The town and country pattern organizes development in a manner that is very conducive to transit service, consisting of pedestrian-oriented nodes that make prime locations for transit stops. The specific operational characteristics of transit vary considerably within the different district types, as illustrated in the matrix and described below: 

8.2.1 Historic Center 

The historic center contains the intensities of activity and pedestrian connectivity required to function as a major transit zone. Because such a zone would attract many riders, distinct separate designated stops are warranted. Because the density of activity is great, the spacing of such stops should be relatively tight, approximately one stop per ¼-mile (approximately every two blocks). These stops should be clearly designated and, because they will presumably serve as the flagship stops of the system, they should contain all the available transit amenities, such as shelters, benches, route signs, and even artwork. 

The historic center also consists of densities and overall volumes of activity required to support “circulator” transit services, such as the current Columbia trolley. These circulators are designed to distribute people throughout the central area, taking them from “sub-nodes” within the area to regional transit stops and other significant gathering places.  

8.2.2 Urban Villages 

Designated stops are likewise appropriate for urban villages since these areas typically consist of the region’s highest overall residential densities, and thus the greatest concentration of transit “origins.” Stops should generally be spaced approximately ¼-mile to ½-mile apart, which will allow most residents to reach them by a walk of no more than ¼-mile. Any existing definable “centers” in these urban villages serve as excellent locations for transit stops. 

As with the historic center, urban village stations should consist of amenities such as shelters and benches, since the rider ship generated by these stops is likely very consistent. In these areas, buses should physically stop only when someone wants to get on or off the bus (as opposed to at every shelter). This can lead to considerable travel time savings through the corridor and hence increase the attractiveness of transit use. 

8.2.3 Suburban Villages 

Bus stops in suburban village areas should occur at significant clusters of development along the route, with a desirable spacing of no more than approximately ¾-mile apart. Because the main traffic artery usually represents the only continuous thoroughfare through such suburban village areas, the mixing of buses with regional traffic is almost unavoidable. However, a future increase in cluster-like development at distinguishable nodes—together with the potential attractiveness of park-and-ride service—may increase the future feasibility of “premium” transit service (possibly rail) along these congested corridors, provided that the main artery is paralleled by a continuous right-of-way such as a railroad corridor. 

8.2.4 Existing Towns and Neighborhoods 

Many existing outlying residential neighborhoods have not been designed with pedestrians or transit service in mind, so are not likely to contribute strong ridership. However, as a public service and as a general policy goal, it is important to provide all people with the option of using transit. Where distinct neighborhood centers or areas of increased intensity are available in existing towns and neighborhoods, these would make logical locations for transit stops. When such fluctuations in density or land use are not evident, then park-and-ride (or bike-and-ride) stops exhibit the greatest promise of drawing people from the surrounding neighborhoods. 

8.2.5 New Villages 

New villages function like small-scale versions of the historic town center and hence warrant distinct stops and stations with all the amenities the system has to offer. The stations should be spaced approximately ¼-mile apart or near important gathering spaces. 

If several of these new villages along a corridor grow to a sufficient size and attain a certain threshold of activity, then premium transit may one day become feasible. The ideal canvas for light rail is a string of several medium-sized, pedestrian-oriented villages emanating from a strong and vibrant city center, elements that are certainly attainable and encouraged under the town and country vision.
 

8.2.6 Country

As transit routes extend from village to village, they will traverse the country areas of the County. Riders in these areas will be few and far between because of the very nature of the country. Consequently, stops need consist of no more than signs placed at locations where bus drivers can readily see the approaching stops, and where embarking and debarking passengers are not endangered by unfavorable traffic or topographical conditions. Once again, buses need only physically stop when someone wants to board or de-board the bus.

8.2.7 Congaree Preserve

As with the country, transit service to the Congaree Preserve will not likely generate a great deal of rider ship. However, in the effort to make all public assets accessible to the entire public, it is important that there exist some sort of transit service to such areas, even if it consists only of weekend excursion buses. The logical stopping points for such buses would be the recreational facilities and trailheads serving as access points to the valuable natural resources of the Congaree Swamp.