freight
or other rail.
b. Platform lengths may vary in length according

to specific requirements at each station and should
accommodate staging areas for busses where
passengers board. Typically, side platforms that are
20’ in width will be employed for BRT (right-side
doorways).
c. Pedestrian Crossings will typically occur at

street intersections. A minimum setback of 30’
is required between platform ends and street
crossings. Above-grade pedestrian crossings
may be utilized in higher volume stations. Grade
crossings can also be used at platform ends where
allowed. Platform end crossings need to have a
security fence, which prevents any pedestrian traffic
from crossing over into the FEC freight tracks.
Note:
for the Bus Rapid Transit mode. Variations may
occur depending on specific site conditions.
1 http://www.apta.com/research/info/briefings/briefing_2.cfm

BRT PLATFORM
(LENGTH VARIES, WIDTH 20’)
MIN. 30’
Two- (2) Sided Platform


CROSSING
SECURITY FENCE

Prototypical Plan
Rapid Rail Transit
4. Rapid Rail Transit (RRT):
A railway-based form of rapid transit comprised Station platform

of electric mechanical units operating in exclusive
ROWs. A working example of this configuration
FEC SHARED CORRIDOR
FREIGHT
within the SFECC region is the Miami Metro Rail,
FEC
(100’ R.O.W)
which uses elevated tracks.
METRO RAIL
ELEVATED
a. RRT operates on two (2) elevated dedicated
tracks and employs a central platform. It must be
separated from freight rail.

b. Platform lengths are typically 616’ in length, and
30’ in width for center platforms.
Station entry

c. Vertical pedestrian circulation elements, i.e.,
ramps/stairs, escalators, or elevators, are utilized
to provide connections between the at-grade
street level and the above-grade platform. These
circulation elements should be designed per site
and system requirements (such as peak flow,
etc.), and should accommodate connections at
street-level between drop-off areas and pedestrian
pathway connections.
Note:
Diagram shows typical platform configurations for
the Rapid Rail Transit mode. Variations may occur

METRO RAIL PLATFORM
One (1) Center Platform


CROSSING
SECURITY FENCE

Prototypical Plan
Regional Bus Transit
5. Regional Bus (RGB):
A longer distance and limited stop variation of

street transit employing over-the-road motor
FEC SHARED CORRIDOR

coaches. RGB would operate on existing arterial
(100’ R.O.W)
connections such as major interstates and
highways and provide an alternate mode for study Rail-side platform
that does not operate on the FEC corridor. - facilitate transfers
Examples of RGBs include the DART (Dallas Area
Rapid Transit) Regional Bus system and Miami Station platform
Dade’s Commuter Express buses.
Station entry
To Parking
Note:
for Regional Bus mode. Variations may occur

10’ 12’ 13’

AT GRADE PEDESTRIAN PLATFORM

CROSSING
FEC CIRCULATION
To I-95
SECURITY FENCE

Typical Components of Station Areas
Station Components
5
Typical Components of Station Areas:
This section of the Design Guidelines deals with

the typical components of the station area: the
arrival area and the travel corridor. The typical
spatial arrangements and circulation patterns
are discussed in the following pages. Detailed
architectural elements are described in the
following chapter.
All access/arrival modes lead to the station and

platform area from the gateway into the transit
experience. The user enters into the transit
experience and becomes a passenger in the “arrival
zone.” While arrival modes vary, the ultimate goal
is to reach a desired destination, accessible via the
station platform. Therefore, the station and platform
become the second part of the sequence called the
“travel zone.”
The various “arrival zone” components and the

“travel zone” components work synergistically
within the transit system to provide a logical, clear,
and seamless passage for users.

Component Diagram
Arrival Zone and Travel Zone Combined
TRAVEL ZONE ARRIVAL ZONE
FEC CORRIDOR
PARK & RIDE
ARTERIAL STREET
EXISTING DEVELOPMENT
PLATFORM
PLATFORM
SUPPORT
BUILDING
PEDESTRIAN
STATION
BUS FACILITY KISS &

ZONE RIDE
SUPPORT
BUILDING
ARTERIAL STREET
JOINT DEVELOPMENT
/ PUBLIC PARK SPACE
COLLECTOR STREET
Arrival and Travel Zone Combined

Arrival Zone:
Each day, transit stations are witness to “thousands The following are components of the arrival zone,
of individual ceremonies of departure and arrival.” with highest priority given to pedestrian access,
The transit experience is primarily comprised of two then bus/transit circulation, followed by Kiss and
fundamental parts; the “arrival” or access, and the Ride, and finally to park and ride access. ADA
departure, or “travel zone.” Typical components access should be universal and be given highest
of the arrival and travel zone, will be discussed in priority in all access areas.
greater detail later in the chapter.
1. Pedestrian Zone
The first part of the transit experience deals with • Nodes and circulation network
the arrival zone where multiple user types utilize a • Includes bicycle path network
variety of modes and methods to reach the transit
station. Principles of access will be described in 2. Bus/Transit Circulation
greater detail for various user groups in the next • Includes bus and other local
few pages. Depending on the chosen mode, the transit circulators, i.e., shuttles,
arrival experience into the transit station area varies trolleys, etc.
for different individuals.
3. Kiss and Ride (Vehicular Drop-off and
Taxi Stands)
• Automobile drop-off, taxi queuing,
paratransit, etc.
4. Park and Ride

• Surface and/or structured parking
5. ADA Requirements
• ADA Design Guidelines
WALKING
BICYCLE
Connecting Rail
Feeder Bus
TRANSIT Shuttle
PICK-UP/ Private Auto

DROP-OFF Taxi
Motocycle
Carpool
VEHICLE Car-sharing/Station Car
PARKING Single Occupant Vehicle
Arrival Mode Hierarchy

Component Diagram
Arrival Zone
FEC CORRIDOR
PARK & RIDE
ARTERIAL STREET
PLATFORM
PLATFORM
SUPPORT
BUILDING
1 2
STATION
3
PLAZA
BUS FACILITY KISS &
RIDE
SUPPORT
BUILDING
ARTERIAL STREET
JOINT DEVELOPMENT
/ PUBLIC PARK SPACE
COLLECTOR STREET
The Arrival Zone

(1) The Pedestrian Zone:

Nodes and Circulation Network
Pedestrians are the most important component in off passengers, Park and Ride passengers, and
the arrival zone since all users transition to on-foot allows them to partake in minimal activities, such
access as they enter the station and platform area. as eating and people watching, before proceeding
It is critical that all pedestrian circulation networks onto the platform for their train. Where possible, it
are compliant with ADA Accessibility Guidelines as is important that cover be provided for transitioning
well as Florida Accessibility Guidelines (see Chapter passengers in walkways and waiting areas.
9, Appendix for the complete ADA Guidelines). The station area may be ameliorated with
supporting retail and other commercial uses that
The pedestrian zone also needs to provide a sense help generate greater foot activity and offer services
of place, and fit into the surrounding context. to the transit user. Outdoor dining areas and cafés
Pedestrian zones consist of a network of street- generate additional activity which makes the station
level pathways interjected by gathering nodes and area more attractive and user-friendly. A focal point,
spaces. A pedestrian node, such as a plaza, is the such as a water feature or an art sculpture, not
part of the station area that collects passengers only helps draw attention to the plaza area, but
arriving from various modes, i.e., pedestrians to the station entrance. Shade trees and other
on foot, bicyclists, bus or Kiss and Ride drop- landscape elements can also be incorporated into
the pedestrian node design, but must not impede
the main circulation route people use to enter the
station. Trees and landscape beds can provide
shaded areas for gathering/seating and frame the
space by adding a sense of enclosure, creating
a more intimate atmosphere similar to that of a
comfortable courtyard. Vegetation can provide
shade and help reduce the overall heat- island
effect; and porous surfaces increase infiltration
rates of stormwater runoff.
The following conceptual plans illustrate spatial

components that need to be incorporated into the
pedestrian zone designs.
Water fountains can create interesting and artistic

focal pieces for pedestrian plazas and gathering
spaces.
Source: http://fatherpitt.files.wordpress.com/2009/05/2009-
05-05-mellon-green-02.jpg

Component Diagram
Pedestrian Zone
2
4
4
1 STATION 3 BIKE RACKS/LOCKERS 5 BUS ACCESS PEDESTRIAN

(COVERED) CIRCULATION
2 PEDESTRIAN 4 PEDESTRIAN GATHERING 6 VEHICULAR / POTENTIAL CANOPY
ACCESS NODE KISS AND RIDE ACCESS EXTENSION
Pedestrian Zone Option 1
Gathering Space (typical)
1
3
3 4
4
1 STATION 3 BIKE RACKS/LOCKERS 5 VEHICULAR / PEDESTRIAN

(COVERED) KISS AND RIDE ACCESS CIRCULATION
2 PEDESTRIAN 4 PEDESTRIAN GATHERING POTENTIAL CANOPY
ACCESS NODE EXTENSION

Gathering Space (typical)

Component Diagram
Pedestrian Crossing
Pedestrian Crossing:
The following are elements that create successful

street accessibility for both pedestrians and
bicyclists:
• Streets that encourage slower automobile speeds

and safe pedestrian crossings promote a sense of
neighborhood intimacy. As a result, they increase
the use of foot traffic and bicycling. Pedestrian crosswalk
with special paving
• Shorter blocks lead to more intersections which
create greater design opportunities for safe
pedestrian crossings. These elements increase
convenience for pedestrians.
• Safe pedestrian crossings should include actuated

signal crossings and medians that are lit, and flared
sidewalks at intersections which are landscaped
and do not impede on site visibility requirements.
Barrier-free ramps should also be incorporated
along all intersections for ADA Accessibility and
should comply with ADA Accessibility Guidelines
(see Chapter 9 - Appendix). Pedestrian Crosswalk
typical
• Shorter turning radii on street corners decrease the
street crossing distance for pedestrians and force
vehicles to slow down. Overall a safer intersection is
created for pedestrians.
• Bicycle lanes adjacent to roadways and sidewalks

with planting strips adjacent to roadways (wider
along arterial streets) should be added to new and
existing neighborhood roads.

Component Diagram
Sidewalk
Pedestrian Sidewalks:
The station design should focus on prioritizing

pedestrian connections into the station site by Following are general guidelines for sidewalk design:
ensuring that sidewalks from neighboring areas are
continuous, and offer direct access into the station • Minimum width of 6’-0”
area and the platform. Sidewalks should also offer
a clear network of connectivity to origination and • Vertical Clearance: 8’-0”
destination areas within the station’s contextual area
such as neighborhoods, employment centers, open • Paths should be highly visible
spaces/parks, civic buildings, etc.
• Paths to be planned to concentrate pedestrian
Sidewalks should range between 6’ and 12’ egress. Concentrate multiple pathways to a
in width depending on the station context and single exit (see and be seen).
volume of users. For example, a City Center Station
should have sidewalks with a minimum width of • Minimize unnecessary changes in direction and
12’ to support larger volumes of passengers that avoid dead-end paths
would access the station on foot versus a smaller
Neighborhood Station that can support narrower • Where possible, provide connections to
sidewalk widths. surrounding streets without crossing parking
areas
• Mid-block crossings can be used (with

appropriate design and safety measures) when
intersections are spaced more than 400’ apart
• Maximum walking distances to station

entrance:
• a. 500’ from bus bay
b. 600’ pick-up/drop-off
c. 1500’ from parking space (Park and Ride
d. 1/4 -1/2 mile to/from major destinations
(1/4 mile preferred for South Florida)

Component Diagram
Bicycle Circulation
Bicycle Circulation and Bikeways: Bicycle Parking: Racks, Lockers, and Stations
Bicycle access is integral to transit stations and A Bicycle Parking administration program can
should be encouraged by providing safe, clear, and be initiated for the SFECC Transit system to help
convenient access and bicycle parking solutions assess and determine appropriate solutions,
for transit users who arrive to the transit station on pricing, and other policies related to bicycle parking
their bicycles. When possible, bicycle circulation per individual station needs. The program can also
should be should be integrated alongside help determine amount of bicycle parking offered
pedestrian sidewalks and roadway surfaces which at each station (which can range from 5%-10% of
access station sites. In stations where higher automobile parking provided). At a minimum bike
volumes of bicyclists are expected, separate racks should be located at station entrances, and
bikeways and bike paths can be planned along their placement should not impede the pedestrian
with adequate bicycle parking. Bike lanes shall traffic entering and exiting the platform. Bike racks
meet all local and state transportation regulations should be located in high-use and visible areas to
and must be clearly designated and separated discourage theft and vandalism. Once bikes are
from any vehicular-use areas. Bike lanes should locked and secure, the rider can pass through
be linked to local and regional bike systems the pedestrian node toward the station entrance.
where possible and connect to surrounding Bike rack designs should all complement the
neighborhoods, open spaces/parks, civic buildings, architectural surroundings as well as other thematic
and other destinations within the area. When site elements.
possible, varying colors and materials should be
used to provide added visual separation. As demand permits with higher-volume stations,
bike lockers can be located at station sites
Where vertical circulation is required to access alongside entrance areas in lieu of bike racks.
stations and platforms, bicycle “tracks” can be Bike lockers can be keyed or electronic and can
added along stairs making it easier for users to be offered in sheds that provide additional cover
wheel their bicycles up and down. and shelter. Once again, bicycle lockers and
shed should be located in high-visibility areaas
Finally, depending on the transit mode chosen, or alongside pedestrian circulation routes to
allowances should made (i.e. an onboard bicycle discourage theft and vandalism.
program) to allow users to take their bikes onto the
transit system.
CANOPY WITH SUPPORT COLUMNS
Chicago’s Millenium Park Bike Station offers lockers,

showers, and bike repairs in addition to secure bike
parking.
Bike Rack Area Source: http://www.naparstek.com/uploaded_images/bikesta-
Typical Plan Layout tioninside-759627.jpgPlaza-01.JPG

Component Diagram
Greenways
Greenways and Rail-with-Trail (RWT):
At high volume and density transit station, bicycle Rail-with-Trail (RWT) describes any shared use
stations can be provided with an attendant who path, or other trail located on or directly adjacent
ensures secure bicycle parking. Bicycle stations to an active railroad corridor. These pedestrian/
can also offer bicycle repairs and rentals along with bicycle paths are physically separated from
other amenities such as showers and lockers. motorized vehicular traffic by an open space or
barrier and generally run parallel to an existing
Bicycle rental programs such as Lyon’s “velo-v” railway. Similarly, greenway systems can also
offer unique infrastructural bike programs that like utilize, but are not limited to, railroad ROWs. They
bicyclists to 340 rental stations and over 4000 can include canal and wide-road ROWs, utility
bikes also offer innovative transit link solutions that easements and waterways. Greenways and RWT
are sustainable and serve a wider group of users. create county-wide and/or regional networks of
In Lyon, “Each bicycle can be picked up from one safe, clean, equestrian, bike and pedestrian trails
station and dropped off at the other, and once you that connect neighborhoods, parks and recreation
are a “velo v” member, if your trip between stations areas, cultural and historic sites, schools and
is less than 30 minutes, the trip is free.”1. Portland, businesses.
Oregon also offers a similar innovative free bicycle
program called “Ugly Bikes” where users can A well-designed RWT can bring numerous benefits
borrow and return a bicycle for others to use. to communities and railroads alike. Working closely
Bike rental programs can be offered at key transit with transit agencies, railroad companies and
stations to assist in mode transfers between the other stakeholders, is crucial to a successful RWT.
station and the user’s final destination. Limiting new and/or eliminating at-grade trail-rail
crossings, setting the trail back as far as possible
from tracks, and providing physical separation
through fencing, vertical distance, vegetation, and/
or drainage ditches can help create a well-designed
1. Source: http://theirearth.com/.../lyon-france-bicycle-rental
trail.
Greenway Typical Section

WIDTH VARIES
WIDTHFEC
VARIES
(100’ WIDTH)
FEC (100’ WIDTH)
Component Diagram
Greenways SHARED CORRIDOR
SHARED CORRIDOR
1 STATION PLATFORM WITH CANOPY

4 SECURITY FENCE
4 SECURITY FENCE
2 LOCAL ROAD
2 LOCAL ROAD
5 FEC ROW
5 FEC ROW
6 PLATFORM & STATION ENTRANCE

3 GREENWAY PEDESTRIAN PATH

GREENWAY LEGEND
GREENWAY LEGEND

FEC 100’ shared ROW
SFECC Greenways:
The corridor also offers the opportunity to create a

continuous “greenway” that can be developed to
incorporate a walking and biking trail with native 2 2
plantings (depending on track layout and available
ROW width). Shrubs and canopy can provide a
shield from the rail corridor, and extend greenway
connections to the surrounding context. In all areas
where the existing FEC rail corridor has space to
accommodate a greenway, the track ROW must 4 4
be separated by a minimum four-foot (4’) chain link
fence from the greenway.
The following diagrams show how greenways can

be incorporated in a variety of scenarios along the
FEC corridor with pedestrian/bicycle trails.
They can: 3 3
CORRIDOR
5 5
WIDTH)
• Be incorporated into many local city land-

CORRIDOR
WIDTH)
use plans
• Be part of larger East Coast Greenways
(100’(100’
SHARED
• Provide a safe alternate route for

SHARED
FECFEC
commuters 1 1
• Connect neighborhoods to schools,
VARIES
1
1
4 SECURITY FENCE
4 SECURITY FENCE
2 LOCAL ROAD
2 LOCAL ROAD
5 FEC ROW
5 FEC ROW

GREENWAY LEGEND
GREENWAY LEGEND
4 4
shopping centers, cultural sites,
VARIES
employment centers and recreation areas

WIDTH
3 3
WIDTH
2 2
GREENWAY LEGEND
1GREENWAY 1LEGEND WITH
STATION PLATFORM 1 CANOPY
1
LOCAL ROAD
2
3 LOCAL ROADPEDESTRIAN PATH
GREENWAY
43 SECURITY
GREENWAYFENCE
PEDESTRIAN PATH
4
5 SECURITY
FEC ROW FENCE
5
6 FEC ROW & STATION ENTRANCE
PLATFORM
6 PEDESTRIAN / BIKE CIRCULATION
PLATFORM & STATION ENTRANCE
Greenway Diagram 1
Outside
3 of 100’
3 ROW
4 4
WAY LEGEND
STRIAN / BIKE CIRCULATION
RITY FENCE
L ROAD
NWAY PEDESTRIAN PATH
OW
1
FEC 100’ shared ROW FEC 100’ shared ROW

WIDTH VARIES FEC (100’ WIDTH)
SHARED CORRIDOR
2 LOCAL ROAD
GREENWAY LEGEND
4 2 6
SHARED CORRIDOR
VARIES FEC (100’ WIDTH)
1
5
4
3
1
1
1
5
4
WIDTH
3
3
6
3
5
2
2
1
1
2 LOCAL ROAD
GREENWAY LEGEND
GREENWAY LEGEND GREENWAY LEGEND

1
2 LOCAL ROAD 1 STATION PLATFORM WITH CANOPY
3 GREENWAY PEDESTRIAN PATH 2 LOCAL ROAD
4 SECURITY FENCE 3 GREENWAY PEDESTRIAN PATH
5 FEC ROW 4 SECURITY FENCE
PEDESTRIAN / BIKE CIRCULATION 5 FEC ROW
1
Greenway Diagram 2 Greenway Diagram 3
Within 100’ ROW Urban Setting

(2) The Bus Drop-off
In terms of accessibility, after pedestrian circulation, median area also has an opportunity for the
bus/transit circulation is given priority. Bus Drop- implementation of sustainable green spaces
offs, located at major employment centers or with stormwater and runoff catchment/
in collaboration with Park and Rides, serve as treatment areas such as bio-swales and/or
major access points as they carry a larger volume retention ponds.
of users at scheduled times (based on bus
schedules). • When possible, bus platforms should be
covered with a continuous canopy to the
It is important to distinguish between the Kiss and station entrance. Connecting walkways should
Ride/vehicular drop-off and bus drop-off because comply with all ADA Accessibility Guidelines
they serve two (2) separate users. Bus drop-off and provide barrier-free circulation.
areas should be given access priority often by
implementation of a loop road (in larger stations • Pedestrian crossings across bus lane(s) should
such as Park and Rides and large employment be avoided. If crossings are unavoidable they
centers), and should be located in closer proximity should be located at the end of the bus staging
to the station entrance area. Bus drop-off areas areas. Vertical circulation elements such as
should be of adequate size for one (1) to two (2) pedestrian bridges can also be used to reduce
bus lengths at a minimum (more depending on conflicts between buses and passengers.
per-station and site-specific needs), and not allow
bus queuing to impede pedestrian flow at station • Appropriate signage, lighting, and landscape
entrances. Where possible, pedestrian waiting treatments help make the transfer experience
areas and connections between bus drop-off more seamless, safe, and enjoyable.
platforms and the station should be covered with
overhead canopy to protect passengers from the • Where loop roads are implemented into bus
elements (rain, sun, etc.). Following are additional drop-offs, various layout modifications can
considerations when planning bus access and utilized based on specific site conditions.
circulation into station areas. The number of drop-off stalls can also vary
depending on specific site needs. In the
• One- (1) way counter clockwise loop bus lane following scenarios, a saw-tooth layout is
circulation is preferable. Two- (2) way circulation depicted for bus pull in/drop-off areas (right-
should be avoided. side loading/unloading bus vehicles).
• Lanes for bus storage should be located in The following illustrate spatial components that
proximity and within view of the bus bays to need to be incorporated into the bus drop-off
allow layover buses to move to their assigned designs.
locations.
• Center-island bus bays to be used when

there are significant bus-to-bus transfers. A
central- median corridor can be utilited to
accommodate sidewalks that extend from
the bus drop-off areas to the station area. In
high-intensity areas, access sidewalks can be
moved outside of bus circulation areas. The

Component Diagram
Bus Drop-off
APPROX. 500’
TO STATION
6 6
2 5 2
1
4
BUS TRAVEL LANE
2 5
2
4
BUS TRAVEL LANE 3
55’ R 35’ R
7
1
1 PEDESTRIAN WALKWAY 6 SECURITY FENCE

2 BUS PLATFORM 7 KISS & RIDE
3 PEDESTRIAN CROSSING
PEDESTRIAN CIRCULATION
WITH SPECIAL PAVING
4 BUS PARKING BAY
POTENTIAL CANOPY
5 BUS DROP-OFF/WAITING AREA
EXTENSION
Bus Drop-Off Diagram
typical
Depending on station sites and requirements, bus drop-off areas can be integrated into the station site or
along existing roadways. The diagram above shows a major bus drop-off area that uses the “double-bay”
saw-tooth configuration. Pedestrian platforms connect passengers from the drop-off location to the station.
APPROX. 400’
2
4
BUS TRAVEL LANE
3
35’ R
TO STATION 6
6
3 35’ R
55’ R BUS TRAVEL LANE
1
4
2
1 COVERED PEDESTRIAN WALKWAY 4 BUS PARKING BAY

2 BUS PLATFORM 6 RAIN GARDEN/BIO-SWALE
3 BUS WAITING LANE PEDESTRIAN CIRCULATION
Bus Drop-Off Diagram (Alternative)

(3) The Vehicular Drop-off:

Kiss and Ride
In terms of accessibility, following pedestrian and Landscaped, or green, buffers can be used to
bus/transit circulation, Kiss and Ride is given provide additional separation between the drop-off
priority. Vehicular drop-offs function similarly to bus area or access road, and between the loop road
drop-offs; however, they cater to smaller- capacity and short-term parking area. Covered canopy or
vehicles such as cars, vans, taxi cabs and shuttles, shade trees should line the edge of the passenger
etc. Therefore, Kiss and Ride areas should not and taxi drop-off area, providing shade and weather
be located farther than 600 feet from the station protection for passengers waiting for pick up.
and platform area. Vehicular drop-off facilities can Where space restrictions exist, tree grates can be
be incorporated along streets as simple pull-in employed, in more urban areas, to provide barrier-
facilities or as loop roads with short- term parking. free connections between the drop-off areas and
Kiss and Ride facilities typically include areas for the transit station and platform area.
taxi cabs and shuttle queuing areas for vehicles
waiting to pick up or drop off passengers. The The following illustrate spatial components that
automobile drop-off should allow for stacking of need to be incorporated into the Kiss and Ride
two (2) to three (3) cars, and should not allow for designs.
automobile queuing to impede pedestrian flow
toward the station platform entrance. In larger-
volume stations, taxi queuing and shuttle drop-off
areas (paratransit vehicles) can also be provided
adjacent to platform areas and in close proximity
to the station entrance area. Taxi stands should
be separate from vehicular drop-off areas in
larger-volume stations to accommodate efficient
passenger transfers.
Pedestrian circulation should be separate from

drop-off areas or be provided in such a way as to
reduce any vehicular and/or pedestrian conflicts.
Special paving can be used to highlight pedestrian
crosswalks and the connections between the
station and short-term parking lots. Evenly spaced
bollards, or a security fence, can also be used
for added separation between pedestrian and
vehicular areas increasing passengers’ safety while
directing passengers toward the station entrance.

Component Diagram
Kiss and Ride
TO STATION
7 7
8 9
5 4
1
2 2
6 8
TO PARKING 1 PEDESTRIAN CROSSWALK 5 TAXI WAITING AREA

2 ADA ACCESSIBLE PARKING 6 VEGETATIVE BUFFER
3 SHORT-TERM PARKING 7 SECURITY FENCE
4 PASSENGER DROP-OFF AREA 8 ENTRY / DIRECTIONAL SIGNAGE
PEDESTRIAN CIRCULATION 9 COVERED WAITING AREA
Kiss and Ride Diagram with Short Term Parking

typical
Kiss and Ride areas are typically located along roadways as pull-off bays where vehicles can stop temporarily
either to drop off or pick up passengers. The diagram above illustrates a Kiss and Ride area dedicated for
short-term parking and taxi queuing.
TO STATION
POTENTIAL CANOPY
EXTENSION
Kiss and Ride with Oon-street Vehicular Drop-off

Typical Section

(4) Park and Ride:
In terms of accessibility, following pedestrian, bus/ Most municipalities and regulatory agencies already
transit, and Kiss and Ride circulation, Park and have landscape requirements for off-street parking
Ride is given final priority. Vehicular drop-offs areas that should be complied with at a minimum.
function similarly to bus drop-offs. Located farthest
from the station, the Park and Ride component Creating green spaces within a large surface lot is
allows transit users to park and have direct critical because they reduce ‘heat islands’ within
pedestrian access to the station entrance within a the South Florida climate, and increase permeable
maximum of 1500’. The surface lot or structured surfaces while decreasing runoff volume. Planting
parking facility should circulate vehicles in an medians can implement other sustainable and
efficient and logical manner throughout without best management principles for stormwater
dead-end parking. management such as green roofs, rain gardens,
bio-swales, and retention/detention areas. In
Structured parking is more likely to occur in the addition to the use of shade trees, pervious paving
SFECC corridor since little land is available for large materials with a high solar reflectance index (SRI)
surface parking lots. These parking structures can can also help diminish the heat-island effect and
function as multistory and multi-use buildings, or provide additional comfort and safety to the users
as stand-alone structures. Liner buildings or green of the Park and Ride facility. Where structured
walls should be encouraged to prevent blank walls parking is employed, green roofs and walls can
from being constructed adjacent to pedestrian help insulate and reduce heat-island surfaces. Solar
walkways. In addition, parking garages should panels on roofs can also provide additional shade
be set back from street fronts and aligned behind to parked vehicles.
buildings, especially at ground level. This can
reduce the visual scale and mass of the structure The following illustrate spatial components that
while also providing shade onto sidewalks. Elevated need to be incorporated into the Park and Ride
pedestrian crosswalks, or catwalks, can also be designs.
employed from parking structures directly into
station areas in order to reduce pedestrian and
vehicular conflicts.
Clearly distinguishable areas should be provided

for pedestrian crosswalks, and conflicts between
pedestrians and vehicles should be kept to
a minimum. Variable special paving materials
and applications can further aid the visibility of
pedestrian crosswalk areas. Where possible, all
pedestrians waiting and connecting walkways to
the station should be covered.

Component Diagram
Structured Parking
TO STATION
2
5
4
4
6
1
2
5
TO STREET
1 ENTRY DRIVE 4 VEGETATIVE BUFFER

2 ADA ACCESSIBLE PARKING 5 PEDESTRIAN VERTICAL CIRCULATION
3 LONG-TERM PARKING 6 EXIT DRIVE
POTENTIAL CANOPY PEDESTRIAN CIRCULATION
EXTENSION
Structured Parking Lot Diagram

Typical Sectionl

Component Diagram
Surface Parking Lot
Parking: Emergency Vehicular Access:
Parking lot layout and dimensions, including Emergency access (fire and ambulance) is critical
appropriate turning radii (typically between 30’- and must be provided at all station areas and Park
35’ outside curb radius), should follow precedent and Ride facilities. Roadway circulation within the
municipal/agency ordinance requirements, or the parking lot configuration must have ample radii
minimum requirements listed below (whichever is (typically between 45’-50’ outside curb radius for
more stringent). In addition, it is also necessary a fire truck with ladder) to allow fire truck access to
to comply with ADA accessibility guidelines and the station.
federal regulations. Passengers with disabilities
should not be required to cross traffic lanes.
Parking should be provided per ADA regulations
for passengers with disabilities closest to the
station platform entrance. Where possible, covered
canopy connections, such as awnings on adjacent
buildings, should be provided between parking
areas and the station. Preferred parking will also
be offered to car pool and van pool users to
encourage sustainable vehicular use.
The following guidelines are from Amtrak Station

Program and Planning - Standards and Guidelines
• Standard 90-degree, 9’x19’ parking stalls

should be used for both long- and short-
term parking
• Parking structures (garage column spacing)

should be arranged to provide clearance of
aisles for vehicle maneuvering
• Structured parking should allow for an

average of 350-400 square gross feet of
floor area per vehicle
• Surface parking averages 330-350 square

feet of surface area per vehicle including
maneuver space, circulation space and
access and parking control

MAX. 1500’ WALKING DISTANCE (TO STATION)
TO STATION
1
2
1
4
5
TO ADDITIONAL
1 PARKING
4
1
6
1 PEDESTRIAN CROSSWALK 4 RAIN GARDEN/BIO-SWALE

2 ADA ACCESSIBLE & PREFERRED 5 VEGETATIVE BUFFER
PARKING FOR CAR POOL / VAN POOL 6 ENTRY DRIVE
3 LONG-TERM PARKING
PEDESTRIAN CIRCULATION
POTENTIAL CANOPY/AWNING
EXTENSION TO STATION
Surface Parking Lot Diagram
typical

(5) ADA Requirements:

The following guidelines describe ADA guidelines
The American Disabilities Act (ADA) guidelines specific to rail transit (Per Federal ADA and
and design criteria are the governing authority for Architectural Barriers Act Accessibility Guidelines
accessibility requirements and compliance. The Section 810.5-810.10, published in June 2004).
following general requirements and diagrams are
from the ADA Design Guidelines. For the complete 810.5.1. Rail Platforms shall not exceed a
guidelines, please refer to Chapter 9 - Appendix. slope of 1:48 in all directions (Exception: Where
platforms serve vehicles operating on existing
Features that improve accessibility for transit users track or track laid in existing roadway, the slope
with disabilities (as specified by the Americans with of the platform parallel to the track shall be
Disabiliites Act) need to be incorporated into station permitted to be equal to the slope (grade) of
design. These include:1 the roadway or existing track.)
• Elevators or ramps
• Handrails on ramps and stairs
810.5.2. Detectable Warnings: Platform
• Large-print and tactile-Braille signs
boarding edges not protected by platform
• Audio and visual information systems
screens or guards shall have detectable
• Accessible station booth windows
warnings complying with 705 along the full
• Accessible ticket vending machines
length of the public use area of the platform.
• Accessible service-entry gates at subway
stations
810.5.3. Platform and Vehicle Floor
• Platform-edge warning strips
Coordination: Station platforms shall be
• Platform gap modifications or bridge plates positioned to coordinate with vehicles in
to reduce or eliminate the gap between accordance with the applicable requirements of
trains and platforms 36 CFR Part 1192. Low level platforms shall be
• Telephones at an accessible height with 8 inches (205 mm) minimum above top of rail.
volume control, and text telephones (TTYs) (Exception: Where vehicles are boarded from
• Accessible restrooms at commuter rail sidewalks or street level, low-level platforms
stations with restrooms (not all station shall be permitted to be less than 8 inches (205
buildings have restrooms)
mm).
1 MTA Guide to Accessible Transit, http://www.mta.info/
mta/ada/ 810.6. Rail Station Signs: Rail Station Signs
shall comply with the following:
(Exception: Signs shall not be required to
comply with 810.6.1 and 810.6.2 where
audible signs are remotely transmitted to
hand-held receivers, or are user- or proximity-
actuated.
810.6.1 Entrances. Where signs identify a

station or its entrance, at least one sign at each
entrance shall comply with 703.2 and shall be
placed in uniform locations to the maximum
extent practicable. Where signs identify a
station that has no defined entrance, at least
one sign shall comply with 703.2 and shall be
placed in a central location.
Figure 705.1: Detectable Warnings 810.6.2 Routes and Destinations. Lists of

Size and Spacing of Truncated Domes stations, routes and destinations served by the

Component Diagram
ADA Requirements
station which are located on boarding areas, 810.6.3 Station Names. Stations covered
platforms, or mezzanines shall comply with by this section shall have identification signs
703.5. At least one tactile sign identifying the complying with 703.5. Signs shall be clearly
specific station and complying with 703.2 shall visible and within the sight lines of standing
be provided on each platform or boarding and sitting passengers from within the vehicle
area. Signs covered by this requirement on both sides when not obstructed by another
shall, to the maximum extent practicable, be vehicle.
placed in uniform locations within the system.
(Exception: Where sign space is limited, 810.7 Public Address Systems. Where public
characters shall not be required to exceed 3 address systems convey audible information to
inches [75 mm].) the public, the same or equivalent information
shall be provided in a visual format.
Advisory 810.5.3 Platform and Vehicle Floor
Coordination. The height and position of a 810.8 Clocks. Where clocks are provided
platform must be coordinated with the floor of for use by the public, the clock face shall be
the vehicles it serves to minimize the vertical uncluttered so that its elements are clearly
and horizontal gaps, in accordance with the visible. Hands, numerals and digits shall
ADA Accessibility Guidelines for Transportation contrast with the background either light-
Vehicles (36 CFR Part 1192). The vehicle on-dark or dark-on-light. Where clocks are
guidelines, divided by bus, van, light rail, rapid installed overhead, numerals and digits shall
rail, commuter rail, intercity rail, are available comply with 703.5.
at www.access-board.gov. The preferred
alignment is a high platform, level with the 810.9 Escalators. Where provided, escalators
vehicle floor. In some cases, the vehicle shall comply with the sections 6.1.3.5.6 and
guidelines permit use of a low platform in 6.1.3.6.5 of ASME A17.1 (incorporated by
conjunction with a lift or ramp. Most such low reference, see “Referenced Standards” in
platforms must have a minimum height of eight Chapter 1) and shall have a clear width of 32
inches above the top of the rail. Some vehicles inches (815 mm) minimum. (Exception: Existing
are designed to be boarded from a street or escalators in key stations shall not be required
the sidewalk along the street and the exception to comply with 810.9.)
permits such boarding areas to be less than
eight inches high.
Advisory 810.6 Rail Station Signs Exception.

Emerging technologies such as an audible
sign system using infrared transmitters and
receivers may provide greater accessibility in
the transit environment than traditional Braille
and raised letter signs. The transmitters are
placed on or next to print signs and transmit
their information to an infrared receiver that is
held by a person. By scanning an area, the
person will hear the sign. This means that
sign can be placed well out of reach of Braille
readers, even on parapet walls and on walls
beyond barriers. Additionally, such signs can
be used to provide wayfinding information that ADA Accessible Transit Technology.
cannot be efficiently conveyed on Braille signs. Source: http://www.nmrailrunner.com/Wheelchair%20Photo.
jpg

Component Diagram
ADA Requirements
810.10 Track Crossings. Where a circulation

path serving boarding platforms crosses tracks,
it shall comply with 402. (Exception: Openings
for wheel flanges shall be permitted to be 2½
inches [64 mm] maximum.)
Walkways
Figure 810.10 (Exception) Typical Section
Track Crossings
Other transit and site-related ADA guidelines include,

but are not limited to, the following: (Complete
guidelines can be found in Chapter 9- Appendix):
• Detectable warning strips (refer to section

705 of the Federal ADA and Architectural
Barriers Act Accessibility Guidelines
in Chapter 9 - Appendix for complete
guidelines) will contrast visually with
adjacent walking surfaces either light-
on-dark, or dark-on-light and shall be 24
inches wide and shall extend the full length
of the public use areas of the platform
• ADA accessible parking stalls should be no

more than 100’ from building entries
• Accessible walkways should consist of

closed loops rather than dead ends
• Any ramp that is placed within the system

should have a 1:16 slope where possible
with landings every 30’
• Hand railing heights for outdoor ramps

typically range from 30” to 34’’. The railing
ends should extend beyond the top and
bottom ramp by 12” to 18”.
• Passenger waiting areas will accomodate

wheelchair spaces. Benches will have
seats that are a minimum of 42” long; a
minimum of 20” deep and a maximum
of 24” deep. The top of the bench seat Ramps
surface should be 17” minimum and 19” Typical Section
maximum above the finish floor or ground.

Handrails
Typical Section
Parking Telephone Access

Typical Section Typical Section

Travel Zone:
The “Arrival Zone” and access modes lead to the

station and platform area which funnels the user
into the transit experience. Here the user becomes 1. Station Zone
a passenger waiting to board the transit system. • • Restrooms
While arrival modes may vary, the ultimate goal is for • Ticketing
a passenger to reach his/her destination which can • Waiting area
be accessed via the station platform. Therefore, the • Concessions
station and platform become main components of
the travel zone. 2. Platform/Track
• Side platform
After understanding the components of the arrival • Center platform
and travel zone, it is important to recognize both • Access
work together to provide a seamless passage to • Amenity
the users’ ultimate destination. The following pages • Platform crossing
describe the components of the travel zone in
greater detail.

Component Diagram
Travel Zone (Station and Platform)
FEC CORRIDOR
PARK & RIDE
ARTERIAL STREET
PLATFORM
PLATFORM SUPPORT
BUILDING
STATION
PLAZA
BUS FACILITY KISS &

RIDE
SUPPORT
BUILDING
ARTERIAL STREET
JOINT DEVELOPMENT
/ PUBLIC PARK SPACE
COLLECTOR STREET
The Travel Zone
VEHICULAR PARKING
FEC CIRCULATION

(1) The Station:
The station is the first of two (2) components within a structure attached directly to the station and
the travel zone, giving priority to the pedestrian platform area.
circulation within and around the area.
Architecturally, there is an opportunity for the
The term ‘Station’ often refers to the entire transit station to become a focal point to the station area
experience at a particular stop that facilitates and the surrounding urban context. Architectural
access and use of the transit system. Depending variety and articulation of building facades can add
on density and volume (case-by-case scenario) the to the public realm experience, and aid in orienting
station area could include a station building that users toward the station platform entrance. In major
serves as the gateway between the arrival area and community and urban centers, the station building
the travel zone or it could simply be a centralized often embodies elements of iconic architecture that
transitional space. give character and identity to not only the station,
but also its surrounding community and context.
Station Building:
Within less dense environments and lower-volume
The main function of the station building area is that stations, functions of the station, such as ticket
it spatially funnels people from surrounding access sales and amenities (snack vending machines),
routes and pedestrian gathering areas through a often are incorporated into the platform area
secure checkpoint with a ticket booth or machine, itself and reduce the need for additional building
on to the platform. If possible, restroom facilities structures.
should be connected to the station and platform
area with a semi-covered walkway or located in The following illustrate spatial components that
need to be incorporated into the Station zone
designs.
American Plaza in San Diego is an example of a transit station built into an existing structure.
Source: Photo (Left): http://washaw.files.wordpress.com/2008/12/__america_plaza.jpg

Photo (Right): http://www.urbanrail.net/am/sdie/OR-America-Plaza-01.JPG

Component Diagram
Station Layout
APPROX.
50-60’
5
3 2 3 6
4
1 STATION TOWER 3 TICKET / INFORMATION 5 SEMI-COVERED PEDESTRIAN CORRIDOR

2 MAIN ENTRY TO STATION 4 COURTYARD WITH SEATING 6 COVERED BIKE RACKS AND STORAGE
Station Configuration
Typical elevation
Structure and Engineering:
Structure and building systems (plumbing,

HVAC, MEP, fire and safety, etc.), including
appropriate footings and load calculations,
should be completed by registered architect and
engineer respectively. Aesthetics should be an
important consideration along with life-cycle cost
effectiveness and maintenance considerations.

Component Diagram
Station Layout
Support Buildings: save on water and electricity costs.
Each station is designed with the intention that

future buildings, if necessary, will follow the set Ticketing Booth:
design criteria. The need for additional services As needed, and possibly in conjunction with
may require service buildings to be provided. Tri-Rail, Amtrak, Metro Rail or other intermodal
Supporting buildings and structures should facilities, ticket offices, staffed by SFECC
integrate into the overall station design and employees, must meet the following requirements:
character and also employ strategies that are
environmentally sustainable. These areas may • Area of approximately 300 square feet
include: • Handicapped accessible counters (34”
height maximum and compliance with ADA
Restrooms: requirements for reach and projections)
Restrooms will be provided for employees and • Bullet-resistant glazing and window frames with
transit users at most stations (may be offered security and storm shutters
according to need at smaller Neighborhood • Bullet-resistant speakers
Stations or as a joint facility with surrounding • Bullet-resistant doors, frames, and hardware
development). Restrooms will be fully accessible with access for employees only
and meet all ADA requirements as to size and • Video surveillance equipment
fixture requirements. Single-occupancy restrooms • Weapon-resistant deal trays
require approximately 36 square feet. In additional, • Window visibility of platform areas and
restrooms will have: approaching trains
• Secure storage for money and tickets
• ADA-accessible toilet and grab bars (number of • Storage room for information, schedules,
stalls determined by station volume) tickets, and office supplies
• ADA-accessible lavatory and mirror • Telephone and future information system
• Slip-resistant floor tile and fully tiled walls outlets
• Standard accessories • Information racks for literature, maps, and
• Floor drain schedules
• Reinforced masonry walls and vandal-resistant
Restrooms should also incorporate sustainable ceilings
plumbing solutions, i.e., solar water heating, • Potential luggage check-in/transfer area
low-flow fixtures, recycled water (rainwater or • Self-serve ticket vending machines
greywater), non-potable water supplies, and
motion-sensor plumbing and lighting fixtures to Interior Waiting Spaces:
Future stations may offer interior waiting spaces,
possibly in conjunction with Tri-Rail, Amtrak,
Metro Rail or other intermodal facilities, where
applicable. These areas require 14-15 square feet
per passenger. Public restrooms also need to be
provided.

3 INTERIOR WAITING ROOMS
1 ROOFING & ICON
- Space Requirements:
15 SF per passengers
(plus provide public restrooms)
ORM
LATF
TO P
R
LOO
FLOOR U ND F
UND GRO
GRO
2 TICKETING & LOBBY

- Space Requirements:
RY minimums 300 SF
ENT
4 RESTROOMS 5 CONCESSION AREA
- Space Requirements: - Space Requirements:

Single-occupancy 36 SF minimums 400 SF
OR
FLO
UND OR
GRO FLO
UND
GRO
Station Building Components

Typical Section
Where appropriate, station buildings can be incorporated into the travel zone. Integrated station buildings (with supporting
elements such as interior waiting rooms, concesssions, etc.) will typically occur at larger-volume stations or with intermodal
stations that offer connections to other local and regional transit connectors (Amtrak).

Component Diagram
Station Layout
Concessions:
Concession buildings may be desirable features
in many or all future stations as a service to
commuters and as a potential source of income.
Anticipated space will be leased to one (1) or more
concession operators who will provide finishes
and equipment as deemed necessary. Approval
from the SFECC is required. Ticketing services
may be combined with concession areas to
encourage better use. Typical program elements
for concession areas include:
• Approximately 400 square feet

• Handicap-accessible counters Interior waiting rooms can be elaborate and well-
• Vandal-resistant windows with both security designed spaces such as this particular space at Union
Station in Los Angeles.
and storm shutters
• Vandal-resistant ceiling Source: http://frenchybutchic.blogspot.com/2008/11/great-
• Secure access for employees los-angeles-walk-2008.html
• Employee access to restrooms

• Floor drain
• Electric water heater, hand sink and three- (3)
compartment sink with hot and cold water
• Separate grease waste line and grease
interceptor from three- (3) compartment sink
and floor drains
• Telephone and communication outlets
• Fire safety equipment
• Separate electric meter and panel
• Adequate interior and security lighting
Integrated station ticketing facilities and waiting area

comprise the interior of Charlottesville’s new transit
center.
Source: http://www.ecosafetyproducts.com/Charlottesville-
Transit-Center-s/435.htm

Station Building Type Hierarchy:
Station building types can vary from station to

station. However, using Amtrak Guidelines on
typical layouts for different stations that vary by
capacity and volume, the following building types
were determined for the SFECC Transit System:
Station A:
Based on the layout for Amtrak’s “Medium” sized
stations, Station Type A would be the typical
station model for larger anchor stations such as
City Center and Airport/Seaport Stations. These
stations would normally handle passenger capacity
of 50-175 passengers per peak hour and include
programmed space for interior waiting rooms
with small concessions, i.e., vending machines,
a staffed ticket room/office, baggage room, and
restrooms.
Station B:
The second station layout would apply to smaller Amtrak “Medium” Station Layout
key stations such as the Town Center, and Regional Typical Layout
Park and Ride, as well as the Employment Station.
These stations typically handle between 24-75
passengers per peak hour (per Amtrak’s “Small”
Station Layout) and would include an interior
waiting area, storage room, and restrooms.
Station C:
Finally, the remainder of the station types,
Neighborhood and Local Park and Ride, would
have station layouts based on Amtrak’s “Basic”
Station Layout and would basically include a shelter
for passengers which could house the ticket kiosk,
vending machines, and restrooms. In some low-
volume stations, restrooms may be designed as a
shared facility with adjacent developments.
Amtrak “Small” Station Layout

Typical Layout

(2) The Platform:
The station area transitions directly onto the platform Finally, an integral element to the platform area is
which is usually the area where passengers wait to the track crossing, which allows a passenger to
board the transit system and the area where they move from one platform to another at grade, and
also enter as they get off the transit system. The is based upon setbacks and mode of technology.
platform, depending on the chosen mode, variable In most stations, pedestrian-grade crossings can
system requirements (track configurations, service be employed outside of the platform area. Special
requirements, etc.) and site-specific conditions can consideration must also be given to the mobility-
either be designed as a side platform or a central and sensory-impaired population. Setbacks to
platform. Typically, platforms should be 500’ in pedestrians at grade crossings are determined by
length for commuter rails (616’ for elevated Rapid the mode that is selected and vary from 30’ for LRT
Rail platforms, and 300’ for LRT) and 25’ wide for to 100’ for commuter rail transit.
center platforms and 20’ for side platforms. (30’ for
elevated center platforms) While vertical circulation elements, such as stairs/
stairwells, escalators, and elevators, are associated
Both center and side platform configurations should with higher costs for construction and maintenance,
include a central gathering area that contains the they do provide ease of access to the passenger
station’s core facilities. For example, in the case and should be weighed on a case-by-case scenario.
where space restrictions do not allow a separate
station building that transitions the arrival areas into The following page illustrates spatial components
the travel zone, the central platform can house ticket that need to be incorporated into the platform
kiosks where passengers can obtain information designs.
on the system, schedule, and destinations, etc, as
well as purchase tickets. Depending on the size of
the station and area, the center platform could also
contain other public amenities such as restrooms,
vending machines, newspaper stands, customer
information desk, etc. In order to make the central
amenities a focal point, different architectural,
signage, and paving features, can be employed to
direct attention to the central space and make it
more easily recognizable to users.
Depending of volume and site-specific conditions, a

completely covered platform offers protection from
the rain and the shade, and most likely will be used
within dense urban areas which must accommodate
a high volume of riders. At a minimum, canopy
coverage should be provided in areas where vertical
circulation elements such as stairs, elevators and
escalators are provided for cross-circulation between
platforms. In addition, based on the South Florida
climate, canopy coverage should be considered
for amenity access areas and user facilities such as
ticket vending machines, system information maps
and electronic signage, and at least fifty percent of
the seating areas.

Component Diagram
Platform Layout
20’ Platform Track Track Track Track 20’ Platform
Side Platform Elevation

Typical Elevation
Track 25’ Platform Track Track 25’ Platform Track
Center Platform Elevation

Typical Elevation

Component Diagram
Platform Layout
500’ ( FOR COMMUTER RA
1
3
10
20’
2
4 5
12 11
Side Platform (High Volume Station) Plan

typical
500’ ( FOR COMMUTER RA
1
2
25’
5
3
Center Platform Plan

Typical Plan

AIL )
9 8
7
6
1 24" DETECTABLE WARNING STRIP 8 BENCH
2 ART/SIGNAGE PANEL AND WINDSCREEN 9 SMALL-SCALE CONCESSIONS (SNACKS/NEWSPAPER)

KIOSK AND/OR VENDING MACHINE
3 CANOPY
10 DRINKING FOUNTAINS
4 LANDSCAPE PLANTER WITH 18" SEAT WALL
11 FOCAL ELEMENT
5 TICKET BOOTH / KIOSK (I.E. ENTRY SIGNAGE, WATER FEATURE, ETC)
6 EXTENDED SEATING AREA 12 COVERED BIKE RACK AND SHELTER

ADA WARNING STRIP
7 FENCE PLATFORM CANOPY
AIL )
1 24" DETECTABLE WARNING STRIP 5 VERTICAL CIRCULATION ZONE

(I.E. ELEVATOR/ESCALATORS AND STAIRS)
2 ART/SIGNAGE PANEL AND WINDSCREEN
ADA WARNING STRIP
3 CANOPY PLATFORM CANOPY
4 TICKET BOOTH / KIOSK

Component Diagram
Platform Layout
Platform Layout:
Depending on the chosen modal technology, • Canopy structure (not including brackets and
transit operation will provide ADA access to those decoration) will be located a minimum of 10’-4”
with disabilities to enter and exit the platform with above platform. Canopy height can extend
ease. Platform design as well as the design of below the 10’-4” height to maximize protection
handicapped-accessible ramps will comply with of passengers from wind-driven rain
ADA accessibility guidelines and standards.
• Any station element that could be targeted
Dimensions: for theft or vandalism (light fixtures, speakers,
cameras, etc.) will be located a minimum of 9’
Length: above traveled pathways. The potential to use
• Minimum 300’ (Light Rail) benches, trash receptacles, etc., to access
these elements should also be considered in
• Minimum 500’ (Commuter Rail, Bus Rapid locating these elements. In addition, horizontal
Transit, and Regional Bus) elements (canopy framework, sign units, etc.)
that could lend themselves to climbing will also
• Minimum 616’ (Rapid Rail- Elevated) be located 9’ above the platform floor.
Width: • In the event of high-level boarding, the design

• Minimum 25’ (Center Platform) of all platforms will be raised to provide
universal access to the train that complies with
• Minimum 20’ (Side Platform) ADA guidelines.
• Minimum 30’ (Rapid Rail - Elevated)

With respect to platform requirements, the ADA
• Edge of canopy including gutter will be set and implementing regulations generally provide as
back 5’ from edge of the trackside platform. follows:
Canopy width will be 20’ wide for a 25’-wide
side platform. • Platforms must be “readily accessible to, and
usable by individuals with disabilities, including
• The required distance from centerline of the individuals who use wheelchairs.”
near track to the platform edge will be 5’-1 1/8”
• At stations with raised platforms, there may be
• The minimum clearance from edge of platform a gap of no more than 3” horizontal and 5/8”
to face of elevator/stair tower structure will be vertical between the platform edge and entrance
20’-0” to the rail car
• The minimum clearance from centerline of • Where it is not operationally or structurally
nearest outside track to canopy column or post feasible to meet such gap requirements,
will be 12’-0” assistive boarding devices (ramps or bridge
plates, car-borne or platform-mounted lifts,
mini-high platforms) are permissible means to
accommodate passengers with disabilities.
Regulatory approval is not required.

25’ min.
5’ min.
10’-4” min.
8” min
Center Platform - Low Level Boarding
Typical Elevation
20’ min.
5’ min.
10’-4” min.
Railing
4 to 5’
Side Platform - High Level Boarding

Typical Elevation

Component Diagram
Platform Structures
Sight Lines to and from Platform: Roofline Treatments and Materials:
The train engineer must be able to see down Roof pitches will be 4:12 (minimum) or steeper,
the entire length of the platform for some modes depending upon the selected roofing materials.
such as Commuter Rail. The train is equipped Roofing materials, color, and texture will be
with mirrors, and the line of sight from either the selected to reinforce architectural style and station
locomotive down the platform, or the end coach character. Materials will also be long-lasting, and
car must be kept clear. This is accomplished by require little maintenance. For the collection of
restricting any vertical elements within the sight potable and recyclable rainwater, the best roof
lines, and/or any light sources that may have a materials are metal, clay, and cement-based.
blinding effect on the engineers as they approach (Note: Roofing containing asbestos, lead, and
the station. other toxic materials should not be used where
rainwater is being harvested for potable uses.)
Platform Canopy:
Roofline design should take advantage of methods
The canopy constitutes the largest architectural to introduce daylight into platform areas through
element at each station. The main purpose of the the use of glazing and skylights where appropriate.
canopy is to protect commuters from the rain, sun Solar panels can also be introduced on canopy
and wind. It is apparent that these canopies will rooflines as an on-site renewable energy resource
become important visual features or “landmarks” to power select electrical operations.
throughout South Florida. Platform canopies, along
with station buildings, may therefore be helpful both Drainage:
in the establishment of community identity, as well
as in the development of a system-wide “image” for The canopy must be designed so that rain water
the SFECC. “Green” solutions related to platform is collected and directed near or through columns
canopies can be found in Chapter 7, “Green” at appropriate intervals and connected to an
Stations. underground storm drainage system, collection
cistern, or other stormwater management facility
(rain garden, detention pond, etc.). Please see
Chapter 7, Green Stations for more information on
rain-harvesting systems for station sites.
Gutters and downspouts will be selected for

sturdiness and ease of maintenance
Clean outs will be designed to be as inconspicuous

as possible.
DART Light Rail Stations in downtown Dallas, TX.

Shading/Wind Screen and Climate Protection:
Due to extreme summers in South Florida, shade,

cooling devices, and opaque materials are an
extremely important necessity for this system
to function properly. Horizontal canopies alone
cannot provide the necessary shading and climate
protection amenity in the South Florida climate
without the provision of the vertical shading and
wind structures. Shading for summer low-angle
sun by vertical shading elements, especially during
evening peak periods, is as important as the
shading provided by the horizontal canopies during
the hours of 10:00am to 2:00pm.
Due to the strength of the sun and constant wind

bursts, semi-transparent screens can be employed
at key high-volume stations, and must be installed
at an angle to allow visibility along both directions DART Light Rail Stations in downtown Dallas, TX.
of track while seated under the canopy. Over half
the platform width should have shading from the
vertical sun and wind screens during the hours
between 10am to 2pm.
Shade canopies or shade structures will be

designed to maintain all rail vehicle clearances.
Horizontal canopy material will minimize heat
radiation onto waiting passengers below. At lower-
volume stations, canopy coverage may be broken
up to allow segments without canopy cover. Small
landscape or other structural elements (trellises,
windscreens, art wall, etc.) can be integrated into
these areas. Plant material will be selected to
ensure platform visibility and required clearance
setbacks to the edges of the platforms. Where
possible, maximum canopy cover should be
encouraged for passenger comfort and safety.
DART Light Rail Stations in downtown Dallas, TX.

Component Diagram
Platform Access
Platform Access:
There should be a major control access point SEATING AREA

where turnstiles can be implemented, simplifying
pedestrian circulation and filtering passengers on to
platform. Specific architectural elements or icons
can be added to the access point entrance to
draw attention to the designated theme for the rail
corridor.
PASSENGER CIRCULATION AREA
The diagrams on this page show layout options for
access areas and circulation related to the platform.
Platform Concept
Typical Concept
1 PEDESTRIAN ENTRY PATH

2 TICKET VENDING MACHINES
3 SYSTEM MAP INFORMATION SIGN
9
4 SODA AND SNACK VENDING
MACHINES
5 SEATING AREA
1
6 PUBLIC PHONE
7 NEWSPAPER BOX
8 PLATFORM
9 CANOPY SUPPORT COLUMNS
5
2
6 7
4 5
5
3
7
8
9
Site Furnishing Area

Typical Plan

Component Diagram
Platform Amenities
Platform Amenities:
Each station platform will be a heavily congested Where space permits, seating areas will be
area for commuters during peak hours of use designed alongside the platform and will include
during the day. The width ensures pedestrians benches, trash receptacles, and lighting. These
can safely maneuver on and off the platform. areas allow for the use of larger landscape
However, to create a safe space for people while materials to be integrated into the platform without
they wait for the trains, it is critical to reduce the encumbering platform visibility and clearance
number of site elements found on the platform. setbacks. Seating “nooks” also expand the
Site elements, such as benches, trash receptacles, pedestrian circulation environment and create safe,
and lighting, should be placed on the perimeters comfortable and pleasing areas for the waiting
of the pedestrian flow, to keep foot traffic efficient. commuter. In addition, shade structures, such
Amenities such as ticket vending machines, pay as trellises could provide additional sun and rain
phones, snack and drink vending machines, protection.
drinking water fountains, newspaper/magazine
kiosks, and information and ticket offices should be
kept close to the access point for passengers for
ease of recognition and use.
3
5 2
4 1
1 CANOPY SUPPORT COLUMNS

2 ADDITIONAL SEATING AREA WITH ADA ACCESSIBLE SEATING
3 LIGHT FIXTURE
4 TRASH RECEPTACLE
5 LANDSCAPE BUFFER
Seating Area
Typical Plan

Component Diagram
Platform Vignette
Platform
Tracks (shared
Commuter Rail)
Canopy

Optional Central Icon Element
at Station Entry
ADA Ramp to
connect platform
to street level
This vignette depicts a typical side

platform layout for a Local Station
(Commuter Rail).
Side Platform Layout

Typical Layout

Component Diagram
Platform Vignette
Platform
Track
Layout shows Commuter Rail
Express Station
Canopy

Bridge Connection to Main
Station
Optional Vertical Circulation
Center Platform Typical Layout

Typical Layout

Component Diagram
Platform Track Crossing
Track Crossings:
Depending upon specific technical parameters

that would vary with the different station types Vertical Circulation: (only where needed)
and mode of technology used, pedestrian track
crossings will need to be implemented. Although Overhead walkways from one platform to another
not optimal, the most inexpensive type of track may be necessary in the future. These will help
crossings are at-grade crossings. Each station minimize on-grade pedestrian traffic across railroad
platform area should incorporate at least one (1) tracks. The minimum clearance inside width of
at-grade crossing except in certain instances where crossover pedestrian bridges is 11 feet.
overhead pedestrian bridge connections will be
implemented. In addition, proper measures must The crossover bridge will be covered and include full
be taken to ensure the safety of users as they elevator/stair towers for accessibility. The overhead
cross tracks at-grade. Some of these can include crossings will also be significant structures and will
the use of electronic gates that are timed to the provide opportunities for architectural impact upon
transit schedule, warning signage, audible signals the urban environment. They should be designed
and alarms to warn users of oncoming trains. to be consistent with the established theme of
Finally, where possible, vertical circulation such as the platform and building architecture. A positive
overhead walkways with elevators for ADA access stormwater drainage system must be intact to divert
or underpasses can be employed to reduce conflict stormwater away from passengers and the track rail
areas between pedestrians and the transit system. bed. The objectives of the overhead walkway are as
follows:
At-Grade Crossings:
• Provide passengers protection from wind-
At-grade crossings should be clearly marked with blown rain (assume rain is falling at a 30 degree
appropriate signage as well as comply with ADA angle from the vertical)
requirements. Paving variations may be also be
used in addition to signage to help identify the • Permit visibility of passengers within the
crossing area. Appropriate security requirements enclosure from the outside
will also need to be incorporated to ensure safe
crossing for passengers. • Prevent objects larger than 1 ½” in diameter or
cross-sectional dimension to pass through
Grade crossing at Hollywood’s Tri-Rail Station. Vertical circulation at Hollywood’s Tri-Rail Station
shows the use of a pedestrian cross-bridge with esca-
lators/stairs, and elevators at either end.

Components Summary
Table
Town Neigh- Local Regional Airport

City Employment Special
Design Elements Center borhood Park and Park and and Sea-
Center Center Events
Station Ride Ride port
Pedestrian Crossings x x x x x x x x
Pedestrian Sidewalks x x x x x x x x
Bikeways (Racks/
x x x x x x x x
ARRIVAL ZONE
Lockers)
Greenways x x x x x x x x
Bus Drop-off x x x x x x x x
Vehicular Drop-off/
x x x x x x
Kiss and Ride
Taxi Queuing Stand
(separate from Kiss x x
and Ride)
Parking x x x x
Emergency Vehicular
x x x x x x x x
Access
ADA Accessibility x x x x x x x x

Station Building x x x
Restrooms x x x* x x x x x
Ticketing Booth x x x x x
TRAVEL ZONE
Interior Waiting
x x x x
Spaces
Concessions x x x
Platform (Side or
x x x x x x x x
Center*)
Platform Canopy x x x x x x x x
Shading/Wind Screen x x x x x x x x
At-Grade Crossings x x x x x x x x
Vertical Circulation x x* x x x
ADA Accessibility x x x x x x x x
* May be offered on a case-by-case basis (depending on need and volume of passengers/daily use).

Elements of Design
6
Elements of Design
Information Systems:
The previous chapter described the various
components such as access and circulation One of the most fundamental building blocks of
which form the framework of station areas. This station areas is the various forms of Information
chapter focuses on the ‘building blocks’ or integral Systems that range from signage systems to public
elements that compose and unify the basic address systems and technologies. Information
structure of the component areas. Elements are the Systems at SFECC stations should communicate
various parts of station areas that can be isolated information that assures passenger safety and
and defined individually. These elements, however, comfort, enhances operations of the station site,
are then applied to become part of the entire and aesthetically complement the theme of the
structure that forms the transit station. Additional station and surrounding site elements.
information regarding sustainable ‘Green’ station
elements can be found in Chapter 7, Green “The use of consistent Information Systems
Stations. provides both real and perceived reassurances at
all phases of the station experience to passengers,
particularly those new to train travel.”1
1 Amtrak Station Program and Planning - Standards and Guidelines:

Appendix 1: Information Systems, Version 2.2- March 2008
1 1
2
3
5 6
2
4
1 SAFETY & SECURITY CAMERAS 4 PASSENGER SEATING

2 STATION SIGNAGE 5 NETWORK INFORMATION
3 REALTIME INFORMATION DISPLAY 6 TICKET KIOSK
this graphic represents integral signage and architectural elements of the station platform area.

Elements of Design
Signage at SFECC Stations should reflect a than vertical type. Lettering should appear in the
recognizable system-wide logo for the SFECC same general place on all signs, to communicate
(variations available only through format request to a consistent graphic system. Graphic devices
the SFECC), and all sign sizes and lettering styles such as arrows should be consistent among all the
must comply with ADA Guidelines. Signage as signage types.
well as audio and visual announcements should
be provided in the corridor’s applicable regional Written messages on signs should be brief and
languages, such as English and Spanish. concise. Generally, as few words as possible
should be used. Graphic symbols are encouraged
A formal ‘Signage and Informations Systems in the place of words to increase comprehension.
Manual’ should be created to define the aesthetics,
composition and application of Information Station identification should be illuminated at night.
Systems throughout the transit corridor. This Major informational and directional signs should be
manual should be created and managed by lighted or at least, they should be reflective.
the operating entity of the system to ensure
consistency and clarity. Any alterations and/or In certain scenarios where signage is placed in a
updates to Information Systems and the system soft surface such as a planing area, sign standards
logo must be processed and managed by the should have a hard surface base to reduce grass
operating entity. Following are general criteria for trimming and potential damage to the signs from
the signage systems and aesthetics that can be lawn mowers or weed trimmers. Low-level planting
further detailed in the Signage and Information should be incorporated to hide the sign base; and
Systems Manual for the SFECC Transit System. planting height should also be maintained to ensure
visibility of the sign at all times.
The Signage System for SFECC stations must
create visual unity by employing a consistent Signage should be integrated with surrounding site
standard for size, location, typeface, color elements wherever possible. When multiple signs
and materials. The system should also ensure exist in one location, they should be integrated into
compatibility during implementation, and when the an assembly of signage. In general, signs should
system is expanded, updated and revised. One be located at critical decision points, and placed
basic type style and boldness can be chosen for to ensure visibility by providing a clear line of vision
the lettering of all signs at one station. Horizontal and approach from all angles.
lettering is encouraged because it is more readable

Elements of Design
The following is a list of potential signage elements Informational Signage:

which will help establish the station’s identity.
Signage should be provided to denote restroom
Station Entry Statement: locations, public telephones, bus drop-off areas,
Kiss and Ride/vehicular drop-off areas, and other
If the location is available, a station entry sign connecting services, etc. Signage should reinforce
should mark the main entrance. The signage the signage system for SFECC and support a
design should be comparative to a planned unit logical and unified Information Systems palette.
development or subdivision entrance. Also, the
signage should identify the authority. In addition Trailblazing Signage:
to the sign, the landscape component should
complement the entry. Trailblazing signage should be located on major
highways within close proximity to the station
Station Identification: locations. Where possible, station names
should be included on the highway signage. Exit
Each station should have an identification sign information should be included from all directions.
visible at the station entrance and from adjacent Once the commuter has exited the highway,
transportation routes including the transit system signage should be located at each directional
corridor. Station identification signage should decision point. Station locations should be easy
also incorporate the SFECC Logo. The logo is a to find from any direction once off the highways.
graphic element created to link all stations. It will Trailblazing signage can also be used in larger
also inform users when they are in the SFECC stations areas to guide the passenger from remote
transit system. parking areas or even from a greenway regional trail
to the main station area.
Station identification signage should be displayed at
opposite ends of the platform canopy. Additionally, Trailblazing signage should be coordinated with,
station identification should be located on the and approved by state and local authorities. Other
canopy at intervals and on the platform canopy transit/transportation facilities within proximity to
supports. the station site can also provide a comprehensive
solution to wayfinding for all passengers.
If a concession building is located at the station, the
station identification signage should complement
the structure.
Sample sketch of entry signage at a station area.

Elements of Design
Electronic Passenger Information Display Systems: Regulatory Signage:

(PIDS)
Regulatory signage at stations will be used to
Electronic PIDS that use LED technology should be define emergency access, service vehicle areas,
centrally located and provide real-time information ADA-accessible areas, traffic maintenance, etc.
to passengers such as the approaching/departing
transit number, destination, arrival/departure time, Traffic regulatory signage includes changeable
boarding location, and boarding status. Static banners, flags and structures with a general life
signage systems can also be employed in central expectancy of three (3) months to one (1) year.
locations displaying system schedule and operation While the specialty signage itself is changeable,
hours. System maps should be provided along its supports should be designed as permanent
the platform at key areas for added reassurance fixtures.
to passengers as they board and disembark from
the transit system and move toward their next All locations should incorporate a system-wide map
destination. at each station location. This signage will assist the
commuter, and direct him/her during transit within
At high-volume stations, signage can support the system. These signs should be illuminated,
efficient boarding operations by indicating boarding colorful and the identical from station to station.
and exit locations.
Advertising:
Advertising opportunities can be provided at station

sites but must follow system-wide implementation
procedure as determined by the station system
managing authority. Locations for and the
application of advertising should follow jurisdictional
guidelines and, at a minimum, be controlled and
monitored to ensure consistency throughout the
system.
Source: http://www.forms-surfaces. Source: http://www.forms-surfaces.com/ Source: http://www.forms-surfaces.com/

com/

Elements of Design
Public Address Systems: Security Systems:
The use of public address systems is There should be Closed Circuit Television Cameras
recommended in all SFECC stations and platform (CCTVs) at each station in all passenger and
areas. “Public announcements are made in a clear, parking areas to provide security and reduce
audible and uniform manner to provide train and vandalism. All cameras, equipped with remote
general information, as well as emergency and pan-tilt zoom control, and stationed a minimum of
security announcements throughout the station nine (9) feet above finished floor elevation, must
facility. The primary goal of a public address system be in accordance with Crime Prevention through
is intelligibility.”1 Environmental Design guidelines (CPTED). All
recording from CCTVs will be stored for up to 30
Where public address systems are employed, ADA days.
Guidelines mandate that the same information can
also be conveyed to passengers visually through Wireless Internet Technology Access:
variable message signage (PIDS), or through other
paging systems. In addition, appropriate security To ensure that commuters can use their travelling
and emergency measures such as warning lights, time as productively as possible, wireless internet
can be incorporated into address systems. access will be offered at select high-volume
stations. Wi-fi access should be managed, phased
Public address system equipment should be and updated regularly to maintain efficiency and
vandal-resistant and placement conducive to applicability to the transit system users.
reaching passengers even in remote locations
within the station site (such as platform crossings at
platform ends).
1. Amtrak Station Program and Planning- Standards and Guidelines:

Appendix 1: Information Systems, Version 2.2- March 2008
Source: http://www.telegraph.co.uk/news/uknews/ Source: http://interactivespots.com/ London Underground Station with CCTV Surveil-
crime/6082530/1000-CCTV-cameras-to-solve-just- lance and Public Address systems.
one-crime-Met-Police-admits.html
Source: http://www.artofthestate.co.uk/photos/
blogger_london_underground.jpg

Elements of Design
Architectural Elements:
Style and Character:
Architectural elements help develop a ‘sense of Architectural detailing of station areas, however,
place’ for the community. The planning process should follow a set of defined parameters, or
outlined in Chapter One of these Guidelines, guidelines, to ensure they meet the character
provides a series of steps that will help achieve and intent of the community’s requirements while
a successful site layout for the station area; and also remaining part of the overall criteria for the
develop a theme, or style, that will define the transit system. Therefore, a list of station ‘themes’
station’s character by incorporating architectural that provide guidance on architectural styles and
detail elements or the use of a common signage characteristics can be developed for the SFECC
style throughout all the stations in the corridor. Transit System based on the various station areas
and communities along the corridor.
While some communities may choose to build
a station that reflects characteristics and design Other information related to station buildings and
standards established for the surrounding area, support facilities/structures such as concessions,
i.e., based on zoning, land development standards restrooms, etc., are discussed in greater detail in
and ordinances, etc. others may choose to create Chapter 5, Station Components.
unique structures that stand out and become
distinct elements within the urban fabric.
Architectural elements and structures may be

designed within a concept or ‘theme’ that is then
carried out in a consistent manner throughout the
station area. For example, ‘contemporary’ stations
may be designed to fit within an Employment
Center Station serving a corporate campus for a
technology-related business. Here, the designer
should integrate a certain palette of materials
and corresponding site furnishings utilized
consistently throughout the station area to provide
a ‘contemporary’ feel.
Iconic train Station in Valencia, Spain. Maps and Signage. Interior of Bejing’s New South Station by T.P. Farrells.
Source: http://www.hickerphoto.com/busy-train- Source: http://www.scrabble-assoc.com/ Source: http://www.topboxdesign.com/beijing-south-

station-valencia-city-spain-europe-13395-pictures. images/ station-by-tfp-farrells-china/
htm

Elements of Design
Site Furnishings:
Site furnishings play an important role in the overall Seating:

visual quality of station design. It is important
to match all furnishings with the theme and Seating should be provided at station entrances
architectural design chosen for the station area. and along regular intervals on the platform. Seating
By defining an architectural theme, a ‘family’ of furnishings, such as free-standing benches, should
furnishings can be identified for SFECC stations be scaled appropriately for their spaces. Bench
that reinforces the architectural character of selection should be made to ensure longevity,
the station sites as well as the transit system. aesthetic design quality, functionality, and should
A selected palette of furnishings should also be incorporate elements that might discourage
established for the corridor to keep maintenance, vagrants from sleeping on them (i.e. central arms).
replacement, and upkeep costs at a minimum. Pull-down seating can also be incorporated into
vertical elements such as walls and windscreens.
Site furnishings should be placed in groupings These require less space and will allow greater
along the perimeter of the platform to ensure circulation along platform areas. Materials should
unobstructed pedestrian circulation along be of high-grade quality and durable, and finishes
pedestrian zones such as walkways. Layout should ensure longevity and minimize the likelihood
of site furnishings should be designed so that of deterioration.
pedestrian flow between the plaform and transit
tecnology (depending on the selected mode) is In all platform areas, seating should be placed
not obstructed. Finally, the furnishings should be a minimum of 4’ from the platform outside edge
located to take advantage of activity zones to (not trackside edge) to ensure canopy coverage
promote feelings of safety and security among and protection from rain and sun. Seating should
users. also be placed to allow for maximum pedestrian
circulation room between the platform and the
Site furnishings should be accessible to and usable transit system. Limited seating can be offered on a
by the physically disabled and comply with ADA case-by-case basis at adjoining bus and Kiss and
Accessibility Guidelines. See Chapter 9, Appendix, Ride drop-off/waiting areas.
for a comprehensive look at ADA Accessibility
Guidelines. Seating area layouts should be designed to offer
comfortable waiting spaces under cover and,
where appropriate, in open areas. Clustered seating
for groups of passengers can also be designed (as
space permits) in close association with platform
areas.
Source: http://www.forms-surfaces.com/ Source: http://www. Source: http://www.landscapeforms.

forms-surfaces.com/ com/

Elements of Design
Bike Racks, Lockers, and Stations: Trash Receptacles:
Bike racks should be located at station entrances, Trash receptacles should be located conveniently
and their placement should not impede on in all pedestrian gathering spaces, at station
pedestrian traffic entering and exiting the platform. entrances, and, where possible, placed near
Bike racks should be located in high-use and high- seating areas. They should be designed as
visibility areas to discourage theft and vandalism. permanent features, with specified anchoring
Bike rack designs should all compliment the requirements per manufacturer instructions. All
architectural surroundings as well as other thematic receptacles must have lids, which are removable,
site elements. as a means to control unwanted odors. Removable
liners should also be included in order to easily
As demand permits, bike lockers can be located at empty and clean the interior of the cans. Specified
the station site alongside entrance areas in lieu of receptacles should be waterproof and designated
bike racks. The bike lockers will provide a space bins for recyclables, such as glass, paper, and
for bike riders to store the bicycles within a locker metal/aluminum and are encouraged along central
space. Bike lockers are approximately 4’x4’x6’ amenity areas and in proximity to seating areas.
in size and should be located in proximity to the
station entrance. At larger-volume stations with
higher pedestrian access volumes, bike racks/
lockers should be located within a structure or
under a covered roof environment if possible. At
larger stations with greater volume of users with
bicycles, bicycle stations can be integrated into the
parking system. Here, bikers can store thier bikes
with an attendant, have repairs made, or even rent
a bicycle. Shower and change rooms can also
be offered at key stations where management is
available. Finally, electronic keyed access to bike
sheds/storage can also be implemented at stations
where attendants are not available.
Source: http://www.landscapeforms.com/ Source: http://www.dero.com/products/

Elements of Design
Bollards: Planters/Flower Pots:
Bollards are designed to be both functional and Planters can visually enhance a space and provide
aesthetically pleasing; however, their main purpose landscape relief on hardscape surfaces. Seat
is to discourage vehicular intrusion into a pedestrian walls can also be incorporated into planter wall
area. Bollard design should be consistent with the edges and should be designed to ensure comfort
site furnishings at the station and compatible with and safety for the user. All planters should be
the architectural theme for the station site. waterproofed and irrigation/drainage should be
provided for planters as well as hose bibs in case
Materials for the bollards should be strong enough of irrigation failure. Planters should be constructed
to withstand the force of a vehicle, and must be of materials that are compatible with their
weather resistant. surroundings and help reinforce the architectural
theme of the station area.
Plant pots, or decorative urns, should be of

significant size and seem heavy in appearance
to discourage vandalism and theft. Pots can be
bolted to pavements through their drain holes, or
looped with a cable tied to a permanent object for
security. When cables are employed, they should
be concealed and out of sight from pedestrian
paths and use areas. A variety of plant material can
be incorporated into planters and pots depending
on their placement, lighting levels, and desired
aesthetic, as well as maintenance levels. See
Plant Species in the landscape material section, in
Chapter 6.
Source: http://www.landscapeforms.com/ Source: http://www.simonsculpture.com/

Elements of Design
Flagpoles/Banners/Pennants/Plaques: Tree Grates:
Added visual interest can be incorporated into Tree grates are used to protect the root structure
station areas with flagpoles and banners that of trees and palms set in pavement. Tree plantings
relate to the overall architectural theme and add in paved areas should be surrounded by porous
color, pattern and movement to the station area. surfaces that allow water to reach the roots of the
Incorporation of banners, pennants, plaques, and plantings. When placed near vehicular drop-off
even flagpoles offers an opportunity for temporary areas or parking lots, a 4’ clear pedestrian path
signage which can frame the entrances to the should be left around the tree grate to facilitate
train stations. Banners can include items of foot traffic. Where possible, the use of Silva
various shapes, and can be attached to walls, light Cell, available through Deep Root (or approved
poles or canopies. The material must be able to equal) should be applied under tree grates. The
withstand the South Florida climate of summer sun, Silva Cell is a subsurface integrated tree and
and winds, and should be easy to remove during stormwater system that holds unlimited amounts
hurricane events. All flagpoles, and vertical signage of soil while supporting traffic loads beneath paving
elements must meet Florida Building Code and and hardscapes. The healthy soil housed within
wind-loading requirements. the Silva Cell serves two (2) important functions:
Growing large trees and treating stormwater onsite.
Stations can incorporate educational signage such
as a memorial icon feature that commemorates the Metal or precast concrete tree grates are
historic significance of the FEC Corridor, the legacy acceptable for use and should be integrated within
its founding father, Henry Morrison Flagler, or other the design of the surrounding hardscape surfaces.
significant messages that the community may wish Tree grates should be removable for ease of
to display at the station. Also, a plaque placed maintenance of light fixtures (in-ground uplighting)
separately or on the icon feature, can be used to as well as for the removal of accumulated trash
distinguish the station name and members of the under the grate. Tree grate openings should be
funding and management groups which might small enough to prevent trip and fall hazards and
include the current board of directors, executive facilitate ease of flow for pedestrian activity.
director, etc.
Source: http://www.vectordisplays. Source: http://www.ironagegrates.com/

com/

Elements of Design
Drinking Fountains: Ticket Kiosks:
Drinking fountains should be provided at each All stations along the corridor will be equipped with
station area. They should be attached to the wall ticket kiosks. A ticket kiosk works like a vending
or securely anchored when free standing, and machine and produces travel tickets for purchase.
should be coordinated with other site furnishings Tickets for single-use, multiple-uses, or tickets for a
as well as the station’s architectural theme. specified duration of time (monthly passes) may be
purchased for travel. Ticket kiosk display interfaces
All fountains should be accessible and sited to should be clear, user-friendly, and consistent with
avoid obstructing circulation patterns and ease of SFECC guidelines. They should also be vandal-
maintenance. resistant. Computerized and/or touch screen
displays are now available with LED technology
Vending Machines: which support lower-energy consumption. Ticket
kiosks should comply with ADA Accessibility
Vending machines must be grouped together and Guidelines. The installation of ticket vending
not impede pedestrian circulation on and about equipment should be in accordance with the
the platform. The organization of the vending manufacturer’s recommendations.
machines should be in brightly lit areas and not in
dark spaces and/or areas where people can hide Stations with high-volume ridership can be
behind them. equipped with a designated ticket window(s) to
assist passengers with purchase of travel tickets.
Newspaper vending machines should be grouped Intermodal stations, where multiple modes of transit
in clusters away from pedestrian access areas. The converge should also incorporate ticket purchase
number of vending machines per station site will windows or staffed offices. The ticket office should
be limited and provided by the SFECC or station be staffed by SFECC or a designated transit
management team. system employee.
Larger vending machines, such as soda and snack

machines, should be centrally located and not
impede on pedestrian circulation flow. Access for
vending machines should be located to ensure
user safety and, when possible, cover should be
provided to protect the user from the elements.
Source: http://homepage. Source: https://my.qoop.com/ Source: http://img.alibaba.com/ Source: http://www.phsa.ca/

mac.com/

Elements of Design
Hardscape Surfaces:
Hose Bibs: Paving is an important element in site design. It
assigns importance to an area, by separating uses
Standard flush hose bibs shall be located to allow and directing circulation and movement among
full coverage of the platform, fare vending area(s) different types of users. The type of material
and circulation elements. Hose bids should be chosen should be based on low-level maintenance,
located in vandal-resistant boxes with covers and durability, and cost-effectiveness. Materials and
secure storage. patterns should aesthetically relate to the overall
theme and appearance of the station and its
design. When possible, sustainable materials such
as porous pavement systems should be used to
encourage site infiltration capacity and reduction of
runoff.
The color, pattern and texture of paving should

indicate the area’s use. The hardscape material
should reflect a greater degree of detail at
entrances and focal points, as opposed to
monolithic materials which are conducive to large
open areas.
The climate of South Florida must be considered

when selecting paving types and colors.
Pedestrian areas should consist of slip-resistant,
light-colored (not heat-absorbent) materials. There
should be no highly-reflective surfaces that will
create glare.
Source: https://www.metrotransit.org/ Source: http://www.visaeurope.com/ Source: http://www.matcrete.com/

Elements of Design
Pedestrian Walkways: Roadways:
Concrete modular paving materials should be used Roadway materials and detailing must be
on pedestrian walkways, and provide separation consistent with City code and applicable FDOT
using color, and texture, or both, from the standards. Material strength and durability should
surrounding vehicular areas. These materials add to be taken into consideration depending on
richness to the ground plane by providing added vehicular use and type.
texture and color.
Pedestrian Crosswalks: Parking:
Where pedestrian walkways cross vehicular Since vehicular and pedestrian traffic must be
areas, a pedestrian crosswalk must be provided. separated, scale, type and color of paving materials
Crosswalks, similar to pedestrian walkways, should be used to facilitate this requirement.
should be comprised of modular materials, such
as concrete; and their edges should be defined by Each parking lot must be designed to provide
a concrete border providing separation from the a pedestrian collection system consisting of a
asphalt roadway. pedestrian walkway, 6’-10’ wide at a minimum, and
ramped to meet grades adjacent to asphalt parking
and roadways.
Source: http://www.lightrailnow.org/

Elements of Design
Ramps: Platform:
Surface finishes on ramps must be slip resistant Since the function of the platforms relates directly
under all conditions. to the users, the paving material must define
seating areas, as well as a clear demarcation of the
American Disabilities Act (ADA) Accessibility set back from the train track.
Guidelines and Standards for landings, ramp
dimensions and incline must be followed. See A detectable warning strip should be installed on
Chapter 9 - Appendix for the ADA Standards for the track side platform edge. The remainder of
Accessble Design for more detailed information. the platform materials should be smaller scale, and
colored, and add visual interest to the platform.
Monolithic surfaces of poured concrete, broken

Plazas/Courtyards/Seating Areas: up by variations in borders using texture and color,
may be an alternative to special paving. When
Concrete or unit paver systems and patterns used along the length of the station platform, visual
should be used to visually define these special interest can also be added to these areas by the
pedestrian areas. Concrete borders should be application of patterns of alternate materials, or a
added to provide a clean visual edge between one variety of textures, finishes, and color added to the
paving field and another. concrete surface.
Texture can be integrated and applied to the

ground plane through the use of a durable
materials (stamped concrete) and elements
of art. For example, historic dates, text, and
other educational/outreach information can be
incorporated into the paving material which will add
character and identity to each platform.
Source: http://www.geocities.com/ Source: http://www.oregonlive.com/ Source: http://www.brixpaving.com/

Elements of Design
Lighting:
Sufficient lighting should be provided for both selection and various applications for both indoor
vehicular and pedestrian safety from all passenger and outdoor environments. Selected light poles
waiting areas and parking to the stations. The must withstand forecasted hurricane-level wind
designer will ensure that lighting materials and speeds. Light bollards can be used to frame
levels are designed to enhance station area pedestrian walkways leading to station entrances.
ambience while also maintaining required lighting Their use should provide adequate coverage and
levels to ensure safe use of the station area after avoid the creation of dark spaces which could
dark. Specific footcandle (fc) levels will meet or be perceived as threatening. Wall-mounted light
exceed local municipality codes and regulations at fixtures and niche lights can also be used on station
a minimum. As a reference, the following listing of building doorway access points and along other
illumination levels for various areas associated with major entrance areas and stairways. Accent lighting
station sites represents some of the standards in fixtures can be used to illuminate focal elements in
the lighting industry. However, lighting standards landscape areas, and for signage illumination.
and requirements per the jurisdictional area of the
station take precedence over these standards and Lighting strategies, material selection and
should be consulted prior to lighting design. See recommended IESNA lighting levels will be used
Chapter 9 - Appendix for additional information. for the station areas in order to ensure passenger
safety. Lighting strategies and material selection
• Building areas that are actively in use require will also require careful consideration to ensure
a minimum of 5.0 footcandles (fc) for entry areas minimal impact on surrounding developments
and a minimum of 1.0 fc for their surroundings. and communities (full-cutoff fixtures minimize
ambient lighting). LED (light emitting diode) fixtures
• Bikeways in commercial areas require 0.9 fc can be also be used to ensure reduced energy
while 0.2 fc (min.) is required for residential areas. consumption, maximum lumens per watt output
Intermediate areas require 0.5 fc (min.). and extended life cycles. The designer should
consider the following criteria for selecting the most
• Pedestrian walkways along vehicular appropriated lighting:
circulation areas require 0.9 fc (min.) in commercial
areas; 0.2 fc (min.) in residential areas; and 0.5 fc • Application
(min.) in intermediate areas. • Architectural conditions/context
• Surrounding conditions/context
• Parking areas require 1.0 fc (min.). • Type of fixture
• Color rendering index
All specified lighting fixtures are to be low- • Energy efficiency
maintenance, energy-efficient, and vandal-resistant. • Maintenance and operations
A variety of light fixtures are available today for
Source: http://www.simonsculpture.com/

Elements of Design
Platform and Passenger Waiting Area Lighting: Walkway, Elevator/Escalator and Stair Lighting:
All platform canopy lights must be hidden or Pedestrian lighting sources along walkways should
screened from view within the canopy, and consist of pulse-start metal halide fixtures. This
should be placed appropriately to ensure the lighting source is visually pleasing because the
train operator’s line of sight when approaching light source reveals a cool tone illuminating true
the station platform. It is required that minimum colors. Master Color metal halide lamps also offer
luminance be maintained along the platform edge consistent and superior color rendition and should
and to a height which allows clear viewing of be considered for application in central areas of
passengers boarding or exiting the transit system. pedestrian use.
Linear lighting methods, such as linear fluorescent Wall applications, such as niche lights, can be
fixtures with appropriate color-rendering and anchored to building facades or steps to highlight
luminosity levels, are encouraged along the paths or architectural features. Entrances to
platform length. Indirect lighting sources can be elevator vestibules should be accommodated with
incorporated into the canopy structure as long as appropriate lighting levels to ensure passenger
minimum light levels are maintained for passenger. safety. Safe lighting levels should also be
Lighting should produce an even luminance level incorporated within elevator, escalator and stair use
along the entire platform length. Consideration areas to ensure visibility into the areas.
should also be given to lighting vertical surfaces
such as walls, canopy columns, etc., to enhance Parking Area Lighting:
space perception and perimeter recognition within
the platform area. Pedestrian entry points to the Typical parking lot and structured parking lighting
platform and station area should also be brightly should consist of metal halide fixtures and conform
illuminated for recognition and safety for night-time to all municipal codes. Fixtures should be arranged
transit users. in a careful architectural manner that achieves
recommended IESNA levels or minimum lighting
Other waiting areas, such as those located levels per local regulations. Vehicular entry areas
adjacent to bus transit or Kiss and Ride facilities should also be distinguished through the use of
(vehicular drop-off, taxi stands, etc.) should also be brighter illumination levels. For safety reasons, dark
illuminated using apporpriate lighting fixtures such corners in parking areas and parking structures are
as pulse-start metal halide fixtures. Lighting levels not acceptable.
should conform to all municipal codes.
Source:http://www.mnlandscape.com/

Elements of Design
Landscape/Accent Lighting: Lighting Control Systems:
Landscape lighting or accent lighting should Lighting will be controlled by one of the two
consist of incandescent fixtures. These lamps systems below:
have superior color rendition and a warm white
appearance which amplifies the green foliage in the A. Photocell technology with manual override which
landscape. results in lighting being energized for all hours of
darkness.
Accent lighting can be accomplished by either
uplighting or downlighting. Accent spotlight fixtures B. Photocell technology and a programmer with
directed up into tree or palm foliage can provide manual override. This should accommodate
low intensity but dramatic illumination of nearby allowance for late-running trains.
pedestrian areas. An above-ground adjustable
light fixture can also be hidden and concealed by Electrical Convenience Outlets:
shrubs and groundcover. However, uplighting
should be limited in station areas to reduce light Required electrical service outlets will be provided
glare and spillage into surrounding neighborhoods. in vandal-resistant boxes in key locations and other
Downlighting can be used instead to accent focal circulation areas as well as fare-vending areas
elements near a station. with full coverage to platform. Mechanical and
electrical rooms or cabinets will have coverage per
code, or per the manufacturer’s and/or designer’s
recommendations.
____________________________________________
The following chart lists suggested uses of the

various design elements for station site per the
eight (8) station types discussed in Chapter 4.
Specfic application may vary per station site.
Source: http://lightpowercanada.com/ Source: http://common.csnstores.com/ Source: http://www.landscapeforms.com

Elements of Design
Elements Summary Table
Station Entry Sign x x x
Station Identification x x x x x x x x
Informational Signage x x x x x x x x
Trail Blazing Signage x x x
Regulatory Signage x x x x x x x x
Public Address
x x x x x x x x
System
Seating x x x x x x x x
Bike Racks x x x x x x
Bicycle Lockers x x x x
Trash Receptacles x x x x x x x x
Bollards x x x
Planters/Flower Pots x x x x x
Flagpoles/Banners/
x x x x x
Pennants/Plaques
Tree Grates x x x x
Vending Machines x x x x x x
Ticket Kiosk x x x x x x x x
Hose Bibs x x x x x x x x
Drinking Fountains x x x x x x x x
Wireless Internet
x x x x
Access
Platform Lighting x x x x x x x x
Vertical Circulation
x x* x x x x x
Lighting
Parking Area Lighting x x x x
Landscape/Accent
x x x x x x x x
Lighting
Electrical Outlets x x x x x x x x
* May be offered on a case-by-case basis (depending on need and volume of passengers/daily use).
Source: http://hi.atgimg.com/

Elements of Design
Landscape Materials:
Landscape plantings, in and around the station Plant Material Selection/Design:

and platform, should be consistent in material
choice, enhance the functional activities of the Local municipal landscape codes, both City and
station, modify climatic situational activities, screen County, must be adhered to before developing a
views, supplement security measures, and direct plant palette for the stations. Plant species should
circulation. At initial placement and with growth be chosen to require minimal maintenance.
over time, it is essential that the plant materials The designer will determine the existing vegetation
not obstruct site lines to or from the platform. features of the site, for example, location, species,
Landscape guidelines for the Florida East Coast size, function, importance, and the feasibility of
Railroad (FEC) should be consulted for further protecting them. In addition the landscape design
information on preferred landscape materials and should:
specifications.
1. Consider elements such as their effects on
Tree/Palm Relocation: drainage and erosion, hardiness, maintenance
requirements, and possible conflicts between
Efforts should be made to preserve or relocate preserving vegetation and the resulting
existing vegetation on site. Fertilizing, proper maintenance needs.
prior trimming and root pruning are to be initiated
during early design stages to increase relocation 2. Retain and/or plant selected native vegetation
success. Temporary irrigation is required to irrigate whose features are determined to be beneficial,
trees and palms during preparation for relocation. where feasible. Native vegetation usually requires
Barricades are also required to protect tree crowns less maintenance then planting new vegetation.
and root zones. Similar practices are required after
relocation to best assure survival. Any preparation 3. Alternative landscaping techniques that promote
or relocation work should be conducted by a water conservation such as ‘Florida Friendly’ or
certified landscape contractor and crew, which ‘Xeriscape’ guidelines should be applied to the
follows National Arborist Association guidelines and station sites. The use of drought plants is strongly
any local or state jurisdictional codes. recommended as they can survive 2-3 months
without supplemental watering. Plants can be
selected from the South Florida Water Management
District, Waterwise: South Florida Landscapes
Booklet (available on www.sfwmd.gov) and can
also be referenced in Chapter 9 - Appendix.
Source: http://www.broward.org/ Source: http://cmgsla.com/

Elements of Design
Selected plant materials should follow Florida Tree and Palms should not conflict with
Friendly landscape principles and/or xeriscape/ architectural features such as canopy heights and
water conservation principles such as: should be evergreen where possible to ensure
year-round shade coverage. All trees and palms
• Use of drought-tolerant plant materials. A planted adjacent to pedestrian areas should have a
comprehensive listing of Florida drought- minimum 8’ clearance to the first limbs or fronds.
tolerant plants can be found on the Floridata
webpage (http://www.floridata.com/lists/ Shrub plantings should remain low for visibility,
drought_tolerant_plants.cfm). slow-growing, non-poisonous and evergreen
varieties. Plant materials that exhibit vibrant
• Use of native plants where possible. Native and conspicuous flowering characteristics are
species are adaptable and resistant to South encouraged.
Florida climate.
Accent planting, having special characteristics of
• Massing of plant materials with similar color, flower, texture, and height, should be used at
irrigation needs. Accent plants with higher visual focal points. Accent plants can be used in
water requirements should be grouped mass or singly, depending on location and function.
together to allow a separate irrigation zone. Accent planting should be used particularly in areas
Turf grass should also be massed and have near pedestrian traffic.
a separate watering zone.
Mulch should be used to retain moisture levels in
• In all cases, turf areas should be minimized the soil and to reduce evaporation. A minimum
since they are high maintenance landscape depth of 3” organic mulch in all plant beds is
components. recommended. One type of mulch only should be
used within one planting area. The use of Cypress
Varieties of plant materials incorporated into the mulch should be avoided. The use of sterilized
design of the platform spaces should provide Melaleuca and Eucalyptus mulch is encouraged.
protection from the tropical atmosphere of South Colored mulch (red mulch) should not be used.
Florida. Use of plant material with excessive fruit
or leaf drop is not recommended adjacent to All plant material should be sensitively sited and
pedestrian areas. sized to avoid security problems. Planting areas
should adequately drain within their beds, and not
onto surrounding paved surfaces.
Source: http://www.pinkshovellandscapes.com/ Source: http://kiyoka.vivian.jp/

Elements of Design
Parking and Streetscape Plantings: to major pedestrian walkways and entry nodes.
Parking areas should provide landscaped parking Station Plantings:

islands at prescribed distances based on municipal
codes. Parking islands should be 7’ wide at Station entrances should be defined as important
minimum to provide two (2) 6” curbs and a 6’ visual and functional focal points by the use of
plant bed. 9’ is preferred for parking islands. Use accent plantings. Station architecture can be
planting beds every ten spaces, or every 100’ enhanced through plant selection and location.
within parking lots; or as local municipal codes
dictate, if more stringent. Rail Corridor and Right-of-Way (ROW) Plantings:
Canopy trees should be planted in parking lots to The existing corridor landscape generally consists
provide shade and comfort for the users. The tree of weeds, turf, and some native plantings. Chain
limbs should have at least an 8’ clearance to the link fences and the back of buildings usually define
first limb. When trees are selected, the correct size the edge of the ROW.
of tree needs to be based upon root ball diameter.
Tree spacing along approach roadways should To improve the aesthetics of these corridors, it may
establish a visual rhythm for the streetscape. Trees be desirable to begin native planting programs
should be perceived at both the pedestrian and within the open space. It may also be desirable to
auto levels as one continuous line of planting. negotiate with property owners along the corridor
to establish a consistent landscape theme and
Pedestrian walkways and collection areas in application program.
parking lots should be visually defined by a change
in plant material. Accent plantings are appropriate
for these conditions. At least three-quarters, or 75
percent, of the walkway area should be shaded,
either by architectural or vegetative materials.
Shrub material along pedestrian walkways should

not exceed 4’ in height to ensure direct visual
access to and from the walk outward. Shrub
material can also be used as a backdrop to accent
planting which should be placed directly adjacent
Source: http://www.smmgardens.com/ Source: http://www.sasaki.com/

Elements of Design
Irrigation:
All plant materials will receive 100% coverage All irrigation systems should be automatic, and
and separate irrigation zones will be used for should be equipped with rain gauges for water
plant materials with differing water requirements conservation. Sprinkler heads should be pop
and materials with varying precipitation rate ups in areas with a lot of activity or where there
requirements. At a minimum, separate irrigation is a chance the pipes may be broken. Consider
zones will be maintained for turf, shrubs, and trees/ the use of mechanisms that reduce water flow to
palms. For example, large impact rotors can not sprinkler heads if broken. All pop ups should be
be used to irrigate turf and shrubs together. Careful equipped with back-flow prevention. No plug-in
consideration should be given to irrigation material heads are allowed.
and application to ensure maximum water use
efficiency. Where available and appropriate for use, Irrigate slowly, or pulse irrigate, to prevent runoff
grey water or reclaimed water lines can be used for and then only irrigate as much as is needed. Apply
irrigation. water at rates that do not exceed the infiltration
rate of the soil. Rain sensors should be considered
for station areas to ensure water management and
irrigation application.
Source: http://www.soundtransit.org/

“Green” Stations
7
“Sustainability requires that future process will identify the site’s existing natural and
generations have the same opportunities to man-made characteristics, such as hydrology,
benefit from our land as we do.” 1 topography, soils, access, utility and infrastructure
availability; and lays the foundation for the design
The ultimate goal of environmentally sustainable and development of the transit area. Sustainable
development is to create zero-emission and zero- design requires that these vital characteristics and
impact developments through appropriate site natural site patterns be preserved and integrated
selection, design, construction, and operations. into the design of the station area as much as
Another goal specific to transit station development possible (and mitigated on site where not). By
is to optimize the ‘travel-chain’ by creating designing with existing patterns in mind, areas of
seamless intermodal connections to regional improvement can be identified early in the design
public transportation lines and other sustainable process and can ultimately help prevent additional
alternatives such as car-sharing services. costs, i.e., additional construction costs for
Environmentally-sustainable design impacts social stormwater catchment and sewage systems.
and economic progress by increasing property
values, and it creates healthy and productive ‘Green’ or environmentally-friendly transit is
environments where people live, work, and interact. beneficial to the environment, and also provides
many economic benefits. In a recent report
First and foremost, sustainability looks at submitted to the Metropolitan Transportation
developments that follow environmentally-friendly Authority (MTA) of New York titled “Greening Mass
principles and guidelines. The basis of sustainable Transit and Metro Regions,” David Lewis of HDR
design lies in a thorough examination of the writes about “Transit’s Four Green Economic
development site. An integrated site analysis Impacts:”
1 Cullen, Peter. The Journey to Sustainable Irrigation
Irrigation Association of Australia Annual Conference 1. “Avoiding Carbon Emissions: The CO2 emissions
Adelaide, May 2004
The Concept of Sustainable Development

Source: Adapted from Ralph Hall, Introducing the Concept of Sustainable Transport
to the U.S. DOT through the Reauthorization of TEA-21

from transit ridership are about one-fifth of those

produced by single-occupancy vehicles, as
measured on a per-passenger-mile basis.”
2. “Managing Regional Congestion: By improving

traffic flow, transit optimizes regional mobility for
both passenger and freight sectors which in turn
reduces fuel costs, vehicle operating costs, and the
costs associated with traffic accidents.”
3. “Optimizing Land Use: Transit enables more

clustered residential and commercial development,
which brings dramatic economic and sustainability
gains.”
4. “Generating Higher Values: The value of transit

to regional economies will be felt through higher
worker mobility, lower energy costs, reduced
pressure on public services, and other benefits
that extend beyond the transit system users to the
economy at large.”
Practices and methods that encourage

environmental sustainability are key to the long-
term success of the SFECC transit system and
should be formulated early in the planning and
design process. The following pages describe
general elements of sustainable design that should
be applied to station areas.
NOTE: Other general reference documents (links)

for Environmentally Sustainable Design are included
in Chapter 9, Appendix of this report.
A comprehensive Site Analysis early in the design and plan-

ning stages helps identify existing and man-made natural
features that can be benenficial in addressing site sustainabil-
ity criteria.
Source: www.pierce.wsu.edu/Water_Quality/LID/

The Station as a Sustainable Entity:
Environmentally-friendly design and construction 1. Protect and Conserve Water

methods should be encouraged in station areas.
Recommendations for the environmentally- a. Reduction of runoff and pollutant loadings into
sustainable development of station areas along natural streams and waterways
the SFECC transit corridor involve site-specific
evaluations that maximize the site’s potential and b. Treatment of runoff using stormwater
include the basic fundamentals of “Reduce, Reuse, management methods (such as bioswales,
and Recycle.” The reuse of existing brownfields or rain gardens, detention/retention
vacant/underutilized parcels for the development ponds, infiltration trenches or
of stations is encouraged as well as the reuse of underground stormwater storage
building stock, infrastructure, and building materials where space is limited.)
that can be renovated for transit-related uses.
c. Encourage ground water recharge
“Compact Development” is another key principle and harvesting of grey-water. In addition,
in sustainable planning. Therefore, footprints where possible, promote use of
for station areas (including buildings, parking non-potable sources of water for irrigation and
areas, access roads) should be designed to building mechanical and plumbing systems
increase land-use efficiency and transit-oriented
development and ‘smart growth’ principles should 2. Encourage the design and construction of
be encouraged. buildings and infrastructure to utilize green
building practices
Sustainable practices for design and construction
are part of an integrated process which reduces 3. Encourage the use of sustainable materials and
or eliminates any potential degradation of the methods such as:
natural environment and systems. Following
are some of the overarching general practices a. Use of recyclable or rapidly renewable
for the Environmental Sustainability of the Site, construction materials that are also locally
Landscape, and Structures that will be described available
specifically in the following pages:
Peter Calthorpe’s Next American Metropolis talks about Transit-Oriented Developments and defines the boundary
of pedestrian walking zones to be 2000’ maximum from the transit stop.

b. Use of native plant materials that have

reduced irrigation needs
5. Optimize operational and maintenance
c. Use of environmentally-preferable or practices through training and education of
biodegradable products for site and best management practices to achieve long-
landscape maintenance term benefits
d. Use of lighting systems that 6. Optimize the ‘travel chain’ by offering

minimize light pollution and energy connections to multiple modes such as
consumption (LED or induction lighting pedestrian networks/greenways, bus transit
systems) (local and regional), as well as other mass
transit modes such as rail, air, and sea.
4. Minimize non-renewable energy consumption
and encourage use of onsite renewable energy Other innovative ideas include car and bicycle
sources (photovoltaic and wind turbine rentals at key stations for passengers to use and
systems) as well as proper waste management return once they reach their destinations.
practices
2
5
2 10 3 1
6 3
4
1
7
4
2 7
6
5
2
9 3
8
1 BUILDING-INTEGRATED 6 POROUS PAVEMENT SYSTEM FOR

PHOTOVOLTAIC MEMBRANE SYSTEM USE IN ALL HARDSCAPE SURFACES
2 GREEN ROOFS (I.E. PARKING, WALKWAYS, ETC)
3 GREEN (VEGETATED) 7 PRESERVED TREE CANOPY

VERTICAL SCREEN 8 ENERGY EFFICIENT LIGHTING (W/LIGHT
SHIELDS TO REDUCE GLARE AND SPILL)
4 RAINWATER HARVESTING SYSTEM
ON PLATFORM CANOPY 9 RECYCLED PLASTIC RAILROAD TIES
5 PARKING WITH BIO-SWALES 10 RESPOND TO TOUCH ESCALATOR
The diagram above highlights general elements of sustainability that should be encouraged in all station areas. Where available,
existing elements such as infrastructure, landscape/tree canopy, and building stock should be examined for reuse in station areas.

Environmental Sustainability for the

Site:
access the station.
Sustainable site selection criteria are critical in Stations should provide convenient, secure bike
setting the stage for building green stations. First storage facilities at the stations. Also, lighting
and foremost, station sites should take advantage should be enforced on station sites, and bike
of existing infrastructure and building stock, as parking facilities without compromising safety.
well as brownfield sites where possible, to take Lighting levels should be taken into consideration
advantage of green tax incentives and programs. due to light pollution.
Site disturbance should be minimized, and open
space and sensitive areas adjacent to the station Use of innovative parking solutions should be
should be preserved and protected. The legislation utilized to reduce land consumption for parking
related to incentives for green building practices needs at larger Park and Ride stations. These
for the State of Florida can be found on the Florida include use of shared structured parking with
Energy and Climate Commission web site (http:// adjacent developments, preferred parking to
myfloridaclimate.com climate_quick_links/florida_ carpool/van pool users and hybrid car users (with
energy_climate_commission). charging stations), and the use of solar carports.
South Florida’s climate experiences high rainfall
Site impacts should be minimized and usable events for a majority of the year, therefore,
building stock and materials, existing tree canopy, stormwater management strategies are important
native vegetation, and pervious surfaces should be in addressing site sustainability for stations in the
preserved. Light colored pavements and roofing region.
materials help to reduce heat island effect.
Additional measures, such as low- impact
Station sites should discourage automobile development models, should be taken to
dependency and promote accessibility for reduce, convey, manage and treat stormwater
pedestrians and bikers which provide access from discharge from station sites into natural bodies
surrounding neighborhoods. Pathways should be of water. Low Impact Development, or LID, “is a
attractive, functional and directly connected to the stormwater management strategy that emphasizes
transit station with minimal crossings of automobile conservation and use of existing natural site
traffic. Other methods to discourage automobile features integrated with distributed, small-scale
dependency include incentives such as preferred stormwater controls to more closely mimic natural
parking using alternative fuels, zero emission hydrologic patterns in residential, commercial, and
vehicles, and zip cars or reward programs for industrial settings.”1 Tools used within LID include
passengers who use alternate forms of mass transit 1. Hinman, C. Low Impact Development Technical Guidance
or high-occupancy vehicles (carpools/van pools) to Manual for Puget Sound. Puget Sound Action Team.
Washington State University Pierce County Extension. 2005
IMAGE 1: Bioswales can be found on the edges IMAGE 2: Transit as part of the green IMAGE 3: Green railroad corridor in
of parking lots or around developments and vary solution. Grenoble, France.
widely in size. Source: http://www.lakecountyil. Source: http://kblank.com/work/files/ Source: http://railforthevalley.files.
gov/Stormwater/LakeCountyWatersheds/BMPs/ gimgs/10_transit2.jpg wordpress.com/2009/03/grenoble_
PublishingImages/bioswale.jpg tram1_1920.jpg

Integrated Management Practices (IMPs) and Table 3. Overview of BMPs
Best Management Practices (BMPs) which aim Treatment Common

Technologies
Section Addressed/Fact Sheet (FS)
to provide on site features for stormwater quality Mechanism Characteristics
or Case Study (CS)
treatment and flow control. Structural BMPs
3.2 - Infiltration adsorption, adequate soil media Infiltration Trenches (FS)
Practices/Bioretention biodegradation, critical (CS)Infiltration Basins
A combination of BMPs can be used to increase precipitation (FS)Bioretention (FS)
permeability, encourage on site filtration of runoff, 3.3 - Detention and particulate settling adequate hydrology Detention Ponds (FS)
Retention/Wetland and biological and soils required for (CS)Wetlands/Shallow
and address proper management of stormwater Practices filtering (wetlands) retention/wetlands Marsh Systems
discharge associated with the development (FS)Detention Tanks and
Vaults (FS)
of station areas. Several of these methods are 3.4 - Filtration straining, effective suspended Underground Filters (FS)
listed in the following chart describing BMPs for Practices/Sand Filters adsorption,
chemical
solids removal (CS)Surface Filters
(FS)Organic Media Filters
an Ultra-Urban Setting, by the Federal Highway transformation, (FS) (CS)
microbial
Administration. decomposition
3.5 - Vegetated infiltration, filtration, low cost, easy to Dry and Wet Swales (FS)
Swales/Filter Strips adsorption install (CS)Vegetated Filter Strips
(FS) (CS)
3.6 - Water Quality settling mainly pretreatment Oil-Grit Separators
Inlets (FS)Catch Basin Inserts
(FS)Manufactured Systems
(FS)
3.7 - Porous infiltration regular maintenance Porous Pavement (FS)
Pavements essential to prevent
clogging
Nonstructural BMPs
3.8 - Streetsweeping physical removal of can be implemented Street Sweepers (FS) (CS)
surface build-up as part of a
community-wide
3.9 - Other source control program
Nonstructural BMPs
New and Innovative Practices
3.10 - New and various under development Alum Injection Systems,
Innovative Practices Multi-Chamber Treatment
Train (MCTT), Vegetated
Rock Filters, Vertical Filter
Systems
Source: Stormwater Best Management Practices in an Ultra-Urban

Puget Sound, WA: http://www.psat.wa.gov/Publications/ Setting: Selection and Monitoring, Federal Highway Administration, May
LID_tech_manual05/LID_manual2005.pdf 2002: http://www.fhwa.dot.gov/environment/ultraurb/index.htm
IMAGE 3: Porous paving used in park- IMAGE 4: Bioretention areas can be beautiful IMAGE 5: Bioswales help manage and
ing lots. Source:http://bp3.blogger. landscape resources. treat runoff before it leaves the site.
com/_XEQbaTzjzsw/SIfciqucolI/ Source: http://www.fcwc.org/ Source: Portland Community Watershed
AAAAAAAACLw/_UltStHbjNM/s1600-h/ WEArchive/010203_wbj/bio_retention_apart- Stewardship Program
ous+Pavement+Cross_Section.JPG ments.jpg

Environmental Sustainability for the

Landscape: and planting materials should be consulted for
Basic requirements for a sustainable landscape appropriate material selection. An integral reference
include “an attractive environment that is in balance for plant material selection in the South Florida
with the local climate and requires minimal resource region is “Waterwise-South Florida Landscapes:
inputs, such as fertilizer, pesticides, and water. Landscaping to Promote Water Conservation Using
Sustainable landscape begins with an appropriate the Principles of Xeriscape.”. This material has been
design that includes functional, cost-efficient, included in Chapter 9, Appendix and can also be
visually pleasing, environmentally friendly and found on the South Florida Water Management
maintainable areas.”1 District’s webpage, www.sfwmd.gov.
1. Plant using native plant species and/or species 4. Use environmentally-certified, non-toxic, and
that have acclimated to the South Florida region. organic/biodegradable fertilizers. Avoid the use
The goal is to use plants with low to no watering of any toxic chemical susbstances that could
requirements. potentially harm natural waterways and bioflora of
the area.
2. Avoid plants listed on the Florida Invasive Plant
Species list. Additional information can be found on 6. Alternative sustainable and organic/natural
http://www.fleppc.org/list/07list.htm. solutions to pest control should be examined as
solutions. Avoid the use of any pesticides unless a
3. Minimize turf areas. Where turf areas are specific pest issue has been properly diagnosed by
required, choose varieties that are drought tolerant, a pest control professional.
well-adapted to the microclimate and have low
watering and maintenance requirements. 6. Use reclaimed water from municipal sewer lines
or onsite water collection (rainwater harvesting
3. Use a planting palette that is suitable to the systems, etc.) for irrigation of planting areas.
specific microclimate of the area. Plants should
be selected based on the requirements of light 7. Increase efficiency of irrigation systems that
exposure (sun/shade), wind, water requirements reduce seepage loss and evaporation rates. Micro-
and quality, and soil requirements. Careful selection irrigation methods such as drip, trickle, and spray
of plants will ensure a longer lasting and lower are recommended for their water efficiency and
maintenance landscape. Local guides for building should only be used as required.
1 Bousselot, Colorado State University, Extension
horticulture agent, Douglas County; K. Badertscher, 8. Soil moisture levels should be maintained by
Extension horticulture agent, Boulder County; M. using soils with higher organic content and by using
Roll, Extension horticulture agent, Arapahoe County. natural organic mulches to prevent water loss.
<http://www.ext.colostate.edu/pubs/garden/07243.
html>
IMAGE 1: Coco plum is a Florida na- IMAGE 2: The United States Department of Agri- IMAGE 3: Increase efficiency of irriga-
tive plant that is often used for its highly culture launched a labeling program to facilitate tion systems to reduce seepage loss
adaptable and drought resistance charac- the identification and the use of biobased prod- and evaporation rates.
teristic. Source: http://www.rareflowering- ucts such as fertilizers among others. Source:
trees.com/ Source: http://www.usda.gov http://www.neighborhoodlink.com/

9. Encourage onsite composting of landscape 10. Utilize high efficiency, climate based irrigation
trimmings and other organic waste. controllers.
The diagram above demonstrates how multiple ‘green’ strategies such as rooftop solar panels, green roofs, and rain collection and
onsite treatment systems can be integrated into the site design to create a comprehensive and sustainable project. This particular
design “manages all the wastewater generated by the building, as well as all the rain water that falls on the site.” The rain gardens,
and wetlands also create natural playgrounds and environmental education opportunities for the students.
Source: ByAndropogon Associates, Kieran Timberlake Associates and Natural Systems International.
Image by Andropogon Associates.), http://pruned.blogspot.com/2009/06/wetland-machine-of-sidwell.html
IMAGE 4: Rain gardens improve water IMAGE 5-6: By composting on site the amount IMAGE 6: Rain and runoff contain
quality by filtering run-off, provide local- of waste sent to the landfills can be reduced. fertilizers and pesticides that are harmful
ized flood control, and provide interesting Plus, a useful product can be gained, reducing to our surface and ground water.
planting opportunities the amount of bought commercial compost. Source: http://www.sbprojectcleanwater.
Source:(same as diagram above) Source: http://www.huntingdoncounty.net/ org/wqathome.html

Environmental Sustainability for

Structures:
Fundamental ‘green’ elements should be
In addition to establishing architectural style and highlighted for implementation in all structures at
character, the buildings within the station area SFECC train stations (as appropriate). Based on
should incorporate environmentally-sustainable the local climate and conditions, some elements
features where possible. All station buildings may be considered more appropriate than
should seek certification by LEED (Leadership in others; however, the following list will provide an
Energy and Environmental Design). LEED NC (New overview of some of the methods available for the
Construction) addresses new construction whereas implementation of a green transit system.
LEED EB (Existing Building) can be employed
where existing structures are to be refurbished for • Building Design: All buildings should be
SFECC transit-related use. oriented on their sites to bring abundant natural
daylight into the interior to reduce lighting
Detailed information for sustainable development requirements and to take advantage of any
practices and building standards can be found prevailing breezes. Windows, clerestories,
in USGBC’s LEED Reference Guide. Additional skylights, light monitors, light shelves and other
information and links to green building and strategies should be used to bring daylight to
consumer resources that are specific to South the interior of the buildings. The exterior should
Florida can be found on USGBC’s South Florida have shading devices (sunshades, canopies,
Chapter website (http://www.usgbcsf.org/usgbc).
1 5
7
3
6
SLO
PE
DRA TO
IN
8
1 RAINWATER HARVESTING 5 ENERGY-EFFICIENT LIGHT FIXTURES
SYSTEM (POWERED BY SOLAR ENERGY)
2 TRENCH DRAIN SYSTEM 6 RECYCLED MATERIAL BENCH
3 RECYCLING TRASH BINS 7 RECYCLED LIGHT COLORED
PAVING MATERIALS
4 BUILDING-INTEGRATED
PHOTOVOLTAIC MEMBRANE 8 RECYCLED PLASTIC
SYSTEM ON CANOPY ROOF RAILROAD TIES
The diagram above illustrates general ‘green’ elements that can be incorporated into most station platform areas to help achieve
higher sustainability standards for the SFECC Transit System.

green screens and trees), particularly on • Onsite Renewable Energy Sources: Onsite
the southern and western facades and over renewable energy supplies should be used in
windows and doors, to block hot summer sun. order to reduce environmental and economic
impacts associated with fossil fuel energy use.
• Dual-glaze windows reduce heat gain in Integrated photovoltaics and wind turbines can
summer and heat loss during cold winter be installed on station roofs and on platform
months. The roof should be a light-colored, canopies. Energy collected from the solar
heat-reflecting Energy Star roof, or a green panels can be used to power electrical systems
(landscaped) roof, to reduce heat absorption. such as lighting, HVAC, irrigation controllers,
and so forth.
• Rain-water harvesting: With the heavy rainfall
received in the region, rainwater captured
from the roofs of buildings, such as the central
station building and the platform canopy, can
be used for other water needs in the station.
Collected water can also be stored in cisterns
or cleansed in bioswales or raingardens before
being redirected to other uses or returned to
the municipal greywater supply.
4
1
1 RAINWATER HARVESTING SYSTEM

2 2 PAVEMENT SLOPE MIN. 1%
TOWARDS DRAIN
3 UNDERGROUND CISTERN FOR
WATER STORAGE & CONVEYANCE
3 4 BUILDING-INTEGRATED
PHOTOVOLTAIC MEMBRANE
5 ENERGY-EFFICIENT LIGHT FIXTURES
(POWERED BY SOLAR ENERGY)
6 TO FILTRATION SYSTEM FOR
6 NON-POTABLE BUILDING WATER
USAGE OR LANDSCAPE IRRIGATION
Water collected through rain harvesting systems such as platform roof gutters and drains can be filtered on site through mechanical
or natural filtration systems such as bioretention areas.

• Heat-island Reduction: Structures should chimneys and other strategies) should bring
utilize strategies which reduce heat islands to fresh air inside the building. The HVAC (heating,
minimize impacts on the microclimate and any ventilation and air conditioning) system should
nearby communities or wildlife habitats. filter all incoming air and vent stale air to the
outside.
Effective insulation and use of materials that
absorb less heat are recommended in all • Energy Efficiency: Green buildings have energy-
structures. A non-toxic insulation, derived from efficient lighting, heating, cooling and water-
materials like soybean or cotton, with a high heating systems. Appliances should have
R (heat resistance) factor in a building’s walls ENERGY STAR® ratings.
and roof will help prevent cool air leakage in the
summer and warm air leakage in the winter. • Green Building Materials: A green building
will have been constructed or renovated with
• Green Walls: Larger stations with structured healthy, non-toxic building materials and
parking and other supporting buildings should furnishings, like low- and zero-VOC (volatile
utilize vertical vegetated screens to shade organic compound) paints and sealants, and
walkways and other hardscape (garage walls) non-toxic materials like strawboard for the sub-
which not only reduce the heat-island effect, flooring. Wood-based elements should come
but also provide an aesthetically appealing from rapidly renewable sources like bamboo,
alternative. however, if tropical hardwoods are used, they
must be certified by the Forest Stewardship
• Windows and Doors: Windows and exterior Council. A green building uses salvaged
doors should have ENERGY STAR® ratings, materials like tiles and materials with significant
and their openings should be tightly sealed recycled content. Station sites should also use
to avoid heat gain in summer and heat loss in regionally available materials for construction
winter. and site furnishings that are cost-efficient,
durable, and easy to maintain.
• Indoor Environmental Quality: Natural daylight
should reach at least 75% of the building’s • Use of Recyclable/Biodegradable Materials for
interior. Natural ventilation (via building construction and site furnishings.
orientation, operable windows, fans, wind
IMAGE 1: Vegetal screen, Avignon France IMAGE 2: Wind turbines as an IMAGE 3: Green roof. Fukuoka Prefectural
Source: http://www.virtualtourist.com/ alternate source of energy. International Hall in Fukuoka, Japan
Source: http://www.conserving- Source: http://www.lotuslive.org/buildings/green-
green.com/images/products/ roof.php
detail/windmax600.jpg

• Water Efficiency: A green building has a water- orientation of structures should be designed to
conserving irrigation system and water-efficient reduce impacts from weather.
water/restroom fixtures. A rainwater collection
and storage system should be provided, • Design building systems, such as heating-
particularly in drier regions where water is ventilation-air condition (HVAC) and lighting,
increasingly scarce and expensive. to maximize energy performance (by
requiring minimum LEED credits for energy
• Integration of appropriate Waste-Disposal and performance).
Recycling Programs.
• Establish a goal for using building materials that
• Employment of cost-effective and contain recycled content and a goal utilizing
environmentally-sensitive site work and rapidly renewable materials.
construction methods.
• Consider using vegetated roofs, this reduces
• Use of energy-efficient lighting systems such the ehat island effect and provides for
as LED or Induction Lighting which reduce stormwater treatment. Roof gardens can also
maintenance costs, consumption, and waste be an attractive amenity.
production.
• Specify high efficiency water and wastewater
• Other renewable energy resources include fixtures.
biomass, biogas, hydro and cogeneration
energy resources, renewable energy credits,
etc., can be employed where available to
reduce the station area’s carbon footprint and
external energy load needs.
• Buildings and gathering places should have

containers for recycling.
• Buildings should be designed to take

advantage of natural ventilation. The form and
IMAGE 1: Solar roof at the Coney Island subway terminal IMAGE 2: Solar roofs can also IMAGE 3: Shared bicycle rentals in Paris.
station. allow for natural daylighting. Source: http://janeporter.files.word-
Source: http://www.solarserv- press.com/2008/09/mini-bikesatthere-
Source: http://www.lotuslive.org/buildings/greenroof.php er.de/solarmagazin/images/ ady.jpg
gmp-Architekten

Maintenance Guidelines
8
Buildings
Maintenance guidelines are provided to present a Lobby, hallways, ticket booths, waiting rooms will
series of general criteria and specific requirements require cleaning each evening, seven days a week.
for maintaining all interior and exterior building and Cleaning shall include removal of trash from all
site elements for the light rail stations. Most areas waste containers and relined with a new bag. The
on the stations are subject to high visibility and use. floors shall be swept clean and damp mopped,
The areas to be maintained include: buildings, including the side molding and floor runners inside
platforms and walkways including site furnishings, the doors. Public restrooms shall be cleaned once
parking lots and access roads, landscape areas, daily seven days a week.
irrigation systems.
The following changes should be completed semi-
It is recommended that the SFECC Transit Agency annually. Any accumulation of debris, trash, leaves,
pre-select vendors or manufacturers of transit or staining shall be removed from all building roofs.
station furnishings and landscaping/irrigation parts Check all drainage cleanouts for clogs or debris.
to narrow the list to one or two maximum of each Stem clean or pressure clean any building surfaces
category of products. This will save countless that have any accumulation of dirt, algae, mold or
days of delay while searching for and waiting for other staining or debris.
ordered replacement parts. If all stations have the
same equipment, parts can be stockpiled in a Restroom cleaning shall included daily removal of
maintenance warehouse and replacement parts trash from all waste containers and each relined
can be easily interchanged. with a new bag. The floors shall be swept clean
and damp mopped with disinfectant. Windows
These guidelines provide recommendations for and mirrors shall be wiped clean of marks and
specific problems that might occur, however other fingerprints. Toilet tissue, soap and paper
unexpected problems may arise and need to be towels shall be replenished daily by maintenance
accounted for. contractor. In addition, privacy stalls and partitions
shall be wiped clean weekly of any graffiti using
necessary cleaning products. Any damage,
scratching or marring off the surfaces shall be
repaired. On a monthly basis, all plumbing fixtures
and plumbing should be checked.
Platforms, tracks, walkways, and site furnishings are kept clean and free of trash and grafitti buildup
Source: http://international.stockholm.se/; http://www.gecarch.com/

Hardscape Surfaces
Porous cement concrete walks, parking stalls and • Replace concrete or porous concrete by saw
porous cement concrete streets serve to reduce cutting along existing score lines and replace
stormwater runoff by capturing rainwater in voids of with matching concrete. Score and finish to
the pavement’s gravel sub-base and allowing it to match existing.
infiltrate. Keeping the porous pavement surfaces
clean and free of plants decreases sediment • Replace unit pavers or stone pavers if
clogging and lengthens their functional life. Porous stones loosen from the pathway. The stones
cement concrete pavement (see image 5-6 below) should be reset and resealed. For general
is cement concrete pavement without the sand maintenance, re-sealant should be added to
in the mix which allows water to filter through the the stones every 2 years.
pavement section into the underlying gravel sub-
base layer below the pavement section. Porous Specifically for porous pavement:
gravel pavement is a grid cell system filled with • If porous system has been clogged by debris,
gravel and placed over a gravel sub-base layer when dry, gather up gravel from pavement
below the grid cells.1 section and properly dispose of waste material.
Replace and fill cells with clean crushed gravel
On a monthly basis all walkways, concrete, porous and bring back up to grade.
concrete, stone pavers or unit pavers, shall be
swept clean and checked for uneven of lifting in • If gravel has worn away exposing grid cells
sections. Expansion joints will need re-caulking of gravel pavement, refill cells with approved
and must match existing color. Gum, food or other gravel to top of geogrid surface.
spills shall be cleaned with proper detergents and
disinfectants. On a reported basis, powerwash all Note: Unlike horizontal surfaces, it is recommended
hardscape surfaces, particularly to remove graffiti that non-porous and graffiti-proof materials be used
(see image 4 below). in vertical walls and structures so that they are easy
to steam-clean if vandalized by graffiti.
The following changes should be completed semi-
annually. All hard surfaces shall be steam cleaned
or pressure cleaned to remove algae, mold or
stains from pavements. If walkways need repair:
1 SvR Design Company. High Point Community Landscape

IMAGE 4: A good pressure washing will make concrete, IMAGE 5-6: Pervious pavement is designed to accept precipitation only
wood and siding look new and is typically thicker than traditional contrete to support the same
loads.
Source: http://www.lawnbarber.net/services.html
Source: http://belmont.sd62.bc.ca/; http://www.cetco.com/

Site Furnishings and Lighting Landscape Areas
Site furnishings on platforms and walkways Landscape maintenance activities include

will be cleaned with water or a mild, non- planting, mowing, trimming, weeding, and fertilizer
phosphorous soap to remove food, gum, application. All of these maintenance activities have
graffiti, bird feces, and dirt. Inspect for chipped the potential to contribute pollutants to the storm
or cracked paint and rust spots. Inspect all drain systems, and potentially pollute surrounding
hardware, and tighten if necessary. Specifically watersheds. The following major objectives of this
examine metal parts for chipped paint and section are:
rust spots. Replace with the same make and
model, if available, if deemed necessary. 1. Highlight sustainable ways the public and
the employees can be educated to minimize
Light filaments will be replaced the same day the discharge of pesticides, herbicides
as failure occurs. Cleaning the fixture should and fertilizers, and prevent the disposal
include the lens, refractor and photo control; of landscape waste into the stormwater
and the wiring and fuses should be checked. drainage systems.
Anything that obscures or lowers light intensity,
for example bugs, must be removed from the 2. Maintain an attractive and user friendly
fixture. Time clock and contractor control may landscape
be recommended to reduce the light levels
during non-use hours. Replace irreparable 3. Protect and enhance the natural landscape
furnishings with the same makes and models. and native planting - (see image 2-3 below)
Drinking fountains should be cleaned and
polished weekly, and water pressure should be 4. Minimize water and material waste
checked monthly and adjusted according to
manufacturer’s instructions.
Each morning, roadways and parking lots

should be visually inspected and all trash picked
up and removed from site. All light fixtures
will be maintained as outlined under platform
section.
Source: http://www.sfwmd. Use of native plants promotes sustainable growth by reducing use of
gov/ water for irrigation and pesticides.
Source: http://greengirlgardens.com

Trash Removal: Lawn Areas:
All landscape areas shall be kept clear of trash A. Mowing:

as outlined in the Parking Lot and Access Proper mowing is one of the most important factors
Roads Chapter. All trees, palms shrub areas, contributing to an attractive lawn. Proper mowing
groundcovers and lawn areas should be kept clean means that the grass is cut at the optimum height
of dead limbs, palm fronds, and twigs. Leaves, on a regular basis to keep it healthy and attractive.
trash and branches can prevent water and light Mowing too low weakens the grass causing the
from reaching landscaped areas. Mildew and sod to thin out; encourages invasion of weeds;
various pests can develop within excessive leaf makes the grass more susceptible to pests; and
litter. Removal of this debris can enhance the can eventually cause the lawn to die. Mowing too
appearance and success of planted areas. high produces a ragged, unattractive lawn and
encourages build-up thatch. Mowing with a dull
Biodegradable landscape debris should be or poorly adjusted mower or weed whip causes
collected for onsite composting, green waste pick severe damage to the grass and leaves it very
up or off-site disposal to a recycling facility. If unsightly after cutting.
space allows, create an onsite multi-bin compost
system to dispose of clippings, thatch, leaves, The height of the lawn should never be drastically
branches, annuals, dead plant material, etc. Use or suddenly changed. If the grass becomes too
the composted material to mulch the vegetated high, the recommended height should be regained
swales and other planting beds. by gradually lowering the mowing height on
successive cuttings.
Collect and properly dispose of all litter (once a
week) from the following areas making sure limbs Mowing wet grass should be avoided. Dry grass
and branches are also removed from waterways: cuts easily, does not clog the mower and gives a
• Culverts finer appearance after being cut. Grass suffering
• Trench grates from lack of water should be watered, allowed
• Gutters and depressions to dry, then mowed. Because mowing shocks
• Walks the grass, the lawn should not be mowed under
• Lawn areas dramatic changes in climatic conditions.
• Planting beds
• Bio-retention swales and rain gardens
Source: http://www.lawnbarber.net/services.html Source: http://www.stripes.com/

Grass which is growing in the shade should be B. Trimming:

mowed slightly higher than normally recommended. When mowing is complete, trim lawn with using a
Shade reduces photosynthetic production of food power or hand trimmer, at perimeters, trees zones,
by the grass, but this can be partially overcome by and other areas inaccessible by mower. Always
higher mowing heights, which allow for greater leaf trim to the same height as the mowed lawn, and
surface. never trim within two (2) feet of tree trunks to avoid
scarring.
Mowing schedule should be as follows:
C. Edging:
• Maximum 7 days between mowings in the Edging of lawn areas reduces migration of lawn
months of April through November onto walkways and into planted areas. Areas to
be edged include lawn perimeters, tree zones
• Maximum 12 days between mowings in the and other areas where the spread of lawn is not
months of December through March desired. Refine lawn edges with mechanical blade-
type edger four (4) times a year (see image 2-3
• Edging should be done on alternative below). If plants overhang lawn at lawn/planting
mowing days area edge, making it difficult to trim the grass, it is
acceptable to increase the planting area slightly by
Large areas of lawn: Alternate mowing directions creating a new edge and removing excess grass.
each mowing cycle Do not use edger within two (2) feet of trees to
avoid accidental trunk damage.
Small strips of lawn: Alternate mowing directions
one (1) time per month
Source: http://russellstrimlawn.com/ IMAGE 2-3: Keep lawn edges clearly defined with a mechanical edger
html/about.html
Source: http://florida.mainscape.com/; Source: http://www.simpsonlawncare.com/

Tree Pruning:
Hat-racking is stubbing a branch, far from a
Pruning is performed to promote plant health, bud or a new leader. For a plant to ‘heal’ or
enhance the natural character of trees and shrubs, compartmentalize the pruning wound, the cut
meet clearances for vehicular and pedestrian needs to be made at a point where the plant tissue
traffic and for visual safety. Improper or excessive can grow over or engulf the injury. This is not
pruning can increase vulnerability to pests and possible when dealing with, essentially, a broken-off
disease resulting in unnatural, oddly shaped plants twig. The plant tissue is not able to grow over the
(see image 4-5 below). stub. It may attempt to grow over the cut stub, and
result in a weak flap that will break out easily. Or it
Properly timed pruning will help to preserve the may result in a domino affect, that is, the cut end
landscape’s water efficiency. In South Florida, tree will decay, which will progress to internal twig rot,
pruning, specifically with palm trees, pruning should which will lead to trunk rot, which will result in an
take place before hurricane season. Tree pruning unstable (hazard) or sickly tree that will be unsightly.
should consist of the removal of dead, dying, Poorly placed cuts will also lead to competing
diseased, decayed, interfering, objectionable, laterals sprouting into an unnatural looking ‘witch’s-
and weak branches as well as selective thinning broom’ appearance. There should be one (1)
to lessen wind resistance. Tree trimming should dominant leader (one [1] main trunk), depending on
always be done by thinning, never by reducing the species.
the canopy. All cuts should be made as close as
possible to the trunk or parent limb, without cutting A. Conifer Pruning:
into the branch or protruding stub. All branches Maintain a 3’ clearance from grade for the first three
too large to support with one (1) hand should be (3) years after planting. Limb up as growth allows
precut to avoid splitting or tearing of the bark. to eventually achieve a 6’ to 7’ clearance. Thin
internal branches as appropriate for species, and
never top prune conifer trees.
IMAGE 4-5: A good pruning cut leaves the branch bark ridge Source: http:// Source: http://www.gardening.sg/
intact. The ridge is the dark line you can see along side and oasisirrigationsystems.com/
over the top of the crotch. In poor cuts, decay rapidly follows
in some trees, and forms an oval scar, see image on right.
Source: http://enhtest.ifas.ufl.edu/woody/flushcut.html

Tree Staking:
Stake newly planted trees or replacement trees to Make sure to mulch to a depth of 2” immediately
stabilize and prevent leaning during establishment after planting, and wet the area to decrease the
(see images 1-3 below). chance of erosion. After watering, rake mulch to
provide a uniform finished surface.
Grooming Perennials and Ornamental Grasses: At least one (1) carving and mulching per season
is recommended, preferably in the spring because
Maintaining perennials not only keeps a tidy this helps neaten the property and creates a better
appearance, it also keeps plants healthy from one overall appearance. Excessive moisture can wash
growing season to the next. Grooming includes away a great deal of mulch and also expedite the
cutting off dead blooms and leaves, and hand- decay factor, leaving a lot of plant beds bare where
raking back grasses. a normal season would not. A second mulching (in
the fall) each season would not only enhance the
Flowering plants: Remove spent flowers by cutting appearance of the property, but would also provide
just above the nearest branch or bud additional plant protection during the cooler winter
months when applied properly.
Perennials: Cut back dying or dead and fallen
foliage and stems It is also beneficial to turn the mulch beds at least
two (2) times during a season outside of the turning
Grasses: Do not cut back. Hand rake with a small that takes place during mulching. This helps loosen
rake or fingers to remove dead growth the mulch, makes it look fresh and reduces the
amount of mold and mildew that can accumulate
Mulch: in thick, compacted mulch. This is another way of
renewing the appearance of mulch beds without
Mulch type differs depending on the application. the level of expense involved in another mulching.
Mulch all newly planted and replacement plants to
reduce the growth of weeds, and to help keep the
soil moist for long periods of time. If possible, use
composted mulch for natural drainage areas (see
image 4 below), and medium bark for non-natural
drainage areas and top dressing (see image 5
below).
IMAGE 1-3: Soft staking materials can grow and move with the tree and allow IMAGE 4: Incorporating finished compost mulch
some swaying, which encourages the tree to grow stronger roots. Support into landscape beds amends the soil and allows
materials used for staking newly planted trees should be removed after the first water and air to better filter through the soil
year’s growth, otherwise deformed growth will occur, see image to right
Source: www.123rf.com/; Source: http://www.homedepot.com/ Source: http://www.gardening123.com

Fertilizer and Pesticide Management: The education and training of employees on

the correct use of pesticides will not only help
Avoid drift of pesticides to adjacent areas or to the environment, but will also set a standard, a
plants that may be eaten by man or animals. Do sustainable approach to managing pests, which
not allow pesticides to get into pools or water can be utilized by other people and cities.
supplies. Store pesticides under lock and key in
their original labeled containers, out of reach from Lime Application:
children.
Acidic conditions may allow moss to establish
The pesticides should only be used if there itself in lawn areas. Lime can be used periodically
is an actual pest problem, meaning a regular to correct soil conditions by raising the pH. This
preventative schedule should be avoided. Soils adjustment improves the lawn’s ability to absorb
should be periodically tested to determine if nutrients.
pesticides are necessary, and if applied to soil,
the chemicals need to be worked into the earth, Weeding:
rather then dumped on top of it. If pesticides
must be used, do not apply if rain is expected or Properly timed weeding also helps preserve the
wind speeds are higher than 5 mph. Do not mix landscape’s water efficiency. Weeding, therefore,
or prepare pesticides near storm drains. Also, should de done a minimum of one (1) time per
prepare only the minimum amount of pesticide month, trees trimmed in mid summer during the
needed for the job and the lowest create that will month of July or August, and palms pruned of dead
effectively control the pest. fronds a minimum of four (4) times a year.
If the litter collected is recyclable, such as bottles

and cans, dispose within onsite recycling bins.
Coordinate the emptying of recycling bins with
the City’s waste management/recycling pick-up
schedule. Once the pesticide application has
been applied make sure to sweep pavement and
sidewalk if fertilizer is spilled on these surfaces
before applying irrigation water.
IMAGE 5: Medium bark mulch, sized 2” to 3,” is Source: http://recycling.facilities.txstate. Source: http://recycling.facilities.
used as decorative ground cover to control weeds, edu/ txstate.edu/
retain moisture and beautify an area
Source: http://www.sutherlandscape.com/prod-

Irrigation:
Missing irrigation heads will affect the watering
The amount of water, which a plant requires, coverage of the entire section, thus heads must
depends on many factors such as: be replaced as soon as found missing or broken
• Type and aeration of soil before the wrong amount of water affects the plant
• Sun exposure materials. If irrigation heads are damaged during
• Establishment of plant mowing then heads are to be replaced the same
• Size of leaves on plant day.
“As a general rule younger and newly installed Review the watering schedule monthly, and check
plants require more water than established ones. all watering zones to ensure they are working
The test is to dig down 6”-9”; gather a handful of properly and at the correct times. Adjust clocks as
soil; and squeeze it. If the soil sticks together, the necessary. Check all valve boxes for accumulation
plants have adequate moisture; if it crumbles, the of debris and vandalism.
plant needs water. Repeat this test often enough
in different areas (sun, shade, etc.) to determine the A. Lawn Irrigation:
correct amount of watering required.”1 Water should never be applied at a rate faster
than it can be absorbed by the soil. The time of
One way to improve the water absorption and watering is also important. During dry periods,
compaction rate within planting beds, is the it may be necessary to water during the heat of
addition of organic matter to the soil. For all the day. Water will cool the grass and prevent
annual beds and pot plantings, the soil must be damage. When daytime watering is not possible,
reconditioned yearly to help maintain maximum water whenever convenient. Late afternoon or
absorption and compaction rates. early morning water which keeps the grass wet for
any hours longer than normal can be detrimental.
All irrigation heads should be inspected weekly Extended wet periods encourage lawn diseases.
to assure proper sparkler coverage, and locate
missing heads for replacement. Cut around each “Water when the lawn is under stress from
lawn area head to insure proper clearance and lack of water. There are several ways to
rotation. Trimming should be performed by hand. tell when grass needs water:
1Riverbend Lodge and model Park, Landscape Maintenance 1. Spots in the lawn which first turn a bluish-
guidelines. Del Webb’s Sun City Hilton Head
gray, and then turn brown. (see image 4 on
the next page)
IMAGE 1: Removing weeds. IMAGE 2: Hand- IMAGE 3: Irrigation of turf areas using rotors.
watering of plants.
Source: http://wdbo.com/ http://salslandscapeandtree.liveonatt.com/
Source: http://
friendlygardener.com/

2. If footprints remain in the grass long 3. Continue limited irrigation to maintain

after walked upon, water is needed. health and function of all swale/natural
If the plant is full of water, it will be drainage areas.
resilient and withstand foot traffic.
(see image 5 below). Drainage Facilities Modifications
3. If soil sample is taken in the grass long Bio-retention ponds, rain gardens (see image
after walked upon, water is needed. 1 below), and drainage swales require special
ongoing maintenance and may warrant field
4. If prolonged dry periods of high modifications. Drainage facility problem areas can
temperatures and strong winds, all result from grading issues, improper material use,
of the preceding symptoms may be plant growth and establishment, intensive rain
seen. During these periods, plants events or user impacts.
may lose water faster than it is
absorbed and will wilt. ”2 Often with drainage swales, excessive and
repeated erosion is currently an issue (see image 2
B. Extreme Drought Conditions below). To avoid erosion, install cobbles at top or
In the event of extreme drought conditions where erosion channel. Cobble area should be 3 times
water regulations are set by a city wide irrigation the width of the erosion channel and at least 12
reductions, cut back irrigation are in the following inches minimum length.
order: 3
1. Cut back water to level lawn areas (not

swales/natural drainage areas).
2. Cut back water to trees and other

level planted areas (not swales/natural
drainage systems).
2 Riverbend Lodge and model Park, Landscape Maintenance

guidelines. Del Webb’s sun City Hilton Head
3 SvR Design Company. High Point Community Landscape
IMAGE 4: After drought stress in lawns IMAGE 5: Over irrigated lawn
Source: http://www.agry.purdue.edu/ Source: http://www.flickr.com

Equipment:
The following equipment is recommended for use Manual Equipment:

(purchase or rental) by maintenance personnel.
1. Bypass Pruner: For shrub and perennial
Power Equipment pruning and deadheading (see image 3
below)
1. Truck
2. Cultivator/Fork: For turning material at
2. Riding Mulch Mower: To be used for lawn onsite compost facility
areas where feasible
3. Gloves: Leather and cloth (see image 4
3. Power Trimmer: To be used for cutting below)
grass where a mower cannot reach
4. Hand Tamper: For compacting natural
4. Power Edger: For redefining lawn edge drainage area soils, particularly in swales
along walks, driveways and planted areas
5. Long-reach Pruners: For areas not easily
5. Power Core Aerator: To be used for accessible. Choose pruners with a 4’ to 5’
aeration of lawn areas long handle and ‘cut and hold’ feature.
6. Power Lawn Vacuum: For vacuuming up 6. Loppers: For pruning shrubs and smaller
aeration of lawn areas tree branches
7. Power Thatcher: For thatch removal of 7. Manual Edgers: For redefining lawn edge
lawn areas where power edger is not possible
8. Chipper: For breaking down woody 8. Manual Seed Broadcaster: For applying
material to be composted onsite or hauled lawn seed following aeration, in place of
away as green waste power overseeder
9. Pincer-Type Weeders: Longhandled weeder
IMAGE 1: Typical rain garden diagram IMAGE 2: Organic yard debris from erosion will cause an IMAGE 3: Bypass
increase in ‘organic load’ in the water and promote algae pruner
Source: http://www.co.brown.mn.us/ blooms.
Source: http://www.
Source: http://www.tomgoetz.com/ jamiedurie.com/

for pulling weeds with their roots.
10. Blade Sharpeners
11. Pruner Grease or Lubricant
12. Push Broom
13. Rakes: Metal construction, seeding rakes

and lawn rakes, including narrow width
14. Shovels: Flat, spade, transplanting spade in

various widths and lengths
15. Tree Pruner: For trimming branches
16. Wheelbarrow: For transporting soil, mulch,

plants and other landscape materials as
needed.
Specialty Items
1. Small Onsite Composting Bins: Smaller

than residential bins (see image 5-6 below)
IMAGE 4: Leather garden IMAGE 5-6: By composting on site the amount of waste sent to the landfills can be
gloves reduced. Plus, a useful product can be gained, reducing the amount of bought commercial
compost.
Source: http://www.
globalmr.com/ Source: http://www.globalmr.com/

Appendix
9
Appendix
The following documents have been included in the Other referenced documents:
appendix for further reference:
• Accessibility Handbook for Transit Facilities:
1. Federal Register, July 1, 1994 US Department of Transportation’s Federal
Department of Justice Transit Administration, July 1992
28 CFR Part 36
Nondiscrimination on the Basis of • Guidelines for Station Site and Access
Disability by Public Accommodations Planning, Final Draft: Washington Metropolitan
and in Commercial Facilities Area Transit Authority’s Department of Planning
ADA Standards for Accessible Design and Information Technology Office of Business
Planning and Project Development, August
2. Waterwise: South Florida Landscapes- 2005
Landscaping To Promote Water
Conservation Using the Principles of • Amtrak Station Program and Planning
Xeriscape, South Florida Water Standards and Guidelines, Version 2.2:
Management National Railroad Passenger Corporation,
District (www.sfwmd.gov) March 2008
3. Drought-tolerant Plants of Florida (from • Tri-County Commuter Rail Authority’s

www.floridata.com) Station Site Planning Guidelines,
September1994
4. Best Management Practices for
Landscape Maintenance • Gannett Fleming Technical Memorandum
on Station Guidelines, 2009
5. Typical Lighting (Illuminance) Standards,
Time-Saver Standards for Landscape
Architecture

Appendix
ADA Compliance:
Federal law requires compliance with the Americans

with Disabilities Act (ADA). The following is a list of
items typically required for transportation and public
facilities under the Americans with Disabilities Act.
• Accessible parking
• Curb cuts
• Accessible entrance
• Accessible telephones
• TTY telephones
• Train information display system
• Visual paging system
• Accessible restrooms
• ADA compliant elevator
• ADA compliant signage
• Flashing/audible safety alarm system
• Drinking fountains
• Accessible boarding
• Accessible ticket counter
• Accessible Customer Service office
Related Information:
1. Code of Federal Regulations Title 49-Part

37-Transportation Services for Individuals
with Disabilities Subpart C Transportation
Facilities, http://www.fta.dot.gov/civilrights/ada/
civil_rights_5936.html
2. Code of Federal Regulations Title 49-Part

38-Accessibility Specifications for
Transportation, http://www.fta.dot.gov/
civilrights/ada/civil_rights_3905.html
3. Americans with Disabilities Act, Specifically

the ADA Standards for Accessible Design
(ADAAG), http://www.ada.gov/stdspdf.html

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South Florida East Coast Corridor (SFECC)

Chapter 1: Introduction to Corridor 1

Chapter 2: Brief Corridor History 14

Chapter 3: Design Guidelines Overview 18

Chapter 4: Station Typology and Modes 31

SFECC Station Design Guidelines

Chapter 5: Station Components: 76

SFECC Station Design Guidelines

Chapter 6: Elements of Design 127

SFECC Station Design Guidelines

g. Landscape Materials 146

Chapter 7: “Green” Stations 151

Chapter 9: Appendix 177

SFECC Station Design Guidelines

Project Location and Background

The South Florida East Coast Railway Corridor

The first phase of the study was completed in 2008

Following are the elements that were identified as a

The SFECC Study Corridor

2 Chapter 1 SFECC Station Design Guidelines

2. Transit Technologies The second phase of the study focuses on station

SFECC Station Design Guidelines Chapter 1 3

Project Goals and Objectives

The South Florida metropolitan region extends

4 Chapter 1 SFECC Station Design Guidelines

Following are the goals and objectives that the

• Provide innovative and user-friendly station

• Provide pleasant, covered platform areas and

• Provide aesthetically pleasing and visually

facilities will endure public use for many years

• Provide secure and safe places for the

• Provide that all areas are barrier-free for the

• Accommodate for safe and practical circulation

• Incorporate the use of sustainable planning,

SFECC Station Design Guidelines Chapter 1 5

Design Guidelines Intent

6 Chapter 1 SFECC Station Design Guidelines

The following paragraphs describe the support transit development.

Furthermore, as part Phase 2, a strong focus

SFECC Station Design Guidelines Chapter 1 7

• Green way/trails connections

8 Chapter 1 SFECC Station Design Guidelines

Source: Sample station study process for the SFECC.

SFECC Station Design Guidelines Chapter 1 9

Step 4: Conceptual Planning supporting market and financial documentation

10 Chapter 1 SFECC Station Design Guidelines

Step 7: Detailed Design: Schematic Design

• Schematic Design: 1. Landscape architectural components

SFECC Station Design Guidelines Chapter 1 11

FEC History: The Growth of a Region

14 Chapter 2 SFECC Station Design Guidelines

• Seven (7) Historic Cemeteries (of which six [6]

While the corridor carries a rich and vibrant history

• 351 miles of mainline track between Jacksonville

SFECC Station Design Guidelines Chapter 2 15

With the continued development of transit

18 Chapter 3 SFECC Station Design Guidelines

Redevelopment Energy: Overall, “rail is on average, 2 to 5 times more

Transit-oriented development is responsible for 4. Reduce greenhouse gas emissions from

SFECC Station Design Guidelines Chapter 3 19

Station Design Parameters:

20 Chapter 3 SFECC Station Design Guidelines

ADA Accessibility Guidelines and Regulations