SFECC Station Design Guidelines Overview

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:
Station Design
Guidelines
Station Design
Guidelines

SFECC Station Design Guidelines
Chapter 1: Introduction to Corridor
a. Project Location and Background
b. Goals and Objectives
c. Design Guidelines Intent
d. Planning for Sustainable Growth: The Planning Process
Chapter 2: Brief Corridor History
Chapter 3: Design Guidelines Overview
a. Intent of:
i. Transit Today
1. Civic/Cultural Crossroads
2. Iconic Form
3. Redevelopment Energy
4. A Sustainable Future
ii. Station Design Parameters:
1. Integration into the Community/Urban Fabric
2. Accessibility:
a. Pedestrians and Bicyclists
b. Transit (Other Modes)
c. Kiss and Ride
d. Park and Ride
3. Transparent and Functional Simplicity
4. Security/CPTED
5. Comprehensive Systems Sustainability
6. Articulation of Form and Community Identity
7. Arts-in-Transit
Chapter 4: Station Typology and Modes
a. Station Typology and Hierarchy
i. City Center
ii. Airport/Seaport
iii. Town Center
iv. Regional Park and Ride
v. Neighborhood Center
vi. Employment Center
vii. Local Park and Ride
viii. Special Events Venue
b. Transit Modes:
i. Commuter/Regional Rail
ii. Light Rail
iii. Bus Rapid Transit
iv. Rapid Rail (Metro Rail)
v. Regional Bus
Table of Contents
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Table of Contents
Chapter 5: Station Components:
a. Typical Components of Station Areas
b. Arrival Zone
i. The Pedestrian Zone
1. Pedestrians
2. Bicycles
3. Greenways and Rail-with-Trails
ii. Bus Drop-Off
iii. Vehicular Drop-Off: Kiss and Ride
iv. Park and Ride
1. Parking
2. Emergency Vehicle Access
v. ADA Accessibility
c. Travel Zone
i. The Station
1. Station Building
2. Structure and Engineering
3. Support Buildings
a. Restrooms
b. Ticketing Booths
c. Interior Waiting Spaces
d. Concessions
4. Station Building Type Hierarchy
ii. The Platform
1. Platform Layout
2. Sight Lines to and from Platform
3. Platform Canopy
4. Roofline Treatments and Materials
5. Drainage
6. Shading/Wind Screen and Climate Protection
7. Platform Access
8. Platform Amenities
9. Track Crossings
a. At Grade Crossing
b. Vertical Circulation
10. Components Summary Table
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Chapter 6: Elements of Design
a. Information Systems
i. Signage
1. Station Entry Statement
2. Station Identification
3. Informational Signage
4. Trailblazing Signage
5. Electronic Passenger Information Display Systems
6. Regulatory Signage
ii. Advertising
iii. Public Address Systems
iv. Security Systems
v. Wireless Technology Access
b. Architectural Elements
i. Style and Character
c. Site Furnishings
i. Seating
ii. Bike Racks
iii. Trash Receptacles
iv. Bollards
v. Planters/Flower Pots
vi. Flagpoles/Banners/Pennants/Plaques
vii. Tree Grates
viii. Drinking Fountains
ix. Vending Machines
x. Ticket Kiosks
xi. Hose Bibs
d. Hardscape Surfaces and Materials
i. Pedestrian Walkways
ii. Pedestrian Crosswalks
iii. Roadways
iv. Parking
v. Ramps
vi. Plazas/Courtyards/Seating Areas
vii. Platform
e. Lighting
i. Platform Area Lighting
ii. Walkway, Elevator/Escalator and Stair Lighting
iii. Parking Area Lighting
iv. Landscape/Accent Lighting
v. Lighting Control Systems
vi. Electrical Convenience Outlets
f. Design Elements Summary Table
Table of Contents
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g. Landscape Materials
1. Tree/Palm Relocation
2. Plant Material Selection/Design
3. Parking and Streetscape Plantings
4. Station Plantings
5. Rail Corridor and Right-of-Way Plantings
h. Irrigation
Chapter 7: “Green” Stations
a. The Station as a Sustainable Entity
b. Environmental Sustainability for the Site
c. Environmental Sustainability for the Landscape
d. Environmental Sustainability for Structures

Chapter 8: Maintenance Guidelines
Chapter 9: Appendix

Table of Contents
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Introduction to Corridor
SFECC Station Design GuidelinesChapter 12
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

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

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

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
engaging surroundings that people will enjoy
while waiting for the trains to arrive
• Maintain quality design standards through the
design and construction process so that station
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
while also encouraging an environmentally-
sensitive approach
Mockingbird Station, located just east of North Central Ex-
pressway at Greenville Avenue and Mockingbird Lane, is allow-
ing people to realize the full potential of this light rail station
through recent retail and residential developments immedi-
ately adjacent to the station.
Source: http://www.nctcog.org/trans/sustdev/landuse/ex-
amples/Mockingbird%20(DART).jpg
Portland, Oregon’s MAX light rail system makes Pioneer Court-
house Square a better place.
Source: http://www.lightrail.com/photos/portland/portland05.
jpg

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

Planning for Sustainable Growth: The
Planning Process
The following paragraphs describe the
recommended design and planning approach for
specific station areas based on basic planning
principles that begin identifying the goals and
objectives and station locations through the design
process to implementation.
Step 1: Project Definition
The planning process for Station Design begins
first by defining the project goals, objectives,
and area/location. At the beginning of Phase 2
of the SFECCTA Study, a series of station types
were defined in order to address the needs of the
transit system based on technical studies and
community preferences. (Refer to Appendix A:
Station Typology Memorandum by Gannett Fleming
for a complete narrative on the various types) In
addition, based on the criteria developed for the
various types of stations, potential locations were
also analyzed in accordance with GIS mapping
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
mechanisms are also examined through the study
of economic conditions, relevant market data such
as development patterns, and policies/plans that
support transit development.
As the ultimate client of the station area,
an essential component of this first step is
the continued integration of community and
municipality input. Community meetings and design
charrettes facilitate the needs and wants of the
community and its stakeholders. They also help in
gathering base data for the following design steps.
One example of a community input process is the
Visioning Workshop which aids in the creation of
“vision diagrams” for the various communities and
their needs and aspirations for transit development
in their neighborhoods. Also integral is the
involvement of the municipal governments and
planning departments that help guide the station
design process based on their community needs
and desires. They also provide the official rules
and regulations necessary for the planning process
such as zoning, comprehensive land use plan
requirements, permitting requisites and so forth.
THE “DOTS” EXERCISE:
Various boards with a variety of images were placed around
the room. Participants were given blue stickers that they were
asked to post next to their most favored ‘vision’ images.

Step 2: Site Reconnaissance and Inventory of
Existing Conditions:
The planning process for station design thus
begins with site visits and a gathering, or inventory,
of existing conditions and elements. Quantifiable
elements are mapped in order to achieve station
designs that integrate into existing conditions.
Some of these elements include:
• Land availability, i.e., vacant or under-utilized
parcels
• Sidewalk connections and character, i.e.,
widths, linkage potential, etc.
• Transit stops within proximity to the potential
station
• Green way/trails connections
• Parking capacity and facilities
• Building stock and densities
• Zoning and land use policies
• Types and mix of uses
• Streetscape and landscape components and
other aesthetic elements, etc.
• Connection potential to important historic,
environmental, and/or community resources
These broad characteristics are combined into a
basic plan that will begin to establish the building
blocks for the next stage in the process which
identifies opportunities and constraints for the
development of successful station areas and also
helps determine the ingredients necessary to
encourage the use of future transit stations.
Step 3: Analysis: Identifying Opportunities and
Constraints
This second step in the planning process begins to
delineate the various conditions created by existing
inventory characteristics. The analysis process
also establishes conditions for future development
potential. A careful analysis of existing conditions
reveals opportunities for improvement and identifies
constraints that need to be addressed prior to
station development. As part of the analysis stage,
projections for future changes and revitalization
effects of transit integration are also analyzed to
ascertain the potential use and capacity needs. The
analysis stage is therefore defined by an evaluation
of the existing inventory and future conditions
through a physical and qualitative analysis of
physical and economic conditions.
Physical conditions analysis also goes beyond
the basic inventory of existing characteristics
and considers environmental features such as
climate (predominant winds, rainfall, temperatures,
humidity), vegetation cover and characteristics,
natural features of the land, slope and drainage
patterns, boundaries, access, and views, and
starts to establish relationships between the
elements and various land uses within the site’s
regional and local context.
Along with the analysis of physical elements and
the various opportunities and constraints that are
reached as a result of this examination, another
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
to attract those markets. Market studies also
help identify/survey competitive or comparable
projects and provide insight into size needs, mix of
components, costs, and any innovative design and
implementation techniques used.

Source: Sample station study process for the SFECC.

Step 4: Conceptual Planning
The conceptual plan uses the conclusions
developed through the analysis stage to create
land use diagrams and alternatives that begin to
define program elements and their relationships
as well as basic capacity studies for the site.
Review and input are provided during this process
to ensure consistency with the visioning process
and the goals and objectives set forth during the
preliminary planning stages. This also allow the
community and government agencies to make
early development decisions and begin identifying
specific program needs and requirements.
The conceptual design phase also provides
preliminary phasing strategies based on general
development plans and costs as determined
through the economic/market consultant. The
economic consultant can also provide basic
economic feasibility studies through a study
of projected revenues, and capital investment
as well as operating and maintenance budget
requirements that can also determine cost/phasing
alternatives.
Step 5: Master Planning - Preliminary
Refinements through Final Master Plan
This phase refines the design direction derived from
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
parameters, cost and revenue variables, and other
supporting market and financial documentation
reports. Furthermore, utilities and infrastructure
needs are also mapped by the engineer at
the Master Plan level. These plans delineate
connections to the water supply, sewage and
stormwater management, electrical supply and
distribution, and solid waste disposal as well as
other basic infrastructural needs for roadways and
development.
Step 6: Community Consensus and Agency
Approvals
Following the completion of a refined design
package, the next stage involves the approval
process that includes approval from the client, the
stakeholders, and the various permitting, financing,
and approval agencies. Additional documentation
may be provided to address compliance needs
with requirements and regulations for zoning,
environmental permitting, planning guidelines, etc.
The community consensus process can be
beneficial to the approval process and helps
demonstrate how the design meets the needs
and desires of the users and stakeholders. This
process can be conducted through workshops
and informational meetings; and helps garner
support for the project’s overall development and
implementation.
Public Workshop and Meeting

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

Corridor History
FEC History: The Growth of a Region
The history of the Florida East Coast Railroad is one
that tells the story behind the man that is also often
referred to as the father of the region. Henry Morrison
Flagler first envisioned bringing rail access to South
Florida in the late 1800s, when much of southern
Florida remained largely undeveloped and unknown.
Flagler, a successful oil tycoon, saw the potential
of South Florida as a tourist destination and as an
emerging destination for those seeking relief from
the harsh northern winters. In 1885, Flagler began
building the Ponce de Leon Hotel in St. Augustine
and realized that the “key to developing Florida was
a solid transportation system.”1
Flagler began consolidating existing freight railway
lines and applying a standard gauge system which
made interconnection of the various lines possible.
This first phase of railway lines created railroad links
between Jacksonville and Daytona.
Later Flagler was petitioned by landowners in the
southern area of the state to build an extension of
the railroad further south. After exploring the vast
development opportunities in the south, Flagler
began the process of extending the railroad south
into what is now known as the South Florida
Metropolitan Region.
1. http://en.wikipedia.org/wiki/Florida_East_Coast_Railway
2. Compiled by Janus Research, Inc.

One of the last railroad extensions brought the FEC
further south to the shores of Biscayne Bay. This
extension helped establish the City of Miami which
grew from a settlement of 50 people, to a city of over
400,000 today.
Flagler then launched the ambitious Overseas
Extension that took the railroad all the way to Key
West, Florida. Flagler completed his mission and
rode the first train into Key West in 1912.
While the FEC was successful in establishing a
passenger transit system in the region that lasted
almost 70 years, with the consequent hurricanes and
the Great Depression came major financial difficulties
that eventually brought an end to passenger transit
on the FEC. Many cities and towns that were
established along the corridor, however, grew and
prospered due to the railroad. Remnants of these
historic stations and structures still exist today. The
following cultural resources have been documented
within 500 feet of the FEC corridor:2
• 2,155 Historic Structures (of which 339 are in
the National Register for Historic Places-Listed/
Potentially Eligible)
• 67 Historic Districts and Linear Resources (of
which 45 are in the National Register for Historic
Places-Listed/Potentially Eligible)
• 16 Archaeological Sites (of which eight [8] are
in the National Register for Historic Places-
Listed/Potentially Eligible and Native American
Sensitive)
Miami station with the Freedom Tower in
the background-1930’s
Miami-1930’sJupiter station-
1910’s
Dania Beach station-
1910’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
Sensitive), and
• Seven (7) Historic Bridges (of which one [1} is in
the National Register for Historic Places-Listed/
Potentially Eligible)
Included in these cultural resources are actual
remnants of the historic FEC railroad such as the
FEC Railway Passenger Stations in Boca Raton
and Hialeah. Others include the National Register-
listed Freedom Tower and City of Miami Cemetery
in Miami as well as parts of documented historic
districts within Biscayne Park, Miami Shores, El
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
Recognizing the need for passenger transit
opportunities along the eastern coast of the South
Florida Region, the South Florida East Coast Corridor
TransitAnalysis(SFECCTA)Studywasstartedin2005
to study the potential of reintroducing passenger rail
on the FEC tracks in support of the existing Tri-Rail
Commuter Rail and Amtrak Rail services. As the first
phases of the environmental and land use studies
took place, it became overwhelmingly apparent that
reintroducing passenger transit on the FEC tracks
would be a positive opportunity for the sustainable
growth of the region, while reviving the history and
tradition that was lost due to post-industrialization.
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/
Fort Lauderdale station-1956Pompano station-1930’s

Design Guidelines Overview
Transit Today:
The role of transit today spans many facets of day-
to-day lives and creates positive and lasting effects
through social, visual, fiscal and environmental
impacts. These broad impacts are further
described in the following pages.
Civic/Cultural Crossroads:
Development trends in the last few decades
indicate that investment in transit and the
resurgence of downtown areas continue to
rise with shifting market demands and lifestyle
preferences. As urban areas continue to grow,
so does the demand for convenient travel modes
that provide alternatives to congested highways
and roadways. This shift toward denser and
what is known as “transit-oriented development”
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
and they give dignity and excitement to thousands
of individual ceremonies of departure and arrival
each day”.
Iconic Form and Urban Identity:
Along with being integral elements of the
connective tissue within transit systems, transit
stations also often incorporate connective layers
between multiple modes of transportation. The
hierarchy of connections occurs mostly at main
station centers within dense urban areas and
these centers therefore become opportunities
for expression of iconic form and distinct design.
Iconic-precedent stations such as Grand Central
Station in New York City and Union Station in
Washington, D.C. offer a nexus of transportation
networks, which support public services
and design, and culminate in iconic public
spaces. Memorable iconic public spaces spark
redevelopment and economic revitalization.
Downtown Plano Station
Source: https://www.dart.org/images/pressreleases/Down-
townPlanoStationAerial.jpg

Redevelopment Energy:
Transit stations serve as economic catalysts and
models for sustainable development. TODs today
offer compact development choices with the direct
fiscal benefits derived from increased ridership
and its associated revenue gains which enhance
community amenities. These benefits include the
increase in neighborhood and housing market
vitality, i.e., affordable housing choices, increased
fiscal benefits for joint development opportunities,
and enhanced property values for adjacent land
and business owners. According to a recent study
published by the Transit Cooperative Research
Project, joint development of station properties
that leverage transit infrastructure, such as ground
leases and operation-cost sharing, encourage and
foster “community and development partnerships,”
promoting economic development and smart
growth.
A Sustainable Future:
Transit-oriented development is responsible for
significant investment in building a sustainable and
environmentally-sensitive planet. Alternative forms
of transportation reduce the increasing demand of
roadways, and, therefore, work toward a decrease
in greenhouse gas emissions. Mass transit modes,
such as rail, continue to be the most efficient
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.
Overall, “rail is on average, 2 to 5 times more
energy efficient than road, shipping, and aviation.”
and “travelling by rail is on average 3 to 10 times
less CO2-intensive compared to road or air
transport.”
Although not a recent development, the role of
transit in sustainable development continues
to advance with new “green” methods and
technologies and the use of renewable energy
resources (biomass/waste, hydro, wind, etc.). The
fundamental environmental benefits of transit:
1. Reduce land consumption for roadways
2. Decrease the use of automobiles, which
improves air quality, and reduces consumption
of natural non-renewable resources and fossil
fuels (coal, oil, gasoline, etc.)
3. Compact development methods encourage
land conservation and decrease travel demand
4. Reduce greenhouse gas emissions from
roadway construction and expansion projects
5. Improve safety for pedestrians and cyclists
6. Diminish auto-dependency, saving energy and
reducing roadway congestion

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

Bicycle pathways are also integral to the pedestrian
connectivity system, and should be clearly
distinguished from vehicular areas for safety. In
addition, similar to pedestrian connections, bicycle
networks should provide clear links and access
points for the users. Bicycle Stations with locker
rooms for the storage of bicycles and bicycle
rentals can provide further use of bicycles near and
around station sites.
All station areas should comply with the Americans
with Disabilities Act (ADA) Accessibility Guidelines
Code of Federal Regulations. These requirements
outline basic criteria for barrier-free and accessible
design for customers with special needs, such
as the mobility- and sensory-impaired. These
standards also provide access benefits to other
types of passengers requiring assistance (such as
parents with children in strollers, passengers with
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
enhances the overall perception of a station area.
Pedestrian routes to the transit station should be
short, direct, and continuous. Comfortable walking
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
be designed to offer shade and protection from
weather elements such as wind, sun, and rain.
Discover how you can have a negative carbon footprint on the
planet and a positive “carbo” footprint on your body at the
same time
Source: http://detours.us/images/2009%20toocan%20
juicy%20cameo%201%20crop%20A%20sm1.jpg
Seat-in-coach transfers to other destinations are arranged at
fixed departure times
Source: http://www.siamleisure.com/assets/images/bus.gif

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
routes, bus rapid transit, other rail, and even trolley/
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
drop-off/pick-up areas. In larger stations with high
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
commuters. These facilities are generally located in
less dense areas where land is more easily available
and in areas with direct connections to regional
Connections are clearly marked at the station’s exit.
Source: http://picasaweb.google.com/lh/photo/zOTn2MQU-
Wef0NUzdgVjcLw
You can get free public transportation when you park at the
Park n’ Ride Garage
Source: http://www.keywestcity.com/egov/gal-
lery/861206625094153.JPG
The Gare du Nord (Northern Train Station) is situated north of
central Paris.
Source: http://parisfrance.ca/images/trainstation.jpg

AMTRAK’s Acela Specialty Station Signage Program
Source: http://www.segd.org/images/content/4/1/41138.jpg
roads and connectors (such as arterial roads
connecting to major interstates). However, overtime
redevelopment will occur around the stations.
Park and Ride facilities incorporate larger-scale
circulation networks between parking areas and
the actual stations and are often located at end-
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
interchanges, the destination, or parking areas
where his/her car is parked. This incorporates the
use of good design, and appropriate information
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
swipes their card through card readers at faregates
(at controlled entry portal areas) which allows them
access onto the platform and to the transit system.
The transit card can also be made to allow the
passenger universal access onto a variety of transit
modes such as regional and local bus systems, rail
systems, and so forth.
The OV Chipkaart (Public Transportaton Chipcard) allows the
user to access mulitiple transportation systems (bus, rail,
metrorail, tram, etc) in the Netherlands.
Source: www.skyscrapercity.com/showthread.
php?p=45433315

Security:
User safety and security are key components when
designing a successful public space. CPTED, or
Crime Prevention through Environmental Design,
is a planning tool based on the premise that the
proper design and effective legitimate use of the
built environment can lead to a reduction in the
incidence and perception of crime. The four (4)
key principles of CPTED are (adapted from “Crime
Prevention through Environmental Design: General
Guidelines for Designing Safer Communities” by the
City of Virginia Beach Municipal Center, January 20,
2000):
1. Access Control:
Physical guidance of people coming and going
from spaces by the judicial placement of
entrances, exits, fencing, and landscaping. In
addition, locating public gathering areas as
centrally as possible or near major circulation
paths in the project.
2. Natural (Passive) Surveillance:
The placement of physical features, activities,
and people in such a way as to maximize
visibility.
3. Territorial Reinforcement:
The use of design elements that express
guardianship, such as fences, pavement
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
criteria (such as perimeter security requirements for
large government buildings/facilities) may prescribe
more stringent criteria and would take precedence
over CPTED guidelines. Design for these security-
This ATM is placed well, using good CPTED features and has
an unobstructed view from the street and patrolling police.
Credit: Randy Atlas
Source: http://www.popcenter.org/tools/cpted/images/
cpted_atm.jpg
In order to implement automated fare collection
systems such as the Easy-Pass into the SFECC
system, stations will have to be equipped with
faregates as well as ticket/transit card vending
machines at key stations as well as at retail
locations for purchase and recharge by the user.
Stations will also have to be designed to allow for
controlled entry and exit points in order to guide
users through the faregates. Additional design
considerations, such as barriers and fencing,
should be considered to help funnel users from
surrounding areas into the station. Automated fare
collection systems will also allow accurate count
of passenger trips and be able to process trip
information that can assist in better transit planning
and future improvements to the system.
Information systems, utilizing signage and other
graphics, an also make transit more user-friendly
and help guide a passenger from one area to
another; for example from parking areas to the
station platform. Train schedules and system
information should also be easily accessible and
comprehensible to the user. (See Chapter 6 for
additional information on Information Systems.)
Finally, public facilities such as accessible toilets/
washrooms, and telephone booths, should be
distinguishable and centrally located within the
station area. (The relationships between the
various components inherent to station areas are
further described in Chapter 5.)

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

Grand Central Terminal, second busiest rail station in the
country.
Source: http://upload.wikimedia.org/wikipedia/com-
mons/7/71/Image-Grand_central_Station_Outside_Night_2.
jpg
•NFPA 130 - Standards for Fixed Guideway Transit
Systems
•ADAAG- Americans with Disabilities Act
Accessibility Guidelines and ADA Title II and Title III
Regulations
•FACBC- Florida Accessibility Code for Building
Construction
•ANSI 117.1 - Accessible and Usable Buildings
and Facilities
•Codes of Applicable Jurisdictions (City Zoning
Ordinances and Development Standards)
•CPTED - Crime Prevention through Environmental
Design
•SFECC Engineering and Technical Requirements
Comprehensive Systems Sustainability:
Incorporating environmental and economical
sustainability into station design begins during
the early planning stages through land use and
zoning analysis. Environmental sustainability
and the guidelines for building “Green Stations”
are addressed in more detail in Chapter 7 of this
report.
Transit should be located in areas where travel
demands are forecasted as well as where land
uses coexist and support the development of a
transit station. Transit can also be the mechanism
used to spark redevelopment, thus spurring
compatibility. Integration into future land use plans
should also be identified during the early planning
stages. Along with other design parameters,
station areas also need to comply with local
standards and guidelines.
Some of the important standards and regulations
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
•NFPA 101 - Safety from Fire n Buildings and
Structures

own thoughts, people may adopt an unexpected
addition to their known space as an icon, reject it
as alien, or see it as something in between. Public
art is perceived in the context of its site, but even
within the relatively homogeneous stations, artists
choose different placements as well as forms.
Unfortunately today, aside from art galleries, and
large public gathering plazas, there is little visual art
on public transit lines and stations.
In order to appropriate positive public art influences
in transit station areas, the overall goals for the
selection of pubic art for the SFECC corridor should
include the following:
1. The installation must offer an opportunity for
public engagement, while arousing curiosity and
interest. Communities will learn to embrace
the art and murals within their area, and inspire
surrounding communities to bring creative
projects into their own everyday neighborhood
life.
2. The installation in some visual and/or conceptual
way, should enhance the experience of place.
For example, public art at certain stations can
celebrate the heritage and history of the
community and its relationship to the FEC
Robert Indiana’s LOVE sculpture on Sixth Avenue, New York.
Source: http://farm2.static.flickr.com/1164/870131940_
f56062503f.jpg?v=1203902106
Articulation of Form and Community Identity:
Transit stations are integral to the public realm
and include elements that represent civic pride
and identity. Major transit hubs and stations can
themselves become iconic architectural spaces
and buildings. Iconic stations such as Grand
Central Station in New York City, and Union Station
in Washington D.C. are renowned transportation
gateways and civic structures.
A majority of transit stops and stations are
day-to-day gateway areas and address the
needs of millions of commuters traveling
between destinations, and between homes and
workplaces. These stations have the ability to
embrace and portray the civic character of the
area and influence of surrounding communities
and jurisdictions. A very integral element in stations
is the expression of ‘public art’ that enhances the
visual appeal and aesthetic quality of the station’s
basic building blocks and criteria.
Public art is defined as art outside museums and
galleries, or art on its own without institutional
protection. It provides a broad range of visual
experiences for often radically diverse audiences.
Most transit art is permanent, commissioned
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.
Furthermore, the commuting user waiting for a train
provides a captive audience. Immersed in their

the room can be emphasized with artistic furniture,
providing riders with a startlingly different place to
sit. The user is provided with a more comfortable
place to sit as well as something amusing to look
at, with enough variety to engage multiple viewings.
The Waiting Area Walls and Semi-Covered
Corridors:
Walls, even if outside, are traditional places for art.
They define the immediate visual parameters of
the viewer’s space. Public wall art competes with
advertising public announcements, and the larger
immediate built environment.
These corridors offer the greatest opportunity for art
since the commuters never miss the displays. The
possibilities allow for a tunnel effect where a person
could be completely surrounded by a visual effect.
The Platform
The station platform, in stark opposition to the
covered corridor, offers an open visual field where
riders wait. Artistic columns can attract the eye
as riders either walk or gaze around the platform.
Also, ground plane engravings can be added, a
simple yet artistic touch that does not vertically
break the pedestrian traffic flow.
railroad corridor. Many cities had their
downtowns emerge along the tracks and some
still have historic station structures and
museums dedicated to this historic legacy.
3. Increase aesthetic value and impact of station
areas through appropriate and selective use of
Art in Public Spaces.
4. Enhance citizens’ sense of ownership, pride,
and enjoyment of the SFECC as a public
amenity.
5. Engage the community and youth in art selection
and appreciation programs that help improve
quality of life and encourage creative expression.
6. The installation must invite and reward repeat
encounters.
The following are some specific locations and
opportunities for public art within the station area:
The Station Building and Waiting Areas:
If there is a station waiting room that shelters the
transit audience indoors, and they have the time,
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:
Several major transit systems across the country
have programs that collaborate and manage the
incorporation of art into the transit system. The
program often is a means of community outreach
and becomes a “catalyst for enabling neighborhood
residents to weave the stations into the fabric of
their community.” (St. Louis Metrolink Arts in Transit
Program: www.artsintransit.org).
The Metropolitan Transportation Authority (MTA) in
New York City also manages an extensive public
arts program. The objective of the program is
that “every design element in the system should
show respect for the customers and enhance the
experience of travel”. Therefore, ‘art’ is expressed
through a variety of media and materials that are
durable, and easily maintained. While some are
consided as permanent pieces, other art exhibits
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.”
“Bright, vivid photographs enliven subway passageways and
the underground environment, and showcase the work of
primarily New York - based photographers.”
Source: http://www.mta.info/mta/aft/lightbox/
Victor Johnson and David Stephen’s art work displayed at
60th Street Station of Philadelphia’s SEPTA system is funded
through SEPTA’s Art-in-Transit Program which combines the
Federal Transit Administration and City of Philadelphia: Per-
cent for Art initiatives.
Source: http://www.theelseptaatwork.com/ArtInTransit.html
The South Florida region does not have a specific
art program related to transit, however, several
venues exist that offer a podium for public art
funding and awareness such as Miami-Dade’s
Art in Public Places. A comprehensive listing of
city and county public art programs in the state of
Florida can be found on http://www.florida-arts.org/
resources/cityandcountypublicartprograms.htm.
As the SFECC transit system matures in South
Florida, an Arts in Transit program can be formed
to be the guiding authority for the incorporation
of Public Art into the transit experience. Similar
to the successful programs across the country,
the SFECC Art in Transit Program should
“commission art works that seek to reflect the
diversity and individual character of the surrouding
communities and neighborhoods”. (http://www.
theelseptaatwork.com/ArtInTransit.html)

Land Use
FEC Corridor Diagram
18
A Land Use study was completed in Phase 1 of the study highlighting existing transit-supportive land
uses within the corridor.

Station Typology and Modes
STATION TYPOLOGY AND HIERARCHY:
The following are the various station types
determined in early phases of the SFECC Transit
Analysis project. These station types were
identified by the types of communities where
they are located, as well as those requirements
based on service and access needs. These
station types have been grouped into a hierarchal
group that ranges from Anchor Stations which are
major destination stations, to Key Stations and
Intermediate Stations. The following is a list of the
station types and groups:
Anchor Stations:
1. City Center
2. Airport/Seaport
Key Stations:
3. Town Center
4. Regional Park and Ride
Intermediate Stations:
5. Neighborhood
6. Employment Center
7. Local Park and Ride
8. Special Events Venue
The following diagrams depict typical applications
for each station type within the SFECC corridor.
These broad diagrams are not site-specific.
However, they depict typical conditions present in
the corridor and thus provide broader relevance.
Each station type is composed of various
components and relationships for access and
circulation which remain constant; however, these
components can be modified to fit site specific
conditions since each station area will present a
different set of opportunities and constraints.
Therefore, the diagrams on the following pages
should be used as guiding tools only and not as
specific plans for each station site. In addition,
at this stage of the phasing process, various
modes (which also carry different variables) are
being considered for the corridor. The following
diagrams depict station typology (eight [8] types
listed previously) based on the Commuter Rail (or
Regional Rail) mode.
After the diagrams, a brief description of the four (4)
other modes under consideration, Light Rail, Bus
Rapid Transit, Rapid Rail, and Regional Bus, and
their typical applications is provided.

Figure Diagram
Station Types
City Center1
City Center Stations
Located within a dense urban area and serving
as a gateway for the heavy volumes of downtown
commuters and city bus routes, the City Center
is primarily a destination station. Accommodating
large volumes of pedestrians and connections
with taxis, buses and other high volume transit
in this area is key. Wider sidewalks and an entry
plaza with added visual interest, i.e., special
paving details, landscape beds, etc., should frame
the entrance to the City Center Station and the
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
existing parking structures as a shared resource
with surrounding development. Taxi drop-off and
pick-up areas can be provided in front of the
station, but must not interfere with the bus drop-off
area.
Station Area Zoning
• Commercial Zoning:
Floor Area Ratio greater than 10
• Residential Zoning:
Greater than 25 Dwelling Units per Acre
• Parking Restrictions:
Less than space per 1,000 Square Feet
Station Requirements
• Site Acreage:
Less than one (1) Acre
• Transit Access:
All services
• Parking:
No dedicated parking
EXAMPLE OF FAR >10

Functional Diagram
TRAIN
PEDESTRIAN
PLAZA
STA-
LOCALROAD
LOCALROAD
MID-RISE BUILDING
RETAIL
OFFICE
RESIDENTIAL
HIGH-RISE BUILDING
RETAIL
OFFICE
HIGH-RISE BUILDING
RETAIL
OFFICE
HIGH-RISE BUILDING
RETAIL
OFFICE
BUSDROP-OFF
OUTDOOR
PUBLIC SPACE
BRIDGE
STATION
(in existing
building)
STATION
(in existing
building)
OUTDOOR
PUBLIC SPACE
LOCAL ROAD
LOCAL ROAD
AT GRADE PEDESTRIAN
CROSSING
MIN.100’
TAXIDROP-OFF
PLATFORMINTERGRATEDINTOTHEBUILDING
PEDESTRIAN
PLAZA
MIXED USE MID-RISE
BUILDING
(RESIDENTIAL/
RETAIL/OFFICE)
MIXED USE MID-RISE
BUILDING
(RESIDENTIAL/
RETAIL/OFFICE)
MIXED USE HIGH-RISE
BUILDING
(RESIDENTIAL/
RETAIL/OFFICE/
GOVERNMENT SER-
VICES)
MIXED USE HIGH-RISE
BUILDING
(RESIDENTIAL/
RETAIL/OFFICE/
GOVERNMENT SER-
VICES)
FEC SHARED CORRIDOR
(100’ R.O.W)
500’PLATFORM
Commuter Rail-City Center
(Express Station)
VEHICULAR CIRCULATION
LEGEND
PEDESTRIAN / BIKE CIRCULATION
BUS / TRANSIT CIRCULATION
FEC CIRCULATION
SECURITY FENCE
VERTICAL CIRCULATION/ABOVE
GRADE PEDESTRIAN BRIDGE
( OPTIONAL DEPENDING ON
EXISTING CONDITIONS)
VEHICULAR PARKING

Prototypical Plan
City Center
Some station types are meant
to improve mobility while
maintaining existing community
character.
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.
Mixed use high-
rise building
Station platforms
between tracks to
accommodate express
and local service
Station in
existing building
At-grade
pedestrian
crossing

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

Figure Diagram
Station Types
Airport & Seaport2
Airport/Seaport Station
These stations are often both ‘origin’ and
‘destination’ stations. They serve travelers such
as tourists and visitors, as well as employees
and other local passengers. Shuttle drop-off and
waiting areas are directly linked to the station and
also connect passengers to the airport/seaport
facility. Where plausible, a vegetation buffer may
separate the station from the collector road.
To assist travelers, especially those with luggage,
an ideal layout for the station area would provide
a more direct connection between the station and
the airport/seaport facility via a moving walkway.
However, existing conditions may not always allow
for this convenience.
• Site Acreage:
• Transit Access:
Local and Express services
• Parking:
Station Area Zoning
• No zoning requirements unless combined
with another station type

Functional Diagram
STATION
CANOPY
500’PLATFORM
PLATFORM
PLATFORM
MIN.100’
AT GRADE PEDESTRIAN
CROSSING
STATION
BUSDROPOFF&WAITINGAREA
COLLECTORROAD
VEHICULAR CONNECTOR
TO AIRPORT/SEAPORT
POTENTIAL
PEDESTRIAN
BRIDGE
CONNECTOR
TO AIRPORT/
SEAPORT
CONCOURSE OR
INTERMODAL CENTER
POTENTIAL
PEDESTRIAN
BRIDGE
CONNECTOR
TO PARKING
STRUCTURE
FEC SHARED CORRIDOR
(100’ R.O.W)
COLLECTOR ROAD
Commuter Rail-Airport & Seaport
(Express Station)
LEGEND
FEC CIRCULATION
SECURITY FENCE
VEHICULAR PARKING

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

ture
Parking structure
Airport
Pedestrian bridge
connection to
airport
Colllector road

Figure Diagram
Station Types
Town Center3
Town Center Stations
Located on urban collector roads that form “Main
Streets” of smaller urban areas, these stations are
both ‘origin’ and ‘destination stations.’ Since these
stations are typically walkable and offer a multitude
of pedestrian amenities (for example, restaurants,
ticket booths, restrooms, and areas for outdoor
commercial activities), they should be located and
incorporated into an existing environment that
has a network of sidewalks promoting pedestrian
accessibility. The Town Center accommodates a
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.
Note: Town Centers may have different intensities
along the corridor. Some stations will resemble
neighborhood stations in size, while others will be
larger, and closer to City Centers.
Station Area Zoning
Floor Area Ratio greater than 2.5
Less than 1.5 spaces per 1,000 Square Feet
• Site Acreage:
1/2 - 2 Acres
• Transit Access:
Local services, Express services
• Parking:
50-200 spaces (surface or structure)
EXAMPLE OF FAR > 2.5

Functional Diagram
KISSAND
RIDEAREA
STATION
KISSAND
RIDEAREA
OUTDOOR
PUBLIC
SPACE
SHARED PARKING
(SURFACE PARKING/
PARKING
STRUCTURE)
ONSTREETPARKINGONSTREETPARKING
COLLECTORROAD
PLATFORMPLATFORM
500’PLATFORM
BUSDROP-OFFAREABUSDROP-OFFAREA
EXISTING
MIXED USE
BUILDING
EXISTING
MIXED USE
BUILDING
OUTDOOR
PUBLIC
SPACE
SHARED PARKING
(SURFACE PARKING/
PARKING
STRUCTURE)
PEDESTRIAN
PLAZA
PEDESTRIAN
PLAZA
EXISTING
MIXED USE
BUILDING
EXISTING
MIXED USE
BUILDING
EXISTING
MIXED USE
BUILDING
EXISTING
MIXED USE
BUILDING
TRACK
AT GRADE PEDESTRIAN
CROSSING
FEC SHARED CORRIDOR
(100’ R.O.W)
STATION
KISSAND
RIDEAREA
KISSAND
RIDEAREA
LOCALROAD
LOCAL ROAD
(OPTIONAL BRIDGE
CROSSING)
MIN.100’
OUTDOOR
PUBLIC SPACE
OUTDOOR
PUBLIC SPACE
Commuter Rail-Town Center
(Local Station)
LEGEND
FEC CIRCULATION
SECURITY FENCE
VEHICULAR PARKING

Prototypical Plan
Town Center
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.
Station platform
Station tower with ticket booth
Optional above-grade
pedestrian crossing
At-grade vehicular
crossing
At-grade pedestrian
crossing

Pedestrian gathering space
Mixed-use buildings
Outdoor public space
Support buildings including
bike racks and lockers
Shared parking
Bus drop-off
Kiss and Ride
On-street parking
Structured parking surrounded
by mixed-use buildings
Collector road

Figure Diagram
Station Area Zoning
Floor Area Ratio greater than six (6)
Station Types
4Regional Park and Ride
Regional Park-Ride Station
These stations are located on principle arterial roads
with close connections to larger highways and
interstates. Regional Park and Ride Stations serve
large volumes of riders from outlying communities.
Similar to local Park and Ride Stations, safe
pedestrian connections must be designed to
circulate people from drop-off areas and parking
lots/structures to the station entrance. Kiss and
Ride and Bus Drop-off areas should be placed
closest to the station entrance followed by parking.
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
surface parking should potentially incorporate the
feeder bus routes which may be rerouted into the
station to provide convenient passenger transfer.
• Site Acreage:
Five (5) Acres or greater
• Transit Access:
Local services
• Parking:
>2000-space parking structure required
COMMERCIAL ZONING
FAR > 6

Functional Diagram
ARTERIALRAOD
SURFACE PARKING/
PARKING STRUCTURE/
POTENTAIL MIXED-USE
SURFACE PARKING/
PARKING STRUCTURE/
POTENTAIL MIXED-USE
SURFACE PARKING/
PARKING STRUCTURE/
POTENTAIL MIXED-USE
SURFACE PARKING/
PARKING STRUCTURE/
POTENTAIL MIXED-USE
SURFACE PARKING/
PARKING STRUCTURE/
POTENTAIL MIXED-USE
PEDESTRIAN
PLAZA
500’PLATFORM
BUSDROP-OFFAREA
KISSAND
RIDEAREA
KISS AND RIDE/
SHORT TERM PARKING
STATION
COLLECTOR ROAD
MIN.100’
AT GRADE
PEDESTRIAN
CROSSING
STATION
FEC SHARED CORRIDOR
(100’ R.O.W)
Commuter Rail-Regional Park and Ride
(Express Station)
LEGEND
FEC CIRCULATION
SECURITY FENCE
VEHICULAR PARKING

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

Parking structure
lined with mixed-
uses
Station with ticket booth
Covered bus drop-off*
Surface parking lot for
short-term, carpool and
van pool parking
Parking structure lined
with mixed-uses
Kiss and Ride
Taxi drop-off
*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
Station Area Zoning
No requirements
Greater than Eight (8) Dwelling Units/Acre
No requirements
Station Types
5Neighborhood
Neighborhood Station
The Neighborhood Station is located on local roads
within a residential area. It is an ‘origin’ only station
and services a relatively low volume of people
from surrounding communities, the residential
neighborhood itself and convenience retail services.
The users are filtered into the station and platform
area, either on foot via the the surrounding sidewalk
network system, or through the bus drop-off area.
Drop-off for a local circulator can also be provided
with direct connection to the station.
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.
• Site Acreage:
1/2 - 1 Acre
• Transit Access:
Local services
• Parking:
50-100 spaces (single-use surface)
EXAMPLE OF RESIDENTIAL
DENSITY > 8 DU/ACRE

Functional Diagram
EXISTING
RESIDENTIAL
BLOCK
EXISTING
RESIDENTIAL
BLOCK
EXISTING
RESIDENTIAL
BLOCK
EXISTING
RESIDENTIAL
BLOCK
EXISTING
RESIDENTIAL
BLOCK
EXISTING
MIXED-USE
BLOCK
SHARED
PARKING
LOCAL ROAD
BUS DROP-OFF AREA
LOCAL ROAD WITH ON STREET PARKING
STATION
STATION
LOCALROAD
LOCALROAD
DROP-OFFAREA
DROP-OFFAREA
FEC SHARED CORRIDOR
(100’ R.O.W)
500’PLATFORM
AT GRADE
PEDESTRIAN
CROSSING
MIN.100’ LOCAL ROAD WITH ON STREET PARKINGLOCAL ROAD WITH ON STREET PARKING
Commuter Rail-Neighborhood
(Local Stations)
LEGEND
FEC CIRCULATION
SECURITY FENCE
VEHICULAR PARKING

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

Existing residential block
Pedestrian
crossing
Collector street
At-grade vehicular crossing
At-grade pedestrian crossing
Kiss and Ride
Station with
ticket booth
Station platform
Kiss and
Ride
Drop-off for local circulator
(City Shuttle)

Figure Diagram
6Station Types
Employment Center
Employment Center Stations
These destination stations serve suburban centers
of employment, for example, office parks, hospital
complexes, college campuses, large mixed-use
centers, and shopping centers. Employment
centers close to the station will require direct
sidewalk connections for pedestrians, while those
further away may not be walkable, but would be
within shuttle bus access. A plaza area should be
incorporated into the front of the station and the
surrounding bus and shuttle drop-off areas. Due to
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.
Station Area Zoning
• Site Acreage:
• Transit Access:
Local services
• Parking:
COMMERCIAL ZONING
FAR > 2.5

Functional Diagram
LOCALROAD
STATION
CANOPY
PLAZA
500’PLATFORM
COMMERCIAL
&
OFFICE
BUILDING
OFFICE
BUILDING
EXISTING
EMPLOYMENT
CENTER (I.E. HOSPITAL
COMPLEX, SHOPPING
CENTER, UNIVERSITY
CAMPUS, ETC)
EXISTING
EMPLOYMENT
CENTER (I.E. HOSPITAL
COMPLEX, SHOPPING
CENTER, UNIVERSITY
CAMPUS, ETC)
PLATFORM
PLATFORM
MIN.100’
FEC SHARED CORRIDOR
(100’ R.O.W)
COMMERCIAL
&
OFFICE
BUILDING
COMMERCIAL
&
OFFICE
BUILDING
BUS/SHUTTLEDROP-OFFAREA
AT GRADE
PEDESTRIAN
CROSSING
COLLECTOR ROAD
Commuter Rail-Employment Center
(Local Station)
Note: Some stations may be more or less remote
LEGEND
FEC CIRCULATION
SECURITY FENCE
VEHICULAR PARKING

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

Employment centers can be
office parks, hospital
complexes, universities, or
other large mixed-use centers.
No dedicated parking is needed
at employment center stations;
parking can be shared.
Surrounding buildings are 3-5
stories or above with surface or
structured parking.
Local road with
on-street parking
Collector street
Commercial/Office building
Existing/future
employment center
Local road
Kiss and Ride

Figure Diagram
Station Types
Local Park and Ride7
Local Park andRide Station
Located on collector roads, these stations handle
moderate volumes of traffic, mainly accessible
by cars and buses. Safe pedestrian connections
must be designed to circulate people from drop-off
areas and parking lots or structures to the station
entrance. Kiss and Ride and Bus Drop-offs, should
be placed closest to the station entrance followed
by short-term parking. As vehicles and buses are
diverted from the major arterial road, a one-way
road helps minimize traffic congestion around drop-
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
the future. Thus parking lots could be future
development sites for TOD within appropriate
regions.
Station Area Zoning
• Site Acreage:
Two (2) to six (6) Acres
• Transit Access:
Local services
• Parking:
COMMERCIAL ZONING
FAR > 2.5

Functional Diagram
BUSDROP-OFF
KISSANDRIDEAREA
COLLECTORROAD
500’PLATFORM
AT GRADE
PEDESTRIAN CROSSING
STATION
MIN.100’
FEC SHARED CORRIDOR
(100’ R.O.W)
SURFACE PARKING
/ PARKING STRUCTURE
/ POTENTAIL MIXED-USE
SURFACE PARKING
/ PARKING STRUCTURE
SURFACE PARKING
/ PARKING STRUCTURE
SURFACE PARKING
/ PARKING STRUCTURE
SURFACE PARKING
/ PARKING STRUCTURE
COLLECTOR ROAD
ARTERIALROAD
PEDESTRIAN
PLAZA
Commuter Rail-Local Park and Ride
(Local Station)
LEGEND
FEC CIRCULATION
SECURITY FENCE
VEHICULAR PARKING

Prototypical Plan
Local Park and Ride
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.
Stations should be connected
to surrounding development
by sidewalks or walking
paths.
Station platform
Parking area
(with future development potential)
Station with
ticket booth
Landscaped
buffer
At-grade
vehicular
crossing
At-grade
pedestrian
crossing

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

Figure Diagram
Station Types
Special Events8
Special Events Venue Station
These stations need to be expressly designed to
accommodate the specific venue they facilitate, i.e.,
a stadium or arena. The station and surrounding
areas will have to simultaneously manage large
crowds for short periods of time. Pedestrian
bridges can be used to link people from the
stadium and/or venue building to the transit station
and platforms.
No transit-related parking is necessary unless
the station functions as another type in addition
to serving as an events venue. If the stadium or
venue is located within a dense mixed-used urban
environment, parking may be shared with other
surrounding structured parking. If possible, a
pedestrian bridge should be used from the parking
structure to the station and the stadium or venue.
• Site Acreage:
No dedicated acreage requirement
• Transit Access:
Local services and express services
• Parking:
Station Area Zoning
• No zoning requirements unless combined
with another station type

Functional Diagram
STADIUM /
ARENA
MIXED USE
MIXED USE
ADDITIONAL
PARKING
(SURFACE PARK-
ING OR PARKING
STRUCTURE
COLLECTORROAD
ARTERIAL ROAD
AT GRADE PEDESTRIAN
CROSSING
MIN.100’STATION
STATION
FEC SHARED CORRIDOR
(100’ R.O.W)
500’PLATFORM
LOCAL ROAD WITH ON-STREET PARKING
LOCAL ROAD WITH ON-STREET PARKING
BUSDROP
OFFAREA
Commuter Rail-Special Events
(Local Station)
LEGEND
FEC CIRCULATION
SECURITY FENCE
VEHICULAR PARKING

Prototypical Plan
Special Events Venue
With the exception of event
days, these stations are quiet
and primarily serve the local
community. Venue parking
can sometimes be shared
with commuters.
These stations are designed
to facilitate large volumes of
passengers leaving events at
the same time.
Pedestrian bridge connection to
Arena, Station, Parking structure
Bus drop-off
Arterial Road
Arena/Special Events Venue

Station Tower with ticket
booths at ground level
Station platform
At-grade pedestrian crossing
At-grade vehicular crossing
Collector road
Parking Structure

FECSHAREDCORRIDOR
(100’R.O.W)
EXPRESSPASSENGER
&FECFREIGHT
FECSHAREDCORRIDOR
(100’R.O.W)
FEC
FREIGHT
Prototypical Plan
Commuter Rail Transit
Alternative Transit Modes:
Currently, five (5) separate modes of transit are
being assessed for the SFECC Transit System.
Each mode carries a set of requirements that may
vary depending on the type of technology and final
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:
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
on the station type and the types of services
accommodated at the station, platform-to-track
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
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
structures provide direct connection into above-
grade pedestrian crossings, i.e., catwalks,
pedestrian bridges, etc.
Note:
Diagram shows typical platform configurations for
the Commuter Rail mode. Variations may occur
depending on specific site conditions.
Platforms should be designed for high-level
boarding to ensure universal accessibility and
compliance with ADA guidelines.
Station platform
Station entry
Station platform
Station entry

MIN. 100’
COMMUTER RAIL PLATFORM
(500’ LENGTH, WIDTH 25’)
MIN. 100’
COMMUTER RAIL PLATFORM
Local Commuter Rail
Express Commuter Rail
Two (2) Center Island Platforms
Two- (2) Sided Platform
LEGEND
FEC CIRCULATION
SECURITY FENCE
AT GRADE PEDESTRIAN PLATFORM
CROSSING

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

LRT PLATFORM
MIN. 30’
LEGEND
FEC CIRCULATION
SECURITY FENCE
AT GRADE PEDESTRIAN PLATFORM
CROSSING
One (1) Center/Island Platform

SFECC Station Design Guidelines Overview

SFECC Station Design Guidelines Overview

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SFECC Station Design Guidelines Overview