TOD202

Station Area Planning

How To Make Great
Transit-Oriented
Places

Reconnecting America and

the Center for Transit-Oriented Development
Reconnecting America
is the only national nonprofit organization devoted to promoting best
practices in transit-oriented development (TOD) and development-oriented
transit. Our Center for Transit-Oriented Development, a collaboration with
the Center for Neighborhood Technology and Strategic Economics, has been
funded by the federal government to serve as a national TOD best practices
clearinghouse. We also do fee-for-service work in regions across the U.S.,
which helps inform our nonprofit work.
www.reconnectingamerica.org

Staff Board of Directors

Allison Brooks Phyllis Bleiweiss
Managing Director Executive Director, Seaside Institute
Natasha Daggs Jeffrey Boothe, Esq. (Vice Chair)
Program Assistant Partner, Holland & Knight LLP
Annie Finkenbinder William Fleissig
Program Associate President, Communitas Development Inc.
Gloria Ohland David King (Treasurer)
Vice President for Communications General Manager, Triangle Transit Authority
Peter Pagnucco Art Lomenick
Business Manager Managing Director, Trammell Crow/High Street Residential
Shelley Poticha William Millar
President and CEO President, American Public Transportation Association
Natalie Robles Shelley Poticha (Secretary)
Intern President & CEO, Reconnecting America
Amber Watkins Janette Sadik-Khan (Chair)
Administrative Assistant Commissioner, New York City Department of Transportation
Jeff Wood Ron Sims
Program Associate and GIS Specialist King County Executive, State of Washington
Mariia Zimmerman Honorable John Robert Smith
Vice President for Policy Mayor of Meridian, Mississippi
Sam Zimmerman-Bergman (in alphabetical order)
Project Director

On The Cover Fruitvale Transit Village, Oakland

Photo by McLarand, Vasquez Emsiek Fruitvale Transit Village architects
Table Of Contents
PART 1: Transit-Oriented Places T Y P O L O G I E S

• What Is A Place Type? . . . . . . . . . . . . . . . . . . . . . . . . 3

Regional Center . . . . . . . . . . 4
Urban Center . . . . . . . . . . 4
Suburban Center . . . . . . . . . . 5
Transit Town Center . . . . . . . . . . 5
Urban Neighborhood . . . . . . . . . . 6
Transit Neighborhood . . . . . . . . . . 6
Special-Use/Employment District . . . . . . . . . . 7
Mixed-Use Corridor . . . . . . . . . . 7
• How To Identify A TOD Place Type . . . . . . . . . . . . . . . . . . . . . . . . 8
• Development Guidelines For TOD Place Types . . . . . . . . . . . . . . . . . . . . . . . . 10
• A TOD Residential Building Typology . . . . . . . . . . . . . . . . . . . . . . . . 12
• A TOD Mixed-Use/Employment Typology . . . . . . . . . . . . . . . . . . . . . . . . 13
• A TOD Open Space Typology . . . . . . . . . . . . . . . . . . . . . . . . 14

PART 2: Station Area Planning P ri n ciples

• Maximize Ridership Through Appropriate Development . . . . . . . . . . . . . . . . . . . . . . . . 16

• Generate Meaningful Community Involvement . . . . . . . . . . . . . . . . . . . . . . . . 17
• Design Streets For All Users . . . . . . . . . . . . . . . . . . . . . . . . 18
• Create Opportunities for Affordable and Accessible Living . . . . . . . . . . . . . . . . . . . . . . . . 19
• Make Great Public Spaces . . . . . . . . . . . . . . . . . . . . . . . . 20
• Manage Parking Effectively . . . . . . . . . . . . . . . . . . . . . . . . 21
• Capture The Value Of Transit . . . . . . . . . . . . . . . . . . . . . . . . 22
• Maximize Neighborhood and Station Connectivity . . . . . . . . . . . . . . . . . . . . . . . . 23
• Implement The Plan And Evaluate Its Success . . . . . . . . . . . . . . . . . . . . . . . . 24
How To Use This Manual
This is the first in our TOD 202 series of guidebooks to promote
best practices in transit-oriented development. Following publication
of “Why Transit-Oriented Development and Why Now?” our TOD 101
guidebook, we realized there is a need for more in-depth analysis and
discussion for TOD practitioners. This 202 manual is intended to help
with simplifying the complex decisions that surround planning for TOD
projects and station areas by providing details about the scales of
development likely to occur in different places, as well as station area
planning principles and TOD plan checklists.
The manual begins with a discussion of seven ”TOD place types,”
followed by a self-diagnostic questionnaire to help identify a particular
station area place type in a TOD typology we have applied and refined
in several regions around the U.S. There are also typologies of buildings
and of the kinds of open spaces sometimes included in transit-oriented
neighborhoods. All of these typologies can help inform decisions
by enabling the planning partners to visualize and talk about the
possibilities for station areas. They are intended to be suggestive only
and not a complete list of options.
The second section is a discussion of station area planning
principles, and includes TOD plan checklists for each principle to help
guide station area planning efforts. Again, the goal is to help all the
planning partners better understand the potential outcomes at the
beginning of the planning process. The ultimate goal is to facilitate
the creation of high-performing TOD projects and great neighborhoods.
This manual is based on a station area planning manual that
Reconnecting America’s Center for TOD created for the Metropolitan
Transportation Commission (MTC) in the San Francisco Bay Area with
the help of Nelson\Nygaard Consulting Associates. MTC has a TOD
policy that requires new transit projects to meet certain thresholds in
terms of the number of housing units planned or built within walking
distance of stations. The TOD policy is intended to make regional
transit investments as efficient and cost-effective as possible by
requiring and encouraging transit-supportive development to promote
ridership. To support implementation of the TOD policy MTC has also
made funding available for station area plans to help communities
think about and plan for changes in land use, access, circulation,
pedestrian-friendly design and parking policies.
 Transit-Oriented Places
Denver is building 119 miles of
light rail and 70 new stations in a
T Y P O L O G I E S
decade, creating huge development
opportunities to make the region more
livable and sustainable.
JEFF WOOD/RECONNECTING AMERICA

What Is A Place Type?

Some transit stations are located in bustling downtowns at the high-performing transit-oriented development (TOD) projects. However,
heart of the regional economy; others are in residential neighborhoods many different types of station areas share similar characteristics. These
where transit provides a convenient means for commuters to travel to similarities can help planners, citizens, and elected officials quickly and
and from work and other destinations. Some stations are located in easily understand key planning considerations and what to expect in terms
areas that are experiencing rapid growth and change, while others are of the character, role and function of the places that will be created.
in more established, built-out neighborhoods where any change will Places are not defined solely by their density or the intensity of activity,
be incremental. Every station area, whether existing or proposed, faces but also by the types of uses, how streets are arranged, how transit is
unique challenges and will require specially tailored strategies to create accommodated, and their roles within the region.

S T A T I O N A R E A P L A NN I N G 3
 T Y P O L O G I E S

Regional Center Urban Center

Regional centers are the primary centers of economic and cultural Urban centers contain a mix of residential, employment, retail and
activity in any region. These are the regional downtowns, and are entertainment uses, usually at slightly lower densities and intensities than in
characterized by a dense mix of housing and employment types, retail regional centers. Destinations draw residents from surrounding neighborhoods.
and entertainment These centers serve
Aerial of San Francisco and transit-rich Market that cater to the as commuter hubs for
Street, a major transportation corridor. regional market. the larger region and
They are served by are served by multiple
a rich mix of transit transit options,
modes that support often including rail
all this activity, and high-frequency
including high- regional bus or bus
capacity regional rapid transit (BRT), as
rail and bus, and well as local-serving
local-serving bus. bus. Many urban
David Liu/Flickr

Development was

SKY HIGH STUDIOS

Until recently many centers retain their encouraged around closely
regional centers historic character, spaced stations in the
lacked residential having preserved both Rosslyn-Ballston Corridor
development but the historic buildings outside Washington D.C.
U.S. real estate market has changed as a result of changing demographics and street networks.
and housing preferences, and there has been an increase in high-rise Densities are typically higher within a quarter-mile radius of stations than
residential development in downtowns across the U.S. Densities are typically the half-mile radius. Examples of urban centers include the Rosslyn-Ballston
higher within a quarter-mile radius of stations than within the half-mile Corridor outside Washington D.C., downtown Baltimore, Hoboken, Houston’s
radius. Examples of regional centers include downtown San Francisco and Medical Center, and Pasadena in Southern California.
Boston, Chicago’s Loop, Midtown Manhattan, and downtown Denver.

L E G E N D

Regional centers are served by a rich Urban centers contain a mix of uses
mix of transit modes. San Francisco at slightly lower intensities than
is served by heavy rail, light rail, regional centers. They are commuter
streetcar, cable car, and high- hubs to the larger region, and are
quality bus. The entire half-mile served by multiple transit options.
radius around stations is dense, the Densities and intensities are usually
intensity increasing slightly in the greater in the quarter-mile radius of
quarter-mile radius. stations than in the half-mile radius.

4
 T Y P O L O G I E S

Suburban Center Transit Town Center

Suburban centers contain a mix of residential, employment, retail and Transit town centers function more as local-serving centers of economic
entertainment uses, usually at intensities similar to that found in urban and community activity than either urban or suburban centers, and they attract
centers but lower than that in regional centers. Suburban centers can serve fewer residents from the rest of the region. A variety of transit modes serve
as both origins and transit town centers, and
Addison Circle added high-density Shops and houses are visible
destinations for there is a mix of origin and
housing, a mix of uses and parks from the MBTA commuter rail
to create a sense of place amid commuters. They are destination trips – primarily
typically connected commuter service to jobs platform in downtown
sprawling commercial uses. Winchester, Massachusetts.
to the regional transit in the region. There is less
network and include secondary transit service
a mix of transit than the previous place

MICHEAL FEMIA/FLICKR
types — regional rail types. Secondary transit lines
RTKL ASSOCIATES, INC.

and bus, BRT, and feed primary lines, often at

local bus — with intervals timed to facilitate
high-frequency transfers at the primary
service. Development transit stations. Residential
here may be more densities are usually lower
recent than that than in the previous place types, but there is still a good mix of both multi-
found in urban centers, and there are more single-use employment areas family and single-family residential, as well as a mix of retail, smaller-scale
and residential neighborhoods. The intensity of uses is often noticeably employment, and civic uses. Densities are usually noticeably greater within
greater within a quarter-mile radius of stations than in the half-mile radius. a quarter-mile of transit stations than the half-mile radius. Examples include
Examples include Lindbergh City Center in Atlanta; Evanston, Illinois; Addison Prairie Crossing in Grayslake outside Chicago; Suisun City in the San Francisco
Circle, just outside Dallas; Stamford, Connecticut; Denver’s Tech Center and Bay Area; Roslindale Village, Winchester and other commuter neighborhoods
Englewood; and Silver Spring, Maryland. outside Boston; and Hillsboro outside Portland, Oregon.

L E G E N D

Suburban centers act as both origin Transit town centers are local-
and destination for commuters, with serving centers of economic and
a mix of transit options connecting community activity served by a
to the regional network. Development variety of transit modes, primarily
is more recent than in urban centers, providing commuter service to jobs
with more single-use areas and in the region. Densities are usually
notably greater intensities in the noticeably greater in the quarter-
quarter-mile radius of stations. mile radius of stations.

S T A T I O N A R E A P L A NN I N G 5
 T Y P O L O G I E S

Urban Neighborhood Transit Neighborhood

Urban neighborhoods are primarily residential areas that are Transit neighborhoods are primarily residential areas that are served by
well-connected to regional centers and urban centers. Densities are rail service or high frequency bus lines that connect at one location. Densities
moderate to high, and housing is usually mixed with local-serving retail. are low to moderate and economic activity is not concentrated around stations,
Commercial uses are limited which may be located at the edge
to small businesses or some of two distinct neighborhoods. Higher-density housing is concentrated
around San Jose’s Ohlone-Chynoweth
industry. Development is usually Secondary transit service is less
station, which is surrounded by single-
oriented along a well-connected frequent and less well-connected. family neighborhoods.
street grid that is served by There is often not enough
a secondary transit network. residential density to support
Transit is often less a focal point much local-serving retail, but there
for activity than in the “center” are often retail nodes. Transit
place types, and stations may neighborhoods are found within

JAY GRAHAM PHOTOGRAPHY

be located at the edge of two older urbanized areas that were
distinct neighborhoods. Many developed as streetcar suburbs
urban neighborhoods were and in more recently developed
developed before World War II suburban neighborhoods. Transit
High-density residential
development in Portland’s Pearl as “streetcar suburbs” that grew neighborhoods can offer significant
District supports high transit up transit-oriented. Densities development opportunities with
ridership and vibrant street life. are usually higher immediately potential to provide residents
adjacent to the primary transit with more housing, retail, employment and mobility options, as in urban
stations but spread more evenly throughout the half-mile radius. Examples neighborhoods. Densities are usually evenly distributed in the half-mile radius
include Fruitvale in Oakland, Greenwich Village in New York City, the Pearl around stations. Examples include Ohlone-Chynoweth outside San Jose; Plano,
District in Portland, and University City in Philadelphia. Texas; Barrio Logan in San Diego, Capitol Hill in Washington D.C.

L E G E N D

Urban neighborhoods have Stations in transit neighborhoods

moderate to high densities and are less a focus of activity than
transit is less of a focal point of in the previous place types and
activity than in center place types. usually do not have enough
Intensities are usually spread evenly density to support much local-
throughout the half-mile radius serving retail. They are typically
with an increase near the station. served by rail or multiple bus lines
at one location.

6
 T Y P O L O G I E S

Special Use/Employment District Mixed-Use Corridor

Special-use or employment districts are often single-use – either they Mixed-use corridors are a focus of economic and community activity but
are low to moderate density employment centers, or are focused around a have no distinct center. These corridors are typically characterized by a mix
major institution such as a university, or an entertainment venue such as of moderate-density buildings that house services, retail, employment, and
a stadium. Transit civic or cultural uses. Many were
The baseball stadium, hotels and Streetlights on San Pablo Avenue
stations are not a developed along streetcar lines
entertainment at Camden Yards in in Albany, California, mark the
Baltimore are served by commuter focus of economic or other transit service. Mixed-
commercial strip.
and light rail. activity. Secondary use corridors are especially
transit service is suitable for streetcars, bus rapid
infrequent and transit or other high-quality

ROOTELEMENTS/FLICKR
focused on stations; bus service with closely-spaced
development tends to stops. Residential development
be more recent, and is usually characterized by
the street grid may newer, denser development
ALAN MCAFEE/FLICKR

be less connected along the corridor, with

than in older older, lower-density homes just off the main strip. Mixed-use corridors
neighborhoods. There are sometimes served by transit stations that create nodes of activity, but
can be significant these are less distinct than in other types of places, and they are served by
opportunities for networks of secondary transit such as local bus. Mixed-use corridors offer a
mixed-use development if these stations are well-connected to other parts good opportunity for infill and mixed-use development, and development
of the region and there is demand for housing. Densities are usually evenly is usually more intense within a quarter-mile of transit stops. Examples
distributed throughout the half-mile radius around stations. Examples include include International Boulevard in Oakland, Washington Street in Boston, and
South of Market in San Francisco, Camden Station in Baltimore, and South University Avenue in St. Paul, Minnesota.
Waterfront in Portland.

L E G E N D

Special use/employment districts Mixed-use corridors offer good

are often focused around a opportunities for infill and mixed-
university or sports stadium, and use development. They are a focus
stations are not the focus of for economic and community
economic activity. Densities are activity but have no distinct center,
usually evenly distributed in the though development is usually
half-mile radius around stations. more intense within a quarter-mile
of transit stops.

S T A T I O N A R E A P L A NN I N G 7
 How To Identify A TOD Place Type
C E N T E R S

Regional Center Urban Center Suburban Center Transit Town Center

Significant center of
What are the characteristics Primary center of economic economic and cultural Significant center of economic Local center of
of the station area? and cultural activity activity with regional-scale and cultural activity with economic and community
destinations regional-scale destinations activity

What is the transit mode? All modes All modes All modes Commuter rail, local/regional
bus hub, light rail

What is the peak < 5 minutes 5-15 minutes 5-15 minutes 15-30 minutes
frequency of transit?

High-density mix of Moderate- to high-density Moderate- to high-density Moderate-density mix

What is the land use residential, commercial, mix of residential, mix of residential, of residential, commercial,
mix and density? employment, and civic/ commercial, employment, commercial, employment and employment and
cultural uses and civic/cultural uses civic/cultural uses civic/cultural uses
Regional-serving destination- Regional-serving destination-
Regional-serving destination- Community-serving and
What are the retail retail opportunity; need for
retail opportunity; need for retail opportunity; need for destination-retail opportunity;
characteristics? local-serving and community- local-serving and community-
local-serving retail need for local-serving retai
serving retail serving retail
Integrating high-density Introducing housing into
Integrating dense mix of Increasing densities ºwhile
What are the major planning housing into existing mix of predominantly employment
housing and employment retaining scale and improving
housing and employment to uses and improving
and development challenges? into built-out context transit access
support local-serving retail connections/access to transit

Downtown San Francisco Rosslyn-Ballston Corridor Lindbergh City Center in Prairie Crossing in Grayslake
Examples and Boston, Chicago’s outside Washington D.C.; Atlanta; Evanston, Illinois; outside Chicago; Suisun City
Loop, Midtown Manhattan, downtown Baltimore; Addison Circle outside Dallas; in the San Francisco Bay
downtown Denver Hoboken, New Jersey; Stamford, Connecticut; Area; Roslindale Village and
Houston’s Medical Center Winchester outside Boston

8
 T Y P O L O G I E S

Questions are posed

DISTRICT S C O R R I D O R in this table to help all
the station area planning
Special Use/
Urban Neighborhood Transit Neighborhood Employment District Mixed-Use Corridor partners identify the areas
they are planning within the
Predominantly residential place typology. The place
Predominantly residential Local focus of economic and Local focus of economic
district with good access types in the typology are
district organized around community activity without and community activity without
to regional and generalized so as to highlight
transit station distinct center distinct center
subregional centers similarities and differences
as well as the parameters
that tend to define their land
Heavy rail, LRT/streetcar, LRT/streetcar, BRT, LRT/streetcar, BRT,
LRT/streetcar, BRT, local bus use mix, housing densities,
BRT, commuter rail, local bus commuter rail, local bus potentially heavy rail and transit service. Because
of this a particular place
may not fit exactly into
5-15 minutes 15-30 minutes 15-30 minutes 5-15 minutes one of these types. All of
the characteristics that
are identified, defined and
Moderate- to high-density Low- to moderate-density Concentrations of Moderate-density mix of quantified are intended
residential uses with residential uses with commercial, employment and residential, commercial, to be descriptive and
supporting commercial and supporting commercial and civic/cultural uses, potentially employment and not prescriptive, in the
employment uses employment uses with some residential civic/cultural uses recognition that all places
are unique.
Potential for community- Primarily local-serving
Primarily local-serving retail
Primarily local-serving and regional-serving retail retail opportunity; need
opportunity; need for some
retail opportunity but need to balance demands for some community-
community-serving retail
for access serving retail
Note: The term “station area”
Expanding local-serving Integrating moderate- Creating sustainable off-peak typically refers to the half-mile
retail opportunities and Expanding local-serving retail
density housing and uses and accommodating radius around the station, about
increasing high-density opportunities and high-density
supporting local-serving peak travel demand 500 acres in size. The term
housing housing opportunities
retail “primary transit mode” refers to
the transit types that typically
Fruitvale in Oakland, Ohlone-Chynoweth outside South of Market in San International Boulevard in support the place type.
Greenwich Village in New San Jose; Plano, Texas; Barrio Francisco, Camden Station in Oakland, Washington Street in
York City, the Pearl District Logan in San Diego; Capitol Baltimore, South Waterfront Boston, University Avenue in St.
in Portland, University City in Hill in Washington D.C. in Portland Paul, Minnesota
Philadelphia

S T A T I O N A R E A P L A NN I N G 9
 Development Guidelines For TOD Place Types
C E N T E R S

Regional Center Urban Center Suburban Center Transit Town Center

Housing Mix Mid-rise, low-rise,
High-rise and mid-rise Mid-rise, low-rise, some Mid-rise, low-rise, some
(New Development) townhomes, small-lot
apartments and condos high-rise and townhomes high-rise and townhomes
single family

Station Area Total

8,000-30,000 5,000-15,000 2,500-10,000 3,000-7,500
Units Target

Net Project Density 20-75 du/acre

75-300 du/acre 50-150 du/acre 35-100 du/acre
(New Housing)

Station Area Total

40,000-150,000 5,000-30,000 7,500-50,000 2,000-7,500
Jobs Target

Minimum FAR
(New Employment 5.0 FAR 2.5 FAR 4.0 FAR 2.0 FAR
Development)

Once the planning partners have • Housing mix: the range • Station area total units
identified an appropriate place type of housing types will vary target: The range will vary
to guide planning in a particular depending on local conditions according to local conditions.
station area, these guidelines and the community vision.
can be used to think through the These types refer to new, not
characteristics of the places they existing, housing.
want to create. The following criteria
should be discussed:

10
 T Y P O L O G I E S

DISTRICTS C O R R I D O R
Special Use/
Urban Neighborhood Transit Neighborhood Employment District Mixed-Use Corridor
Mid-rise, low-rise,
Low-rise, townhomes, small- Limited residential potential;
Mid-rise, low-rise, townhomes townhomes, with small-lot
lot single family, and some mid-rise and high-rise if single family off
mid-rise appropriate the corridor

2,500-10,000 1,500-4,000 2,000-5,000 2,000-5,000

40-100 du/acre 20-50 du/acre 50-150 du/acre 25-60 du/acre

NA NA 7,500-50,000 750-1,500

1.0 FAR 1.0 FAR 2.5 FAR 2.0 FAR

• Net project density: The • Station area total • Minimum FAR: The Note: The term “station area” typically
range should include several jobs target: The market floor area ratios provide a refers to the half-mile radius around the
housing types. Local market for employment uses will baseline for the development station, about 500 acres in size. The
development thresholds suggested here
conditions will determine determine the potential for of employment and help represent what is typical for each place
densities and design. jobs. The targets can help determine the appropriate mix type. Development plans should also
determine the amount of land of building types. respond to local conditions.
devoted to each use.

S T A T I O N A R E A P L A NN I N G 11
 T Y P O L O G I E S

A TOD Residential Building Typology

Net Density Construction Parking
(Target) Characteristics Type Configuration
Small lots (max 6,000 sf), 2-3
Small-Lot Single 8-20 du/acre (15 stories with detached units, direct Type V (max 3 Individual garage/
Family/Duplex du/acre) entry from street with potential for stories/35 feet) driveway and on-
secondary units street

2-4 stories with attached units,

T Y P E S

direct entry from street, units Tuck-under garage/

12-40 du/acre Type III/V (max 4
Townhouse can be paired with flats for stories/50 feet)
driveway and
(30 du/acre)
increased density on-street
R E S I D E N T I A L

2-4 stories with apartments/condos, Tuck-under garage

Low-Rise 20-75 du/acre single- or double-loaded corridors Type III (max 4 or surface parking
Multifamily (55 du/acre) with lobby entrance, off-street stories/50 feet) lot, potential for
parking in surface/structure structured parking

4-6 stories with apartments/condos,

Mid-Rise 50-150 du/acre (110 single- or double-loaded corridors Type I/III (max 5 Ground floor
Multifamily du/acre) with lobby entrance, off-street stories/65 feet) podium/sub-grade or
parking structure/below grade elevated structure

7+ stories, usually with base and

point tower, single- and double- Type I/II (max 12
High-Rise Off-street parking in
loaded corridors with lobby entrance, stories/120 feet/no
75+ du/acre structure or below
Multifamily off-street parking in structure or limits on Type I) grade
below grade

Note: In both charts “Construction Type” refers to categories of fire protection that govern construction in the Uniform Building Code.
“Type I” refers to structures of concrete and/or steel; “Type II” refers to structures of load-bearing masonry and/or steel; “Type III”
refers to structures of load-bearing masonry, steel and/or wood; and “Type V” refers to wood structures.

12
 T Y P O L O G I E S

A TOD Mixed Use/Employment Building Typology

Parking
Net Density Characteristics Construction Type Configuration
3-6 stories with apartments, Type I/III (max 6 stories Groundfloor podium/
MIXED USE TYPES

Mid-Rise
single- or double-loaded corridors with building code subgrade or elevated
Residential Over 40-90 du/acre
with lobby entrance, off-street parking modification/65 feet) structure
Commercial in structure or below grade

7+ stories, usually with base and

High-Rise Type I/II (max 12 Off-street parking
point tower, single- or double-loaded
Residential Over 60+ du/acre stories/120 feet/no limits in structure or below
corridors with lobby entrance, off-street
Commercial on Type 1) grade
parking in structure or below grade

1-3 stories with lobby entrance to

upper floors; retail, office or mixed-use Off-street parking in
Low-Rise Type III/IV/V (max 4
0.5-2.5 FAR with mix of tenant types, including groundfloor podium or
Office/Commercial stories/65 feet)
limited large-footprint retail uses; surface
parking in surface lots or structures
EMPLOYMENT TYPES

3-7 stories, with lobby entrance to Off-street parking

Type I/II (max 12
Mid-Rise upper floors, office with potential in structure or below
2.0-5.0 FAR stories/160 feet)
Office/Commercial groundfloor retail, parking in structure grade
or below grade

6+ stories with lobby entrance to

upper floors sometimes with point Off-street parking in
High-Rise structure or below
4.0+ FAR tower over base, office with potential Type 1 (no limits)
Office/Commercial groundfloor retail, parking in structure grade
or below grade
schools, civic uses, stadiums, Parking often in
Institutional/Other
varies hospitals, other entertainment uses; Varies structures or below
Employment
range of densities and sizes; parking grade
often in structures or below grade

S T A T I O N A R E A P L A NN I N G 13
 T Y P O L O G I E S

A TOD Open Space Typology

Size Characteristics
Small open space adjacent to the station; can
Transit Plaza 0.1-0.5 acres be linear or with a defined center; primarily
hardscape amenities for riders; used to support
station access and passive recreation

Small open space, usually close to

T Y P E S

Plaza 0.1-1.0 acres buildings; primarily hardscape with

some landscaping; primarily
passive recreation

Small open space, often separated

S P A C E

Small Parks 0.1-2.0 acres from buildings by a roadway; primarily

landscaped with some hardscape; primarily
passive recreation

Medium-sized open space, usually

O P E N

Community- 1.0-5.0 acres separated from buildings by a roadway; mix of

Scaled Parks landscape and hardscape; mix of active and
passive recreation

Large open space as part of a trail system

Regional Open varies or network of parks; primarily landscaped;
Space primarily active recreation

14
 Station Area Planning P R I N C I P L E S

Light rail runs through

Del Mar station just south
of the main shopping
MOULE AND POLYZOIDES ARCHITECTS

street in Pasadena,
California, providing
high-density residential,
local-serving retail, and a
destination restaurant.

Successful station area planning must take into account housing production, access
and circulation issues, urban design and place-making, and the public infrastructure
required to create great neighborhoods and high-quality transit-oriented development.
Consideration of the following nine principles — a checklist of considerations is
provided for each — can help guide the planning effort.

S T A T I O N A R E A P L A NN I N G 15
Maximize ridership with A mix of housing types and employment surround
the BART station in Hayward, California.
transit-oriented development:
Studies show that people who live in transit-oriented development
are more likely to use transit than people who live elsewhere in the
region. One recent study of TOD projects in four California cities found that
residents of TOD are five times more likely to use transit, and that those
who work in TOD are 3.5 times more likely to use transit. A 2008 study for
the Transit Cooperative Research Program showed that people who live
in TOD use their cars half as much as the regional average. Station area
plans help communities identify the scale and type of development that is
appropriate for the station area in order to provide more riders for transit.
The plans should acknowledge that people who live in the half-mile radius
of a station are more likely to take transit, and reduce parking standards
and provide for the needs of pedestrians and bicyclists.

BART (BAY AREA RAPID TRANSIT)

tod pla n chec k list
Develop clear land-use alternatives:
Developing options for different development scenarios should occur
early in the planning process to allow for public discussion and input by P R I N C I P L E S
community members, property owners and other key stakeholders.

Understand market demand: Analyze the impact of zoning requirements

Plans should understand the market demand for higher-density housing and on potential densities:
employment. Where plans include a retail or mixed-use component, including Zoning provisions such as lot coverage, setbacks and height limits may
local-serving stores, the feasibility of these uses should be analyzed. make it difficult to achieve the densities envisioned in the plan.

Forecast ridership using TOD modeling tools: Set minimum allowable density standards:
TOD modeling tools should be used where feasible to estimate the changes While many zoning codes specify a range of densities or a maximum
in ridership that will result from the different development alternatives density, setting minimum densities can help define what qualifies as TOD
(the provision of parking, levels of development, transit access, etc.). and provide flexibility to accommodate market demand.

Minimize land-use conflicts: Locate key services near stations:

Potential land use conflicts with adjacent industrial or residential uses Key social services like childcare centers, health clinics and other impor-
should be minimized. The plan should be an opportunity to decide if tant destinations should be located close to heavily used transit stations
current industrial uses should be preserved for jobs or goods movement, and hubs to accommodate the transit-dependent.
or if they should be allowed to redevelop as other uses.

16
 tod pla n chec k list P R I N C I P L E S

JESS WENDOVER
Provide multilingual outreach:
Depending on the demographic make-up of the community,
it may be important to provide translation into various languages.

Organize a citizen advisory committee:

Citizen advisory committees can help provide broad-based
participation in the development of the plan.

Organize a technical advisory committee:

Technical advisory committees provide input from partner
agencies, including other city departments, transit providers
and regional agencies.

Create a plan website:

Websites can be an effective way of generating input and
disseminating information on the plan.
It is essential to engage the
Conduct wide public outreach, including workshops public early and often in an
and open houses: open and honest discussion that
focuses on planning outcomes.
A range of opportunities should be employed to secure public
participation in the development of the plan.

Involve the city council and planning commission: Generate meaningful community involvement:
The early involvement of elected and appointed officials can help Engaging the public in the decision-making process early and often is
ensure their buy-in and smooth the way for adoption of the plan. essential to the success of any station area plan. To enhance participation, the
planning process should be staged at an easily accessible venue at times when
Use visual tools: community members are likely to be able to attend, instead of expecting them to
Photosimulations of development alternatives are a useful tool show up at transit agency or planning department offices during regular business
for engaging the public, and can help secure support for higher hours. And while the Internet is an essential communications tool, not all
densities or other desired outcomes. residents will have access to computers, so it is important to send information
in the mail. Moreover, in order to have meaningful and constructive input, the
Involve developers and property owners: community should be educated about TOD and its potential to leverage private
Developers and property owners bring an important perspective, investment for community benefits like public plazas and parks. It is also
particularly regarding the market feasibility of plan alternatives. important to explain that trade-offs are sometimes required in order to ensure
projects achieve the goals of all the TOD partners (developers and investors, city,
Have a media strategy: transit agency and community). Engaging in an open and honest discussion and
A media strategy can help secure broader coverage of focusing on outcomes that incorporate community needs and values is critical.
planning efforts.

S T A T I O N A R E A P L A NN I N G 17
 P R I N C I P L E S

tod pla n chec k list

Consider TOD-specific street design

standards:
Narrower travel lanes and slower design speeds are often
appropriate in transit-oriented neighborhoods. They should
be considered in the planning process and the advantages
weighed against potential impacts such as lower bus
operating speeds and higher operating expenses.

Consider multimodal performance standards:

The planning partners should consider adopting performance
standards such as levels of service for all modes, including
bikes and pedestrians, and other TOD-appropriate standards
that don’t prioritize access by automobile at the expense
JEFF WOOD/RECONNECTING AMERICA

of other modes.

Incorporate bike and pedestrian access:

All streets in the station area should accommodate
The needs of pedestrians, bicyclists and bicyclists and pedestrians with wide sidewalks, curb cuts
transit users are prioritized over the and ramps, audible signals, bike lanes, trails, and bike park-
convenience of drivers at this light rail ing appropriate for anticipated demand. Convenient and fully
station in downtown Portland.
accessible paths of travel for wheelchair users and the
mobility-impaired should be prioritized.

Design streets for all users: Prioritize safety and security:

The streets surrounding transit stations need to support multiple Plans should address the safety and security of users with
transportation modes — automobiles, buses, pedestrians and bicyclists, taxis design responses including lighting and providing visibility
— and provide for the safety of all users. The design of intersections and crossings, for users and for “eyes on the street.”
sidewalks and transit stops should consider the safety of the young, the elderly, and
the mobility impaired. This approach to designing streets may necessitate trade-
offs due to space constraints, but the needs of pedestrians, bicyclists and transit
users should be prioritized over the convenience of automobile drivers.

18
 P R I N C I P L E S tod pla n chec k list

Create opportunities for Set affordable housing goals:

Plans should set goals for affordable housing, and proactively implement policies such
affordable and accessible living: as inclusionary zoning and density bonuses. Policies should reflect market realities.
Transportation is the second-largest expense after
housing in the U.S. A recent study by the Center for Transit- Target affordable housing resources to station areas:
Oriented Development found that while the average family Resources should be targeted to station areas to maximize affordability.
spends 19 percent of household income on transportation, More affordable housing will promote both transit ridership and social equity.
households in auto-dependent neighborhoods spend 25
percent, and households with good access to transit spend Provide a range of housing options:
just 9 percent (see charts below). This savings can be Ideally a range of housing choices should be made available within station areas,
critical for low-income households, who spend a greater including housing for families and seniors. Secondary units such as granny flats
percentage of their incomes on transportation. These are should also be permitted.
the same households who are more likely to use transit on a
regular basis, thereby helping to ensure higher ridership. For
Minimize the displacement of current residents:
Policies to minimize the displacement of lower-income residents living in station
both of these reasons, station area plans should incorporate
areas should be considered and adopted where appropriate and feasible.
mixed-income housing wherever possible.
Ensure accessibility:
Building housing near stations can enhance Accessibility policies should go beyond the scope of ADA requirements and ensure
affordability since households living near transit that some portion of development is accessible for those with disabilities.
can save 16 percent of household income on
transportation expenses.
Source: Center For TOD and Tranportation Affordability
Index, 2004 Bureeau of Labor Statistics
Location Location EfficientEfficient
EfficientLocation AverageAverage
Average AmericanAmericanAmerican Auto Dependant
Auto Dependant Auto Dependant
Environment Environment Family Family Family
Environment Exurbs Exurbs Exurbs
Location Average Auto-
Efficient American Dependent
4% Apparel nment

4% Apparel nment
4% Apparel nment

5% E

5% E
5% E

6% 6% 6%
Environment Family Exurbs
nter

nter
n

He He He
terta

a alt
32% 32%alt lth
32% 32% 32%
tai

32%
tai
32% hc ca hc 32% 32%
i

are
Housing Housing 9%Housing are 9% Housing
e r
9% Housing 43%
Housing 43%
Housing 43% Housing Housing
59% 59% 59% Other Other Other Disposable Disposable Disposable
Disposable Disposable Disposable 11% 11% Income Income Income
Income Income 11%
Income Insurance Insurance
9% 9% Insurance
9% 19% 19% 19% 25% 25%
TransportationTransportationTransportation 13% Transportation
25%
13% Transportation 13% TransportationTransportationTransportation
Transportation
Food Food Food

Source:
Source: Center for TOD Center
Housing forSource:
TOD Housing
Center
+ Transportation +forTransportation
Index, Affordability
TOD Housing
Affordability +2004 BureauIndex,
Transportation 2004 Bureau
Affordability
of Labor of Labor
Index,
Statistics 2004Statistics
Bureau of Labor Statistics
S T A T I O N A R E A P L A NN I N G 19
 P R I N C I P L E S

tod pla n chec k list

Consider parks and open space:
The provision of open space such as plazas or parks
should be an integral consideration in alternative
land-use scenarios.

Involve the community in

programming:
Station areas are more likely to be well-used if
community members help determine the develop-
ment program — whether retail, child care or other
services should be included, for example.

Provide visual tools:

Photosimulations of open space and other public space
are a useful tool for engaging the public, and help
secure support for higher densities and open space.
JEROME UNTERREINER/ZGF

The “water feature” Include public art that adds value:

on the streetcar line in Public art is best when it involves local artists and
Portland’s Pearl District is
a regional draw and makes
reflects local history, culture and aesthetics.
city living attractive for
families with children. Develop design standards:
Good plans often include detailed design standards for
Make great public spaces: facades, signage, fenestration and street furniture.

The public space around stations should be pedestrian-friendly and welcoming to

transit riders, TOD residents and other visitors. A successful public space is easy to
walk around in, provides comfortable places for sitting, and incorporates shade and
landscaping, attractive lighting, water fountains, and public art. The addition of some
retail can make transit more convenient and comfortable by allowing users to purchase
coffee, a magazine or newspaper, or a snack. It’s important to make these spaces feel
welcoming and safe both for the people who live and/or work at the station as well as
for transit riders who come in off the street.

20
 P R I N C I P L E S

DART (DALLAS AREA RAPID TRANSIT)

tod pla n chec k list
Analyze parking supply and demand:
Plans should quantify the existing supply and use
of parking, and estimate future use considering the
planned development under different zoning and
parking management options.

Consider innovative parking

management policies:
Station area plans should consider policies such as
reduced parking or maximum parking requirements,
shared parking, car-sharing, parking assessment and
revenue districts, and parking financing strategies.

Consider whether to provide parking:

Plans need to consider the appropriate size,
location and cost of parking facilities, and analyze
the relative costs and land requirements of generating The parking garage next to the
ridership through park-and-ride lots versus TOD versus downtown transit station in Plano,
providing access by other modes (for pedestrians, Texas, is wrapped with residential
bicyclists and buses). units and groundfloor retail, creating
a great station area environment.
Provide bicycle parking facilities:
Bicycle access should be analyzed and sufficient
bicycle parking should be provided. If many people Manage parking effectively:
access the station on bicycles full-service “bike sta- The goal of parking policies in the station area should be to minimize parking to the
tions” should be considered. extent possible and maximize access for pedestrians and bicyclists and those who arrive at
stations by bus or shuttle. If parking is poorly managed it can create a barrier to success
Locate parking to maximize by increasing development costs and making station areas unfriendly to those who arrive
placemaking: on foot or on bike. Well-managed parking can help provide revenue for infrastructure and
Parking doen’t always need to be adjacent to the other public improvements, can enhance ridership by making station areas accessible
station. Often, local retail can be strengthened if and inviting, and can help ensure a station will be well-integrated into the surrounding
transit riders have to walk along a shopping street to neighborhood. There are a variety of policies and programs that support this goal,
get to and from the station. including transit incentive programs, shared parking, car-sharing, TOD-friendly parking
design, and transit overlay zones. People who live near transit own fewer cars and drive
them less than other residents in the region. This fact should guide all parking policy.

S T A T I O N A R E A P L A NN I N G 21
 This station in Bethesda, Maryland
focuses development and activity in
a way that creates value, which can
be captured and used to fund station
area improvements.

Capture the value of transit P R I N C I P L E S

Evidence continues to mount that transit can generate
tremendous value by concentrating development and activity
around stations, and that this value can be captured and tod pla n chec k list
used to fund station area improvements and community
benefits. Tried-and-true value capture strategies include:
property and sales taxes, real estate lease and sales revenues, Consider financing mechanisms for public infrastructure:
farebox revenues, fees on parking and business licenses, Plans should consider how to fund transit, station access and other infra-
special assessment districts, tax-increment financing, and structure needs that have been identified. Financing mechanisms may include
joint development. Value capture strategies can also include developer fees, value capture strategies such as tax-increment financing or
non-fiscal strategies such as inclusionary zoning, where the benefit assessment districts, or other innovative strategies.
increased density and lower parking requirements for projects
near stations create value for developers, allowing them to add Consider financing mechanisms for affordable housing:
affordable units to market-rate projects, or to provide public A range of financing mechanisms should be considered, including targeting
amenities such as plazas or parks. existing affordable housing resources to station areas.

22
 This station in suburban Hillsboro outside Portland, Oregon, P R I N C I P L E S
provides easy access for pedestrians and bicyclists and is not
separated from the neighborhood by big parking lots.

tod pla n chec k list

Identify key pedestrian corridors:
Plans should identify a network of key pedestrian
corridors and detail how to provide the necessary
high-quality walking environment. Plans should also
look for ways to reduce block sizes and walking dis-
tances, and provide for sidewalk retail where
appropriate.

Create a bicycle network:

Plans should specify a network of bike lanes
and paths, and detail how bicycle access can
be improved.
BRUCE FINGERHOOD/FLICKR

Consider the design of intermodal

facilities:
Plans should address the need for seamless
intermodal connections where there is heavy
transit patronage. There should be way-finding
signage, readily accessible information about
transit including real-time travel information, and
information about schedule coordination, fare
Maximize neighborhood and station connectivity: coordination, and last-mile service.
Studies show that the walkability of the streets surrounding a station has a
significant impact on whether people will choose to walk and ride transit, and the
placement of intermodal facilities should not get in the way of walkability and
placemaking. A strong pedestrian orientation, with adequate room for circulation,
safe street crossings, an inviting station area, and amenities for transit users is
important. Shorter blocks and more connected streets allow pedestrians, bicyclists,
cars and buses more travel options, thereby minimizing the distance and time
spent getting to the station. In contrast, disconnected street patterns – where, for
example, major arterials are served by cul de sacs – lengthen distances and time,
thereby discouraging transit use.

S T A T I O N A R E A P L A NN I N G 23
 P R I N C I P L E S
Implement the plan and evaluate its success:
A plan is only as good as its outcome. Good station area plans can generate
increases in transit ridership, pedestrian activity, and economic development.
Good plans can also set the stage for investment in affordable
and market-rate housing, retail and employment. Putting Good station area plans can increase
programs in place early to monitor the success of the plan, transit ridership and pedestrian
activity, provide for more sustainable
including before-and-after counts of pedestrian, bicycle, and
and affordable lifestyles, and generate
vehicle trips, measures of economic activity, and benchmarks for
economic development.
housing production, all help ensure success by indicating whether
follow-up actions are necessary. A program-level environmental
review and fast-tracked development review, for example, can help
facilitate implementation of a plan.

tod pla n chec k list

Provide for environmental review:
The scope should include all the environmental
clearances required for plan adoption in order to

Art Cueto photo of Jim Doolan mural at L.A. Metro headquarters

facilitate the implementation of station area plans.

Develop an implementation
plan and budget:
The station area plan should identify critical
infrastructure and services — streets and
sidewalks, local transit and shuttle services,
parks, sewers, schools and housing — needed
to accommodate development and meet
transportation and land-use goals.

Monitor progress:
Plans should specify how to monitor progress
toward meeting planning goals for development
activity, transit ridership, pedestrian volumes, trip
generation rates, retail sales, and other metrics
to evaluate success.
Note: Los Angeles after the year 2000, James Doolin, Artist, Gateway Transit
Center, Metro Headquarters Building. Courtesy of Metro, copyright 2008 LACMTA.

24
 Technical Report Documentation Page

FTA CA-26-1007
4. Title and Subtitle 5. Report Date
Station Area Planning: How To Make Great Transit-Oriented Places February 2008
6.

7. Author(s) 8. Performing Organization Report No.

Reconnecting America’s Center for Transit-Oriented Development
9. Performing Organization Name and Address 10. Project/Task/Work Unit No.
Reconnecting America and the Center for Transit-Oriented Development
436 14th St., Suite 1005 11. Contract (C) or Grant (G) No.
Oakland, CA 94612 CA-26-1007

12. Sponsoring Organization Name and Address 13. Type of Report and Period Covered
Federal Transit Administration Planning manual
1200 New Jersey Avenue SE 14. Sponsoring Agency Code
Washington D.C. 20590 Federal Transit Administration
15. Supplementary Notes

FTA Project Contract: Effie S. Stallsmith, Office of Planning and Environment, E45, FTA, 202-366-5653 or
effie.stallsmith@dot.gov

16. Abstract (Limit: 200 words)

This station area planning manual is intended to help simplify the complex decisions that surround planning for transit-
oriented development projects and station areas by providing details about the scales of development that are likely to occur
in different types of places. The manual begins with a discussion of seven “TOD place types,” followed by a self-diagnostic
questionnaire to help planning partners identify a particular station area in a TOD typology. There are also typologies of the
buildings and open space – plazas and parks – that are often included in these transit-oriented place types. All of the
typologies can help inform decisions by enabling the planning partners to visualize and talk about the possibilities for station
area plans. The second section is a discussion of station area planning principles, and includes TOD plan checklists for each
principle to help planning partners consider all the options. Again, the goal is to help all the planning partners better
understand the potential outcomes at the beginning of the planning process. The ultimate goal is to facilitate the creation of
high-performing TOD projects and great neighborhoods.

17. Document Analysis/Descriptors 18. Availability Statement

No restrictions. Document available from:
National Technical Information Services,
Springfield, Virginia 22161
19. Security Class (this report)
Unclassified
20. Security Class (this page)
Unclassified
21. No. of Pages
28
22. Price
N/A
Design by Smartpill
John Curry, 375 Canyon Vista Dr.,
Los Angeles, CA 90065 323.993.3561
 FEDERAL TRANSIT
ADMINISTRATION

436 14th St., Suite 1005, OAKLAND, CA 94612 (510.268.8602)

1015 18th St. NW, Suite 601, WASHINGTON, DC 20036 (202.429.6990)
375 Canyon Vista Dr., LOS ANGELES, CA 90065 (323.222.5508)

www.reconnectingamerica.org