Public Transport Infrastructure Manual (PTIM)

Public Transport
Infrastructure Manual (PTIM)

2015
Department of Transport and Main Roads – TransLink Division
Public Transport Infrastructure Manual. Published by Department
of Transport and Main Roads – TransLink Division 2015.
© The State of Queensland (Department of Transport and Main

Roads) 2015
http://creativecommons.org/licences/by/3.0/au
This work is licensed under a Creative Commons Attribution 3.0
Australia Licence.
To attribute this material, cite State of Queensland (Department of
Transport and Main Roads) 2015, TransLink Division Public Transport
Infrastructure Manual.
Disclaimer
This manual is intended to provide good practice guidelines for

the planning and design of public transport infrastructure only.
Users of this manual should not rely solely upon the information
contained in this manual and should undertake and/or obtain
their own independent professional assessment of accessibility,
engineering, construction, installation, ongoing maintenance
and safety requirements when planning and designing public
transport infrastructure.
In providing these guidelines, the Department of Transport and Main

Roads – TransLink Division in no way guarantees or warrants the
accuracy or currency of any information contained in this manual.
The Department of Transport and Main Roads – TransLink Division
disclaims all responsibility and liability (including, without limitation,
liability for negligence) for any loss, damage, expense or costs arising
out of or incidental to the use of any of the information contained in
this manual.
The Department of Transport and Main Roads – TransLink Division

reserves the right to change, alter or amend any of the information
contained in this manual without notice. Users must make their own
independent enquiries to ensure they obtain up-to-date information
prior to undertaking the planning or design of public transport
infrastructure.
Contact
Phone: 13 12 30
Web: translink.com.au
Mail: GPO Box 50
Brisbane Qld 4001
Chapter 1 – Background and application
Contents
1 Background and application 2
1.1 PTIM structure 2
1.1.1 Introduction 2
1.2 Abbreviations 3
1.3 Glossary 4
1.4 Reference materials and 8

supporting information
1.5 Introduction 13
1.5.1 Purpose and objectives of the PTIM 14
1.6 Application of the PTIM 15
The intended audience of the PTIM 15

1.6.1
Using the PTIM 15

1.6.2
1.7 TransLink strategic priorities 17
1.8 Planning and design 18
Overarching considerations 18
1.8.1
Public Transport Infrastructure Manual, Department of Transport and Main Roads, March 2016 1
1.1 PTIM structure

The Public Transport Infrastructure Manual is relevant to
1.1.1 Introduction developers of public transport infrastructure, those planning public
transport provision and development assessment. The document
is divided into two main sections:
• Guiding principles for public transport development
• Modal infrastructure chapters.
Figure 1.1 below illustrates this structure.
Figure 1.1 –
Public Transport Infrastructure Manual PTIM overview
Guiding Principles
Public Transport Infrastructure Manual
Background and
application
Planning and
design
Supporting access
infrastructure
Branding, theming
and signage
Chapter 1 –
Background Chapter 2 – Chapter 3 – Chapter 4 –
and application
Background Planning and Supporting Branding,
and application design access theming and
infrastructure signage
Modal Infrastructure Chapters
Chapter 5 – Chapter 6 – Chapter 7 –

Bus stop Bus station Taxi facilities
infrastructure
Bus stop
infrastructure infrastructure
infrastructure
Bus station
Taxi facilities
NOTE: The figure indicates the documents currently available and which can be downloaded from the
TransLink website www.translink.com.au.
2 Public Transport Infrastructure Manual, Department of Transport and Main Roads, March 2016
1.2 Abbreviations
AHRC Australian Human Rights Commission NCC National Construction Code of Australia
AS Australian Standards NTS Not to scale
AS/NZS Australian/New Zealand Standards PTIM Public Transport Infrastructure Manual
ATIA Australian Taxi Industry Association PWD Person with a disability
ATM Automatic Teller Machine QPS Queensland Police Service
AVVM Add Value Vending Machine QR Queensland Rail
BCA Building Code of Australia QRR Queensland Road Rules
BCC Brisbane City Council SACID Stand Alone Card Interface Device
BRT Bus Rapid Transit SEQ South East Queensland
CCTV Close Circuit Television Transit Capacity and Quality

TCQSM
of Service Manual
CPTED
Crime Prevention through
Environmental Design TGSI Tactile Ground Surface Indicator
DDA Disability Discrimination Act 1992 WAT Wheelchair Accessible Taxi
Disability Standards for Accessible

DSAPT
Public Transport 2002
HOV High Occupancy Vehicle
ITS Intelligent Transport System
LED Light emitting diode
LOS Level-of-Service
LRT Light Rail Transit
MBP Minimum Boarding Point
MUTCD Manual of Uniform Traffic Control Devices
1.3 Glossary
Add Value Vending Machine A self-serve electric ticketing fare machine consisting of a touch screen display,
(AVVM) card reader and cash payment options, used to purchase paper tickets or perform a
limited range of go card functions including displaying the card balance, transaction
history, or adding value to the go card.
Amenity Provision of a comfortable, interesting, high-quality environment, including:
• high quality (visually-appealing) finishes that are durable, self-cleaning, vandal
resistant and easy to maintain
• use of materials and finishing consistent with those in adjacent public transport
facilities
• interesting internal and external views from paths
• quality textured landscapes and architecture
• public art and community literacy elements where applicable.
Branding The TransLink logo, ellipse device and name style and where applicable, the
Queensland Coat of Arms.
Bus Rapid Transit (BRT) A form of mass transit which utilises buses operating at a higher capacity and
frequency than conventional bus networks. BRT typically features a unique identity
with segregated right-of-way measures such as dedicated road corridors (referred to
as busways) or HOV lanes. BRT infrastructure such as stations and busway corridors
can be at surface grade, elevated or below ground level. BRT is often characterised
as offering the quality of metro rail systems with the flexibility of buses.
Bus feeder Local or neighbourhood bus services which operate within lower urban density
neighbourhood communities and provide transport connections for passengers
wanting to interchange with more frequent line-haul services along designated
high-frequency services routes or corridors.
Bus layover Waiting location for vehicles (commonly at stations) to adjust time between services,
enable driver change-over, or scheduled rest/meal break, or commence a new
service route.
Bus stop A collector point for pedestrians along a public transport route that allows for
boarding and alighting, that also includes a portion of the roadway for the stopping
of a bus. Refer Transport Operations (Road Rules) Regulation 2009 for further detail.
Bus station A high-quality passenger transport facility that acts as a central departure and/or
destination point to accommodate high passenger volumes.
Busway A route especially designed and constructed for, and dedicated to, the priority
movement of buses for public transport purposes. Busways can be either at-grade or
grade-separated (i.e. elevated over the surrounding development). Refer Transport
Infrastructure Act 1994 for further detail.
Crime Prevention Through An approach using multidisciplinary urban design principles to reduce the incidence
Environmental Design and perception of crime in the built environment.
(CPTED)
Equivalent access A process, often involving the provision of direct assistance, under which an
operator or provider is permitted to vary the equipment or facilities that give
access to a public transport service, so long as an equivalent standard of amenity,
availability, comfort, convenience, dignity, price and safety is maintained. It does
not include a segregated or parallel service.
Facility Any form of infrastructure used for a particular purpose for public transport (i.e. a
whole station is considered to be a facility, and a bicycle cage or park ‘n’ ride is also
defined as a facility).
Fruin Level-of-Service (LOS) Based on the literature by J. Fruin (1987) Pedestrian Planning and Design. Fruin
defines the required level-of-service by outlining the quantified area needed for
pedestrians to comfortably walk, queue, wait or travel through pedestrians spaces
(such as station platforms, elevators, stairways, walkways and other public spaces).
Future-proofing The specific provision made for the possible expansion of infrastructure and services
due to potential or anticipated increase (or decrease) in future passenger demand.
Grade separation The infrastructure provision for public transport corridors to offer the highest level
of travel priority by operating exclusively (either vertically or horizontally) from other
transport modes, in order to minimise disruption (that is, busways, rail lines and
stations typically feature grade-separated treatments so that they are not in conflict
with private vehicle traffic).
Hail ‘n’ ride service A hail ‘n’ ride service is a service operated by a bus that follows set routes, but may
stop for passengers at any safe point on the route.
High Occupancy Vehicle A lane along a road corridor which is dedicated for use by high-occupancy vehicles
(HOV) Lane such as buses or private cars with more than one occupant.
Independent stop A type of bus stop which is designed for one or a particular set of pre-designated
services. Independent stops are characterised by individually laid out platforms with
designated stopping areas for buses. This is in contrast to a lead stop set-up which
features one stop along a platform which all buses pull up to if servicing the stop
or station.
Infrastructure In this manual the term infrastructure is defined as any item in the TransLink network
that has been designed, constructed, installed or any fixture or fitting required for
the appropriate function of a public transport system (that is, but not limited to –
seats, platforms, stairs, overpasses, shelters, signage, furniture, information and
display devices, security devices, enhancements, vehicle arrangement requirements,
pedestrian infrastructure, cycle infrastructure and parking infrastructure).
Intelligent Transport The general term for electronic infrastructure used at public transport stops and
Systems (ITS) stations to assist customers and operators with the operation and function of the
transport system. ITS can include but is not limited to, security cameras (CCTV), real-
time-information, public address systems, and other public transport information.
Kiss 'n' ride Vehicle drop-off or pick-up zone for passengers arriving from, or leaving for, a public
transport service (also includes taxis).
Lead stop A bus stop which is designed to have a single platform boarding point for
passengers where bus vehicles platoon behind each other as opposed to
independent designated stops for different services. Lead stop situations are typical
for bus stops with a high-frequency of services passing through and are designed to
reduce dwell times.
Level-of-Service (LOS) The measure of effectiveness by which traffic engineers determine the quality of
service on elements of transport infrastructure. The level-of-service in this manual
predominately specifies the amount of space required for acceptable pedestrian
waiting areas (see Fruin Level-of-Service).
Livery The distinctive design and visual appearance of public transport vehicles. Livery has
been specifically designed by TransLink so that vehicles are instantly recognisable
as being part of the TransLink network.
Functional station design Fundamental design objectives which define how a station should function and
operate/perform (with emphasis on the spatial relationship between human to
human and human to built environment interaction) to satisfy the requirements of
the intended customer (i.e. the passenger) and the TransLink network.
Mode The particular type of vehicle used on a transport service such as train, bus, and
light rail (can also include the private car).
Modular infrastructure Infrastructure which has been designed and assembled into a prefabricated kit of
parts (for example shelters and seating) allowing for minimal construction, efficient
maintenance, ease of modification and potential expansion (thus minimising
level of disturbance to a site). Modular infrastructure also allows for uniformity in
infrastructure design which ensures high legibility for passengers using the public
transport system.
Park 'n' ride Commuter car parking area at public transport stops and stations for accessing
public transport services. Generally also accommodates kiss ‘n’ ride zones.
Public address system An electronic communication device (generally located at stations) used for
informing public transport patrons of public transport messages, warnings and
other information.
Public transport corridor Land on which any of the following public transport infrastructure is situated, if the
infrastructure is, or is to be, used for providing a public passenger service, including
buses or busway, light rail or rail transport infrastructure. Refer Sustainable Planning
Regulation 2009, Schedule 26 for further detail.
Public transport service A form of travel provided by high-occupancy vehicles (for example, bus, train or
ferry) along set paths of travel and at scheduled intervals during a day. A public
transport service can be operated by governments or private organisations and
provides equitable access to transport for the whole community as opposed to
private transport which only provides transport to the individual or passengers
given consent. Refer Transport Operations (Passenger Transport) No. 43, 1994 for
further detail.
qconnect A Queensland Government initiative providing improved public transport services
and greater connectivity between services throughout regional, rural and remote
Queensland. The qconnect brand signifies integration of transport modes and
operators across Queensland.
Rapid transit A form of public transport which involves very high passenger demand resulting
in high-quality infrastructure with very frequent services. A distinctive feature of
rapid transit is the travel priority given through grade-separated treatments (such as
busways or rail corridors).
Real-time The ability to monitor and communicate, using global positioning technology, up-
to-date information for expected performance of public transport services based on
their distance away from a specific location.
Signage The use of a consistent signage suite that has been developed to create seamless
identification of public transport infrastructure for a range of different modal
facilities, to improve overall network legibility and way-finding.
Stand Alone Card Interface An electronic device (usually placed at the entry/exit and key decision points of
Device (SACID) stations) used by passengers to validate a go card at the commencement and end of
their trip so that their trip fare can be calculated.
Station A high quality public transport facility which acts as a central departure and/
or destination point to accommodate high passenger volumes. Stations provide
passengers with the key point of connection between a public transport service
and a desired destination (or transfer point enroute to a destination). Refer to PTIM,
Station Planning and Design Manual for details.
Station formation A key step in the planning and design process as defined in the PTIM of taking a
generic station layout and configuring this to meet the specific function and
site requirements.
Supporting access The infrastructure which provides the key connection between a TransLink stop or
infrastructure station and the immediate surrounding environment. In this manual, this includes
pedestrian, bicycle, bus feeder, kiss ‘n’ ride and park ‘n’ ride infrastructure.
Tactile Ground Surface Raised ground surface texture treatments (usually paving) used by people with
Indicator (TGSI) vision impairments to navigate their way in the built environment. TGSIs assist users
by providing warning and directional information, and typically consist of square
tiles with raised profiles laid in logical locations.
Theming The specific design language created through the use of the TransLink infrastructure
colour palette and structural design features and finishes.
The Premises Standards The Disability (Access to Premises-Buildings) Standards 2010
The Transport Standards The Disability Standards for Accessible Public Transport 2002 (DSAPT)
TransLink TransLink is a division within the department of Transport and Main Roads
Wayfinding Involves a range of navigation techniques to assist the independent and safe
movement of people from one place to another.
1.4 Reference materials

and supporting information
The applicable information resources and references include (but are not limited to):
Legislation
Commonwealth • Disability Discrimination Act 1992 (DDA)
State • Anti-Discrimination Act 1991 (ADA)
• Transport Infrastructure Act 1994
• Transport Operations (Passenger Transport) Act 1994
–– Transport Operations (Passenger Transport) Regulations 2005
–– Transport Operations (Passenger Transport) Standards 2010
• Transport Operations (Road Use Management) Act 1995
–– Transport Operations (Road Use Management—Road Rules) Regulation 2009
• Transport Planning and Coordination Act 1994
–– Transport Planning and Coordination Regulation 2005
• Transport Security (Counter Terrorism) Act 2008
• Transport (Rail Safety) Act 2010
http://www.tmr.qld.gov.au/About-us/Corporate-information/Legislation.aspx
Disability Standards and
Guidelines
Standards and • Disability Standards for Accessible Public Transport 2002 (Cth)
Supplementary Material (Transport Standards)
• Disability Standards for Accessible Public Transport Guidelines 2004 (No. 3)
• Disability (Access to Premises – Buildings) Standards 2010 (Premises Standards)
Guidelines • Australian Human Rights Commission. (2010) Accessible bus stop guidelines
https://www.humanrights.gov.au/australian-human-rights-commission-
accessible-bus-stops-guidelines
• Australian Human Rights Commission (2013) Guidelines on the application of the
Premises Standards, Version 2 https://www.humanrights.gov.au/guidelines-
application-premises-standards
Australian Standards
Access and Mobility • A
S 1428.1-2009 - Design for access and mobility - General requirements for
access - New building work
• A
S 1428.1-2009/Amdt 1-2010 - Design for access and mobility - General
requirements for access - New building work
• A
S 1428.1-2001 (superseded) - Design for access and mobility - General
requirements for access - New building work *
• A
S 1428.2-1992 (R2015) - Design for access and mobility - Enhanced and
additional requirements - Buildings and facilities *
• A
S 1428.4-1992 (superseded) - Design for access and mobility - Tactile ground
surface indicators for the orientation of people with vision impairment *
• A
S/NZS 1428.4:2002 (superseded) - Design for access and mobility
- Tactile indicator
• A
S/NZS 1428.4.1:2009 - Design for access and mobility - Means to assist the
orientation of people with vision impairment - Tactile ground surface indicators
• A
S/NZS 1428.4.1:2009/Amdt 1:2010 - Design for access and mobility - Means to
assist the orientation of people with vision impairment - Tactile ground
surface indicators
• A
S/NZS 1428.4.1:2009/Amdt 2:2014 - Design for access and mobility - Means to
assist the orientation of people with vision impairment - Tactile ground
surface indicators
• A
S 1735.12-1999 - Lifts, escalators and moving walks - Facilities for persons
with disabilities *
• A
S/NZS 3856.1:1998 - Hoists and ramps for people with disabilities - Vehicle-
mounted - Product requirements
* Edition of AS1428 applicable at the time of the Transport Standards/DSAPT were developed.
Parking • AS 2890.3-1993—Parking Facilities—Bicycle parking facilities

• AS/NZS 2890.1-2004—Parking facilities—Off-street car parking
• AS 2890.5 – 1993 —Parking facilities—On-street parking
• A
S/NZS 2890.6:2009 - Parking facilities - Off-street parking for people
with disabilities
Signage and Traffic Control • AS 1742.10—Manual of uniform traffic control devices—Pedestrian control and
Devices protection, 2009
• AS 1742.11—Manual of uniform traffic control devices—Parking controls, 1999
Access and Safety • AS/NZS 3661.2-1994—Slip resistance of pedestrian surfaces—Guide to the
reduction of slip hazards
• AS 4586-2013—Slip resistance classification of new pedestrian surface materials
• AS 4663-2013—Slip resistance measurement of existing pedestrian surfaces
Lighting • A
S/NZS 1158.3.1:2005 - Lighting for roads and public spaces - Pedestrian area
(Category P) lighting - Performance and design requirements
• A
S/NZS 1158.4:2015 - Lighting for roads and public spaces - Lighting of
pedestrian crossings
• A
S/NZS 1680.2.1:2008 - Interior and workplace lighting - Specific applications -
Circulation spaces and other general areas
National Standards
• National Construction Code of Australia (NCC) 2015
https://services.abcb.gov.au/NCCOnline/Publications/2015
• B
uilding Code of Australia Class 2 to Class 9 Buildings (NCC Volume 1) Contains
the regulations for commercial buildings
• B
uilding Code of Australia Class 1 and Class 10 Buildings (NCC Volume 2)
Contains the regulations for residential buildings
Australian Design Rules http://www.infrastructure.gov.au/roads/motor/design/
(ADR) • V
ehicle Standard (Australian Design Rule 58/00 – Requirements for Omnibuses
Designed for Hire and Reward) 2006
Austroads • Austroads. (2010). Guide to Road Design, Part 3—Geometric Design (Publication
No: AGRD03-10). Sydney: Austroads Ltd.
• Austroads (2009) Guide to Road Design Part 4 – Intersections and Crossings –
General (Publication AGRD04/09). Sydney Austroads Incorporated.
• Austroads (2010) Guide to Road Design Part 4A– Unsignalised and Signalised
Intersections (Publication AGRD04A/10). Sydney Austroads Incorporated.
• Austroads (2009) Guide to Road Design Part 6A– Pedestrian and Cyclist Paths
(Publication AGRD06A/09). Sydney Austroads Incorporated
• Austroads (2008) Guide to Traffic Management, Part 11—Parking, Publication No.
AGTM11/08 Sydney, Austroads Incorporated.
• Austroads (2014) Cycling Aspects of Austroads Guides (Publication No AP-G88-
14). Sydney: Austroads Incorporated.
• Austroads. (2001). Forecasting Demand for Bicycle Facilities (Publication No. AP-
R194/01). Sydney: Austroads Incorporated.
• Austroads. (2006). Pedestrian–Cyclist Conflict Minimisation on Shared Paths and
Footpaths, Publication No. AP-R287/06, Sydney, Austroads Incorporated.
• N.B. Austroads’ Guide to Traffic Engineering Practice has been superseded.
Relevant information is now in Guide to Road Design 2009 (particularly
Parts 4, 4A and 6A) and Guide to Traffic Management. Cycling Aspects of
Austroads Guides provides a summary of cycling related information from
all Austroad guides.
Queensland Government
Publications
• G
rowth Management Queensland. (2009). Transit Oriented Development: guide
for practitioners in Queensland. Brisbane: Queensland Government.
• Q
ueensland Government. (2007). Crime Prevention Through
Environmental Design Guidelines for Queensland – Parts A and B. Brisbane:
Queensland Government.
Department of Transport
and Main Roads
• D
epartment of Transport and Main Roads. (2013). Engineering Innovation
within the Department of Transport and Main Roads. Brisbane:
• D
epartment of Transport and Main Roads. (2012). Manual of Uniform Traffic
Control Devices (MUTCD) (Fourth Issue). Brisbane: Queensland Government.
• D
epartment of Transport and Main Roads. (2013). Road Planning and Design
Manual (Second edition). Brisbane: Queensland Government.
http://www.tmr.qld.gov.au/business-industry/Technical-standards-publications/
Road-planning-and-design-manual-2nd-edition.aspx
• D
epartment of Transport and Main Roads. Road Planning and Design Manual
(first edition). Brisbane: Queensland Government. http://www.tmr.qld.gov.au/
business-industry/Technical-standards-publications/Road-planning-and-design-
manual.aspx
Pedestrian • D
epartment of Main Roads. (2006). Pedestrian Safety and Accessibility Audit
Tools. Brisbane: Queensland Government.
• D
epartment of Main Roads. (2004). Road Planning and Design Manual
(First edition) – Chapter 5: Traffic Parameters and Human Factors. Brisbane:
Cycle • D
epartment of Transport and Main Roads. (2012). Queensland Cycle Network
Signage Guidelines. Brisbane: Queensland Government.
www.tmr.qld.gov.au/~/media/busind/techstdpubs/trum/136Amend18.pdf
• D
epartment of Transport and Main Roads. (2012). Manual of Uniform Traffic
Control Devices (Fourth Issue) – Part 9 – Bicycle Facilities.
Brisbane: Queensland Government.
• D
epartment of Transport and Main Roads. (2013). Technical Information for
Cycling
www.tmr.qld.gov.au/Travel-and-transport/Cycling/Bike-user-guide/Technical-
information.aspx
Passenger Transport • D
epartment of Transport and Main Roads. (2011). Planning for Safe Transport
Infrastructure Infrastructure at Schools. Brisbane: Queensland Government.
• D
epartment of Transport and Main Roads TransLink Division. (2013) Passenger
Transport Guidelines on Achieving Infrastructure Accessibility (First Issue).
Brisbane: Queensland Government.
• D
epartment of Main Roads. (2002). Road Planning and Design Manual (First
edition) – Chapter 20: Roadside Amenities. Brisbane: Queensland Government.
General References
Urban Design/Streets • Creating Places for People - An Urban Design Protocol for Australian Cities 2011
http://urbandesign.org.au/
• Institute of Public Works Engineering Australia, Queensland Division Inc. &
Parsons Brinckerhoff. (2010) Complete Streets: Guidelines for urban street
design. Fortitude Valley: IPWEAQ.
Pedestrian Capacity • Fruin, J.J. & Strakosch, G.R. (1987). Pedestrian Planning and Design (revised).
Elevator World.
Cycle • Australian Bicycle Council, Cycling Resource Centre

www.cyclingresourcecentre.org.au/
• Pedestrian and Bicycle Transport Association of Australasia
www.pedbiketrans.asn.au
Public Transport (bus, bus • Auckland Regional Transport Authority. (2009). Bus Stop Infrastructure Design
stations) Guidelines. Auckland: The Auckland Regional Transport Authority.
• Transport Cooperative Research Program. (2013). Transit Capacity and Quality of
Service Manual (Third Edition). Washington: Transportation Research Board.
• NSW Transport State Transit. (2011). State Transit Bus Infrastructure Guide
(Second Issue). Sydney: NSW Government www.statetransit.info/publications
• Public Transport Authority of WA. (2010). Public Transport Bus Stop Site Layout
Guidelines. Perth: Public Transport Authority of WA.
• Transport for London. (2006). Accessible bus stop design guidance. London:
Transport for London
www.tfl.gov.uk/assets/downloads/accessibile_bus_stop_ design_guidance.pdf
• VicRoads. (2006). Bus Stop Guidelines. Kew: VicRoads www.vicroads.vic.gov.au
Taxi • A
ustralian Taxi Industry Association (ATIA) - www.atia.com.au ‘Taxi Rank Design
Specification April 2012
• Taxi Council of Queensland - www.tcq.org.au
• VicRoads (2006) Taxi Rank Guidelines, Kew. VicRoads
www.vicroads.vic.gov.au/business-and-industry/design-and-management/
design-standards-and-manuals/guidelines-for-public-transport
1.5 Introduction
Public transport infrastructure is a critical component of For the purposes of this PTIM the following
operating an efficient and safe public transport system in definitions apply:
Queensland. This Public Transport Infrastructure Manual
(PTIM) establishes guidelines for the planning and Public transport means the carriage of a passenger
design of public transport infrastructure. by a public passenger service using a public transport
passenger vehicle.
The PTIM is developed and updated by the Department
of Transport and Main Roads’ TransLink Division. Public transport infrastructure means infrastructure for,
TransLink is responsible for the oversight of the public or associated with, the provision of public passenger
transport networks across Queensland. transport, including, but not limited to a:
• ferry terminal, jetty, pontoon or landing
for ferry services
• bus stop, bus shelter, bus station or bus layovers
• busway station
• light rail station
• taxi rank, limousine rank or limousine
standing area
• railway station
• vehicle parking and set-down facilities
• pedestrian and bicycle paths and bicycle facilities
• road on which a public passenger transport
service operates.
Refer to the Transport Planning and Coordination Act

1994 for further detail.
Public transport infrastructure is a key component of providing

1.5.1 Purpose and quality customer access, convenience, safety and comfort.
objectives of the PTIM The PTIM provides a practical framework to ensure TransLink’s
policy objectives are translated to the planning, design and
delivery of public transport infrastructure.
The objectives of the PTIM are to:

• Inform and guide the planning and design of public transport
infrastructure across Queensland by providing a clear and
consistent set of principles and guidelines
• Encourage the use of best practice guidelines in the planning
and design of public transport infrastructure
• Ensure public transport infrastructure complies with relevant
standards and regulations
• Ensure a consistent approach is applied across the
state, with consideration of local climatic and
environmental characteristics.
1.6 Application of
the PTIM
1.6.1 The intended audience 1.6.2 Using the PTIM
of the PTIM The PTIM should be referred to before starting
to plan new public transport infrastructure projects.
The PTIM is an overarching reference tool for the It represents TransLink’s overarching requirements
planning and design of public transport infrastructure for the planning, design and implementation of public
in the TransLink network. transport infrastructure across the TransLink network.
The TransLink network includes all public transport
The PTIM is intended for use by professionals in the
services across Queensland. TransLink strategic priorities
transport planning and delivery industry. This generally
illustrated in Figure 1.2 where these highlight TransLink’s
involves, but is not limited to, designers, planners,
objectives for providing an integrated transport network
engineers, architects and other professionals involved
that is safe and accessible to all.
in the planning, design and delivery of public transport
infrastructure in Queensland. TransLink, in partnership with Local Government and in
collaboration with relevant stakeholders and delivery
partners, shall be consulted on the final design for new
infrastructure and upgrade of existing facilities.
1.7 TransLink strategic priorities

Figure 1.2 –
An overview of the TransLink Division Strategic Priorities 2015 – 2019.
Vision
TransLink Strategic Direction Connecting Queensland – delivering passenger transport for prosperity
Purpose
2015–2019 To lead and shape Queensland’s passenger transport system by providing an integrated
transport network, safe and accessible to all
Government • Passenger Transport contributes to the foundation areas in The Queensland Plan of infrastructure,
economy, regions, health and well being, people and governance. We underpin economic and community Values •
•
Customers first
Ideas into actions

•
•
Be courageous
Empower people
Priorities • Partnering with the community, government,
and industry
Objectives development and growth by providing access to jobs and services and by connecting communities • Living One TMR – enabling our people to
• Putting the customer at
• Unleash potential do their best
• We contribute to the Queensland Government’s objectives for the community the centre of all we do
• Improving the way we do business
Strategic Goals Safe and satisfied customers I Patronage growth I Value for money I PT as a positive choice I Connecting people and places I Build capability and enable solutions
Core Strategies Supporting Strategies Drivers Achievement Measures

1.1 Drive efficiencies, operational performance and value for money through next generation service contracts - Better outcomes for Queenslanders - Operator KPI’s
1. Service Delivery Reform Strategy
1.2 Implement agile legislative, policy, business frameworks and processes to support a value for money environment and - Transparency - Contract cost savings
Enable efficient and cost effective delivery of PT services ensure operational delivery
by delivering flexible and responsive frameworks and - Efficiencies
1.3 Utilise technological and market innovation to drive operator performance improvements and to optimise results
models that encompass market innovation
from service delivery reform
2.1 Build an investment framework that enables appropriate investment prioritisation

2. Infrastructure and Services Strategy - Optimise network and resources - Funding utilisation and
2.2 Plan for fit for purpose infrastructure and services that are cost efficient, durable, and provide connectivity and accessibility prioritisation
Deliver the right balance of customer and network services and - Integrate transport modes
2.3 Pursue suitable funding options through partnerships, alternative funding models and investment prioritisation
infrastructure through a transparent investment framework
2.4 Deliver an end to end model that includes consideration of all transport modes, existing infrastructure and services, - Fit for purpose infrastructure and
that reflects an integrated approach to transport planning
customer and technological solutions services
3. Customer Acquisition and Retention Strategy 3.1 Develop and implement customer service offerings that positively influences PT as a modal choice - Our customers - Patronage and revenue
3.2 Develop and enhance information and ticketing systems that improve ease of use to provide a seamless customer experience - Sustainability - Customer satisfaction
Optimise customer experience, patronage and revenue by
understanding and responding to our customers and the 3.3 Maximise revenue through effective use of customer insight/intelligence, product offerings and revenue protection activities
- Evolving market trends - Fare evasion rate
market in which we operate 3.4 Expand awareness and enhance reputation by promoting the benefits of passenger transport and leveraging our brand
4. State-wide Passenger Transport Strategy 4.1 Build a state-wide passenger transport service model that ensures transparency and standardisation of decision making - Transparency - Customer satisfaction
4.2 Implement agile legislative, policy and business frameworks and processes to support a state-wide delivery and
Connect people and communities across Queensland - Connectivity and liveability - Regional investment
management approach
through the application of coherent and transparent
4.3 Leverage local knowledge and experience, and partner with LGA’s and others, to optimise results for all service - Optimise resources
planning and a robust transport services model
delivery areas
5.1 Ensure effective workforce planning to deliver the right capability and capacity
5. People and Capability Strategy - Future capability - Employee Opinion Survey
5.2 Improve values based decision making through engaging with the community and stakeholders
Develop a highly skilled, professional and flexible workforce - Our people - Contract management capability
that can adapt to meet changing priorities and deliver our 5.3 Maintain an engaged workforce and high performance culture
- Productivity - Stakeholder satisfaction
strategic intent 5.4 Capture, share and build knowledge and innovation
• Leadership • High Performance Culture • Fast pace of technological change • Evolving demographics and strong population growth
Strategic Enablers • Technology • Sustainability Strategic Environment • Dynamically changing transport environment • Geographical spread and diversity, and urban development
• Innovation • Constrained fiscal environment and limited resources
Version 1.1
1.8 Planning and design

There are overarching considerations that need to be incorporated
1.8.1 Overarching into the planning and design of public transport infrastructure.
Table 1.1 provides an overview of these considerations for all public
considerations transport infrastructure.
Table 1.1:
Overarching considerations for public transport infrastructure
planning and design
Element Consideration in public transport infrastructure planning and design
Urban design Creating quality urban environments requires balancing of many interests.
Creating Places for People – An Urban Design Protocol for Australian Cities
outlines 12 common urban design principles. These should be considered in
planning and design of public transport infrastructure:
• works within the physical and social context
• fosters excellence, innovation and leadership
• engages with relevant stakeholders
• considers custodianship and maintenance over time
• enhances the local economy, environment and community
• connected, both physically and socially
• diversity of options and experiences
• sustainable, enduring and resilient
• comfortable and welcoming
• vibrant, with people around
• feels safe
• enjoyable and easy to walk and cycle around.
Cross-agency planning Infrastructure to access public transport stops and stations is often the
responsibility of agencies other than TransLink, making cooperative cross-agency
planning essential. The following principles should be applied:
• define agency and stakeholder responsibilities at project inception.
• work with the local government and property owners to ensure public transport
infrastructure is integrated with existing or planned facilities.
• consider local community needs and design appropriately to the local context.
Crime Prevention through • Public transport infrastructure design needs to ensure passengers feel safe
Environmental Design (CPTED) using public transport at any time of the day and night.
• Apply creative urban design principles to reduce the incidence and perception
of crime
• Include the presence of passive surveillance mechanisms and creation of
defensible spaces to act as deterrents of crimes—for example, effective
lighting, enhanced visibility, legible and clearly defined spaces, effective
signage and way-finding, and promoting activity.
For details, refer to the current version of the government’s Crime Prevention
through Environmental Design Guidelines for Queensland.
Branding, theming Public transport infrastructure should be easy for passengers to identify
and signage and understand. This will be achieved by:
• consistent look and feel of infrastructure to provide a recognisable appearance
that sits comfortably with the surrounding community
• consistent design language which is user-friendly, familiar and instils
confidence in existing and potential passengers
• modern, high-quality, open structures with a lightweight appearance
and an approved colour palette.
TransLink branding, theming and signage, including the TransLink colour palette,
must be applied to all new and upgraded public transport infrastructure. For
details of TransLink’s infrastructure colour palette refer to PTIM, Branding,
Theming and Signage chapter.
Disability access compliance All public transport infrastructure must comply with relevant standards and
guidelines for disability access (for example, Commonwealth Disability Standards
for Accessible Public Transport 2002). Designs should incorporate:
• most direct and convenient access from facility entry to boarding points
• buildings or shore lines to facilitate clear and direct access, providing an
effective means of way-finding, and minimising the need for other additional
aids, such as tactile ground surface indicators (TGSI)
• use of consistent layouts and design principles.
For specific projects the project team will engage with relevant disability
reference groups.
Environmental sustainability TransLink and relevant stakeholders involved in public transport infrastructure
projects have an obligation to comply with applicable state and commonwealth
environmental and energy-efficiency standards for all public transport
infrastructure. To support sustainability outcomes, public transport infrastructure
should be designed to:
• minimise impact on biodiversity and open space
• reduce waste consumption and promote re-use and recycling of resources
(for example, water use)
• use environmentally-friendly devices and components within facilities
• improve air quality and promote healthier travel options by providing
appropriate access and cycle facilities. Refer to PTIM, Supporting Access and
Infrastructure chapter.
Human factor TransLink aims to incorporate human factors as a key planning design principle,
to ensure a comfortable and safe public transport environment for its customers.
This includes:
• Providing sensory queues in the environment appropriate to its primary use
and the interface with conflicting use zones (for example, between public
waiting or pathway areas and motor vehicle traffic lanes)
• Defining the behavioural risk profile for a facility or area, prioritising risk and
identifying mitigation strategies for behavioural risk. For example, if legibility
is a high-risk issue, mitigation can be through the scale and form of
information presentation (that is, audio, visual, tactile).
Environmental characteristics When planning, designing and constructing public transport infrastructure,
differing environmental characteristics and factors need to be considered
(for example wet tropical, sub-tropical, dry arid):
• design of infrastructure at any specific location must respond to specific
regional characteristics
• material selections and construction methods must consider the regional
environmental characteristics.
Engineering innovation The Department of Transport and Main Roads’ engineering innovation strategy,
which encompasses the design and construction of public transport facilities,
as follows:
1. identify innovation and opportunities as an essential part of the business
2. develop and maintain capacity to facilitate and manage innovation
3. provide resources for innovation testing and assessment
4. improve by evaluating innovation and implementing learnings.
For further information on the Department’s Engineering Innovation guidelines

refer to the Queensland Government document Engineering Innovation within the
Department of Transport and Main Roads.
The overall process that needs to be followed for planning and design of public transport infrastructure
is illustrated in Figure 1.3.
TransLink
Infrastructure planning
and design process
Key references:
- Planning design guides
Guidelines and Standards
- Planning policies (Public Transport
- Relevant statutory standards Infrastructure Manual)
- Infrastructure components
Feasibility
planning stage
Concept
planning stage
Detailed planning
stage
Delivery,
construction
stage
Operation and
maintenance of
infrastructure
Monitoring and
evaluation,
identification of
new requirements
and standards
Figure 1.3 –
TransLink infrastructure planning and design process
Public Transport Infrastructure Manual, Department of Transport and Main Roads, 2015
March 2016 23
PART B
Contents
Chapter 2 – Planning and Design
2 Planning and Design 2 2.4.2.2 –– Circulation within public transport

13
infrastructure
2.1 Introduction 2
2.4.2.3 –– Density of occupation 15
2.2 Role of public transport infrastructure
3
in the network 2.4.3 Identifiable station entry and exit 16
2.2.1 Public transport infrastructure network 2.4.4 Passive surveillance 16

3
and hierarchy
2.4.5 Climatic comfort and weather protection 17
2.2.2 Access to public transport infrastructure 4
2.4.6 Functionality and simplicity 17
2.3 Integration of public transport
5 2.4.7 Sustainable energy use and design 18
infrastructure
2.4.8 Operations and maintenance 19
5
2.3.1 Integration with land use
2.4.9 Cultural and heritage places 19
2.3.2 Bus route infrastructure 6 2.4.10 Signage 19
2.3.3 Operational considerations 6 2.4.11 Intelligent Transport System (ITS) 20
2.3.3.1 –– Demand analysis 7 2.4.12 Real-time information 20
2.3.3.2 –– Other operational considerations for 2.4.13 Security infrastructure 20

8
planning and design of infrastructure
2.4.14 Lighting 21
2.3.4 Asset management 10
2.4.15 Graffiti deterrents and treatments 21
2.4 Functional design elements for public
11 2.4.16 Animal and pest problems 22
transport infrastructure
2.4.17 Landscape treatment 22
2.4.1 TransLink architectural theme 11
2.4.18 Commerce and advertising 23
2.4.2 Arrangement of space 12
2.4.19 Other enhancements 23
2.4.2.1 –– Sequence of movement 12
Chapter 2 – Planning and design
2.1 Introduction
This section outlines the overarching design principles
that should be applied to public transport infrastructure.
It clearly sets out TransLink’s expectations for consistent
standards that must be applied to new and upgraded
public transport infrastructure.
The planning, design and implementation of public

transport infrastructure shall be guided by these design
principles, whilst ensuring the context of the site/
location is addressed to achieve the functional and
operational needs of customers and services, as well
as delivering accessible outcomes to the maximum
extent possible.
2.2 Role of public transport

infrastructure in the network
2.2.1 Public transport • Local – These services connect people to their
nearest transport hub. They are designed to allow
infrastructure network travel for community members with limited travel
options, and are designed to facilitate interchange
and hierarchy with the broader network. They generally operate at
60 minute frequencies.
Coverage and patronage are primary considerations in
devising a public transport network. When planning Patronage services:
the network decisions must be made regarding the
• Rapid – These services are those which have a speed
relative importance and practicality of meeting these
advantage in completing their trips, either through
considerations. As a consequence there are two key
priority movement or have limited stop servicing.
service types:
• High-frequency – These routes operate at high
• Coverage services - those designed to maximise (at least every 15 minutes) frequencies for
access to public transport for the greatest area. extended periods, allowing a ‘turn up and go’
• Patronage services - those designed to achieve approach to travel. These routes attract ridership
maximum ridership on key corridors or to and from to public transport and are utilised along key
key trip generators. movement corridors.
There are benefits and implications of each type of route, Coverage and patronage services:
and they need to be balanced in their application across • Peak – These services are generally useful in
a network. servicing the markets such as commuter or school
where demand only exists for a brief period and,
Coverage routes generally are less direct, have low as such, may only be in operation during peak
frequency, connect to fewer major hubs and have lower travel periods. More information on school
patronage. They are intended to assist social inclusion services is below.
and equity by providing access to transport. Patronage
routes have higher frequency services, are direct and The department has established a hierarchy of
highly patronised. They connect a number and range of transport facilities to assist with how public transport
hubs and are intended to provide transport choice. infrastructure sits within the network. Contact TransLink
to assist in determining the hierarchy of facilities.
The following are important considerations when
contemplating each service type:
Coverage services:
• Connector – These services generally are those
coverage routes which are more frequent, more highly
patronised and more direct, connecting prominent
trip generators. A frequency of at least every 30
minutes is generally found on these routes.
2.2.2 Access to public

Providing safe and easy access to the public transport
network is important to enhance the overall public
transport trip and encourage greater use of the public
transport network. TransLink supports access to public
transport in the following order of priority:
• walking
• cycling
• transferring from another public transport service
• kiss ‘n’ ride and taxis and park ‘n’ ride
(including motorcycles).
Access infrastructure provides the key connection

between the public transport facility and the immediate
surrounding environment.
TransLink will encourage as many people as possible

to walk and cycle to relieve pressure on parking facilities
(as well as help manage traffic congestion). This has
the added benefit of supporting whole-of-government
objectives for more sustainable transport and physically
active communities.
Public transport infrastructure should be planned

and designed to reflect TransLink’s access hierarchy.
For further details refer to the PTIM, Supporting Access
Infrastructure Figure 3.1.
2.3 Integration of public

Public transport infrastructure should be planned In some cases, major public transport infrastructure
and designed to integrate with services to provide (such as rail, busway, light rail or bus stations) is an
a seamless and connected journey for public transport integral part of supporting economic development
users. The following sections detail some of the key of urban centres, and supports increased densities
design considerations for the planning and design by encouraging transit-oriented developments.
of infrastructure.
The proximity of transport facilities to attractive land
use developments is vital, as urban consolidation
is necessary for achieving increased public
2.3.1 Integration with land use transport patronage and therefore justifying
high-frequency services.
Integration with land use is critical for all public transport
infrastructure, particularly in order to adequately cater for The following principles should be applied to the
customers needs, ensures community access to services planning and design of public transport infrastructure:
and contributes to reducing dependency on cars.
• stakeholder engagement: partnering with
While other factors, such as operational capacity and stakeholders to support transit-oriented
development opportunities
network characteristics, influence the functionality of
public transport infrastructure, ultimately the location • land use planning: design is appropriate to
is the key driver for passengers using the facility. surrounding community and considers potential
future densities and land uses
The majority of locality factors (for example population • legibility: public transport facilities need to be easily
projections, demographics, major attractors and so on) identifiable in their built form
for public transport infrastructure are led by the relevant
• catchment area: analyse the catchment area to inform
land use plan for the location. This could include:
existing and potential passenger volumes
• regional plans
• permeability: ensure there is high-quality, legible
• local government land use plans access between the surrounding environment and
the transport facility as per the access hierarchy (refer
• transport strategies and plans.
to PTIM, Supporting Access and Infrastructure Figure
3.1), including pedestrian connectivity between
Reference should also be made to the Queensland
activity nodes and the public transport station
Government’s development assessment processes
and systems. • infrastructure footprint: the physical and
operational footprint impacts of station facilities
The overarching design guidelines within this chapter are optimised (for example vehicle access,
need to be applied giving consideration to site-specific stormwater runoff catchments)
characteristics to create an attractive, seamless • safety and security: station is located to promote
integration with the surrounding environment. customer safety and security, as well as minimise
opportunity for crime or terrorism.
2.3.2 Bus route infrastructure 2.3.3 Operational considerations

TransLink is committed to providing an environmentally The design of public transport infrastructure needs to
sustainable, comfortable and safe experience for consider current and future capacity requirements.
passengers across the network. As such, TransLink
considers traffic calming devices used where existing The project scoping for public transport infrastructure
bus routes or future possible routes are being planned to should determine the timeframe to be considered in
be in conflict with these objectives. planning and design (for example should 10, 20 or 30
year demand forecasts be used to inform facility design).
It is therefore the preference of TransLink for traffic Depending on the site consideration and long-term
calming devices to not to be used along any routes in its public transport network plans, planning should consider
current or future network. provision for future expansion to increase capacity.
Traffic calming devices are not supported due to a Using modular infrastructure in the design makes
number of reasons, namely: the risk to passenger safety it easier to expand capacity in the future. Modular
and comfort in negotiating such devices; the possible infrastructure design will also provide an overall
injury and discomfort to drivers; delays in passenger cohesive design as expansion takes place.
journey times; decrease in service efficiency as a result
of negotiating such devices; noise and air pollution for
local residents; and an increase in vehicle maintenance
and fuel consumption.
TransLink acknowledges that traffic issues may occur

in certain areas, however the need for road humps or
chicanes must be determined as a site-specific case for
neighbourhood streets.
Additionally, TransLink does not support the use of traffic

calming devices for through streets in new residential
developments, especially those which may feature
neighbourhood bus routes in the future.
In the case where traffic calming devices have been

determined as absolutely necessary, TransLink must be
consulted on the design and type of device used along
existing and proposed bus routes.
2.3.3.1 Demand analysis • special needs demand, including:

–– potential volumes of special needs users,
Capacity requirements should be determined early in the disability groups, schools etc.
planning phase and give consideration to:
–– potential for land use scale, intensity
• future patronage and service growth or typology change.
• future transport network and corridor connections
TransLink may be able to provide basic information,
• demographics, including surrounding land use in the such as:
vicinity of the facility.
• existing patronage
In determining future patronage and service growth the • targets and forecast demand
following factors should be considered:
• volume and frequency of current and future services
• understanding the trip purpose that is attractors seen for the location or corridor
as origins-destinations, interchanging and so on.
• previous performance against reliability measures
• baseline daily and/or peak volumes such as on-time running.
(includes passengers and/or vehicles)
• any forecast future daily volume In some cases, additional counts, surveys or demand
(includes passengers and/or vehicles) forecasts may need to be undertaken due to the absence
of data. TransLink should always be consulted regarding
• other volume-related demand factors, including: appropriate demand identification methodologies and
–– length and scale of peak demand data validity.
–– breakdown between flows associated with
For further information in determining pedestrian
boarding and alighting
capacity and Levels of Service (LOS) requirements
–– timing factors, including whether it coincides refer to 2.4.2.3 – Density of occupation.
with other peaks in the surrounding area
–– number of peak periods per day per direction
–– likely directional travel mode-share.
2.3.3.2 Other operational There are numerous issues that need to be considered
when planning public transport infrastructure.
considerations for planning Table 2.1 summarises these issues and should be
and design of infrastructure used as a checklist to ensure all the relevant
considerations are included in the planning and
design of new infrastructure.
Table 2.1:
Operational considerations for planning and designing
public transport infrastructure
Factors influencing
What to consider
planning and design
Land availability • Footprint – Public transport infrastructure should not consume more space
than needed for effective operations.
• Land constraints – Design needs to consider land constraints in determining
size, configuration and function of the infrastructure. Where land is available
(for example, greenfield sites) it should be preserved to provide short and
long-term demand.
• Consider on-street designs where the station forms part of the normal main
street setting in a city or town centre, particularly where this offers significant
operational benefits for customer and operator.
Surrounding land use and • Future land use – Consider future land use and demographics in determining
attractors capacity requirements and design.
• Attractors – Consider adjacent and nearby attractors in determining capacity.
Other capacity factors (such as network and service operations, events) should
also be considered.
Service frequency • Frequency – The peak and off-peak frequency of services needs to be considered.
• Demand – Patronage increases should be catered for (to the life of the facility as
determined in the early stages of planning). Forecast patronage increases will
require public transport facilities to be able to accommodate multiple services at
higher frequencies. For example bus stations will require an adequate number
of bus bays to minimise delay to services using the facilities. Rail stations
may require the possible upgrade of both station and track to accommodate
additional services.
• Access considerations – Cycle parking, kiss ‘n’ ride bays will need to consider
future demand requirements.
Public transport vehicle • Maintain public transport vehicle accessibility – Public transport infrastructure
access design should not constrain vehicle access from the surrounding access
routes as this affects not only the number of services able to access a site, but
also contributes to delays of other scheduled services. For example capacity
restrictions at road intersections providing access to and from a bus facility are
of great importance, as delays at intersections can greatly affect the operation of
the facility and the use of the network itself.
Factors influencing
What to consider
planning and design
Fare collection • Fare collection considerations – The method of fare collection affects
operational capacity of public transport facilities. For example prepaid ticketing
procedures enable faster boarding, reduced dwell times and allow greater
person throughput.
• Pre-paid fare collection – Where pre-paid fare collection is applicable, this needs
to be included in the design. This could include pre-paid ticketing systems,
especially those with high level-of-service. The provision of ticketing systems
will be determined by facility layout, size, public comfort and level-of-service
requirements, and revenue protection strategies. The facility layout must
consider the appropriate location of the paid/unpaid threshold (position of fare
collection barriers-gates) as part of ensuring sufficient and safe circulation and
queuing of passengers particularly in peak operational periods.
• Contact TransLink for preferred fare payment options.
Mobility aids, wheelchairs, • Operational impacts – Mobility aids, wheelchairs, prams and bicycles increase
pram and bicycle boarding boarding times and can impact operational capacity of public transport
infrastructure. This needs to be considered in demand forecasting.
• Accessible design – Design must accommodate all public transport and comply
with the Disability Standards and Australian Standards.
Platform and access area • Design space – Typically, platform areas and access paths, during peak periods,
design should be at a LOS C. Further guidance is available in John J. Fruin’s Pedestrian
Planning and Design publication. Seating and waiting areas should be separated
so that they do not interfere with boarding and alighting, facility entrances and
exits, information points or other pedestrian circulation points.
• Given the typical LOS C requirements, platform widths and lengths will vary
depending on a range of design criteria including:
–– the type and size of facility layout (for example, bus and rail stations function
differently in terms of boarding and alighting of passengers. Rail stations will
typically allow for boarding and alighting from numerous locations along a
station platform, whereas buses will board from the front end of the platform
in a lead stop situation or from independent stops. This warrants separate
design considerations for queuing and waiting passengers)
–– the anticipated peak passenger demand (that is, boarding and alighting)
–– the type of public transport mode and stopping arrangement
–– the number and types of services expected to utilise the facility.
• Personal comfort – Platform and access areas should be designed to be within
the range of personal comfort during peak periods. The loading area must
accommodate passenger movements when waiting, queuing and accessing
services. Passengers boarding/alighting should not inhibit waiting passengers.
Supporting access • High-quality supporting access infrastructure – Planning and design should
infrastructure consider how passengers will access the infrastructure, and incorporate
appropriate access facilities and infrastructure. For detailed guidance please
refer to the PTIM, Supporting Access Infrastructure.
2.3.4 Asset management

While the PTIM is primarily concerned with the immediate
planning and design of infrastructure from concept design
to delivery, the ongoing maintenance and management of
individual components of infrastructure or an entire facility
is an important aspect of the planning and design process.
Collaborative working agreements between relevant

stakeholders involved in asset management should be
established at the planning stage, to promote a whole-
of-life approach to infrastructure management and to
contribute towards a functional, high quality, safe and
easy-to-use public transport network.
The following must be considered when planning

and designing public transport facilities:
• site ownership and management and
maintenance agreements
• the general requirements for durability, cleaning and
maintenance of infrastructure components
• surveillance and access control of the facility
• cost-effectiveness, commonality and replacement
of components
• approved suppliers of the materials and components
• access to water, electricity and other resources
• general operating costs (such as electricity,
water and staff)
• statutory requirements for buildings and facilities
• requirements for staff.
The above is not a definitive list and other considerations

may be required depending on site-specific circumstances.
Relevant operational stakeholders should be engaged

in the planning and design process to ensure that the
requirements of asset management by operators and
/or owners have been considered. All components of
station infrastructure to be maintained by TransLink
should use materials and finishings consistent and
compatible with existing infrastructure and of a standard
approved by TransLink. In consultation with relevant
operating and maintenance stakeholders, through
TransLink, detailed maintenance manuals should be
developed for all components and operation schedules
within a station facility.
2.4 Functional design elements

for public transport
infrastructure
Ensuring that the arrangement of key components The TransLink architectural theme provides the
is correctly incorporated and will contribute towards framework for establishing a coherent network of public
quality outcomes for the overall facility design. transport infrastructure across the state. Infrastructure
planning and design should:
Each of the following principles described in this
• reflect the relative importance of the infrastructure in
section should be incorporated into the design
the overall public transport hierarchy
of public transport infrastructure.
• comply with network standards for components
such as structures, pavements, signage
and way-finding
2.4.1 TransLink architectural • be based on the use of modular components
theme to reduce cost, as well as for ease of maintenance
and future capacity enhancement
Passengers find it easy to recognise, interpret
• use common materials that emulate a lightweight
and navigate public transport infrastructure.
appearance to deliver a modern, open and
safe environment
Public transport infrastructure should be designed to:
• comply with applicable standards and
• be legible within the built environment
regulations including:
• be contemporary
–– Disability Standards for Accessible
• have a consistent visual appearance Public Transport 2002 (Cth)
• address climatic conditions. –– Disability (Access to Premises - Buildings)
Standards 2010 (Cth)
Infrastructure is one of the most recognisable parts of
–– relevant Australian Standards.
the TransLink network. A consistent ‘look and feel’ across
the network will increase passenger confidence, with See PTIM, 1.4 – Reference Materials and Supporting
customers having clear expectations. Design elements Information section.
can be tailored to meet specific operational and functional
requirements at individual sites, while still maintaining a
consistent ‘look and feel’ across the network.
Customers enjoy free flowing movement within the station.

2.4.2 Arrangement Public transport infrastructure can include public and private
of space spaces. Public spaces form the pathway from the point of entry
to the point of departure.
Private spaces should not obstruct paths of travel, sightlines

to points of entry, information and decision points, and waiting
and seating areas.
Private spaces can include:

• retail and commercial areas
• maintenance and management facility areas
• communications and electrical cupboards.
2.4.2.1 Sequence of movement

The layout of a transport facility should consider the sequence of
passenger movement. Passenger movement is in response to the
progressive sequence of actions and decision points along the
path of travel. Movement should be in a forward direction from
the entry to the platform, as illustrated in Figure 2.1.

Figure 2.1 –
Sequence of movement
2.4.2.2 Circulation within public Table 2.2:

Principles of circulation
Type of circulation Principles
Direct circulation • Route between entry and boarding points should be as direct as possible.
• Minimise turns in the path of travel and avoid turns greater than 180 degrees.
• Changes of level should be through continuous straight flights of stairs
or ramps and, if appropriate, escalators or lifts. Further:
–– if turning is required, landings are to be provided with necessary room
for appropriate separation and manoeuvring, and
–– stairs circulating at 90-degree turns must adopt suitable measures
to provide good sightlines for ascending and descending.
See Figure 2.2.
Cross-path circulation • Provide simple and clearly defined paths of travel that avoid conflict and maximise
station capacity.
• Paths of travel should be clearly established to meet the requirements
of passengers on the dominant side of the pathway, away from the opposite
flow path.
• Avoid circulation systems that have people crossing the paths of others to access
information, ticketing, amenities, platforms, ranks, seating, rubbish disposal and
other requirements.
See Figure 2.3.
Left-hand circulation • Dominant movement pattern of pedestrians is based on the majority of travel
undertaken on the left-hand side.
• Circulation within the facility (including around components and amenities)
should follow this convention for predictability and efficiency.
Vertical circulation • Vertical circulation components such as stairs, ramps, lifts and escalators should
be assembled together centrally.
• Centralised location of components assists with convenient placement
of public information.
• All access components must comply with the relevant disability standards.
Changing direction • Changes in direction within circulation should only occur where there
is sufficient space to allow passengers to maintain a sense of direction
(use of transparent materials to enable views is preferable).
• Appropriate space should be provided at information and decision points for
people to avoid conflict with the flow path of travel to ensure comfortable and
efficient movement.
Emergency evacuation • Emergency evacuation considerations, including appropriate circulation paths,

circulation 1 exits and assembly points, should cater for the maximum volume of people using
the facility at any one time.
• Effective signage and way-finding is a key consideration for public circulation in
an emergency situation. This must be reviewed in the detailed design stage and
receive approval by an emergency evacuation specialist.
• Facilities which are structurally at-grade, elevated or below grade present
different emergency and safety requirements that warrant project specific
design investigation.
Figure 2.2 –
Direct circulation
Figure 2.3 –
Cross-path circulation
1
The Building Code of Australia provides technical emergency and safety requirements and also cross references
a range of Australian Standards.
2.4.2.3 Density of occupation The density of passengers to be accommodated should be within

the range of personal comfort, and passengers should experience
modest restrictions without coming into undesirable contact with
any person. The public Level of Service (LOS) classification ranges
from LOS A to F (Fruin, 1978, Pedestrian Planning and Design).
Level A is the least crowded environment and Level F is the most
crowded environment (and hence most undesirable). TransLink
requires that an appropriate LOS be achieved for pedestrian areas
to ensure comfortable pedestrian densities are not compromised
during peak periods.
The areas of pedestrian occupation which typically require

a LOS design response include:
• waiting and queuing areas including ticketing and information
points such as information displays, fare machines, fare gates,
and ticket validation equipment (SACIDS)
• seating
• walkways or other areas of circulation
• stairways
• overpasses
• lifts
• ramps
• escalators and travelators.
Note that the suitable LOS for different passenger areas of a station
will warrant a different level of area allocation per pedestrian (for
example the physical area of LOS C for stairways will be different
from the LOS C for waiting areas). In addition to appropriate
space allocation, all pedestrian areas of a station will comply with
applicable disability standards.
For pedestrian horizontal travel (that is, walkways and overpasses)

and platform waiting areas, TransLink typically prefers that a LOS C
(between 0.65–0.9 square metres per person of personal space) be
achieved as a minimum during peak periods. See Figure 2.4.
However, this preference may be subject to change depending

on station and service functional arrangements.
LOS C LOS F
Figure 2.4 –
Density of occupation
Entry and exit points are clearly defined and highly

2.4.3 Identifiable station legible to customers.
entry and exit Clearly defined entry and exit points are essential; not only providing
points of access, but also defining the station boundaries and
where access infrastructure needs to link to the station from the
surrounding built environment. See Figure 2.5. This is especially
important where there are a multitude of competing uses and
messages. For more information refer to the PTIM, Supporting
Access Infrastructure.
Design considerations should include provision of entry plazas,

information areas, station concourse, ticket office or facility,
and fare gates.

Figure 2.5 –
Identifiable entry/facility
Infrastructure is designed to provide passive

2.4.4 Passive surveillance and deter undesirable behaviour.
surveillance The physical environment of public transport facilities must be

designed to include Crime Prevention through Environmental Design
(CPTED) principles to reduce crime, property damage and anti-
social behaviour associated with people gathering in public spaces.
Creating defensible spaces that allow for surveillance from outside
and within the facility will promote safe environments and will attract
greater public use. For details on CPTED principles, refer to the
current version of the Queensland Government’s Crime Prevention
through Environmental Design Guidelines for Queensland.

Figure 2.6 –
Passive surveillance
Sun and weather protection is to be provided.

2.4.5 Climatic comfort In developing the design of facilities the following
and weather protection should be considered:
• structures must provide sufficient physical width, length
and height to achieve high-quality climatic comfort and weather
protection for passengers to occupy this space
• passengers should be provided with appropriate protection
with enclosed or covered station access points, public
information and decision points, seating and waiting areas, and
boarding and alighting areas
• consideration must be given to the management
of sun, wind, rain, heat, glare and humidity.
An appropriate climate analysis should be included within the

planning and design of public transport infrastructure to inform
appropriate facility orientation and suitability for specific locations.
Figure 2.7 –
Climatic comfort and weather protection
Maintain simplicity and provide a functional station design

2.4.6 Functionality and that passengers can easily interpret and use.
simplicity The design of structures, platforms, ranks, seating, signage,

pavements and other components must be incorporated within
the overall design process to achieve highly functional station
design outcomes.
The design should provide a legible and pleasant environment

that is uncluttered, with minimal concealed spaces.
Sustainability is to be considered in developing

2.4.7 Sustainable energy use all public transport infrastructure.
and design Design and delivery of public transport infrastructure

will focus on sustainability through:
• facility design that is fit for purpose now and into the
future, and adaptable to change
• contributing to attractive community spaces and
a local sense of place
• commitment to a low environmental footprint
and whole-of-life approach through all design,
construction and maintenance activities
• increasing visibility of sustainable features, and
undertaking a participatory approach to design
to improve community awareness and support
Details of TransLink sustainability requirements are

included in Table 2.3.
Table 2.3:
Key environmental sustainability design considerations
Key sustainability
Requirement where possible
consideration
Water management • On-site rainwater collection and reuse

• On-site run-off treatment
(that is, scrubbing using permeable surfaces, detention basins and swales)
• Local flooding mitigation and flow maintenance.
Resource minimisation • Water – employ water-saving devices

• Energy – aim for energy-neutral infrastructure through minimisation of energy
use and generation opportunities (for example, solar for feeding back into
electrical supply)
• Materials – apply whole-of-life design approach—construction, operation,
maintenance, cleaning, and decommissioning. Materials should favour
renewables and recyclables
• Processes – avoid operational processes that generate waste, especially toxins
and pollutants.
Key sustainability
consideration
Habitat and physical • Protect habitat (that is space, physical elements such as tree hollows and
environment burrows, movement paths)
• Maintain water flows to aquatic and other habitats
• Avoid acid sulphate soils
• Minimise fugitive emissions of air, surface and groundwater-borne pollutants.
Social sustainability • Present minimal harm to employees or public

• Promote social justice, inclusion and equity
• Contribute to improving social capacity and community interaction
• Enhance community experience and integrate facilities with the surrounding
environment to enhance economic viability and social benefits.
2.4.8 Operations and 2.4.10 Signage

maintenance Signage contributes to a simple, coherent
and integrated public transport system.
The components and materials that make up a public
transport facility should be durable and meet their Signage forms a major component of design to
intended operational requirements. For further details assist with navigation to and around public transport
on requirements refer to 2.3.4 – Asset management. infrastructure. Logical information, way-finding signage
and overall facility signage is important to achieving a
consistent and recognisable public transport system. The
use of universal/international symbols and indicators is
2.4.9 Cultural and always preferable for a consistent message for all users.
heritage places Signage needs to identify, orientate and explain.
Heritage values are protected in the upgrade For further details of TransLink’s signage requirements,
and delivery of public transport infrastructure. refer to the PTIM, Branding, Theming and Signage.
Existing sites may contain components or structures of

cultural or heritage significance. Such sites may require
particular investigation and attention in the facility
design. For example rail stations are commonly listed
as having heritage significance and require careful
consideration and approval with respect to structural
design and modification. Sites with cultural features or
significance may require permission or approval prior to
commencement of any planning and design work.
TransLink recommends an appropriate level of

assessment is undertaken by an expert assessor.
2.4.11 Intelligent Transport 2.4.13 Security infrastructure

System (ITS) Security infrastructure is used to enhance
passenger safety and deter anti-social behaviour
The use of ITS, to enhance passenger benefits. and crime.
ITS functionality should be considered for all public Security infrastructure includes security cameras,
transport facilities within the context of the broader lighting and other items used for the creation of safe
transport systems management network. These functions and well-monitored waiting environments. The intent
include security cameras, real-time information, public is to ensure a visually discreet, easily maintained
address systems, incident management systems, and system that provides surveillance to all public areas of
monitoring and communications systems. the facility environment. Details on the specifications
and management schedules for these systems will be
ITS hardware and connection points are typically located
established in collaboration with the facility owner and/
in a communications room within the overall facility.
or asset manager. Appropriate design, construction and
These ITS or communications control rooms may be
installation requirements must be considered when
adjoined to other facilities, such as toilets or storerooms.
planning for the inclusion of security infrastructure.
They should be located in discreet locations within the
The use of signage informing people of the presence
facility environment, not impede public spaces or free
of security infrastructure within a facility can further
flowing pedestrian access, and generally be signed
enhance personal safety and highlight the perceived risk
as staff only.
of detection to potential offenders.
The specific installation (including power/data conduits
Security help points are typically located at platform
and security) and asset management schedule
mid-points and/or other waiting areas. Ultimately, the
requirements for ITS components should be investigated
location of all these elements should be the subject of
on a site-specific basis prior to detailed design.
facility-specific design, as each site is likely to have a
Specialist ITS personnel should be commissioned when
range of differing sightlines and movement patterns.
proceeding to design the ITS components.
Counter-terrorism and CPTED design considerations
For further information on specific site requirements
should be explored on a site-by-site basis depending
for ITS provisions contact TransLink.
on facility location, level-of-service and potential
security risk. Where applicable, facility design should
strive towards universal standards for security and
2.4.12 Real-time information counter-terrorism measures.
Passengers are able to access real-time information. For further information on transport security refer to the
department’s website dealing with transport security
Real-time information provides accurate predictions
and safety and the Intergovernmental Agreement on
for the next services departing from a stop or station.
Surface Transport Security and the Queensland Counter-
It allows passengers to make public transport choices
Terrorism Strategy.
based on actual travel time, not just scheduled times,
which may vary depending on traffic or weather
conditions.
Customers want accurate information, with research

finding that some customers (especially new or
infrequent users) can feel quite anxious about using
public transport. Real-time technology, whether
accessed via personal mobile devices or through real-
time components at public transport stops and stations,
provides access to accurate service information for
customer reassurance.
2.4.14 Lighting 2.4.15 Graffiti deterrents

Lighting should ensure a safe, comfortable, and treatments
and functional environment.
Components are durable and resistant
The intent for facility design is to use a range of high to graffiti and vandalism.
quality lighting fixtures, features and effects to ensure a
safe and visually attractive environment. An appropriate Public transport facilities are vulnerable to unwanted
amount of bright white artificial light (that is, luminance) offences such as vandalism, abuse and careless use
must be adopted to give the environment a safe and of infrastructure components. In line with specifying
open feel for customers who access and wait at facilities durable, self-cleaning and easily maintainable materials
at night. This can be achieved through approved and finishes, all infrastructure components: furniture,
fluorescent or light emitting diode (LED) lighting to lighting equipment, information devices, walls, floors,
maximise energy-efficiency and lamp life. ceilings, balustrades, glass panels, screens, elevators,
escalators and other components—coming into contact
Light fixtures, fittings and features should be robust, with the public must be resilient to acts of vandalism
tamper-proof, discreet, and consistently themed, and and graffiti. This may involve facility components being
should complement the architecture. Fixtures should protected with anti-graffiti coatings or constructed from
generally be from proprietary ranges to assist in easy non-porous graffiti-resistant materials.
maintenance and replacement when required.
Other options include specific design and arrangement
During appropriate daylight, the use of translucent of platforms and structures to maximise natural
materials and structures, that emulate an open and surveillance in order to minimise the incidence of
spacious design, helps to achieve a more naturally lit graffiti and anti-social behaviour. In some instances,
facility environment. appropriate planting of vegetation may be used, adjacent
to structures or walls, to prevent access by vandals.
Lighting levels are required to meet current regulation
standards for public transport facilities. For details Furthermore, the moderate application of artwork that
regarding lighting requirements refer to individual complements the station architecture and theming can
infrastructure modal chapters. Generally, all lighting also be used to deter graffiti.
requirements for various public transport situations
are covered within the DSAPT, Premises Standards and
Australian Standards.
2.4.16 Animal and pest 2.4.17 Landscape treatment

problems Incorporate landscaping into infrastructure design.
Design minimises potential for animal Landscape treatment is to be incorporated (where
and pest problems. appropriate) in and around the initial facility design.
Appropriate landscaping can complement the
Within the facility design there must be no, or minimal, facility’s architecture, enhance the identification of
horizontal ledges, overhangs, or concealed spaces where a particular location and integrate the facility with
birds and animals are tempted to perch, nest and pollute the surrounding environment.
the station facility. If cavities and horizontal surfaces
are unavoidable, then appropriate measures are to be It is preferred that plants used for landscaping are:
used to prevent animals and pests congregating and/or
• drought resistant
nesting. Designing ledges of structures to be angled
(45° or greater) may be a solution that will deter birds • consistent with the surrounding natural environment
from perching and nesting within the facility. (for example, local flora)
• unlikely to intrude upon the integrity of the
facility environment
• unlikely to interfere with above and below ground
services and utilities
• not toxic, highly allergenic or noxious weeds
• not known to produce thorns, barbs, stings
or noxious secretions
• not likely to inhibit sightlines, passive surveillance or
allow for potential offenders to hide.
2.4.18 Commerce 2.4.19 Other enhancements

and advertising Consider other enhancements,
such as public art.
Investigate potential for commercial
and advertising opportunities. Public art standards should be investigated and
incorporated where applicable within substantial
Commercial and advertising infrastructure opportunities facility design to complement the infrastructure and the
for each facility must be investigated with owners, asset surrounding environment in which it is located. As with
managers and relevant stakeholders. These assets landscaping, artwork can enhance a location’s identity,
provide customers with goods and services to improve but in most cases warrants prior approvals from relevant
their experience while using the public transport stakeholders. Public art should not conflict with station
network, but also may provide a way for generating architecture, colour scheme and branding.
revenue to improve the overall network.
Recycle bins may be incorporated adjacent to general
With regard to facility planning considerations, waste bins to promote recycling, with appropriate
it may be appropriate to integrate the following: recycling collection arrangements in place.
• commercial vending machines
Wireless internet access options and connections may
• commercial advertising
be investigated and incorporated within the facility to
• retail outlets, such as cafes or coffee carts, accommodate current technology and improve public
newsagents and convenience stores. convenience by allowing passengers to use electronic
communications devices while waiting for services. As a
Each of these are typically developed and operated by minimum, preliminary requirements for inclusion should
external parties under a TransLink agreement. be allowed for in the design, for future application.
Endorsement of commercial infrastructure prior to facility The facility owner and/or asset manager, and relevant
design is required due to the allowances for operational stakeholders, should endorse all enhancements prior
requirements such as available space and services to the detailed design stage of the facility. Appropriate
connections (for example, power, data and water). space and function must be identified to accommodate
all additional enhancements.
24 Public Transport Infrastructure Manual, Department of Transport and Main Roads, 2015
PART C
Contents
Chapter 3 – Supporting access infrastructure
3 Supporting access infrastructure 3 3.3.2.1 –– Staging 20

3.1 Introduction 3 3.3.3 Design considerations 21
Why is supporting access 3.3.3.1 –– Crossings 24
3.1.1 4
infrastructure important?
3.3.4 Supporting components 24
TransLink policy and access
3.1.2 4 3.3.4.1 –– Signage and way-finding 24
hierarchy
Principles of supporting access 3.3.4.2 –– Amenities 24
3.2 5
infrastructure design 3.4 Cycle infrastructure 27
Integrating supporting access 3.4.1 Integration 27
3.2.1 5
infrastructure
3.4.1.1 –– Network integration 27
3.4.1.2 –– Adjacent land uses 28
3.2.1.2 –– Cross-agency planning 6
3.4.2 Cycle demand analysis 31
3.2.1.3 –– Surrounding land uses 8
3.4.2.1 –– Staging 31
3.2.1.4 –– Demand analysis 11
3.4.3 Design considerations 32
3.2.1.5 –– Operating environment 12
3.4.3.1 –– Crossings 38
3.2.1.6 –– Accessibility 14
3.2.2 Sustainable energy use and design 14
3.4.4.1 –– Signage and way-finding 38
3.4.4.2 –– Amenities 38
3.3 Pedestrian infrastructure 18
3.5 Bus feeder infrastructure 40
3.3.1 Integration 18
3.5.1 Network considerations 40
3.5.2 Demand analysis 40
3.3.1.2 –– Adjacent land uses 19
3.3.2 Pedestrian demand analysis 20
3.6 Kiss ‘n’ ride infrastructure 42 3.7 Park ‘n’ ride infrastructure 50
3.6.1 Integration 43 3.7.1 Integration 52
3.6.1.1 –– Adjacent land uses 43 3.7.1.1 –– Adjacent land uses 52
3.6.2 Kiss ‘n’ ride demand analysis 44 3.7.1.2 –– Location of facility 53
3.6.2.1 –– Staging 44 3.7.1.3 –– Strategic planning 53
3.6.3 Design considerations 45 3.7.2 Park ‘n’ ride demand analysis 55
3.7.2.1 –– Staging 55
3.7.3.2 –– Asset management 61
3.6.4.2 –– Amenities 48
3.7.4.2 –– Amenities 62
Appendix 3-A 64
Supporting access infrastructure
principles
3.1 Introduction
This section of the PTIM provides guidelines for
delivering high quality, effective and efficient access
infrastructure for public transport stops and stations
within the TransLink network.
The first section discusses general principles for the

planning and design of Supporting access infrastructure.
Other sections provide guidelines specific to each key
access mode:
• Walking – pedestrian access inside and outside
of the immediate stop or station vicinity
• Cycling – on and off-road cycle infrastructure within
the immediate stop or station vicinity
• Bus feeder – bus feeder access to service associated
infrastructure
• Kiss ‘n’ ride – passenger set-down and pick-up
infrastructure, and taxi access
• Taxi infrastructure
• Park ‘n’ ride – parking infrastructure for public
transport commuters.
Delivery of infrastructure to access the public transport

network will, in many cases, not be the responsibility of
TransLink. For example, the provision of footpaths for
walk-up access and cycle paths for cycle access is often
the responsibility of local government.
Cooperative multi-agency planning is needed to create

logical, coherent outcomes for communities and public
transport passengers.
Where new public transport infrastructure is planned,

consultation should take place with local government
and property owners early in the planning phase
to ensure integration with existing or planned
community facilities.
In order to use public transport, passengers need access to it.

3.1.1 Why is supporting Supporting access infrastructure provides the key connection
between the stop/station and the immediate surrounding
access infrastructure environment. High quality access infrastructure, that is attractive
to public transport users, is essential to the usability of any stop
important? or station and the success of the TransLink network as a whole.
To ensure a quality journey for passengers, its design should be

user-friendly and easily interfaced with the various access modes
passengers may use (for example walking, cycling, driving). Access
infrastructure should also be designed to minimise impacts on
local communities while maximising community benefits.
TransLink’s access hierarchy provides the framework for how

3.1.2 TransLink policy various TransLink network access modes should be prioritised
when planning or designing services or infrastructure. The access
and access hierarchy hierarchy is shown in Figure 3.1.
From an environmental and network operation viewpoint, walk-

up and cycle access are the preferred modes for accessing the
TransLink network, as illustrated in Figure 3.1. These access modes
are followed in preference by bus feeder and kiss ‘n’ ride, with
park ‘n’ ride generally being the least desirable mode. Supporting
higher use of walk-up and cycle access minimises the need for
excessive land requirements for parking at public transport stops
and stations and reduces the amount of private vehicles on roads.
Figure 3.1 –
TransLink access hierarchy
Walk and Cycling
Feeder services
Taxi
Kiss ‘n’ ride
Park ‘n’ ride
3.2 Principles of supporting

access infrastructure design
Infrastructure within the TransLink network should
be planned and designed to ensure a seamless and 3.2.1 Integrating supporting
connected journey for public transport users.
access infrastructure
Planning for supporting access infrastructure
should consider: The role of access infrastructure is to support and
• integration with existing networks within surrounding enhance the ability of a public transport node to
land uses such as local government or privately- perform its role within the TransLink network and to
owned access paths, as well as shared passenger allow convenient and efficient access to and from public
pick-up zones or bike storage facilities transport services.
• demand analysis (current and future)
To achieve this effectively it requires:
• strategic design for potential future expansion
• integration with TransLink facilities and local
• other supporting components. transport networks
• consideration of surrounding land uses
• cross-agency planning, provisions and
asset management.
3.2.1.1 Network integration The stop or station design intent is a critical factor in planning
and configuring effective access infrastructure within the
surrounding environment. Design intent can be requested from
the infrastructure designer, and further guidance can be obtained
from the overarching network hierarchy in the PTIM and the facility
category as identified in the modal specific chapters.
Each access mode will require the application of site-specific

integration techniques, however general principles for
consideration are listed in Table 3.1.
Table 3.1:
Key principles for integration of Supporting Access Infrastructure
Principle Consideration
Protecting the integrity of entry/exit points • M

anaging congestion and inter-modal conflict at key access
points.
• A
ppropriately designed decision points at transition zones,
with a focus on legibility and ease of navigation.
• S
implicity and economy of movement to, from and through
the stop or station and access infrastructure.
• M
inimising barriers to appropriate movement along desired
travel paths.
Protecting the amenity of the site • M

inimising and mitigating the creation of residual spaces
between facilities and components using alignment and
urban and landscape design treatments.
• M
aintaining visual connection between decision points,
dwell-points and activity points.
• M
anaging non-public transport related pedestrian activity
by promoting appropriate through pedestrian traffic where
capacity, behavioural conflicts and the integrity of pre-paid
ticketing zones can be managed.
• M
aintaining environmental quality by protecting from inter-
facility impacts on micro-climate (shading, wind and solar
access, air quality).
3.2.1.2 Cross-agency It is essential to coordinate the integration of public transport

infrastructure with surrounding access infrastructure. In many
planning cases there will be a need or opportunity for shared multi-agency
planning, provision and/or management to deal with overlaps in
responsibility and land ownership. Cooperative planning should
focus on acknowledging the individual needs and objectives in
order to create logical, coherent outcomes for community and
public transport passenger access.
When planning access infrastructure, consultation with the local

government and property owners should be undertaken to ensure
that any new facilities are integrated with and complement existing
or planned community facilities, and vice versa.
Public Transport Infrastructure Manual, Department of Transport and Main Roads, 2015 7
3.2.1.3 Surrounding land uses

Surrounding land uses – both existing and future - will
influence the function of a public transport facility and
thus the type, scale and extent of Supporting access
infrastructure required. Planning should consider:
• current wider land use context
• current surrounding uses
• current statutory designation
• strategic land use planning at local and state level
• town planning development applications, approvals
and proposals on adjacent properties
• proposed or planned development opportunities on
the public transport property itself
• opportunities to make use of other existing or
new shared facilities in the surrounding area
such as parking, access paths, cycle storage and
end-of-trip amenities
• opportunities for transport oriented development.
Considerations for a variety of land uses are expanded

upon in Table 3.2.
Table 3.2:
Considerations for surrounding land uses
Land use context Consideration
Major activity or shopping centre • Minimise conflict between both the functions of the public
transport facility and the activity centre, while capturing
benefits of convenient and direct access to the centre by
public transport for example:
–– encourage intra-modal and multi-modal interchange
facilities where services intersect, while managing
potential conflict between traffic movements
–– encourage public transport feeder interchange nodes
while managing conflict between interchanging and
destination movements
–– minimise conflict between pedestrian, cycle,
kiss ‘n’ ride and local traffic movements.
• Protect centre economic development through collaborative
strategies to prevent public transport passengers using centre
parking as a commuter parking facility.
• Protect appropriate and convenient space for cycle amenities
and kiss ‘n’ ride.
Consolidated, highly-urbanised environment • Interesting, convenient and direct pedestrian connections will
(such as inner suburban developments) be essential to capture maximum public transport patronage
from the higher density walk-up catchment.
• Access to the TransLink network by cycling may be of less
importance where a stop or station is close to the dominant
regional activity centre – however cycle movement in the
broader surrounding area is an important consideration.
• Kiss ‘n’ ride may be difficult to accommodate where there is
likely to be competition for available space and infrastructure.
• Park ‘n’ ride is not suitable in key centres due to high land
values and long-term economic development goals for
key centres.
Land use context Consideration
Low-density, suburban developments and • Direct, interesting and convenient pedestrian links will be
local activity centre environments important to capture maximum patronage from the moderate-
density walk-up catchment.
• Cycle connections and parking will be highly desirable.
• Intra-modal and multi-modal interchange facilities will be
encouraged where service routes intersect.
• Bus feeder facilities will be encouraged at selected sub-
regional and district level activity centres.
• Provision for kiss ‘n’ ride will likely be important for
encouraging multi-purpose household trips.
• Small park ‘n’ ride facilities may be appropriate, preferably
away from main local activity centres or integrated with a
suitable land use allowing parking capacity during business
hours (such as a sporting facility).
Urban fringe or edge environments (such as • Demand for pedestrian access may be constrained by lower-
end of public transport corridors) density catchments, poor pedestrian access with a lack of
infrastructure and low-density development.
• Cycle amenities will be required but safety and security
through natural surveillance may be limited, requiring
additional management and operation.
• Good access from arterial and distributor roads will be
important for kiss ‘n’ ride.
• Dedicated park ‘n’ ride facilities may be acceptable if away
from designated activity centres but adjacent to good road
access. These should be planned to accommodate staged
(re-)development consistent with strategic land use planning.
• Bus feeder services are required where there are
high-frequency services with available carrying capacity.
Specific high-volume facilities • Schools or major sporting facilities may need to cater for large
volumes of people on a regular or irregular basis.
• Public transport centres, long-haul bus stops or tourist
destinations may need capacity for interchanging between
coaches, mini-buses and taxis, and require a high level of
signage and locality information.
3.2.1.4 Demand analysis

It is important when planning and designing
infrastructure to identify the likely level of demand
for the site. This can be undertaken using a range
of analytical tools and methods. Consult, regarding
appropriate demand identification methodologies and
data validity.
Demand forecasts should consider both existing

and future planned land uses as this will affect the
transport behaviour of public transport users and,
therefore, influence the scale and scope of access
infrastructure required.
For example, future commercial and residential

development around a currently low-density or green-
field public transport location may result in increased
local pedestrian and cycle activity, and increased
numbers of public transport users. While the demand
is not current, there may be a need for more extensive
access infrastructure in the future.
As with any forecasting, there are external factors

– such as fuel and energy prices, climate change, and
local issues (for example, employment locations and
policy changes) – that may have major impacts on the
demand for public transport. This uncertainty and the
long timeframes involved in these demand forecasts
means it may be prudent to protect additional space for
future expansion rather than provide additional capacity
up front.
Some transport models can provide information

regarding demand for different access modes – however
their inputs and assumptions should always be carefully
understood and critiqued.
3.2.1.5 Operating It is not only important to consider the operating environment

for access infrastructure, but also integration with the operating
environment environment of other public transport infrastructure. Providing
certain amenities within supporting access infrastructure may help
facilitate the role of the individual components, and may provide
support to other facilities in the area.
Refer to the drawing in Appendix 3-A that illustrates the overarching

design principles when using supporting access infrastructure.
Key operating environment considerations are outlined in Table 3.3.
Table 3.3:
Key operating environment considerations
Key consideration Requirement description
Safety • The performance of the supporting access infrastructure and

its adjacent urban development against CPTED principles:
–– maximise passive and active surveillance activity
– visual transparency and comprehensive coverage
–– appropriate lighting – bright white lighting for waiting
spaces and paths
–– minimise hiding or concealed spaces and
entrapment opportunities.
• Suitable reporting, evidence gathering, response, repair and
/or replacement procedures in the event of criminal activity
against people or property.
• Active and remote surveillance arrangements for the access
infrastructure and its adjacent precincts:
–– clarify patrol and incident response procedures
–– electronic surveillance coverage
–– access to emergency-assist call points and
public telephones.
• Traffic arrangements – posted vehicle speeds
(including motorised and cycle), geometry, sightlines
and crossing arrangements.
• Physical hazards – trip, catch, bump and fall hazards along
with sharp and jagged edges.
Key consideration Requirement description
Amenity • Provision of a comfortable, interesting, high-quality

environment, including:
–– s helter and weather protection (including sun and rain)
for access and waiting areas
–– seating, rubbish bins and information
–– high quality (visually-appealing) finishes that are
durable, vandal resistant and easy to maintain
–– use of materials and finishings consistent with those
in adjacent public transport facilities
–– interesting internal and external views from paths
and waiting areas
–– quality textured landscapes and architecture
–– public art and community literacy elements
where applicable.
Efficient movement • Promote fully-accessible entrances and

pedestrian movements.
• Minimise walk distance between modes.
• Design direct links that discourage shortcuts across gardens,
kerbs, islands etc.
• Avoid conflict between cars and cycles.
• Differentiate vehicle path by destination – that is, separate
cycles, kiss ‘n’ ride and park ‘n’ ride movements as early
as possible before reaching facility entrance.
3.2.1.6 Accessibility All infrastructure must meet the requirements of applicable

disability and Australian Standards. Seek advice and clarification
on issues and current best practice from TransLink and relevant
accessibility reference stakeholders.
Key accessibility and disability access design considerations are

dealt with in 3.3 – Pedestrian infrastructure.
Design and delivery of all TransLink infrastructure should be

3.2.2 Sustainable consistent with the sustainability objectives below and any
applicable TransLink or Queensland Government policies
energy use and design on sustainability.
Design and delivery of public transport infrastructure will focus

on sustainability through:
• facility design that is fit for purpose now and into the future,
and adaptable to change
• contributing to attractive community spaces and a local
sense of place
• commitment to a low environmental footprint and
whole-of-life approach through all design, construction
and maintenance activities
• increasing visibility of sustainable features, and undertaking
a participatory approach to design to improve community
awareness and support.
Details of TransLink sustainability requirements are included

in Table 3.4.
Table 3.4:
Key sustainability consideration Requirement where possible
Water management • On-site rainwater collection and reuse.

• On-site run-off treatment (that is scrubbing using permeable
surfaces, detention basins and swales).
• Local flooding mitigation and flow maintenance.
Resource minimisation • Water – employ water-saving devices.

• Energy – aim for energy-neutral infrastructure by minimising
energy use and exploring generation opportunities
(for example, solar for feeding back into electrical supply).
• Materials – apply whole-of-life design approach
(that is, construction, operation, maintenance, cleaning,
and decommissioning). Materials should favour renewables
and recyclables.
• Processes – avoid operational processes that generate waste,
especially toxins and pollutants.
Habitat and physical environment • Protect habitat (that is space, physical elements such as tree
hollows and burrows, movement paths).
• Maintain water flows to aquatic and other habitats.
• Avoid acid sulphate soils.
• Minimise fugitive emissions of air, surface and
groundwater-borne pollutants.
Social sustainability • Present minimal harm to employees or public.

• Promote social justice, inclusion and equity.
• Contribute to improving social capacity and
community interaction.
• Enhance community experience and integrate facilities with
the surrounding environment to enhance economic viability
and social benefits.
Appropriate signage and way-finding is essential for orientation

3.2.3 Supporting and the communication of information to passengers. The
complexity of signage will vary with the scale and function of the
components stop or station and Supporting Access Infrastructure.
TransLink has guidelines for the development of signs provided

at, or referring to, TransLink facilities, and for the use of visual
elements such as logos, icons and colours. For further information
refer to TransLink’s PTIM, Branding, Theming and Signage and
Bus Network Infrastructure Signage Chapter. These PTIM chapters
do not identify specific enforceable regulatory signage such as
‘no standing’ or ‘taxi’ zones. These sign requirements should be
applied as per general road signage.
The types of signage relevant to Supporting access infrastructure

are outlined in Table 3.5.
Table 3.5:
Relevant signage for access infrastructure
Signage type Guideline description
Identification • Major facility identification signs should be visually distinctive

and stand out in the surrounding environment.
• Placement should be on major street frontages and entries.
• They should clearly display the facility name, modes available
from the facility and approved consistent logos.
Maps • Maps are generally provided within the station information

area and on bus stop markers – however, additional
maps may be needed at other locations if visibility to local
landmarks is constrained, the terrain is complex, or the site
is exceptionally large. These should be located at landmarks
that are easily identifiable and marked as information points.
Directional signage • Directional signage should be subtle but readily visible for
those looking for it – avoid cluttering views and over-signing.
• Complex or visually constrained environments will
warrant more directional signage than simple
easily-navigated environments.
• Directional signage should be placed with other signage
or on built elements such as lighting poles, fences or other
structures where opportunity allows.
Signage type Guideline description
Regulatory, warning and prohibition signage • Regulatory or warning signage should be suitable and visually
discernible so as to catch attention without dominating or
detracting from the aesthetics of the stop or station.
• Standard TransLink warning and prohibition signs should
be consistent in format and style with the PTIM, Branding,
Theming and Signage and Bus Network Infrastructure
Signage Chapter.
• Regulatory signage may need to meet certain legal
requirements to be enforceable. Refer to the appropriate
guidelines and standards for placement and development
of general road signs.
• Regulatory or warning signage should, wherever possible, be
placed on their own, away from other signs and not be placed
on built elements such as lighting poles, structures and
fences, unless acceptable under the applicable guidelines
and standards.
Information signs • Information signage will rarely be placed outside of the

immediate stop or station area. Where this occurs within a
TransLink supporting facility it will likely be in relation to the
use of that specific facility or advance timetabling information
(such as real-time). These will all be developed as per PTIM,
Branding, Theming and Signage Chapter and placed according
to precedent and need, while adhering to the design
imperatives for the operating environment.
Way-finding • Way-finding is considered more than signage and includes:

–– non-text or map-based indicators such as arrows,
colours and shapes
–– subtle indicators such as lighting, paving patterns
and contrast, paths, shore lines, vistas, structures
and themes in the built environment.
3.3 Pedestrian infrastructure

Walking is the preferred and most important mode of
access to the TransLink network. Pedestrian access is 3.3.1 Integration
integral to all public transport infrastructure and, as
such, some level of pedestrian infrastructure will be
3.3.1.1 Network integration
required in all cases.
As most passengers access public transport by walking,
This section explains how to provide good pedestrian
pedestrian connections are critical to having a successful
infrastructure to enhance access to TransLink stops
public transport network. High passenger volume
and stations.
stations should become a pedestrian focal point within
their local community with high-quality pedestrian
Pedestrian infrastructure primarily refers to the
access infrastructure.
movement (that is, paths), waiting and associated
access infrastructure that supports their use
Planning and design of public transport infrastructure
in the TransLink network. It can also include
should identify the main directions of pedestrian flow
end-of-trip amenities.
into and out of the stop or station and ensure local
pedestrian networks and public transport infrastructure
Pedestrian infrastructure should be considered
are well integrated.
in terms of:
• the local and metropolitan pedestrian network Focus should always be on integrating with existing and
around a stop or station anticipated future infrastructure. Connections should be
• interface between the stop or station and the wider accessible, convenient, direct and legible. Elements for
pedestrian network consideration include:
• pedestrian access through other stop and station • inter-modal conflict – pedestrian crossings
supporting facilities • kerb ramps – connection, provision, quality
• asset management. and configuration
• path width, grade, continuity and alternative paths
• placement of other pedestrian infrastructure – rest
points, railings, street furniture
• pedestrian walkway and waiting shade cover for sun
and weather protection.
Pedestrian access infrastructure should be consistent

with the adjacent stop or station area with a focus on
accessibility, continuity and integration.
3.3.1.2 Adjacent land uses • allow extra peak pedestrian capacity near facilities
with sharp peaks such as schools or facilities catering
As highlighted in the 3.2.1.3 – Surrounding land uses for special events (active or off-site management in
partnership with schools or event organisers can be
section, review nearby land uses and gauge potential
effective)
pedestrian-related risks, impacts and needs that they
may generate. In particular: • if large numbers of non-English speaking people are
likely to be using the station, then identify the most
• identify any area-specific special accessibility and commonly spoken languages where supplementary
safety needs for example: orientation information may be needed
–– businesses or services visited by persons with • always use appropriate universal icons and symbols
mobility or vision impairments as per applicable disability and Australian Standards
–– primary, secondary, special, and tertiary to ensure that signage is easily understood by all
education facilities people
–– aged care facilities and hospitals • if it is likely that inebriated people will regularly
use or pass by the stop or station, design for more
–– government offices and service centres
forgiving environments by assessing and addressing
–– local, regional and state cultural facilities the additional risks with respect to:
–– services and businesses catering to non-English –– durability, maintenance and cleaning
speaking persons of materials and furniture
–– licensed venues, restaurants, concert venues, –– impaired decision-making and depth perception
popular recreational parks. (crossings and path geometry)
–– security, incident response and emergency
service access.
Emphasis should be placed on catering for peak

3.3.2 Pedestrian demand demand. Explore this by identifying and mapping all
pedestrian patronage to, from and through the site.
analysis Consider:
• links to nearby pedestrian attractions and key
It is important to identify likely pedestrian demand
dispersion paths
profiles for pedestrian access amenities.
• direct sightline connections compared with paths
In analysing demand forecasts and capacity needs, of least resistance
the variables that should be considered include: • consider any non-public transport based ‘desired
• the size and nature of the likely catchment: pedestrian paths’ that might pass through site
–– the reasonable walk-up catchment radius for a • likely order of magnitude of pedestrian demand.
stop is typically 400 metres, with limited walk-up
from within 800 metres Pedestrian capacity should be based on LOS
classification ranges for pedestrian design (as per Fruin
–– the reasonable walk-up catchment radius for
1978, Pedestrian Planning and Design).
a station is typically within 800 metres, with
limited walk-up up to 1.2 kilometres
3.3.2.1 Staging
–– these are impacted by:
–– the surrounding environment that the stop The demand analysis should be used to inform
or station operates within (for example staging opportunities for the delivery of pedestrian
terrain, land use, traffic and safety) access infrastructure, as well as protect for any land
requirements to cater for future demand. Some of the key
–– the permeability of the area (for example
issues to consider include:
the actual distance travelled due to block
size, mid-block paths or barriers) • prioritising investment to protect for future
connections while immediately providing for
–– climate (for example walking distances
existing paths
may be less where heat or inclement
weather is more frequent). • future volumes that may require grade-separated
pedestrian walkways
• amount of interchanging transfers and average
waiting time • ensuring the location of pedestrian walkways and
permanent elements does not impede future plans to
• existing and future surrounding residential
upgrade or expand public transport infrastructure.
development intensity (population density, dwelling
density) – apply current mode-shares and relevant
targets to identify the project requirements
• pedestrian activity generated by adjacent land uses.
(Large institutional and commercial land uses such
as shopping or activity centres, universities and
hospitals, sometimes collect privately-owned data
on staff and visitor travel behaviour for their own site
planning purposes. Broader mode share assumptions
or policy targets can be applied to these to generate
approximate incoming pedestrian volumes or future
pedestrian activity targets.)
Table 3.6 outlines some of the key design considerations related

3.3.3 Design to pedestrian access based upon applicable standards and
guidelines for pedestrian movement and accessibility.
considerations
Table 3.6:
Design considerations for pedestrian access infrastructure
Considerations Guideline description
Access paths • Applicable disability and Australian Standards must be

complied with for:
–– doorways and gateways
–– stairs, lifts, ramps and landings
–– pavement surfaces and use of TGSI (subject to audit).
• If changes of grade are required to get to a stop or station,
allow appropriate rest areas at regular intervals on walkways
and ramps for mobility-impaired and aged persons.
• Where severe grade changes or disproportionate ramp lengths
are required, assisted vertical movement (for example, lifts
and escalators) should be provided, as appropriate, as per
applicable Australian Standards.
• Crossover (kerb) ramps should minimise changes of
direction except where geometry (depth, width or
sightlines) is constrained.
• Choose path materials that feature ease of cleaning and slip
resistance in all weather conditions.
• Design paths to avoid pooling or collection of detritus or other
unwanted debris.
• At-grade pedestrian paths should generally be designed to
withstand occasional use by heavy vehicles. Paths where
this is not reasonable should be clearly signed or made
inaccessible to such vehicles.
Minimum path dimensions • TransLink prefers a minimum path width of 1.8 metres.
• Increase path width to accommodate handrails and barriers.
• The minimum clearance from all infrastructure for a single
wheelchair access is 1.2 metres.
• Refer to applicable Disability and Australian Standards
for required width for single direction and/or bi-directional
path for allowing two wheelchairs to pass each other, and
a 180-degree turn.
Handrails and barriers • Add handrails and barriers near dangerous edges including
roadways, cycle paths, carriageway escarpments, batter
slopes and walls, steep gradients and steps and through
underpasses or tunnels.
• Conform to the design requirements of applicable Disability
and Australian Standards.
Lighting • Lighting levels are required to meet current regulation

standards for public transport facilities, and be consistent
with applicable Disability and Australian Standards.
For details regarding lighting requirements refer to the
appropriate requirements within AS/NZ 1158.3.1 2005 –
Lighting for roads and public spaces and the DSAPT.
• Lighting quality (colour and lux) at waiting points will be
consistent with platform lighting and should be bright
white light.
• Lighting along paths will be bright white light with a
luminance as per applicable Australian Standards.
• Reflective light spill guards may be used to minimise fugitive
light in urban environments and concentrate it downwards to
where it is required.
• Luminance contrasts will be consistent with station areas
including paths and must comply with a minimum contrast
with background, as per applicable Disability Standards.
Hazards • Objects must not protrude into any path of pedestrian travel
within the envelope of travel.
• Allow a minimum clearance of 1.2 metres (desirable
1.5 metres) from all infrastructure for single wheelchair access
and manoeuvring (for example around poles, street furniture
and raised service pits).
• Remove or redesign the placement of sharp or pointed objects.
• Avoid placing grates, grids, grills, service pits or other
interruptions to a pavement surface within a pedestrian
pathway or paved area.
• Where pits must be placed in the path of travel:
–– they must be flush with the path surface as per
Disability Standards
–– covers must meet the same anti-slip and load-bearing
performance requirements as the path pavement.
Surveillance • Consider the use of camera surveillance coverage for paths

through all access infrastructure.
• Design access paths to be highly visible at all times to
promote passive surveillance.
• Underpasses should be avoided. However, if absolutely
necessary, an appropriate design solution with necessary
surveillance treatments may be accepted with TransLink and
key stakeholder consultation.
Landscape treatment • Choose plants that are:

–– unlikely to intrude upon a path at ground level or
interfere with path integrity or above and below ground
–– unlikely to regularly shed material that may make
a path slippery
–– unlikely to significantly block views between 0.5 and
2.5 metres above ground level
–– drought resistant
–– consistent with local flora (use local genetic populations
in natural areas of significant ecological value).
• Avoid plants that are:
–– toxic, highly allergenic or noxious weeds
–– known to produce thorns, barbs, stings or
noxious secretions
–– known to attract dangerous fauna.
Other • Applicable Disability and Australian Standards must be

complied with for:
–– seating along pedestrian access routes
–– signage and information, including the use of braille
and accessibility symbols.
3.3.3.1 Crossings Refer also to Department of Transport and Main Roads

(DTMR) Manual of Uniform Traffic Control Devices,
Pedestrian movement is considered the priority Part 10, Pedestrian Control and Protection (MUTCD).
movement within any TransLink facility. Accordingly,
points of inter-modal confluence should be designed to
favour unconstricted and efficient pedestrian movement
except where safety or the reasonable capacity for other
3.3.4 Supporting components
modes may be compromised. The following principles The scope of supporting components will be dependent
should be considered in planning crossings: on the scale and functionality requirements of the public
• At-grade pedestrian crossings are favoured in transport facility, and adjacent land uses that may affect
circumstances where safety and relative priority the facility.
can be maintained – such as when all intersecting
modes are operating in a low-speed, low-volume 3.3.4.1 Signage and way-finding
environment, with no insurmountable environmental
or design constraints. Pedestrian access signage should be incorporated into
• Grade-separated crossings should be considered the signage plan for a stop or station. Requirements
where at-grade crossings compromise safety to either for off-site directional signage should be presented
mode or create unreasonable delays. This could be to the stakeholder/s responsible for local pedestrian
due to: infrastructure, for consultation on quality and extent of
–– speed and volume constraints, as a result of: signage provision.
–– high speed intersecting modes In general, signage and way-finding for pedestrians
–– high volume intersecting modes should be implemented at a human scale following the
principles previously outlined in Table 3.5.
–– high pedestrian peak volumes
–– environmental and design factors due to: 3.3.4.2 Amenities
–– poor sightlines
Amenities for pedestrians include items that are
–– steep approach gradients for desirable to improve the experience of using the facility
intersecting modes
but are generally not considered an immediate necessity.
–– lack of space for adequate pedestrian Where applicable, all such components should be placed
capacity at kerb-side or in median refuges. so as to allow clear visibility without compromising
• All at-grade pedestrian crossings will meet or pedestrian safety. The components are included in
exceed minimum engineering and accessibility Table 3.7.
design standards.
• Uncontrolled crossings such as zebra crossings and
shared zones are preferred, except where safety or
capacity concerns exist based upon public transport
facility functionality and operational requirements.
• Corresponding kerb ramps on a crossing should
always be directly aligned.
• Where controlled pedestrian crossings are necessary,
priority should be given to pedestrian movement to
minimise waiting times within the signal period.
• Separate pedestrian crossings from cycle crossings
except where no other option is available
–– where this occurs, provide wider kerb ramps and
additional footpath waiting space at the crossing
dwell-point and any median refuges.
Table 3.7:
Amenities for pedestrian infrastructure
Shelter from rain, sun and wind • Consider the amount of natural shelter along paths and
likely exposure.
• Consider need for shelter at pedestrian dwelling points such
as decision points or points of interest or activity.
• Consider relationship between accessible parking bays and
paths with shelter.
Refer to PTIM, Bus Stop and Bus Station Infrastructure chapters

for shelter design guidance.
Seating • Non-discretionary seating (for example, seating required

to meet applicable guidelines and standards such as at
accessibility rest points).
• Discretionary seating (for example, seating provided at the
discretion of the designers – for example, additional seating
at points of interest, viewing points or entry plazas depending
on potential use and demand).
• Seating should feature modern and pleasant design and
complement TransLink architecture.
• Seating should include backrests and armrests, and should
be constructed from durable, easily maintained materials that
allow drainage from liquids.
• Seating must comply with applicable Disability and
Rubbish bins and drinking fountains • Consider provision at pedestrian dwell points on access paths
that are remote from stop or station areas, or access facilities
where these may already be provided.
• Consider separate recycling bins.
Public art or community literacy installations • Consider the potential for inclusion of such elements along
pedestrian spaces where they may enliven a journey or
enhance a site.
Vending machines and other retail activities • Consider provision at pedestrian dwell points or on paths that
or outlets are remote from stop or station areas, or where these may
already have been provided.
• Consider for areas with good passive surveillance or active
security to minimise likelihood of vandalism and abuse.
• Clearly establish installation, maintenance and asset
management requirements before inclusion.
Non public transport-based information points • Consider opportunities for these at pedestrian dwell points
– static, dynamic and interactive on access paths.
• Possibly include interpretive signs, memorials, plaques
or other local information if relevant.
• Clearly establish installation and maintenance requirements
and procedures before inclusion.
Advertising • Consider appropriate provision at pedestrian dwell points

on paths that are remote from stop or station areas or other
access facilities.
• Amenity and CPTED principles must not to be compromised.
• Consider availability of adequate exposure necessary to meet
market expectation and hence potential revenue generation.
Emergency call points • Consider the provision of emergency call points at dwell
points along extended paths. Monitoring arrangements need
to be agreed in the early design stages.
• Ensure electrical and communication connections are
provided or allowed for if not immediately supplied.
3.4 Cycle infrastructure

Integrating cycling access with public transport
dramatically increases the catchment areas of our 3.4.1 Integration
services. The Queensland Cycle Strategy from TMR
identifies ‘Connect To’ as a key priority: putting cycle
links in place at key public transport stations and stops
3.4.1.1 Network integration
(up to five kilometres), supported by bicycle parking It is a TransLink policy objective to promote cycle
and end-of-trip facilities. This section explains how to connections to the broader network within the
provide good cycle infrastructure that enhances access immediate area of a stop or station. All interface
to TransLink public transport infrastructure. points between local cycle networks and TransLink
infrastructure must be functionally seamless
Cycle infrastructure in this section primarily refers to:
and focus should always be on integrating with
• Cycle routes which include: existing infrastructure.
–– off-road (that is, cycle, track, bike paths and
associated elements) TransLink infrastructure should respond to existing and
planned cycle networks by providing access directly to
–– on-road (that is, cycle lanes, shared lanes, points where a transport corridor or a key high-frequency
signals, bike boxes – on-road refuges for cyclists services route intersects a major cycle path.
provided at traffic lights or islands).
• End-of-trip amenities which include: Cycle networks provided by external parties should
respond to TransLink stops and stations according to the
–– cycle storage – rails, racks, lockers,
enclosures, centres volume of cycle activity generated.
–– personal amenities – showers, change rooms, Connections must be accessible, direct and legible.
gear storage lockers Particular elements that need focus include:
–– service centres. • inter-modal conflict – the need for dedicated
or shared crossings, use of cycle lanterns
For further guidance refer to Department of Transport and (red and green cycle-crossing lights) and signals
Main Road’s Technical Note 128: Selection and Design of at controlled intersections
Cycle Tracks.
• kerb ramps – appropriate connection, shared or
For the purposes of this chapter, ‘high demand cycle dedicated provision, quality, storage space, width
storage’ refers to a stop or station with high levels of and configuration
cycle access and large-scale cycle storage components • path/lane width, grade, continuity and alternatives
such as an enclosure or large banks of rails, racks or
lockers. Amenities including higher-level end-of-trip • provision and/or placement of any end-of-trip
amenity components – storage, water,
components – such as showers, change rooms and gear
other amenities
storage lockers – are referred to as ‘cycle centres’.
• connection to existing or planned shared or
Cycle infrastructure should be considered in terms of: neighbouring cycle amenities.
• the local and metropolitan cycle network around
a stop or station
• interface between the cycle network and the stop
or station
• cycle access through other stop or station
supporting facilities
• asset management.
3.4.1.2 Adjacent land uses –– These demands can conflict and it may be better
to locate commuter cycle storage away from the
As detailed in the previous section, 3.2.1.3 – Surrounding activity centre and closer to cycle paths. This
can reduce spatial constraints and inter-modal
land uses, review nearby land uses and gauge potential
conflict, but will require high-quality connection
cycle-related risks, impacts, requirements and demand
between the station, centre and amenities.
that they may generate. In particular, identify any area
with specific cycle needs for example: –– When demands are not in conflict, end-of-
trip amenities may be shared providing there
–– businesses or services visited by large groups is available space and the ability to achieve
of cyclists functional partnering arrangements for delivery,
–– primary, secondary, special, and tertiary maintenance and management.
education facilities
General cycle storage will be required for stops and
–– popular recreational parks and cycle amenities.
stations near a cycle path where demand is relatively
moderate. The scale, nature and location will depend
Surrounding uses, along with state and local
on demand profile and the level of security available.
government cycle network planning and policy, will
Where nearby land uses or public spaces provide better
have significant bearing on the scale, nature and
surveillance, these should be considered for the location
location of end-of-trip amenities.
of cycle storage, if agreement can be reached with the
High-demand cycle storage with end-of-trip amenities relevant stakeholders.
will generally be required for:
Sites near TransLink stops or stations that are earmarked
• high passenger volume stations located on or near for potential commercial operations should be identified
major metropolitan cycle paths (on or off-road) to manage any potential conflicts with cycle infrastructure,
• principal and major activity centres. There are several while also capturing any opportunities for shared use.
factors to consider when trying to integrate end-of-
trip amenities and major activity centres:
–– Cycle demand is often a mix of the activity centre
and public transport based demand.
• these are impacted by:

3.4.2 Cycle demand analysis –– the surrounding environment that the stop
or station sits within – terrain, land use,
To identify likely cycle demand profiles for a station traffic, safety
or stop, undertake the following: –– the permeability of the area – the actual distance
• identify links to nearby cycle paths and major travelled due to block size, presence or absence
cycle intersections. of mid-block paths or barriers
• examine direct connections against paths offering the –– quality of cycle connections – safety, amenity,
least resistance (that is, barriers), most convenience ease of access, continuity
or most safety (including on and off-road). –– climate – the propensity to cycle and the average
In particular consider: distance cycled may be less where heat or
–– existing and likely new planned paths inclement weather is more regular
–– non-public transport based cycle paths that –– the likely demographic of cycle user types and
might pass the site the varying needs of different cyclists
–– future cycle paths that may intersect with –– potential inclusion of cycle provision on buses
the site. and trains – consider frequency and capacity
• identify and map actual, designated and future cycle –– provision of end-of-trip amenities
routes to, from and past the site, in line with the –– cycle activity generated by adjacent land uses
department’s Principal Cycle Network Plan.
–– existing and future surrounding residential
• gauge the likely order of magnitude of cycle demand. development (includes population density
and dwelling density). Apply current mode-share
Estimates and/or extrapolations should be used and relevant targets to identify the potential
alongside policy and applicable standards when demand requirements.
determining what cycle access infrastructure is required.
These policies are based upon expected or targeted peak Refer to Austroads guidelines and the Department of
demand and the desired shape of the cycle network. Transport and Main Roads’ Technical Information for
Cycling for further information about cycle demand
In analysing cycle access infrastructure needs, and forecasting.
the variables that should be considered include:
• the likely catchment: 3.4.2.1 Staging
–– a reasonable immediate ride-up catchment
Protect for future increase in demand for paths and
radius for all stops or stations with end-of-trip
storage capacity wherever possible. Where initial
amenities is 2.5 kilometres or 10 minutes ride
(whichever is less), while for premium stops and cycle volumes may not justify investment in cycle
high passenger volume stations with end-of-trip amenities, yet future volumes may be
end-of-trip facilities, up to 5 kilometres expected to potentially do so, it is important to
or 20 minutes ride can be expected design for the protection of the land requirements
and expansion of infrastructure for future or
–– limited ride-up could be expected from up
extended amenities.
to 15 kilometres at high passenger volume
stations where high-demand cycle storage with
full amenities is available and there is a long
distance commute to the nearest activity centre.
All stations, and some high passenger volume stops where major
3.4.3 Design cycle paths are intersected, will require end-of-trip amenities
ranging from cycle rails and racks to lockers, enclosures and
considerations possibly showering and associated amenities.
Key principles for design of cycle access infrastructure include:

• identifying the main directions of flow for cycle activity into and
out of the stop or station facility area
• ensuring that access paths connect, provide appropriate
capacity and are easily recognisable
• ensuring that adequate advance information is provided for
decision (entry and turning) points
• providing direct and convenient connections that do not require
cyclists to dismount until reaching the amenity
• minimising inter-modal conflict (in particular, cycle access
should not inhibit or conflict with pedestrian movements)
• need for bus layover depending on service pattern
and operation.
Refer also to the PTIM, Bus Stop and Bus Station

Infrastructure chapters.
Specialist cycle design advice should be sought when designing

cycle amenities. Advice on standards and current best practice
can be sought through TransLink, other relevant government
stakeholders and the Department of Transport and Main Roads’
Technical Information for Cycling.
Table 3.8 outlines some of the key design considerations

and requirements for cycle access.
Table 3.8:
Design considerations for cycle access infrastructure
Consideration Guideline description
Access paths • Changes in grade should be seamless and avoid

excessive gradients.
• Surface materials and finish should consider tyre traction in
dry and wet weather.
• Paths must be designed to avoid pooling of surface water and
promote quick drainage during heavy rain events.
• Appropriate handrails should be provided at preferred cycle
crossing or other stopping points.
• Crossover kerb ramps should be seamless.
• Sightlines should not be obscured on approach to corners
and intersections with other modes.
• Entry and exit paths should be clearly visible utilising passive
surveillance and security cameras (where applicable).
• Vegetation should be planned and maintained to avoid
the intrusion of plant matter into the envelope of movement
for cyclists.
• Avoid creating any unnecessary obstructions such as grates,
grids, grills or pit covers.
• Place utility service maintenance infrastructure, such as pits,
in locations where access to them does not interrupt the flow
of cycle activity.
Envelope of travel • The minimum clearance for the envelope of cycle travel
provided for a cyclist is 1 metre wide x 2.5 metres high and
1.75 metres long.
Minimising inter-modal conflict • Wherever reasonable, dedicated on and/or off-road paths for
cyclists are preferred.
• Include measures to slow cyclists when approaching potential
points of conflict – for example intersections, blind curves.
• Provide sufficient width – refer TMR Technical Note 133
Guidance on the widths of shared paths and separated
bicycle paths.
• Clearly sign where paths are to be specifically shared
or exclusive.
• Clearly identify any behavioural requirements that differ from
the natural preferences (for example, if cyclists are required
to dismount).
• Clearly identify crossing arrangements (for example, if cyclists
must cross with pedestrians or separately).
• Cycle parking (whether in use or not) should not endanger
pedestrians – particularly those who are partially sighted or
blind – or obstruct the flow of pedestrian movements.
• Cycle parking should not obstruct structures such as seating,
traffic signals, street lighting, bollards and so on., or obstruct
car doors from opening (where parking is allowed).
• Cycle paths should avoid interaction with kiss ‘n’ ride bays:
–– where this is unavoidable, sufficient width should be
provided for cyclists to pass on the right of any vehicle
using such a facility
–– cyclists should be discouraged from passing on the left
of a kiss ‘n’ ride bay, whether on or off-road.
End-of-trip amenities • The minimum provision of cycle storage is a single rack (1.7
metres x 0.6 metres). All new facilities should protect suitable
vacant space for this provision.
• Design cycle storage facilities based on location demand. This
may include more individual bike rails, whether covered or
not, than fully secure bike storage, or vice-versa.
• Design of amenities requiring structures should be made of
transparent materials to allow natural ventilation and passive
surveillance, yet not detract from the public environment or
TransLink’s architectural theme.
• Design of cycle parking should support any type of cycle
without causing damage – both when the cycle is parked and
if knocked accidentally.
• Design of cycle parking should allow for both the front
wheel and frame (and possibly the back wheel) of the cycle
to be secured.
• Minimise the need for cyclists to cross the paths of other
modes when accessing end-of-trip amenities, particularly
when moving to and from the platform waiting area.
• Minimise the distance between the end-of-trip amenities and
public transport boarding point.
• Wherever possible, cyclists should be able to cycle to an
end-of-trip amenity without dismounting.
• Cycle parking should be spaced appropriately so that cyclists
are not obstructed when locking their cycle.
• Amenities should provide weather protection:
–– cycles and gear stored within lockers or an enclosure
should not be affected by rain water
–– floors must drain away from the storage area with
no pooling of water within enclosure or lockers.
Lighting • Lighting must meet applicable lighting standards and be

consistent with any adjacent lighting provided for pedestrians
or motorised vehicles. Refer to the appropriate requirements
within AS/NZ 1158.3.1 2005 – Lighting for roads and
public spaces.
Hazards • Physically avoid proximity to, or creation of, hazards.

In particular, consider:
–– kerb design, quality and proximity to routes
–– kerb drain placement and design
–– type of landscaping placement and impact on pavements
and kinetic envelope for cyclists
–– railing and barrier design
–– proximity of unforgiving structures to kinetic envelope
– building corners, poles and sign edges etc.
–– pavement design and quality – slip resistance,
ridges /gaps and consistency
–– placement and design of TGSI – reduced tyre
traction, interaction between cyclists and people
with vision impairment
–– placement and quality of coverings for service pits.
• If a stop or station is likely to be used regularly by people
with mobility impairment, children, or inebriated people,
implement measures that encourage cyclists to dismount in
shared areas, and encourage pedestrians to exercise caution.
Surveillance • Amenities and connecting paths should be specifically

covered by security camera infrastructure with the ability
to survey movements between platforms, cycle storage
and external entry/exit points.
• Design of infrastructure and structures should be made of
transparent materials to allow natural passive surveillance.
Other • Require cyclists to dismount in any area where:

–– boarding or alighting occurs (for example at platforms)
–– pedestrian movement is either constrained or is
clearly the dominant mode (for example through over/
underpasses, ramps to platforms).
• Provide for dismounted cyclists to move cycles to and from
boarding and alighting points.
• Discourage through cycle movements (non public transport-
related) within the immediate stop or station area.
• Consider off-site provision and active demand management
of cycle facilities if space is limited.
3.4.3.1 Crossings
Pedestrian movement will always take precedence within
shared parts of a stop, station or access infrastructure, The scope for supporting components will be subject to
and cyclists should be appropriately informed of this the scale and functionality requirements of the public
through signage. Cyclists will have priority on any transport facility and any adjacent land uses which may
designated cycle paths and, accordingly, pedestrians impact on the facility.
and motorists should be informed of this through
appropriate signage. 3.4.4.1 Signage and way-finding
In particular, the following should be considered with Signage and way-finding for cyclists should be
respect to cycle crossings associated with public implemented at a scale that allows for on-cycle
transport infrastructure: navigation and information. Information specifically
• cycle crossings meet or exceed minimum engineering for cyclists, that does not need to be communicated
design standards (as specified by Austroads). en route, should be collated and provided at an
end-of-trip amenity.
• infrastructure design avoids configurations that are
likely to generate conflict between dominant cycle
Cyclists may need to access some signage targeted
movements and other modes.
more at pedestrians, such as information signs or
• design treatments aim to slow cyclists on the facility maps, prior to accessing cycle storage amenities.
approach to crossings (as specified by Austroads). Provision should be made to allow them to do so without
• pedestrian crossings are separated from cycle creating undue hazard for pedestrians, other cyclists
crossings, where possible. If separation is or vehicles.
not possible:
The signage plan for a stop or station should include any
–– provide wider kerb ramps and more footpath
signage associated with supporting cycle infrastructure
space at the kerbside dwell points and in any
median refuges (as specified by Austroads), and amenities. A review of off-site directional signage
require cyclists to dismount at such crossings. requirements associated with a stop or station should be
undertaken and presented to relevant key stakeholders
–– corresponding kerb ramps on a crossing responsible for local cycle infrastructure. Consultation
should be directly aligned to minimise
should then proceed regarding the quality and extent
changes of direction.
of directional signage provision.
Refer to Table 4.1 PTIM, Branding, Theming and Signage

Chapter for guidance on signage.
3.4.4.2 Amenities
Amenities for cyclists include items that are desirable
for improving the experience of using the facility but
that are generally not considered mandatory. All such
components for cyclists should be concentrated around
any designated end-of-trip amenities and placed so as
to allow clear visibility without compromising pedestrian
safety. The components are included in Table 3.9.
Table 3.9:
Amenity utilities for cycling infrastructure
Amenity utility Consideration requirement/notes
Shelter from rain, sun and wind • Consider need for shelter at cyclist dwelling points such
as end-of-trip amenities.
• Consider extent of shelter provided based on likely use
patterns. for example, extension of shelter above enclosure
entry points where a cyclist may need to dismount and open
a bag to access a key or access card.
• Consider the use of lighting within cycle enclosures
for access during the evening period.
Seating • At higher demand for end-of-trip amenities for cyclists,

provide seating for cyclists to change their shoes.
Rubbish bins and drinking fountains • Consider provision at end-of-trip amenities.
Gear storage • Consider provision for gear storage at high-demand cycle

amenities where cycle lockers are not in exclusive use.
Shower amenities • Consider for inclusion where high volumes of cyclists will use
as an end-of-trip activity or prior to catching a public transport
service that operates at high frequencies.
• Consider the inclusion where agreement can be sought
between TransLink and relevant key stakeholders with regard
to provision, management and ongoing maintenance.
Vending machine • Consider provision at higher demand for

end-of-trip amenities.
Non public transport-based information points • Consider opportunities for these at end-of-trip amenities
– static, dynamic and interactive to allow for dissemination of cycle-related information
by government and relevant cycle reference groups.
• Clearly establish installation, management, maintenance
and usage conditions and arrangements before inclusion.
Advertising • Consider provision at end-of-trip amenities where amenity

and CPTED principles are not compromised and where
adequate exposure is available to meet market expectation.
This may be restricted to cycle-based services.
Emergency call points • Consider the provision of emergency call points at (within
and/or next to) end-of-trip amenities in case of security
malfunction or other incidents.
• Ensure electrical and communication conduits/connections
are provided, or allowed for in future if not
immediately supplied.
3.5 Bus feeder infrastructure

Interchanging can occur anywhere where two or more service
3.5.1 Network routes intersect. However, its attractiveness will be determined
by how conducive the TransLink network and the physical
considerations infrastructure are towards creating a convenient journey.
Increased provision of interchange opportunities, specifically when

combined with higher-frequency services, can provide passengers
with access to more destinations across the TransLink network.
Network planning can contribute to promoting interchanging by:

• wherever possible, providing the most direct interchange
opportunities within a single stop or station facility – preferably
by simply accessing adjacent platforms or even without the
need to change platforms
• coordinating the timetables for key services to minimise
inter-journey wait times, while allowing for sufficient time
for passengers to interchange between services
• providing the highest reasonable frequency for cross-town
and feeder services.
Generally, interchange facilities will be provided at transport

network interchange nodes that are located at the convergence
of many service routes with a high frequency service and/or
activity centre.
Strategic transport models will provide estimations of the level

3.5.2 Demand analysis of expected interchanging at specific sites. These estimates
should be reviewed in context with TransLink planning and
network strategy.
Where there is likely to be a high demand for interchanging, stops/

3.5.3 Design stations should provide additional passenger waiting capacity,
and seamless intra and inter-platform passenger movement, in
considerations accordance with TransLink stop and station policy and guidelines.
Where less direct interchange opportunities are to be provided,

apply pedestrian design consideration to maximise the
convenience of the interchange movement by:
• minimising the required walking distance
• maintaining direct sightlines across the facility and services
• providing continuous and seamless high quality pedestrian
connections within the facility
• identifying the interchanging opportunity within facilities
• providing route and timetable information for the
corresponding facility
• ensuring high-frequency services are given priority over feeder
services for direct and efficient access to a stop or station,
to minimise their dwell and travel times.
Bus access roads and bays should consider:

• appropriate design for constant heavy vehicle use
and manoeuvring
• surface materials designed for ease of cleaning and slip
resistance in all weather conditions
• surfaces designed to avoid pooling or collection of detritus
or other unwanted debris.
3.6 Kiss ‘n’ ride infrastructure

Kiss ‘n’ ride is preferred at stops and This section explains how to provide good kiss ‘n’ ride
stations serving low-density residential infrastructure including:
areas where the level of public transport • access from the road network around a stop or station
service is low.
• interface between the stop or station and the kiss ‘n’ ride area
• the role of kiss ‘n’ ride as a key access point for people with
mobility impairment
• the difference between set-down and pick-up
(that is, waiting times)
Table 3.10 provides an overview of kiss ‘n’ ride infrastructure.
Table 3.10:
Kiss ‘n’ ride key elements
Passenger set-down and pick-up bays These can be for private vehicles or taxis, shared or dedicated,
kerbside or on-site (off-street) and could include:
• indented bays along a kerb-line
• regular (non-indented) kerbside bays designated as
passenger loading zone or very short-term parking
• allocated angle parking bays within a parking lot facility
associated with a park ‘n’ ride or activity centre – for example,
very short-term (less than 10 minutes) parking.
Pedestrian and vehicle waiting areas This can include:

• storage bays and overflow allowances for waiting
(pick-up) vehicles
• waiting areas and amenity utilities for public transport
passengers awaiting their ride
• pedestrian access paths.
Kiss ‘n’ ride access should be considered for:

3.6.1 Integration • stops and stations outside of the inner city and in
low-density residential areas
A key success factor for any kiss ‘n’ ride facility is the
• some high frequency services and terminus stops
convenience with which it can be accessed and exited with significant demand
from. As many kiss ‘n’ rides are provided as kerbside
services, it is important to consider their interaction • stops and stations serving activity centres
within residential areas, particularly those used
with users of adjacent roads, pedestrian paths and cycle
for interchanging.
paths, particularly in relation to safety and efficiency.
The following considerations should be applied: 3.6.1.1 Adjacent land uses

• Access: Direct vehicle access to and from arterial, When planning kiss ‘n’ ride facilities, consideration
sub-arterial and distributor roads is preferred. should be given to any kiss ‘n’ ride activity needs
Connections between kiss ‘n’ ride infrastructure and associated with land uses in the relevant area which may
stop or station facilities should be accessible, direct
impact on the public transport stop or station, such as:
and legible, and incorporate CPTED principles.
• childcare centres
• Location: Kiss ‘n’ ride activity should be
accommodated within a formalised facility. Informal • primary, secondary, special, and tertiary
kiss ‘n’ ride activity should be discouraged, education centres
particularly where safety issues are likely to occur.
• large office and business activity centres
If using local streets is the only option, the length
of this use should be minimised and preferably • large retail and recreational activity centres
contained to short sections: • sporting facilities.
–– Off-street or side-street kiss ‘n’ ride access is
preferred where the ratio between traffic volume In most cases, dedicated kiss ‘n’ ride facilities will
(kiss ‘n’ ride demand and passing traffic) and directly relate to a stop or station. However, in some
road capacity prevents efficient and safe vehicle cases, the infrastructure may be shared between land
ingress and egress. uses (for example, adjacent shopping centre
–– On-street kiss ‘n’ rides are acceptable where or education facility). In such situations it will be
the ratio of traffic volume (kiss ‘n’ ride demand essential to:
and passing traffic) and road capacity allows • provide sufficient capacity
free-flowing ingress and egress. Kerbside
kiss ‘n’ rides should provide sufficient • establish clear responsibilities for provision,
additional footpath space to avoid conflict maintenance and security
with pedestrian movements. • consider local parking supply management to ensure
• Design: Kiss ‘n’ ride infrastructure should not parking for businesses is maintained.
interrupt cycle movements, and should minimise the
need to cross cycle paths. If it is likely that peak demand periods for the stop or
station and the activity centre will conflict, and thereby
impact capacity, general passenger set-down should not
be combined.
The use of micro-simulation models, especially for

3.6.2 Kiss ‘n’ ride complex park ‘n’ ride sites, can also be applied to
understand the potential need for kiss ‘n’ ride. Consult
demand analysis TransLink for advice when identifying the need for
kiss ‘n’ ride infrastructure at a particular stop or station.
The most important consideration is to cater to likely
peak demand and protect for future expansions in peak 3.6.2.1 Staging
demand. Where space is at a premium, there may be
other strategies available such as queue management If demand is likely to increase over time – and TransLink
and active management. still considers it a priority – possible expansion of
kiss ‘n’ ride capacity should be allowed for, either
Policy and strategy requirements will be used alongside through lengthening longitudinal kerbside bays or
any estimates and/or extrapolations to inform the providing additional specially-allocated angle or
development of kiss ‘n’ ride facilities. The variables perpendicular parking bays.
to consider when analysing the need for kiss ‘n’ ride
infrastructure include: Also consider provision of peak queuing space that does
• the reasonable kiss ‘n’ ride catchment based on: not impact on other stop or station access modes or safe
and efficient movement in the immediate area.
–– the type of surrounding land use
and development Consider shared allocation arrangements on a physical
–– location with respect to other public transport or temporal basis if future demand is uncertain or likely
options and activity centres to be seasonal or highly variable. For example, if a bay:
–– the surrounding traffic conditions • is permanently shared between taxis and private
passenger set-down
• the mix of potential kiss ‘n’ ride users and their
differing needs • is shared only at specific times and is dedicated to
one use at other times
• existing and future development intensity such as
population density and dwelling density • changes its dedicated or shared allocation during
specific time periods.
• activity generated by proximate land uses –
for example a shopping or other activity centre
• mode share projections or broad target planning
policies (which can be applied to generate
approximate volumes or future targets).
Travel surveys should be conducted to capture passenger

drop-off and pick-up activity for each individual site
for example:
• Behaviour at kiss ‘n’ ride infrastructure in the
morning peak period is different to behaviour in the
evening peak period. Dwell times are longer during
the evening peak when the majority of vehicles are
picking up passengers, as opposed to dropping off
during the morning
• Kiss ‘n’ rides that also service an activity centre (for
example a shopping centre) experience traffic activity
outside the normal public transport peak periods
• Taxis setting down at dedicated ranks may wait
for another fare, hence combining set-down and
pick-up activity.
Design of kiss ‘n’ ride infrastructure needs to consider

these variances.
• Safety: Wherever possible, segregate kiss ‘n’ ride

3.6.3 Design considerations bays and their through-lanes from other traffic to help
control movement and limit the complexity of vehicle
movements in the area (for example, indented
A kiss ‘n’ ride generally consists of a public transport
kerbside bays, separate access roads):
platform-like waiting area. Sufficient capacity should
be provided within this area to cater for any through –– Promote safe and efficient movement by
pedestrian movements and movement of embarking providing connections to and from the
and disembarking passengers between vehicles, waiting kiss ‘n’ ride that minimise inter-modal conflict
and provide direct connection to platforms
areas and/or access paths to the stop or station.
–– Where there is the need for cross-vehicular
Key principles to consider: (motorised or cycle) traffic, kiss ‘n’ ride
(including taxi waiting areas) should be located
• Flow direction: Identify the main directions of vehicle
adjacent to or near pedestrian crossings. These
flow into and out of the stop or station facility area
crossings should provide direct access to the
considering entry arrangements and the location
primary stop or station entry point
of other Supporting Access Infrastructure, such as
cycle amenities. –– Where a kiss ‘n’ ride is located within a larger
park ‘n’ ride site, the kiss ‘n’ ride will have
• Pedestrian movements: Ensure that pedestrian
priority for proximity to the stop or station
access routes to the stop or station connect to the
entry points.
kiss ‘n’ ride facility, provide appropriate capacity,
comply with applicable accessibility requirements • Taxis: Dedicated taxi facilities should be provided
and are easily recognisable. where passenger demand for taxis is expected to be
high and there is likely to be conflict between taxi
• Information: Ensure that public transport information
demand and general kiss ‘n’ ride demand. Where
is provided in adequate advance at kiss ‘n’ ride
possible, dedicated taxi facilities should be shared
waiting areas and other decision points between the
or primarily associated with an adjacent land use
stop or station.
such as an activity centre (for example, a shopping
• Personal security: Apply CPTED principles to centre). Consider the need to provide a taxi call point
maximise pedestrian safety. or public telephone for dedicated taxi facilities. It will
be necessary to make provision for the connection to
communications infrastructure.
3.6.3.1 Accessibility Planning and design of public transport infrastructure

should give consideration to location-specific demand
Kiss ‘n’ ride access and infrastructure should meet the for facilities that cater for people with a disability.
applicable Australian Standards for parking bays for use
by people with a disability. These bays must be located Table 3.11 outlines some of the key design
as close as possible to the stop or station entrance and considerations and requirements for kiss ‘n’ ride access.
incorporate appropriate accessibility design features,
Table 3.11:
such as kerb ramps and direct access.
Design considerations for kiss ‘n’ ride
access infrastructure
Access paths and waiting amenities • The provision of a waiting area consisting of a hardstand area
with a suitable slip-resistant finish (as per accessibility and
architectural design requirements). This is in addition to a
minimum pathway allowance. Consideration to be given to
appropriate LOS for this area.
• Access pathways to stops or stations must
meet the requirements outlined previously for
pedestrian infrastructure.
• The pathway will extend the full length of the facility,
providing access to the full length of all bays.
• Where the carriageway and waiting area/circulation
paths are at different grades, additional width will be
provided to accommodate kerb ramps, as per applicable
• Kerb ramps must be provided at the front or rear of each bay
length as per applicable Disability and Australian Standards.
• Minimise the distance between the kiss ‘n’ ride and bus
stopping positions. Where possible, walking distance
between the public transport boarding point and kiss ‘n’ ride
area should not be more than 150 metres for pedestrians.
Dimensions/envelope • Parking bay envelope will vary depending on configuration.

• Applicable Australian Standards apply for:
–– non-parallel bays (meet off-street parking standards)
–– minimum kerbside bay width and length (including fully
accessible bays for people with disabilities)
–– minimum height clearance
–– angle parking bay dimensions (require specific
physical dimensions).
Lighting • Lighting should meet applicable platform lighting standards.

• Lighting levels are required to meet current regulation
standards for public transport facilities. For details regarding
lighting requirements refer to the appropriate requirements
within AS/NZ 1158.3.1 2005 – Lighting for roads and
public spaces.
Hazards/minimising inter-modal conflict • Consideration of slow vehicles entering and exiting a

kiss ‘n’ ride facility when approaching potential points of
conflict (for example intersections, blind curves, crossings).
• Clearly identify crossing arrangements if kiss ‘n’ ride patrons
are required to cross a carriageway of any sort.
• Where a cycle access path runs parallel at-grade with a
kerbside kiss ‘n’ ride bay, provide additional dedicated
lane width to the right of the bay.
• On no account should cyclists be encouraged to proceed on
the left of a kiss ‘n’ ride bay, on or off-road.
• Cycle paths should avoid interaction with kiss ‘n’ ride bays.
• Under no circumstances should cycle paths be led through
shared zones for accessible kiss ‘n’ ride bays.
Surveillance • Where applicable, kiss ‘n’ ride areas and connecting

paths should be specifically covered by security camera
infrastructure (for example, CCTV) with the ability to survey
movements between public transport platforms and a
kiss ‘n’ ride area.

The scale of the public transport facility – and strategic
direction from TransLink – will determine the scope for
supporting components to be provided with kiss ‘n’ ride
infrastructure.
3.6.4.1 Signage and way-finding

Signage and way-finding for kiss ‘n’ ride infrastructure
should be implemented at a scale that allows for in-
vehicle navigation and information. All information
relevant to the use of kiss ‘n’ ride needs to be
imparted on the approaching roadway. Any information
about public transport services should be provided at
the kiss ‘n’ ride waiting area or within the stop or
station area.
Signage for kiss ‘n’ ride infrastructure should be

incorporated into the overall stop or station signage
plan. Undertake a review of off-site directional signage
needs and present recommendations to the key
stakeholders responsible for local road infrastructure.
Consultation should proceed regarding the quality and
extent of directional signage provision.
Refer to Table 4.1 (Branding, Theming and Signage) for

guidance on signage.
3.6.4.2 Amenities
Amenities for kiss ‘n’ ride users are items that can
improve the experience of using the facility however in
practice are generally not specifically required. All such
components for kiss ‘n’ ride should be concentrated
around the waiting area and positioned for clear visibility
without compromising pedestrian safety. Components
for consideration are listed in Table 3.12.
Table 3.12:
Amenities for kiss ‘n’ ride infrastructure
Amenity Consideration requirement/notes
Shelter from rain, sun and wind • Consider need for shelter at kiss ‘n’ ride waiting points based
on available alternative shelter and exposure of location.
• Consider extent of shelter provided based on likely usage –
for example, extension of shelter where waiting numbers peak
in the evening period.
Seating • Consider providing seating for people waiting at kiss ‘n’ ride

pick-up points.
• Allow appropriate space for wheelchair parking.
• Seating must comply with applicable Disability and
• Seating positions should be sheltered where capacity of
covered waiting area would not be compromised.
Rubbish bins and drinking fountains • Consider providing at waiting areas if alternatives are not
available nearby.
Vending machines and other retail activities or • Consider providing near kiss ‘n’ ride infrastructure.
outlets • Clearly establish installation, management, maintenance and
usage conditions and arrangements before inclusion.
Non public transport-based information points • Consider opportunities at waiting areas to allow for
– static, dynamic, interactive dissemination of passenger notification information.
• Clearly establish installation, management, maintenance and
use conditions and arrangements before inclusion.
Advertising • Consider providing at waiting areas where amenity and

CPTED principles are not compromised and where adequate
exposure is available to meet market expectation.
Emergency call points • Consider the location of emergency call points at

waiting areas.
• Ensure electrical and communication connections are
provided, or allow for in future if not immediately supplied.
3.7 Park ‘n’ ride infrastructure

Park ‘n’ ride is provided at stops and stations serving • its role as the key access point for people with
low-density residential areas where the level of public mobility impairments
transport service is low. • the profile of demand across an average timescale
(for example, day, week and year)
This section explains how to provide applicable
park ‘n’ ride infrastructure that enhances access to • asset management.
stops and stations, including:
Table 3.13 provides an overview of
• access from the road network around a station park ‘n’ ride infrastructure.
• interface between the stop or station and the
park ‘n’ ride infrastructure Table 3.13:
Park ‘n’ ride key elements
Parking bays (shared or dedicated) These can be located kerbside or on-site (off-street) and are
specifically allocated for public transport purpose.
These can include:
• indented parallel-bay style provision along a kerb line
• regular (non-indented) kerbside bays allocated as dedicated
or shared (by time) for public transport parking
• dedicated or shared angle parking bays within a dedicated
parking lot associated with a park ‘n’ ride or adjacent
activity centre
• dedicated motorcycle parking areas.
Supporting elements This can include:

• overflow capacity
• vehicle access roads
• amenity utilities
• pedestrian and cycle access paths.
• Direct and legible connections: Particular elements

3.7.1 Integration that need focus include:
–– intra-modal conflict – access from and egress to
A key success factor for any park ‘n’ ride is the the road network
convenience with which it can be accessed and egressed –– multi-modal conflict – relationship with
in relation to the origin and destination of the vehicle. It pedestrian, cycle and public transport
is important to consider the interaction of park ‘n’ ride travel paths
infrastructure with adjacent roads, pedestrian paths and
–– CPTED principles.
cycle paths, in terms of safety and efficiency for all users.
The following considerations should be applied with 3.7.1.1 Adjacent land uses
respect to integration:
• Access: Direct access to and from arterial, sub arterial The planning and design phase should review nearby
and distributor roads is preferred: land uses and gauge potential park ‘n’ ride related risks,
impacts and needs that they may generate. This should
–– The use of controlled movements at access
points should be assessed where the ratio of identify any particular park ‘n’ ride needs associated
traffic volume (park ‘n’ ride and passing traffic) with land uses that may impact on the public transport
and road capacity prevents efficient and safe stop or station, such as:
vehicle ingress and egress. • childcare centres
–– Where demand is likely to peak sharply, consider • primary, secondary, special, and tertiary
the impact of queuing at entry and exit points. education centres
• Location: Park ‘n’ ride activity should be • large healthcare centres such as hospitals
accommodated within a formalised facility –
informal park ‘n’ ride activity should be discouraged, • office and business centres
particularly where safety, amenity and intrusion • retail or recreational facilities
issues are likely to occur:
• sporting facilities.
–– Off-street location of park ‘n’ ride services
is preferred.
–– Local streets should not be used for park ‘n’ ride
access if avoidable. If they must, the physical
length required for access of this use should
e minimised and preferably contained to short
sections that relate directly to the stop or
station facility.
• Design: Park ‘n’ ride entry points should minimise
the interruption of pedestrian and cycle movements.
Where interaction is required and volumes for any
or all of the modes are high, consider the use of
controlled movements. Park ‘n’ ride sites should not
interrupt, and minimise the need to cross, pedestrian
and cycle paths or lanes.
• Demand considerations: Changes in traffic volumes
may require upgrades to road infrastructure on
streets feeding the site. This may include intersection
upgrades, carriageway reconfigurations, traffic
calming or resurfacing.
• Public transport patronage: Assess the impact of the
park ‘n’ ride on route capacity and the implications
for network planning in terms of the need for
additional services and/or dedicated routes.
3.7.1.2 Location of facility 3.7.1.3 Strategic planning

Park ‘n’ ride locations will be determined by government If a new park ‘n’ ride is to be developed, it should
policy and strategies. Potential applications include: contribute to the long-term strategic planning intent
• stations within a low-density residential catchment for the immediate precinct. Accordingly, the design
where the level of public transport services is and configuration of the site should:
considered low • protect for strategic planning intents for adjacent
• some high-frequency premium and terminus stops properties and the surrounding precinct
• shared arrangements with sporting and recreational • where appropriate, directly integrate with (or at least
facilities where peak demands do not coincide with support) any planned public infrastructure such as
typical park ‘n’ ride peak demands. pedestrian and cycle connections, open space, social
infrastructure (education, health, community or other
• stops or stations serving lesser activity centres within public buildings)
residential areas.
• protect for any statutory planning requirements
Past experience across South East Queensland is for adjacent properties
that park ‘n’ ride supply will generate an overflow of • protect the amenity of the immediate stop
demand. This can lead to what is referred to as hide ‘n’ or station facility
ride – using private or public parking spaces provided • avoid isolation from surrounding land uses.
specifically for commercial activities, or parking in non-
designated spaces, usually local streets.
Experience suggests passengers are willing to walk more

than 400m from a hide ‘n’ ride spot to a highly-serviced
stop or station. This has an impact on local residents
and businesses both in terms of access to their premises
and safety. Local parking supply management may be
needed to ensure sufficient parking is maintained for
businesses and other local activity purposes. This is a
local government responsibility, so project teams will
need to collaborate with local governments to develop
a solution.
✴❒❁■▲✬❉■❋ ✴❒❁■▲✬❉■❋ ✴❒❁■▲✬❉■❋ ✴❒❁■▲✬❉■❋

Figure 3.2 –
Design of park ‘n’ ride facilities
If park ‘n’ ride is to be planned with surrounding

development (such as office, commercial or other
relevant activities), immediate priority should be given
to creating developments with street active frontages,
which are more pedestrian friendly, as opposed to
parking dominant frontages (see Figure 3.2).
A park ‘n’ ride site can potentially act as a catalyst for

precincts identified for future development. In such
situations it is important to plan for anticipated evolution
of the site to:
• maintain consistency with the changing precinct
• allow for development on publicly-owned land
(that is, the park ‘n’ ride site).
An example of this is shown in Figure 3.3.
To manage the long-term evolution of a park ‘n’ ride

site, ensure that all development assessment
requirements are clearly established upfront,
lodged with relevant referral authorities, and
follow relevant assessment processes.
Consolidated commercial
and residential
development (formally
used as at-grade
park ‘n’ ride space).
Former at-grade
park ‘n’ ride space
now used as
consolidated multi-
story park ‘n’ ride.
Busway
station.
Figure 3.3 –
Consolidated commercial and residential replacing park ‘n’ ride
Where horizontal expansion is planned:

3.7.2 Park ‘n’ ride • prepare a property procurement plan to ensure
strategic land assembly
demand analysis
• clearly identify the future requirements under the
Park ‘n’ ride demand forecasting can be modelled development assessment process to protect the
requirement and facilitate land assembly
using a range of applicable tools. Variables for
consideration include: • ensure that high-quality pedestrian access to the stop
or station is provided
• the reasonable park ‘n’ ride catchment. This will be
impacted by: • assess the impact of the changes on surrounding
local and internal traffic networks.
–– the surrounding topography – that is, land use,
traffic and safety
Where vertical expansion is planned:
–– the demographics of immediate
• protect for a suitable column grid, footings and
population catchment
service utility connections based upon structural
–– the trip attraction and purpose of the requirements for the number of levels that are to
immediate catchment be constructed
–– the ease and safety of vehicle access and quality • protect for vertical vehicle movement infrastructure
of vehicular movements (ramps) and ensure that they will be aligned with
internal and/or external road networks
–– climate – the tendency for park ‘n’ ride may
be higher where heat or inclement weather • protect for vertical person movement infrastructure
is more regular (lifts, overpasses, stairs and escalators) and
ensure that they will be aligned with stop or station
–– level of accessible public transport service
pedestrian networks and design requirements
• the demographic make-up of potential park ‘n’ ride
• assess and offset the impact of the additional
users and their differing needs, including people with
infrastructure against long-term at-grade pedestrian
disabilities and motorcyclists
and cycle connections to the stop or station
• existing and future development intensity such as
• plan for the operation of the park ‘n’ ride during
population density and dwelling density – apply
construction stages.
mode share and relevant targets
• parking activity generated by adjacent land uses It is also important to manage the intermittent peaks
• mode share assumptions or broad target policy in demand as a park ‘n’ ride approaches capacity or
can be applied to generate approximate volumes while being constructed. Consider options for spill-over
or future targets. parking that does not impact other stop or station access
modes, or affect safe and efficient movements in the
TransLink will provide final advice on determining need immediate local area.
for park ‘n’ ride infrastructure. Generally, the type and
scale of park ‘n’ ride infrastructure will primarily be If future demand is uncertain or likely to be highly
based upon transport and land use policy, network variable then consider shared allocation arrangements
strategy, available space and site development planning. on a physical or temporal basis, for example, with:
• parking purposes for other land uses that have
3.7.2.1 Staging complementary demand profiles
A park ‘n’ ride development may be delivered in stages • other complementary activities such as
community markets
to suit various delivery mechanisms or potential for
changes in capacity and/or site configuration at the stop • informal parking
or station. If the site is planned to change over time, • operational facilities such as bus layover
prepare a strategic staging plan to protect for these and stabling.
anticipated changes.
• Promote safety and efficiency of movement:

3.7.3 Design considerations –– minimise the need for vehicles accessing the
park ‘n’ ride to cross or share paths with cyclists
The design will need to address the relationship of and/or pedestrians.
the park ‘n’ ride with the amenity of the immediate –– avoid the need for cyclists and pedestrians
physical environment and any known future to use parking aisles for access to
development planning. end-of-trip amenities.
Consider the following: –– facilitate safe and direct pedestrian access to the
stop or station.
• Identify the main directions of vehicle flow into
and out of the park ‘n’ ride site considering entry –– provide sufficient width on shared access paths
arrangements and the location of any other access for pedestrians.
infrastructure (for example cycle and kiss ‘n’ ride). –– minimise the need for physical barriers between
• Design for one-way or cul-de-sac aisles to minimise modes – that is avoid fences and barriers except
directional conflict and design the circulation network where overall path corridor width is constrained.
for ease of manoeuvring and safety. –– where there is the need for pedestrians to cross
• Provide designs such that vehicle awaiting entrance vehicular (motorised or cycle) traffic, park ‘n’ ride
to a park ‘n’ ride are oriented away from the entry and exit points should be located adjacent
immediate vicinity of the stop or station. to or near pedestrian crossings that provide
direct access to the primary stop or station
• Identify the need for operational requirements that entry point.
could potentially share the site such as bus layovers
and drivers amenities. –– avoid sharp turns and maintain sightlines
(consider the visibility of objects such as poles,
stop bars, handrails, barriers and sign posts).
• Ensure that public transport information is provided
in advance at transition points between the
park ‘n’ ride and the stop or station.
• Apply CPTED principles to maximise pedestrian
safety, visual integration and the use of security
infrastructure (for example, security cameras).
• Wherever possible, segregate park ‘n’ ride access
traffic from other stop or station traffic to help
control movement and limit the complexity of
vehicle movements in the area. An example of
this is illustrated in the PTIM, Supporting Access
Infrastructure, Appendix 3-A where kiss ‘n’ ride
infrastructure will have priority for proximity to the
station entry points. Park ‘n’ ride access to stop
or station entry points will need to balance this.
• If people with mobility impairments, children or
inebriated people are likely to frequently pass by
or use the stop or station, caution car drivers and
pedestrians to take extra care near crossing points.
3.7.3.1 Accessibility All park ‘n’ ride infrastructure is to be consistent with

the applicable Disability and Australian Standards and
Specialist park ‘n’ ride and accessibility design advice any other documented requirements. Any exceptions
should be sought when designing park ‘n’ ride facilities. require consultation and agreement with applicable
Park ‘n’ ride access should meet the applicable stakeholders, through TransLink.
Australian Standards for parking bays for use by people
with a disability. Table 3.14 provides a summary of specific design
requirements for park ‘n’ ride infrastructure.
Examine the need for additional park ‘n’ ride bays
for people with mobility impairments or other Table 3.14:
disabilities where: Design considerations for park ‘n’ ride infrastructure
• demand is likely to approach or exceed capacity

• higher than average demand might be expected
(for example, a station serviced by routes that link
to major clinical or community health facilities, or
services for people with a disability).
Access roads and car parks • Carriageway and car park surface materials will be
designed for ease of cleaning and slip resistance in all
weather conditions.
• Surfaces will be designed to avoid pooling or collection
of detritus or other unwanted debris.
• Carriageways will be designed to withstand occasional
limited use by heavy vehicles. Areas where this is not
reasonable should be clearly signed or made inaccessible
to such vehicles.
Access paths (pedestrian) • Where possible, take advantage of site topology to

incorporate ramps and overpasses rather than lifts and stairs.
• Access paths to stops or stations should meet the requirements
outlined previously for pedestrian infrastructure.
• Where parking bays and circulation paths are at different
grades, additional path width should be provided to
accommodate kerb ramps, as per Australian Standards.
• Kerb ramps should be provided near accessible bays as per
Dimensions/envelope for parking • Parking bay size or envelope will vary depending
on configuration.
• Applicable Australian Standards apply for:
–– non-parallel bays to meet off-street parking standards
–– minimum width and length for a kerbside
park ‘n’ ride bay (including fully accessible bays
for people with disabilities)
–– minimum height clearance
–– angle parking bay dimensions (require specific
physical dimensions).
Minimising inter-modal conflict • Consideration of slow vehicles entering and exiting a

park ‘n’ ride facility when approaching potential points of
conflict (for example, intersections, blind curves, crossings).
• Clearly identify crossing arrangements if park ‘n’ ride patrons
are required to cross a carriageway of any sort.
• Where a cycle access path runs parallel at-grade with a
park ‘n’ ride access road, provide additional dedicated
lane width.
• Cycle paths should avoid interaction with park ‘n’ ride aisles.
–– under no circumstances should cycle paths be led
through shared zones for accessible park ‘n’ ride bays.
• TransLink prefers the separation of vehicle entry and
exit paths.
• TransLink prefers that pedestrian access paths to private
vehicles be located between parking bay rows.
Lighting • Lighting is to be provided at all pedestrian areas and

roadways, while lighting levels are required to meet the
applicable regulation standards for public transport and
parking facilities.
• Lighting along carriageways should meet applicable roadway
lighting standards.
• Lighting along pedestrian circulation paths should be
consistent with all other pedestrian paths.
• Minimise light spill to neighbouring properties by using
spill guards.
• Minimise light spill from headlights into adjacent properties
and businesses that operate at night:
–– use plantings and carriageway geometry as the preferred
treatment methods.
–– avoid glare screens except where other options are
not available.
–– where glare screens are approved for use, ensure that
they match the design theming and standards applied
to the stop or station architecture.
• Consider lighting needs inside a multi-storey
park ‘n’ ride including:
–– seasonal impacts on maintaining access for natural light
–– the impact on visual sightlines and reflectivity from
headlights and down-lights.
• Lighting levels are required to meet current regulation
standards for public transport facilities. Refer to the
appropriate Australian Standards application within
AS/NZ 1158.3.1 2005 – Lighting for roads and public spaces.
Surveillance • Park ‘n’ ride facilities and connecting paths should be

specifically covered by security infrastructure (for example
security cameras) with the ability to survey movements
between public transport platforms and the park ‘n’ ride.
Landscape Treatment • Choose plants that are:

–– unlikely to interfere with carriageway or parking bay
integrity or intrude upon a carriageway at ground level
–– unlikely to interfere with above and below ground
–– unlikely to regularly shed material that may make
a carriageway slippery, or damage vehicles or
surface materials
–– unlikely to significantly block views between
0.5 and 2.5 metres above ground level
–– drought-resistant
–– consistent with local flora (use local genetic populations
in natural areas of significant ecological value).
• Avoid plants that are:
–– toxic, highly allergenic or noxious weeds
–– known to produce thorns, barbs, stings or
noxious secretions
–– known to attract dangerous fauna.
Noise • Minimise reverberation and vibration from vehicle and

vocally-generated noise.
• Avoid surfaces that may cause wheel squeal or
excessive noise.
• Locate noisy operational equipment away from adjacent
residential or business properties, or sound-proof the
plant housing.
General • Design the layout of the park ‘n’ ride to facilitate progressive
filling of spaces in a way that avoids the need for re-
circulation to search for vacant spaces.
• Protect for the future implementation of access control
devices (such as boom gates) and payment/validation
infrastructure at park ‘n’ ride entry points.
• Design spaces for motorcycle parking in accordance with
• Stormwater drainage from parking areas should be captured
and treated prior to release into local stormwater systems.
• Structures should capture stormwater and rainfall for
re-use on-site.
• Utilise gentle vehicle ramps within multi-storey car park
structures, potentially through ramped floors, to protect
against the impact of lift failure.
3.7.3.2 Asset management

A summary of management arrangements should
be prepared that clearly outlines responsibilities,
exemptions, procedures and cost allocations associated
with the management, operation and maintenance of the
park ‘n’ ride site.
Wherever possible, minimise the maintenance needs

and costs for components within a park ‘n’ ride structure
(for example, consider the cost of daytime lighting and
active security).
Signage for park ‘n’ ride infrastructure should be

3.7.4 Supporting components incorporated into the overall signage plan for a stop
or station. An assessment of need or off-site directional
The scope for providing supporting components will be signage associated with a stop or station should be
subject to the scale and functionality requirements of the undertaken and presented to the key stakeholders
public transport facility and any immediately adjacent responsible for local road infrastructure. Consultation
land uses which may impact on the facility. should then proceed regarding the quality and extent
of directional signage provision.
3.7.4.1 Signage and way-finding
Refer to Table 4.1 PTIM, Branding, Theming and Signage
Signage and way-finding for park ‘n’ ride should be chapter for guidance on signage.
implemented at a scale that allows for in-vehicle
navigation and information. All information relevant to 3.7.4.2 Amenities
the use of a park ‘n’ ride needs to be imparted on the
approaching roadway. Any information about public Amenities for park ‘n’ ride users include items that
transport services, maintenance or other work activities are desirable for improving the experience of using
should be collated and provided at suitable pedestrian the facility but that are generally not considered
dwell points within either the park ‘n’ ride or the stop/ an immediate necessity. All such components for
station facility. park ‘n’ ride should be concentrated around the
primary park ‘n’ ride entry point to/from the stop
or station, and placed so as to allow clear visibility
without compromising pedestrian safety.
The components are included in Table 3.15.
Table 3.15:
Amenities for park ‘n’ ride infrastructure
Shelter from rain, sun and wind • Consider the need for shelter for vehicles where
they may be exposed to harsh sun and extreme
weather events.
• Consider the need for shelter for vehicles for people
with disabilities who may need additional time to
enter or exit their vehicles.
Rubbish bins and drinking fountains • Consider provision at pedestrian dwell points if
alternatives are not available nearby.
Vending machines and other retail activities or outlets • Vending machines should not generally
be provided in direct association with
park ‘n’ ride infrastructure.
• Consider the provision of spaces suitable for
complementary commercial activity such as
car washes, convenience shops, drycleaners,
mechanical services etc.
Non public transport-based information points – static, • Consider opportunities at dwell points to
dynamic, interactive allow for dissemination of passenger
notification information.
• Clearly establish installation, asset management,
maintenance and use conditions and arrangements
before inclusion.
Advertising • Consider provision where amenity and CPTED

principles are not compromised and where
adequate exposure is available to meet
market expectation.
Emergency call points • Consider the location of emergency call points at

the primary park ‘n’ ride entry point to/from the
stop or station.
• Ensure electrical and communication connections
are provided, or protected for in future if not
immediately supplied.
Appendix 3-A
This drawing provides design examples of access
infrastructure components and layout.
Low speed environment suitable for
shared vehicle and bicycle operation
 max. 40 km/hr
Path aligned with pedestrian crossing  wide lane (>3.5 metres)
Possible shared path (between
Provide separate park 'n' directly leading to station entry (i.e.  separate lane only if
bicycles and pedestrians) with
ride entry and exit to lift/stairs for overpass structure)  > 50 km/hr
direct street access
minimise pedestrian and  public road
traffic conflict
Pedestrian path not conflicting with

vehicles approaching station entry.
Apply appropriate traffic arrangements
Consider shelter cover over high Provide pedestrian crossing
that reduce cross conflict
pedestrian flow paths beyond separation of park 'n' ride
traffic from passing traffic
Allow for regular spaces between

parking bays. Provide multiple safe and direct
Appropriate disabled parking Consider co-location of communications options for pedestrian and bicycle
Provide accessible paths and
located in low vehicle activity zone room / driver amenities with bicycle travel
allow for future column grid for
with direct and convenient access storage / end-of-trip facilities
potential future development
to public transport (where applicable)
Layout must minimise vehicle and End-of-trip amenities located conveniently
pedestrian conflicts closer to the and prominently within high activity area Kiss 'n' ride activity should not conflict with
station facility as pedestrian park 'n' ride, pedestrian and bicycle activity
activity increases
End-of-trip amenities located in high visibility
Taxi Kiss 'n' ride area on entry side of facility. Should not
require crossing onto road traffic and should
Shelter not conflict with pedestrain activity
Lead stop
Rail Station
Rail Station
Possible consolidated development

located adjacent to station facility
Convenient and direct access

should be maintained with
surrounding development
SUPPORTING ACCESS INFRASTRUCTURE PRINCIPLES
Not to Scale DRG 3-0101

June 2014 A
PART C
Contents
Chapter 4 – Branding, theming and signage
4 Branding, theming and signage 2
4.1 Introduction 2
4.1.1 Purpose and objectives 2
4.1.2 Intended audience 2
4.1.3 Application of this chapter 2
4.2 Branding and theming 4
4.3 TransLink signage 6
4.3.1 Principles of signage 6
4.3.2 Naming conventions 8
4.3.3 TransLink’s signage strategy 8

4.3.3.1 –– Station/park ‘n’ ride signage
9
(TransLink)
4.3.3.2 –– External facility signage 12
Appendix 4-A 14
Colour palette
4.1 Introduction
This chapter contains the branding, theming and
signage considerations required for public transport 4.1.2 Intended audience
infrastructure in the TransLink network.
This chapter is intended for use by professionals in the
Consistent infrastructure branding and theming, transport planning and delivery industry. This generally
whether large or small, helps customers to instantly involves, but is not limited to, designers, planners,
recognise, understand and link public transport. engineers, architects and other professionals involved
infrastructure in Queensland.
4.1.1 Purpose and objectives
This Branding, Theming and Signage chapter
references the provision of clear and consistent
4.1.3 Application of this chapter
principles and guidelines for infrastructure signage This chapter must be used in conjunction with other
across the TransLink network. modal chapters identified in the PTIM. It should be
referred to before starting planning for new public
It will ensure that a consistent and high standard
transport infrastructure or upgrades to existing facilities.
of network infrastructure is planned and
delivered to meet the needs and objectives of It is intended that site-specific conditions be taken into
the TransLink passenger transport system and consideration in the design and development process.
passenger expectation. TransLink, in partnership with Local Government and in
The objectives of this section are to:
• outline the preferred requirements for public infrastructure and upgrade of existing facilities.
transport infrastructure signage and branding
• ensure best practice infrastructure signage design Contact TransLink for current TransLink infrastructure
is applied across the state signage manuals for details on signage specifications.
• detail requirements for compliance with relevant

standards and regulations.
For the purposes of this chapter: Visual cues (including contextual and functional cues)
in the design of a location can be used to indicate that
Branding refers to the use of logos and brands
the facility is for high-quality public transport. Contextual
within the respective public transport network areas
cues can be associated with particular places (for
within Queensland. The TransLink logo and brand
example, the prominence of built form) that people
is used wherever the brand is operating with the
identify with, while functional cues are associated with
exception of regional rail stations (outside SEQ) and
particular uses (for example, signage, way-finding,
some long distance bus services.
seating and so on).
Where applicable, the Queensland Coat of Arms will
There may be the option for some variations to
be incorporated.
infrastructure design, such as special themed or
Theming refers to the specific design language ‘signature’ facilities, however design principles
created through the use of the TransLink described in the PTIM must be followed to ensure quality
infrastructure colour palette and architectural outcomes for facility design. It is a requirement that the
design features and finishes. components used are:
• high quality
Signage refers to the use of a consistent signage
• easy to use and maintain
suite that has been developed to create seamless
identification of public transport infrastructure for a • comply with applicable standards and guidelines
range of different modal facilities, to improve overall • approved by TransLink and relevant stakeholders.
network legibility and way-finding.
March 2016 3
4.2 Branding and theming
TransLink’s aim is to make the public transport The TransLink infrastructure colour palette incorporates
network more connected for passengers by providing the use of minimal key colours, with natural tones, to
infrastructure that is easy to identify and understand. To represent a ‘bush to beach’ theme that complements
promote a coherent and collective message, the look and Queensland’s natural environment. The aim is to achieve
feel of infrastructure should be consistent and distinctive simplicity within the overall facility environment, yet
as belonging to the TransLink network. TransLink can provide a common and sophisticated appearance that
provide guidance on the appropriate use of design sits comfortably with the surrounding community. Figures
features and components. 4.1 and 4.2 demonstrate how the ‘bush to beach’ theme
translates to the TransLink infrastructure colour palette
Theming is projecting a consistent design language that and architectural design features.
is user-friendly, familiar and instils confidence in existing
and potential passengers. Infrastructure theming assists The TransLink infrastructure colour palette is to be
customers to quickly identify certain facilities, and used as the basis for all public transport infrastructure
helps remove confusion when several brands and investments across Queensland. Consult TransLink for
labels are used. guidance on the specific application of the infrastructure
colour palette (detailed in Appendix 4-A).
TransLink’s infrastructure is characterised by modern,
high quality, open structures with a lightweight Infrastructure in South East Queensland has been
appearance and an approved colour palette. Using a developed using this colour palette. The adoption
standard selection of lightweight components and a of this colour palette in regional Queensland will occur
specific colour palette can reduce ongoing maintenance over time.
and material costs, as well as generate savings with
initial procurement costs.
Figure 4.1 –
Bush to beach theme
Figure 4.2 –
Infrastructure theme
4.3 TransLink signage

TransLink has developed a clear and consistent Contact TransLink for current TransLink infrastructure
signage suite to be applied to all public transport Signage Manuals.
facilities within the TransLink network.
The TransLink signage suite will be applied to new

and existing facilities in the TransLink network to 4.3.1 Principles of signage
provide a consistent look and feel, and further
integrate public transport services for customers. The principles outlined in Table 4.1 are considered
important for effective signage of public transport
Signage must be included as part of the overall infrastructure and services.
facility design. The signage, theming and colour
palettes must complement each other to provide a
sophisticated yet functional facility.
It is intended that the use of specialised professional

signage design services be used within infrastructure
design projects.
6 Public Transport
Public Transport
Infrastructure
Infrastructure
Manual,Manual,
Department
Department
of Transport
of Transport
and Main
and
Roads,
Main Roads,
March 2016
2015
Table 4.1:
Signage principles
Identify Major facility identification signs should:

• be visually distinctive
• clearly display approved and consistent logos
• display the facility name
• display the symbol depicting modes of travel available
from the facility.
Orientate Directional information should include:

• an information point explaining travel options
• a locality map to help orientate the user
• visible way-finding signage to platforms, ticketing, toilets, etc.
• way-finding signage for the surrounding local area
• the direction of travel for services using the facility.
Explain Provide highly-visible and clear information such as:

• timetables and route numbers
• network maps showing all services using the stop/station
• stop name and number, if applicable
• locality map, if applicable
• contact details for public transport network information
• fare zone number where public transport is located,
if applicable.
March 2016 7
It is important that the naming of public transport

4.3.2 Naming conventions infrastructure within the network follows naming
convention strategies and guidelines. The link between
stop and station identification signage and other forms
of information media (such as TransLink’s Journey
Planner information) aligns to create a consistent
customer information experience and message. Contact
TransLink for guidance and approval when naming public
The TransLink infrastructure signage strategy builds on

4.3.3 TransLink’s signage the approved colour palette to complement the overall
facility environment. It aims to firstly identify the facility
strategy within the surrounding environment and secondly to
make it easier for passengers to navigate to public
transport boarding points by using colour recognition
as follows:
• Resene ‘Trinidad’ (bright orange), or approved
equivalent, is used as the primary background colour
for identifying and directing to public transport. This
would cover the entire movement of catching a public
transport service (from station or facility identification
through to boarding the vehicle).
• Resene ‘Jon’ (warm grey), or approved equivalent,
is the secondary background colour used for
all other messages. This represents signage for
other facility components (for example, ticketing,
toilets, information, cycling amenities, kiss ‘n’ ride,
park ‘n’ ride, and so on).
TransLink has developed a suite of infrastructure signage

designs for use in its network.
The following figures provide examples of signs to

be used within TransLink’s network facilities and
regional infrastructure.
4.3.3.1 Station/park ‘n’ ride signage (TransLink)
Secondary
Secondary // supporting
supporting station
station identification
identification sign
sign
(roof
(roof // awning
awning mounted)
mounted)
Figure 4.3Major
– identification
Major station station identification
sign (8 orsign (8 or 9high)
9 metres metres high) Figure 4.4 –
Major station
Major station identification
identification sign (6sign (6 metres
metres high) high)
Major station identification sign (8 or 9 metres high) Major station identification sign (8 or 9 metres high)
Figure
Secondary 4.7/ supporting
– station identification sign
(roof / awning mounted)
Secondary/supporting station identification sign
(roof/awning mounted)
Secondary
supporting station
identification sign
sign Secondary
supporting station
identification sign
sign
Figure
(facility 4.5 –
(facility mounted)
mounted) Figure
(post
(post 4.6 –
mounted)
mounted)
Secondary/supporting station identification sign Secondary/supporting station identification sign
(facility mounted) (post mounted)
Secondary / supporting station identification sign Secondary / supporting station id
(facility mounted) (post mounted)
Chapter
Minor directional sign4and
– Branding, theming sign
station facility identification and signage
Corinda station
Shopping centre
Kiss ‘n’ ride
Bus stop A
Figure 4.8 – sign (ceiling mounted)

Directional Figure 4.9 –sign (freestanding)
Directional
Directional sign (ceiling mounted) MinorMinor
directional signsign
directional andand
station facility
facility sign
identification sign
Ticket office sign
Corinda station
Shopping centre
Kiss ‘n’ ride
Bus stop A
Directional sign (freestanding)

Figure 4.10 – Directional
Figuresign
4.11(wall
– mounted)
Directional sign (free standing) Directional sign (wall mounted)
Information or timetable sign (wall mounted)
Directional sign (ceiling mounted) Display Monitor Display Monitor
Ticket office sign
Directional sign (wall mounted)
Ticket office sign Information or timetable sign (wall mounted)

Figure 4.12 – Figure 4.13 – Platform sign withFigure 4.14 –information display
passenger
Ticket office sign Information or timetable sign Passenger sign with passenger
(wall mounted) information display
Display Monitor Display Monitor
Directional
Figure 4.15 – signs with information displays
Directional signs with information displays
Platform and prohibition signs with information displays
Platform
Figure 4.16and
– prohibition signs with information displays
Platform and prohibitation signs with information displays
Platform and prohibition signs with information displays
Platform sign (bus station)
Platform
Figure 4.17 –sign (bus station)
bus stop
hail driver
Bell Street
East - 22
zone
6
3
Moggill Road
Stop 1
Visit translink.com.au
Call 13 12 30
Bus stop J-Pole sign Bus stop blade sign (Type A)

Figure 4.18 –
Bus stop signs
sLink bus stop signs
4.3.3.2 External facility signage Consultation with local agencies and stakeholders
is required to achieve a clear, consistent and easily
For instances where local area or precinct way-finding understood signage representation for the community.
signage is not used, or not acceptable, TransLink has For TransLink’s external way-finding signage options refer
developed a consistent signage suite that aligns with to Figures 4.19 - 4.21.
the internal public transport facility signs. These external
signs may be located a reasonable distance away from
the public transport facility environment at local precinct
congregation areas or decision points.
Visit translink.com.au Visit translink.com.au Visit translink.com.au

Call 13 12 30 Call 13 12 30 Call 13 12 30
Visit translink.com.auVisit translink.com.au Visit translink.com.au
Call 13 12 30 Call 13 12 30 Call 13 12 30
External directional
External
anddirectional
map signand map sign External directional and map sign External majorExternal
directional
major
signdirectional sign ExternalExternal
major directional
minorExternal
directional
sign minor
signdirectional sign External minor directional sign
Figure 4.19 – Figure 4.20 – Figure 4.21 –

External directional and map sign External major directional sign External minor directional sign
TransLink
TransLink
external
external
station
TransLink
station
way-finding
way-finding
external
signsstation
signs way-finding signs
Chapter 4 – Branding, Theming
theming and
and signage
Signage
Appendix 4-A
Table 4.2 outlines approved TransLink colours, materials
Colour Palette and finishings recognised for theming and signage of
TransLink infrastructure.
Chapter 4 – Branding, Theming and Signage Chapter 4 – Branding, theming and signage
Table 4.2:
TransLink Infrastructure Colour Palette – March 2014
Colour Generic
Infrastructure signage Printed material Buildings and supporting facilities
sample colour name
Primary corporate Paint Powdercoat
Vinyl products Paint products Ink products Tile / pavement products Metal products Glass products Application and use
colour selection products products
Propriety name Propriety name Propriety name Solid PMS # Propriety name Propriety name Propriety name Propriety Propriety
Generic colour name
and code** and code** and code** coated and code** and code** and code** name and code** name and code**
Primary signage colours
Translucent Vinyl To match Resene Background colour for infrastructure signage (public
Orange – PMS 151 C – – – – –
- Arlon Orange 44 Trinidad™ O61-167-048 transport service message)
Opaque Vinyl Translucent Vinyl
Light Orange – PMS 1375 C – – – – – TransLink logo colour on primary infrastructure signage
- Arlon Light Orange 97 - Arlon Tangerine 84
Opaque Vinyl
To match Resene Jon™ Resene Jon™ PPG - Jon Grey Background colour for infrastructure signage
Dark Grey - Arlon Dark Grey 52 – PMS 439 C – – –
N38-007-359 N38-007-359 AG529-6851 and signage structures
(prefer paint product used)
Primary facility colours
Resene Jon™ PPG - Jon Grey Bluescope Colorbond
Dark Grey (Bus Stations) – – – PMS 439 C - – Structural steelwork; TransLink bus stop shelters
N38-007-359 AG529-6851 - Woodland Grey (bus)
Refer to Structural steelwork; posts; doors; window frames; roller
Dark Grey (Qld Rail Stations) – – – PMS Cool Gray 11c – – – –
Queensland Rail shutters; painted down pipes (stainless steel if new)
Clear Finish - PPG Anotec Silver Grey
Aluminium – – – – – – – Louvre profiles and products
Natural Anodised PE 521 / 6753 AN - (TBC)
Stainless Steel – – – – Natural – – Stainless Steel – Downpipes; handrails; balustrades
Secondary facility colours
Refer to
Light Grey (Qld Rail Stations) – – – PMS Cool Gray 3c – – – – Supporting facilities; building walls; soffits
Queensland Rail
Resene Stack™ Supporting facilities; buildings
Light Grey (Bus Stations) – – – – – – – –
N65-003-154 (driver amenities, public toilets, retail kiosks, etc.)
Resene Cod Grey™ Supporting facilities; buildings
Mid - dark Grey (Bus Stations) – – – – – – – –
Resene Tuna™ Supporting facilities; buildings
Light - Mid Grey (Bus Stations) – – – – – – – –
Resene Rice Cake™
Off White (Bus Stations) – – – – – – – – Station structures; buildings; ceiling soffits
G94-010-092
Ancillary colour
ITS including electronic PIDs and housings. Median, platform
Opaque Vinyl Resene Nero™ and precinct barrier fencing.
Black – – – – – – –
- Arlon Black 03 N25-001-046 Light poles (bus stations only). Supporting facilities doors
and window frames.
Ancillary components and parts
Toughened /laminated Viridian VFloat
– – – – – – – – Structural safety glass for roofing and walls
safety glass Green
Platform surface finishes
For concrete pavement on main platform and walkways.
Light Grey (Bus Stations) – – – – – – Hanson 'Colorado' concrete – – Honed concrete finish (sealed) with minimum R11 slip
resistance
For concrete pavement under seats and bins. Honed
Dark Grey (Bus Stations) – – – – – – Hanson 'Racona' concrete – –
concrete finish (sealed) with minimum R11 slip resistance
Charcoal (Qld Rail Stations) – – – – – – Refer to Queensland Rail – – Pavement Colour
Granito - TGSI Hazard / Tactile Ground Surface Indicators (TGSI) to BCA and DDA
Charcoal (Bus Stations) – – – – – – – –
Directional Charcoal requirements (for contrast with light pavement backgrounds)
Granito - TGSI Hazard / Tactile Ground Surface Indicators (TGSI) to BCA and DDA
Yellow (mustard) – – – – – – – –
Directional Canary Yellow requirements (for contrast with dark pavement backgrounds)
Sheet metal roof cladding
Bluescope Colorbond
Off White – – – PMS Cool Gray 1c – – – – Sheet metal roofing and gutters
- Surfmist
Bluescope Colorbond
Light Grey – – – PMS Cool Gray 7c – – – – Sheet metal roofing and gutters
- Windspray
Other special colour selection options (requires formal approval by TransLink)
PPG Metallic Façade Bluescope Colorbond
Dark Metallic Grey – – – – – – – Sheet metal roofing; wall colour finish
PE 545 / 668 - Façade
Toughened /laminated safety glass – – – – – – – – Clear Structural safety glass for roofing and walls
** Or equivalent and equally approved
Note: Consult TransLink for colour matching approvals. This colour palette presented is the base standard for TransLink facilities, however other complimentary colour palettes may be introduced (in addition) following consultation and approval from TransLink and it’s Stakeholders.
It is intended that the base colour palette be used with the option of complimentary colours, artwork and plantings to create a modern and sophisticated facility environment that can be easily maintained.
PART ?
Contents
Chapter 5 – Bus stop infrastructure
5 Bus stop infrastructure 3 5.5 Bus stop environment 15

5.5.1 Integration with land use 15
5.1 Introduction 3
5.5.2 Accessibility and compliance 15
Overview of the Bus Stop 3
5.1.1 Infrastructure chapter 5.5.2.1 –– Application to bus stops 15
5.1.2 Purpose and objectives 3 5.5.3 Operational considerations for the 16

planning and design of bus stops
5.2 Application of the Bus Stop 4
Infrastructure chapter 5.6 Bus stop formation 22
5.2.1 Intended audience 4 5.6.1 Bus Stop configuration 22
4 5.6.1.1 –– Kerb at stop 25

5.6.2 Bus stop operation 26
5.3 Principles of bus stop planning 5 5.6.3 Design vehicles for bus stops 27
5.3.1 What is a bus stop? 5 5.6.3.1 –– Bus stop length requirements 28
5.3.2 Bus stop categories 6 5.7 Bus stop components 30

5.3.3 Minimum boarding point 7 Component selection 34
5.7.1
5.3.4 Regular stop 8
5.3.5 Intermediate stop 9
5.3.6 Premium stop 10
5.4 Bus stop planning and 11

design process
5.4.1 New bus stop 11
5.4.2 Upgrading a bus stop 11
5.8 Other bus stop types 42 Appendix 5-A 52
5.8.1 Signature bus stop 42 Example scenarios for the 52

application of the Transport
5.8.2 Hail ‘n’ ride services 42 Standards
5.8.3 Temporary bus stops 43 –– Temporary bus stops 52
School bus stops 44 –– School bus stops 54

5.8.4
45 Appendix 5-B 56
5.8.5 Long-distance coach
Layout and technical drawings
5.8.5.1 –– Coach layover facilities 46
5.9 Technical details 47
5.9.1 Bus stop layouts 47
5.9.2 Bus stop signage and shelters 50
5.1 Introduction
5.1.1 Overview of the Bus Stop 5.1.2 Purpose and objectives
Infrastructure chapter The Bus stop infrastructure chapter will inform
infrastructure design by providing a clear and consistent
The Bus Stop Infrastructure chapter is a referenced set of principles and guidelines for bus stops across the
component of the overarching Public Transport TransLink network.
Infrastructure Manual (PTIM). This Bus Stop Infrastructure
chapter is to be used in conjunction with: It will ensure that a high standard of infrastructure is
• PTIM, Background and application, which establishes planned and delivered to meet the needs and objectives
the rules for application of the entire Public Transport of the TransLink passenger transport system and
Infrastructure Manual passenger expectation. Ultimately, high-quality and
• PTIM, Planning and design, which provides the consistent infrastructure will provide customers with
overarching design guidelines and principles for a transport system that is coherent, functional and
public transport infrastructure across Queensland encourages passenger use.
• PTIM, Supporting access infrastructure, which details The objectives of this chapter are to:
the supporting access infrastructure required to
support public transport stops, stations and related • ensure best practice infrastructure design
facilities is applied across the State
• PTIM, Branding, theming and signage, which • outline the requirements for bus
provides branding, theming and signage that should stop design
be used for identifying coherent public transport • detail requirements for compliance with relevant
infrastructure throughout Queensland. standards and regulations
For information on further resources to support the • ensure the delivery of high-quality public
planning and design of bus stops, please refer to transport infrastructure
the PTIM, Reference materials and supporting • ensure the delivery of accessible infrastructure.
information chapter.
5.2 Application of the Bus

Stop Infrastructure chapter
5.2.1 Intended audience

This chapter must be used in conjunction with
overarching applications of the PTIM.
This chapter should be referred to before starting to plan

new or upgrades to existing bus stops.
It details TransLink requirements for the planning

and design of bus stop infrastructure across the
TransLink network.
TransLink, in partnership with Local Government and in

5.3 Principles of bus stop

planning
All bus stops must meet the minimum mandatory
5.3.1 What is a bus stop? technical requirements outlined in the Disability
Standards for Accessible Public Transport 2002,
For the purposes of this chapter, a bus stop hereafter referred to as the Transport Standards.
is defined as: In addition, stops must also meet Disability (Access
to Premises—Buildings) Standards 2010 hereafter
‘a collector point for pedestrians along a public transport referred to as the Premises Standards, particularly where
route that allows for boarding and alighting, that also aspects of bus stop works requires building approval.
includes a portion of the roadway for the stopping of
a bus. ’ One aspect not listed but is consistent for all stops, is
that a bus will need to park at the stop either on road or
A bus stop may include the following components: indented within a bay.
• boarding point
It is important that the design of infrastructure provided
• manoeuvring areas
at bus stops is of a high quality and consistent standard
• signs so that passengers can access public transport
• information conveniently. Additionally, the location of bus stops
within the network is critical for passengers, bus
• tactile ground surface indicators (TGSIs)
operators, traffic management, fare zone boundaries and
• street furniture overall performance of the bus network.
• waiting areas
While this chapter provides guidance on bus stop design
• allocated space standards, it is important to recognise that each bus
• access paths stop site is unique with individual requirements and
constraints to be taken into account.
• ramps
• surfaces
• handrails and grabrails
• stairs
• symbols
• lighting
• passing areas.
Not all components are included at all bus stops

– a basic accessible bus stop may simply comprise
a boarding point, signage and information (for example,
hardstand including TGSI, J-pole, and timetable).
The Department has established a hierarchy of transport facilities

5.3.2 Bus stop to assist with how public transport infrastructure sits within the
network. Contact TransLink to assist in determining the hierarchy
categories of facilities particular for bus stops as summarised by the four
categories of bus stops according to patronage, location and key
component requirements shown in Table 5.1.
Table 5.1:
Bus stop categories
Bus stop category Description 1 Generally located
Minimum boarding • Suburban, urban or rural sites with low customer Constrained suburban sites
point demand (low/negligible boarding)
Outbound stops
• Generally outbound stops
Non urban areas
• Low frequency services
• Can be used where likely patronage numbers
are unknown
Regular stop • Low density suburban or non-urban sites with low Suburban sites
customer demand (low boarding)
• Low frequency services
Intermediate stop • Suburban sites and near some attractors (e.g. Main passenger
commercial/retail uses) with moderate customer transport corridors
demand (moderate boarding)
• Generally along main passenger transport corridors
• Moderate frequency services
Premium stop • Sites near major attractors with high customer boarding Major attractors
demand
Interchanges
• Corridors with high-frequency services
Main passenger
• Used where there are interchange movements transport corridors
General minimum requirements for each stop type are TransLink typical technical drawings for the bus stop
outlined in the following sections. A detailed summary types provide guidance detail on the elements of the bus
of the component requirements for each stop is in stop layouts, which also address the requirements of the
Table 5.9. Transport Standards and are found in Appendix 5-B of
this chapter.
Should service changes occur, the stop type may need
to be reviewed, triggering a bus stop upgrade in order to
address changes to the bus stop function.
1 T he scale of patronage (low, medium, and high) can be determined on a regional basis with reference to the annual average boardings.
Please refer to TransLink for guidance.
Reference should be made to the minimum level

5.3.3 Minimum boarding point of performance of a basic bus stop given in Bus stop
components section of this chapter.
A minimum boarding point refers to a basic accessible
bus stop, provided at locations with a low customer Note that the installation of the minimum boarding point
demand, or at outbound service stops (due to the may be considered where new stops are installed as
majority of alighting occurring). a result of a service change/improvement where likely
patronage numbers are unknown, and where the site’s
The minimum boarding point is typically installed in context is such that significant levels of boarding are
built-up suburban areas, or urban or rural sites of a low unlikely to occur.
boarding customer demand. It should accord with the
specifications prescribed under the Transport Standards,
and include:
• Hardstand - Minimum Boarding point 2070 x 1540mm.
TransLink’s preferred minimum boarding point for
manoeuvring, boarding and alighting sees a more
generous hardstand of 2070 x 2070 mm
• Bus stop sign/marker (J-pole)
• Timetable information
• Tactile ground surface indicators (TGSI).
Figure 5.1 – Figure 5.2 –

Minimum boarding point with existing kerb Minimum boarding point without existing kerb
Regular stops typically service locations with low

5.3.4 Regular stop customer demand.
These stops typically have low-frequency bus services, hence the

need to provide an adequate passenger waiting area.
Generally located in low density suburban or non-urban

areas, these stops will include a minimum level of supporting
components, including:
• Hardstand (including Minimum Boarding Point)
• Seating
• TGSI
Figure 5.3 –
Regular stop
These stops may have moderate-frequency bus services and are

5.3.5 Intermediate stop predominantly located in suburban areas or along main passenger
transport corridors.
Intermediate stops typically service locations where there is

moderate customer demand.
These stops are also ideally located where adequate supporting

access infrastructure is provided/available (for example, footpaths
to/from adjacent land uses or to nearby attractors).
A moderate level of supporting components is considered for these

stops, including:
• Hardstand (including Minimum Boarding Point)
• Shelter with seating
• TGSI
Figure 5.4 –
Intermediate stop
Premium stops are predominantly located at major attractions

5.3.6 Premium stop (such as shopping centres, places of employment, and near
community or health facilities) and/or along corridors with
high-frequency services. Consideration of appropriate integration
with surrounding land uses is recommended where this category
of bus stop is proposed. These stops require adequate supporting
access infrastructure, specifically footpaths to/from adjacent land
uses and to nearby attractors.
These stops can serve locations which have a high level of

customer demand (boarding).
This type of stop should also be used where interchanging

between services is expected to occur or where it is part of
supporting access infrastructure such as park ‘n’ ride facilities refer
PTIM, Supporting access infrastructure.
Premium stops can generally be supported by bus priority

measures such as bus queue jumps, bus lanes or HOV lanes where
these assist in supporting the high frequency service requirements
within the corridor.
Premium Stops will contain a high level of supporting components,

including:
• Hardstand (including minimum boarding point)
• Bus stop sign / marker (blade)
• Shelter including seating
• TGSI
• Bin
Figure 5.5 –
Premium stop
5.4 Bus stop planning

and design process
The bus stop planning and design processes outlined
in this section provide step-by step guides for: 5.4.2 Upgrading a bus stop
• providing new bus stops
Figure 5.7 illustrates the steps for upgrading an existing
• relocation of existing bus stops to address
bus stop facility currently in use on the network.
service improvements
• upgrading existing bus stops to comply with the This guide recognises the need for the provider or
Transport Standards (and Premises Standards operator to undertake a physical preliminary site
where relevant). assessment/audit of the bus stop facility to ascertain its
TransLink has developed these processes in consultation current level of compliance in relation to the disability
with local governments. standards. This ensures the provider/operator has an
appropriate level of understanding of the specific site
characteristics, context and constraints. It also provides
sufficient data for determining how to address the
5.4.1 New bus stop accessibility issues of the stop that is, either through
equivalent access, temporary exemption, or meeting
Figure 5.6 illustrates the steps for identifying an compliance to the maximum extent possible where a
appropriate bus stop location for a new facility. case for unjustifiable hardship is identified.
This process is likely to be followed in lieu of a service It is the provider’s responsibility to determine the extent
change/improvement or new route, or where the need of the bus stop zone and passenger waiting area that
to provide a bus stop ‘pair’ has been identified by either is to be audited1 and the appropriate qualification for
local government or TransLink. undertaking compliance assessments and audits.
Contact TransLink for additional guidance on achieving

compliance of bus stop infrastructure in the network.
1 An example of an appropriate extent of the bus stop zone could include an approach distance to the bus stop sign and an exit distance
beyond it, as per the minimum outlined in the Queensland Road Rules for stopping prohibitions at a bus stop. A longer zone may need to
be assessed subject to the hierarchy of stop being audited, length of waiting area and number of loading bays. TransLink in partnership
with Local Government are available to assist with determining with the extent of the bus stop zone.
12
Figure 5.6 –
TransLink flow chart 1 – New Facility
Request identified TransLink to advise on the appropriate Investigate and fully Refer to this PTIM chapter for facility formation and relevant components.
through: Infrastructure Hierarchy document site audit Application of Appendix 5-B for Technical Drawings and layouts by bus
opportunities and stop category.
1. Complaints Consider: constraints.
2. Infrastructure Portal Consider:
• Patronage/ridership Determine if a fully
3. TransLink service compliant stop as prescribed • Bus stop configuration • Bus zone
upgrades • Surrounding land use and locality in the Transport Standards
context • Bus bay length • Bus components
4. Local Government can be achieved specific to
• Service frequency site characteristics.
5. Other agencies Application of TransLink Passenger Transport Guidelines on Achieving
• Interchange/transfer movements Review site location, as Infrastructure Accessibility’ to achieve a compliant stop within
6. Operators
required and modify to parameters of site location.
Review agreed bus stop category (refer
7. Ministerial achieve accessibility.
to Table 5.1) with Local Government and
suitability new facility is to be paired Decision point: Compliant facility?
with an existing stop.
• Y-Proceed
• N-Proceed to develop alternate Solutions’ for a partial compliant
facility as per TransLink flow chart 2 - Upgrades flowchart.
Public Transport Infrastructure Manual, Department of Transport and Main Roads, March 2016
Figure 5.7 –
TransLink flow chart 2 - Upgraded facility
Preliminary compliance Refer to the Disability Standards Document ‘Alternate Solutions’ Undertake development of fully or partial
Request identified
assessment undertaken with Regards to investigating and assess risk and suitability compliant design of facility.
through:
if required. Provider to ‘Alternate Solutions’ options: to Proceed. Refer to Local
determine existing level Government processes for Obtain approvals and upgrade asset
1. Complaints of compliance. decision making with regards
(a) Equivalent access including in accordance with design.
direct assistance Transport to ‘partial compliance’.
2. Infrastructure
Portal Decision Point: Standards s33.3, Premises
Standards s3.2. (1) Complete Addressing
3. Action plan Assessability to achieve compliance of Passenger
Transport Infrastructure in
Public Transport Infrastructure Manual, Department of Transport and Main Roads, March 2016
program compliance within (b) Exemption from compliance
parameters of existing Transport Standards s33A.1, Queensland Form (liaise with
4. Local site conditions. Premises Standards s5.1. TransLink Division).
Government
(c) Unjustifiable Hardship (2) Refer to AHRC for making an
5. Other agencies Transport Standards s33.7, application for Temporary
Premises Standards s4.1. Exemption under the DDA
6. Operators 1992 (Cth).
7. Ministerial Application of TransLink
‘Passenger Transport Guidelines
on Achieving Infrastructure
Accessibility’ guidelines and
compliance framework.
13
5.5 Bus stop environment

The legislative requirements of the Commonwealth
5.5.1 Integration with land use Disability Discrimination Act 1992 (DDA), sets out the
responsibilities of the Department with regards to access
A bus stop is not interpreted as simply a location for to public transport, with the specifics and details given
boarding and alighting a bus, but instead as the key in the Disability Standards:
connection between the surrounding land use and a • Disability Standards for Accessible Public Transport
public transport service (that is, as a point of interchange 2002 (Transport Standards)
between a walk trip and a public transport trip).
• Disability (Access to Premises – Buildings) Standards
2010 (Premises Standards).
The key considerations in the placement of
a bus stop include:
5.5.2.1 Application to bus stops
• accessibility and equitable access
• proximity to surrounding services and facilities Providers and operators should generally refer to
the Transport Standards for the planning and design
• frequency or types of the bus service
of infrastructure, such as bus stops, where building
• routing and future service expectations and approval does not apply.
network growth.
Where a bus stop requires building approval
Reference should also be made to the Queensland (for example, provision of a bus stop shelter) the
Government’s development assessment processes and Premises Standards will apply to the bus stop. This is
systems. typically the case for a public transport interchange
facility, or a bus stop that is provided as part of a larger
In addition, other special stops such as hail ‘n’ ride, long building development.
distance coach and temporary facilities make up the
network and facilitate access to public transport services Specifically, the Premises Standards applies to bus
across the community. shelters at bus stops where the shelter is classed as
either a:
• class 9b building, that is an assembly building, or
5.5.2 Accessibility and • class 10a building, that is a non-habitable building –
compliance a structure used to provide shelter.
The Transport Standards2 and Premises Standards3

TransLink requires that the relevant standards and
specifically reference the Australian Standards AS1428
guidelines for disability access are followed, along with
1, 2 and 4. The Australian Human Rights Commission
the engagement of relevant disability reference groups,
(AHRC) Guidelines state that ‘compliance with those
where required.
referenced Australian Standards is compliance with the
Transport Standards’.
2
s1.6 of the Transport Standards
3
PartA3, sA3.1 Table 1 of the Premises Standards
There are numerous issues that need to be considered when

5.5.3 Operational planning bus stops and their infrastructure.
considerations for the Table 5.2 provides more detail on the key issues for
consideration, and should be used as a checklist for the
planning and design planning and design process.
of bus stops
Table 5.2:
Considerations for planning and designing bus stop infrastructure.
Factors influencing What to consider

planning and design
Catchment and spacing • Stop spacing is ideally 400-800m in an urban environment

(approx. 5-10 minute walk and average walking speed 5km/h).
• Inner city and densely built up areas may warrant a spacing of less than 400 metres.
• Express or high-frequency services may use greater than 800m spacing, similar
to rail or busway station spacing.
• In rural or less densely built-up areas, stop spacing will vary based on the need
to maximise service coverage.
• Q
uality and ease of access that is available through the street network
(that is, permeability of the surrounding street network).
• TransLink in consultation with the relevant stakeholders will determine the
most appropriate locations for bus stops taking into account the present and
future TransLink network requirements specific to a local government area and
customer needs (that is, demographics, ridership types).

planning and design
Location • Ensure safe sightlines for vehicles, bus operators and passengers. Keep stops
away from tight horizontal curves or vertical curves (road crests or sags) that
create ‘blind spots’. It is the responsibility of the provider to check and confirm
sight lines are adequate and meet the relevant standards.
• Ensure bus drivers and waiting passengers are clearly visible to each other.
• Ensure buses can pull up safely on-road and have ease of manoeuvrability.
In High Occupancy Vehicle (HOV) lanes, consider including indented bus bays.
• Posted speed limit particularly for kerb side/on-road facilities.
• Choose sites where there is sufficient pavement area for pedestrians to safely
walk past the bus stop area (and shelter, if required).
• Provide convenient boarding and alighting for passengers by locating stops:
–– close to community facilities and services that attract a high proportion
of people with a disability
–– close to significant attractors (for example, shopping centres, commercial
premises, places of employment, educational facilities)
–– close to other stops (and in some cases stations) to minimise walking
if transferring between services.
• Provide safe access for passengers by locating stops:
–– Close to dedicated pedestrian road crossings away from facilities
with high parking turnover
–– away from dense foliage and other objects that hinder direct sightlines
–– in well-lit areas or where access to power for future lighting is possible.
• Bus stops should be located in pairs so that boarding and alighting happens
in close proximity, with the opposite stop clearly visible.
• When locating mid-block, paired bus stops should ideally be staggered in a
tail-to-tail arrangement with sufficient space between stops to ensure vehicles
can pass and passengers can safely cross behind the buses at the stops.
Where new infrastructure has the opportunity to do so, a reasonable attempt must
be made to protect for any planned or upgraded infrastructure by local government
or other state government agencies.
Consideration should also be given to locations where an access path does not exist
along the road/street where a bus stop is located. Discussion with local government
should be undertaken on the appropriateness for customers to travel along the road
carriageway (subject to the street environment and hierarchy) to access the bus stop
boarding point. Provision of kerb ramps and safe crossing facilities may need to be
identified to ensure the bus stop is accessible.

planning and design
Intersections and • It is preferable that a bus stop is located:

pedestrian crossings –– near existing pedestrian crossing facilities
(for example, dropped kerbs, refuge islands, signals)
–– downstream of a pedestrian crossing facility
–– where there is minimal conflict with parking areas and other potential
traffic hindrances
–– to provide sufficient sight distance so buses can safely re-enter/merge
with the traffic lane.
• Bus stops near intersections should:
–– generally be located on the far side of an intersecting street (to assist bus
movements, reduce delays, and provide clearer sightlines of intersecting
vehicles)
–– be located on approach to an intersection in situations where the stop will
service through services and services turning at the intersection or where
known future development may require a service change and in order to
minimise re-siting of infrastructure
–– not be sited opposite to an intersection street (that is, at a T-intersection).
• Locating a bus stop close to an intersection requires consideration on a case-
by-case basis, particularly where a ‘bus zone’ is to be established. Frequency of
services and dwell-time are of particular importance to ensure the stop’s location
causes the least interference with intersection operations.
• Refer Table 5.3 Queensland Road Rules stopping prohibition.

planning and design
Access • I deally, bus stop planning and design should be done in conjunction with
planning for appropriate access infrastructure (that is, walking, cycling, and so
on). See PTIM, Supporting access infrastructure.
• When upgrading or re-siting existing stops, or providing new bus stop
infrastructure, consideration should be given to:
• Pedestrian infrastructure
–– interface of the stop with the wider pedestrian network
(that is, consideration of desire-lines)
–– provision of appropriate pedestrian crossing facilities
–– kerb ramps – connection, quality and configuration
–– accessible path width, grade, continuity and alternative paths
–– need and placement of pedestrian infrastructure such as rest points,
railings, street furniture
–– pedestrian walkway and waiting shade cover for sun and weather protection.
• Cycle Infrastructure
–– interface of the stop with the wider cycle network
(that is, consideration of cycle desire-lines)
–– need for dedicated or shared crossings
–– kerb ramps – appropriate connection, shared or dedicated provision,
quality, storage space, width and configuration (wider kerb ramps are
preferred when pedestrians and cyclists share crossings)
–– path/lane width, grade, continuity and alternatives
–– provision and/or placement of end-of-trip amenity components
(for example, storage, water, other amenities)
–– connection to existing or planned shared or neighbouring Cycle amenities.
Refer also to the TMR’s Road Planning and Design Manual, Technical Note 128:
Selection and Design of Cycle Tracks for guidance on the provision of cycle paths at
bus stops.

planning and design
Capacity • Vehicle capacity is related to both the capacity of the individual loading areas
and their design.
• Consider both known and potential future numbers of bus services that are likely
to serve the stop at any one time.
• Bus dwell time and clearance time at the bus stop influences the stop loading
area capacity and therefore the likely number of loading areas required. (Dwell
time is proportional to the boarding and alighting time of customers, and is
influenced by the type of fare payment.)
• Nearby traffic signals can influence the number of buses into or out of a stop,
and bus arrival profiles (that is, random or platoon).
• When calculating the bus stop vehicle capacity of a bus stop, consult TransLink
for appropriate assumptions. Where there are timetables for the operating
strategy (existing or forecast), a ‘clock-face’ type approach to understanding how
the frequency of services influence the amount of space required at a stop is
suggested as the ideal methodology to assess capacity. Also consider referring to
the Transit Capacity and Quality of Service Manual (3rd Edition) (TCQSM)
for guidance.
Table 5.3:
Queensland Road Rules stopping prohibition
Minimum Non-signalised Signalised Non-signalised Signalised Children’s

distances intersection4 intersecton4 pedestrian pedestrian crossing7
crossing5 crossing6
(except at an (except at an
intersection) intersection)
Far side 10m 20m 10m 3m 10m

Approach 10m 20m 20m 10m 20m
Refer to Transport Operations (Road Use Management – Road Rules) Regulation 2009 for current details.
Figure 5.8 –
Signalised intersection
Figure 5.9 –
Non-signalised pedestrian crossing
4
Queensland Road Rules Section 170 refers to both signalised and unsignalised intersection
5
Queensland Road Rules Section 172 refers to an un-signalised crossing such as a zebra crossing
6
Queensland Road Rules Section 173 and Section 174 refers to a midblock signalised intersection
for pedestrians or bicycles respectively
7
Queensland Road Rules Section 171 refers to children crossing stopping prohibition distances.
Refer to MUTCD Part 10, Figure 3 for a typical layout of a Children’s crossing in Queensland.
5.6 Bus stop formation

The bus stops’ layout and technical drawings are
designed to meet the requirements of all buses 5.6.1 Bus stop configuration
operating in the TransLink bus network and are to comply
with all standards applicable to bus stop planning and The appropriate configuration of bus stops is subject to
design, in particular the Transport Standards. site-specific requirements, operational constraints and
local government requirements as the provider of the bus
stop. In determining the location and appropriate bay
configuration, the provider should consider:
• traffic speed
• traffic volume
• curvature of the road and sightlines
• adjoining land uses.
TransLink in partnership with Local government shall

be consulted to assist in determining the most
appropriate configuration.
Table 5.4 details the typical bus stop arrangements and

TransLink’s preference for their provision in the network.
Table 5.4:
Bus stop arrangements
Bus bay configuration Description
Indented bus bay • Will require sufficient pavement area for buses to stop safely and efficiently out
of main traffic stream.
• Will accommodate minimum of one bus for regular and intermediate stop
types and two buses for premium stop type (subject to identified stop
capacity requirements).
• Requires buses to stop out of traffic stream. Acceptable gaps must be available in
through-traffic stream to enable bus to re-enter.
• May be appropriate at high-loading stops, or if the stop is used as a timing point
or bus drive change-over point.
• Length of bay tapers (for accelerating and braking) dependent on traffic speed
(typically 60km/hr). Minimum 1:7 on approach, and minimum 1:5 on departure.
Longer tapers may be required for higher traffic speed environments.
• Bus bay width to be minimum 3m.
• Typically considered for intermediate or premium stop types.
Kerbside bus bay • Most common configuration.

• Allows bus to conveniently pull up to stop (preferably out of main traffic stream).
• Will accommodate minimum of one bus for regular and intermediate stop types
and two buses for premium stop type (subject to identified stop
capacity requirements).
• Can be readily increased to address changing capacity of type of bus
utilising stop.
• Kerbside bay typically preferred for a regular bus stop type, and intermediate
stop type.
Open bus bay • Variant on the indented bus bay but is located at an intersection.
• Allows buses to drive straight into or out of the stop.
• Will accommodate minimum of one bus for regular and intermediate stop types
and two buses for premium stop type.
• Requires implementing a ‘turn left only, buses excepted’ lane at intersection.
• This arrangement is site specific for all bus stop types. Liaison with the
appropriate local road authority is recommended.
Bus bay configuration Description
Kerb outstand8 • An alternative arrangement that may help provide sufficient width for boarding
/alighting or to address adjacent parking abutting the bus stop.
• S
ees a built-out kerb line either the full or part length of bus accommodating
both front and rear bus doors
• Keeps bus in traffic stream.
• Design to consider drainage, impact to cyclists.
• Subject to local government requirements and standards.
8
Also known as a ‘bus stop boarder’, ‘kerb outstand’ or ‘in-line bus stop’. For further details refer to: VicRoads’
Bus stop guidelines 2006; Transport for London’s Accessible Bus Stop design guidance 2006;
or Auckland Regional Transport Authority’s Bus Stop Infrastructure Design Guidelines 2009.
The following should also be considered alongside the

bus stop configuration for the site:
• If kerbside parking lanes are provided, there are
few advantages to indented bays except in the case
where public transport priority or HOV lane conditions
are implemented
• Where on-road cycle lanes are required, refer to the
current Department of Transport and Main Roads’
Road Planning and Design Manual, Technical Note
128: Selection and Design of Cycle Tracks and/or the
relevant local authority for guidance.
5.6.1.1 Kerb at stop

The Transport Standards Part 8.1(2) states that where
a kerb is installed at a bus stop it must be at least
150mm higher than the road surface. This enables an
operator to design its on-board ramps accordingly
to ensure that the slope of the boarding ramp (that is,
the interface between the bus stop infrastructure and
the bus) does not exceed the maximum inclines noted in
Transport Standards Part 6.4.
A kerb at a bus stop should therefore:

• allow for safe, efficient passenger set down
and pick up
• meet the minimum Transport Standards
height of 150mm
• be a barrier kerb
(avoid semi-mountable kerb types).
Unless nose to tail operations have been specifically

5.6.2 Bus stop operation identified (that is, lead stop), independent stop
configuration operations should be adopted for bus
The operation type influences the length of the bus stop stop design purposes.
zone/bay and the requirements of the bus zone and
bus area. Bus stop operation types are described in TransLink should be consulted on the preferred
Table 5.5. operation prior to commencing bus stop design.
Table 5.5:
Bus stop operation type
Bus Bay Operation Description
Single bus • Accommodate at least a single bus manoeuvring.

• Typical for low or moderate frequency bus services.
Nose to tail/ platooning at • Single boarding point for customers where buses platoon behind each other.
lead stop • Typical for corridors with high-frequency services.
• Minimum additional length per bus needs to be added for this type
of manoeuvring to occur.
• Dependent entry operation such that bus can exit behind another bus however
can not pull in front or around a parked bus.
Independent stop • Designed to address one or a pre-designated set of services.

• Requires additional minimum length per bus to allow for efficient and safe
independent manoeuvring.
Bus door locations must be kept free from all roadside

5.6.3 Design vehicles for infrastructure. Signposts, trees, tree-grates, planter
boxes/landscaping, electrical poles/posts, and other
bus stops street furniture must be at least 600mm from the kerb,
along the length of the bus stop area.
The current fleet in service in the TransLink network
varies by operator across the state. Subtle differences Table 5.6 illustrates the estimated door position (metres
in fleet dimensions are likely and need to be considered from the front of the bus) for the different bus types.
during the design of accessible bus stops. This can be used to determine the required length of
hardstand, and position of other bus stop components to
For design purposes, a standard rigid bus is typically ensure accessible boarding and alighting of passengers.
12.5 metres in length. Other buses in use include 14.5
metre long rigid buses and 18 metre articulated bus, and Table 5.6:
12.5 metre double-decker buses. An approximate width Estimated bus door position
allowance is 3 metres and height 3.5 metres (4.5 metres
for double-decker).
Estimated door position (metres)

Typical bus and length
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
Rigid bus (12.5m)
Rigid bus (14.5m)
Articulated three door bus

(18m)
Rigid bus double-decker

(12.5m)
Source: Estimate based upon typical bus fleet dimensions provided by Brisbane City Council.
5.6.3.1 Bus stop length requirements For indented stops, TransLink prefers a 1:7 approach
taper and 1:5 departure taper. Other taper configurations
Both the design bus type and type of stop operation will can be considered on a site-specific basis, and should
influence the required bus stop length. For on-road bus meet applicable standards or local government
stops, the length should be able to accommodate requirements. It should be noted that a reduction
a standard or long rigid bus, or an articulated bus, in approach or departure taper would increase the
and address adjacent parking abutting the bus stop minimum required length of the indented bus stop.
so that a bus can pull up parallel to the kerb with a
maximum distance of 200mm from the rear door to the Table 5.7 outlines bus bay length requirements for
kerb (ideally). on-road (non-indented) and indented bus stops for
a single bus allowance.
The following formula can be used to calculate an

initial bus bay length when considering a multiple bus
operation. Calculated lengths should be confirmed
through undertaking a vehicular swept path assessment
to take into consideration other site characteristics
(for example, narrower adjacent lane widths).
Length of bus bay = L + (BL + a) x (n - 1)
Where:
• ‘L’ is the bus bay length for a single bus
• ‘BL’ is the length of bus
• ‘a’ is the additional length for other
bus stop operations
• ‘n’ is the number of buses
Table 5.7:
Minimum bus stop length requirements
Additional length for

Typical bus type On-road stop 9 Indented stop 10
space between buses
and length (single bus allowance) (single bus allowance)
(multiple bus operation)
Rigid bus (12.5m) Bus bay length : 25m (L) Taper in: 21m (1:7) Nose-to-tail: 5m (a)
Departure length: 10m Bus bay length: 15m (L) Independent: 12m (a)
Taper out: 15m (1:5)
Total: 35m Total: 51m
Articulated bus (18m) Bus bay length: 30m (L) Taper in: 21m (1:7) Nose-to-tail: 5m (a)
Rigid bus double-decker Bus bay length: 25m (L) Taper in: 21m (1:7) Nose-to-tail: 5m (a)
(12.5m) Departure length: 10m Bus bay length: 15m (L) Independent: 12m (a)
As noted in Table 5.7, additional length is required to Example:

accommodate multiple buses at the bus stop, either in
nose-to-tail or independent operation. Two 12.5m rigid buses using an independent on road
stop configuration. Stop area for a 12.5m bus is 25m and
additional length for independent operations is 12m.
Therefore:
Length of bus bay =
25 + (12.5 + 12) x (2 – 1) = 49.5 metres.
9 Queensland Road Rules (QRR) Section 183 and 195 set a minimum approach length of 20 metres and departure length of 10 metres, for
on-road stops. However, TransLink’s preferred length is 25 metres minimum for a 12.5m bus.
10 Refer to current Austroads and RPDM Guide to Road Design Part 3: Geometric Design, and TMR’s Road Planning Design Manual: A Guide to
Queensland Practice Chapter 20 for guidance for the requirements for partially or fully indented bus bays
5.7 Bus stop components

This section details the components that need to be TransLink should be consulted on infrastructure
considered at bus stops within the TransLink network. component inclusions for each bus stop.
All building and construction components of Figure 5.10 illustrates the range of components to be
stop design (for example, shelters) are to comply considered in the planning and design of bus stops.
with relevant building codes and Australian
Standard requirements.
Information Bus Bus stop Security Optional

Accessibility
signage infrastructure furniture and safety enhancements
Bus stop Minimum Well lit and Other bus stop

Bus zone Shelter
marker boarding point maintained furniture
Regulatory Minimum kerb End-of-trip

Configuration Seating Lighting
signage height facilities
Network Space for Context

Stop category Bin CPTED
information manoeuvres material
Route Security
TGSI Design vehicle Way-finding
destination camera
Environmental
Stop specific Clear path Service Emergency
sustainable
timetable of travel frequency call point
design initiatives
Connectivity
Landscape
to surrounding Service type
treatment
uses
Kerb ramps Commercial
Supporting
access
infrastructure
Figure 5.10 –
Key bus stop components
Required components will vary according to different • S is site-specific response (component may
bus stop types. These are detailed in Table 5.8 where: be required or desirable subject to specific stop
function and/or site requirements)
• M is mandatory (component must be included,
legislatively required) • O is optional (component may be optional or
applicable to specific regions across the state)
• P is preferred (component will be included unless
directed by the provider of the bus stop in response • - is not applicable (component does not apply
to site constraints) to the stop type)
Table 5.8:
TransLink required components
Category Stop Component Min B. Regular Intermediate Premium

Point stop stop stop
Information
Stop marker J-Pole M M M -

Blade - - - M
Regulatory sign Bus zone signs S S P M

and line-marking Marked bus zone S S P M
Network Network and locality map - - S M

information
Stop-specific Stop-specific timetable P P M M

information Routes serving the stop P P M M
Route destination/diagram P P M M
Real time passenger - S S P

information
Accessibility
Access Minimum boarding point, M M M M

including TGSIs
Hardstand area M M M M
Minimum kerb height 150mm M M M M
Barrier type kerb P P P P
Accessible clear path of travel M M M M
Local Connecting footpath to/from P P P M

connectivity bus stop (with dropped kerbs
where required)
Kerb ramp S S S S
Pedestrian crossing S S P P
/refuge

Supporting Cycle parking/storage - S S S

access facilities
Kiss ‘n’ ride - - S S
Park ‘n’ ride - - S S
Bus stop furniture
Shelter (See Note 1) - - M M

Seating - S M M
Rubbish bin - S P M
Security and safety
Well-lit or nearby street P P P M

lighting
Lighting in shelter - - P P
CPTED principles M M M M
Security cameras - - - S
Emergency call points - - - S
Optional enhancements
Other bus stop Drinking fountain - - S S

furniture
Fare machine (AVVM) - - - O
(and/or future provision for)
Shopping trolley bay(s) / - - S S
storage
Context material Public art - - S S

Historical material - - S S
Other way- Braille tactile signage - - S S

finding
Way-finding signage - - S S
information
Public address system and - - - S
hearing augmentation
Commercial Vending Machine (third party) - - - O

Advertising panel - - - S

Environmental • Sensors on light fittings, - - S S

sustainable low energy LED fittings
design initiatives
• Solar panels/photovoltaic - - S S
cells on shelter roof and/
or bus stop marker
Landscape • Approach side (location) S S S S

treatment
• Departure side (location) S S S S
• Feature landscaping - O O O
Note 1 – Refer to Table 5.11, for typical bus stop type and shelter selection.
Table 5.9 provides an overview of TransLink requirements in

5.7.1 Component choosing bus stop components. All stop components must comply
with relevant Disability and Australian Standards.
selection
A detailed list of the standards and other references applicable
to the components listed in Table 5.9 can be found in the PTIM,
Information references and resources.
Table 5.9:
TransLink requirements for bus stop components
Element Consideration
Stop signage/ stop marker • The bus stop identification marker can be a J-pole or blade sign.
• The stop marker:
–– directs passengers to where they should wait to board the bus
–– guides the bus driver to the optimal stop position for passengers to board
and alight safely.
• The bus stop marker provides the control point to set out the layout of the rest
of the bus stop (for example, customer waiting area). Its position should:
–– line up with the front of the bus when the vehicle is at the stop and ready
for boarding and alighting
–– preferably not be directly adjacent to the front door of a property (to
maintain privacy for local residents)
–– preferably not cause the bus to block a property’s driveway when stopped
for boarding and alighting
–– avoid placing the bus stop zone over stormwater drains and pits
–– be close to street lighting.
• Stop marker must comply with TransLink’s signage guidelines (refer to the PTIM,
Branding, theming and signage). It should provide highly-visible and clear
information about services including (where applicable):
–– timetables clearly showing site-specific departure times with destination
names or frequency of service(s)
–– route number(s) of services using the stop or station
–– network map identifying all services using the stop or station
–– stop name and number
–– contact details for public transport network information
–– fare zone number where public transport is located
–– unique stop identifier for bus stop location purposes.
• Where appropriate to the bus stop type and site context, the stop signage
should provide directional information regarding public transport and supporting
components, including:
–– an information point explaining travel options (for example, where services
go and the type of services available—where appropriate, this can include
alternative transport such as taxis)
–– a locality map to help orientate the user
–– visible way-finding signage to direct customers to other public transport
services and other points of interest (for example, ticketing, toilets, other
end-of-trip facilities)
–– way-finding signage for the surrounding local area (that is, adjacent streets
and places of interest)
–– the direction of travel for services using the stop or station.
Bus zones • The bus stop zone will be:

–– formalised with barrier kerb and channelling (where possible)
–– kept clear of kerb ramps and kerb openings
–– kept clear of electricity poles and electricity pits
–– kept clear of tree foliage (minimum height of 4.5 metres)
–– kept clear of all infrastructure and plantings for at least 600 millimetres from
the kerb
–– located where there is good drainage to prevent pooling of water or other
low lying ground problems
–– located to avoid stormwater drains and pits, and drains where this could
become an obstacle for passengers boarding the bus
–– located away from driveways to avoid buses restricting private
property accesses
• A bus zone is the length of road to which a bus zone sign applies.
• Use bus zone signs where more than one bus may be required to use the
bus stop, or where other competing road requirements exist (such as
on-street parking).
• A
bus stop zone should not be less than 30 metres, and typically be located
within 20 metres approaching the bus stop marker, and 10 metres on the far side
of the stop marker11. However, TransLink’s preferred approach length is 25 metres
for a 12.5m bus.
• The approach length should reflect the design bus utilising the stop and the
proposed type of operation.
• Refer to bus stop length requirements in this chapter in Table 5.7.
11
Bus Zones: refer to Queensland Road Rules section183 and 195
12
Waiting: Where the mandatory longitudinal gradient of 1:40 is not able to be met, reference should be made to
Figure 5.6 and 5.7 of this chapter for guidance on how to proceed.
Accessibility including • Consists of the whole pavement space used by the bus stop and, importantly, the
passenger waiting area space available for waiting and boarding/alighting a bus service.
• The bus stop passenger waiting area must comply with the Transport Standards.
It should:
–– provide accessible and safe access to the bus stop boarding point and buses
servicing the stop
–– allow for easy manoeuvring of wheelchairs and prams
–– where access paths/walkways adjoin the bus stop boarding point, provide
a compliant access ramp not exceeding maximum gradient and length
–– be maintained with at least 1.2 metres (preferably 1.5 metres) of clear access,
around and between all infrastructure and obstructions
–– be maintained with bus stop boarding points that are flat and stable with a
maximum gradient of 1:40 across both longitudinal and cross-fall direction
–– address the longitudinal gradient of the adjacent road/street to ensure safe
boarding and alighting at the bus stop12.
–– where possible, be kept free from clutter produced from other street
furniture—especially in the spaces used for waiting, access and/or boarding
and alighting
–– allow passengers to easily access and view timetables and public transport
information without being obstructed by other objects (for example, bin)
–– allow for sufficient pedestrian through-flow and not clash with waiting
passengers
–– be located to minimise exposure to direct sunlight and other environmental
conditions (that is, wind and weather) for waiting passengers
–– be free from drainage pits, to prevent buses from splashing pooled water
when approaching the stop
–– be able to allow for efficient runoff and drainage to prevent water from
pooling on the bus stop boarding and alighting areas and waiting areas
(where applicable).
• TGSIs are mandatory for the minimum boarding point. TGSIs should:
–– guide customers with vision impairment to the boarding point and warn
of hazards
–– be perpendicular to the kerb and across the full width of the access
path to the shore line
–– have a minimum 30% contrast between the TGSI and surrounding
ground surface.
–– be kept clear of furniture and hazards (minimum 300mm clearance).
• When not located near a pedestrian-accessible intersection, a pedestrian refuge
(or similar) should be located nearby for safe and convenient access.
• Kerb ramps are to be provided as required, facilitating access to a crossing or
boarding point.
• Minimum kerb height of 150mm is to be provided to meet the slope requirements
when a bus ramp is deployed (that is, gradient of less than 1 in 8, enabling
wheelchair users to board without assistance or 1:4 where assisted)
• Where no kerb is provided along a verge/street, a barrier type kerb (upright kerb)
should be provided at the minimum boarding point.
Bus stop furniture • All street furniture should:

–– comply with the Transport Standards and, where applicable, the
Premises Standards
–– be located clear of the bus stop boarding area and access path
–– be set back from the length of the corresponding bus zone
(i.e. a minimum of 600mm from kerb face)
–– ensure minimum 30% luminance contrast against background (for example,
flooring) where it abuts a continuous accessible path of travel
Shelters
• Shelters are typically required for intermediate and premium stops.
• T ransLink and most local government providers have standing offer arrangements
for the supply and installation of shelters at bus stops across the network. A suite
of shelters is available with detailed drawings of each shelter type and guidance
on shelter selection are provided in this chapter’s ‘Technical details’ section and
Appendix 5-A & B.
• Shelters do not typically need to be provided at stops that are at the end-point/
outbound routes.
• Shelters should:
–– not protrude/encroach on the minimum boarding point or manoeuvring and
circulation area
–– not obstruct an accessible path of travel/footpath
–– define the bus stop and provide protection from environmental conditions
–– maintain clear sightlines to the bus stop for passive surveillance (CPTED)
–– maintain clear sightlines to allow customers to easily hail approaching buses
–– incorporate seating and allocated spaces for wheelchair users
–– incorporate overhead lighting to maximum personal security.
Seating
• S
eating should be placed at least 500mm clear of the accessible path of travel,
and preferably located at the rear of the stop.
• It is preferable to orient seating so that passengers face towards the street
when seated.
• Seating should:
–– not intrude or encroach on the minimum boarding point or manoeuvring
and circulation area
–– be easily maintained, durable and vandal resistant
–– be able to be bolted to hardstand (concrete) areas
–– include backrests and armrests as per the Transport Standards.
Bus stop furniture Bins

• The location of bins should be clear of the minimum boarding point (a minimum
1.2m clear of other bus stop infrastructure).
• If placed at the kerb, a minimum clearance of 600mm is required from the face of
the kerb to the bin surface/face.
• Bins should:
–– not obstruct boarding, alighting or an accessible path/footpath (500mm
clear of access paths)
–– ensure minimum 30% luminance contrast against surrounding ground
surface where it abuts a continuous accessible path of travel
–– be easily maintained, durable and vandal resistant
–– feature a bird-proof design
–– be mounted on a concrete hardstand.
• TGSI should not lead to a bin.
Lighting • U
tilise street lighting where possible – street lights should be a minimum 2.5m
on the departure side of the bus marker to ensure buses avoid collision when
exiting the stop.
• Ensure vegetation does not obstruct lighting.
• Incorporate additional CPTED principles.
• Where lighting is required at a bus stop shelter, requirements will be dependent
on the site-specific location of infrastructure.
• L ighting at bus shelters must comply with the applicable requirements of lighting
subcategory P6 within AS/NZ 1158.3.1 – Lighting for roads and public spaces.
• Consider known or future users of the bus stop, particularly for elderly, vision
impaired and its location adjacent to key attractors.
Other bus stop furniture Optional enhancements should:

and enhancements • comply with the Transport Standards and Australian Standards
• be located clear of the bus stop boarding area and access path
• ensure minimum 30% luminance contrast against background (for example,
flooring) where it abuts a continuous accessible path of travel.
Ticket/fare machine (or future provision)
• Ensure physical housing is recessed from accessible path of travel/footpath.
Drinking fountain
• Ideally located adjacent to shelters.
• Must be accessible for all users.
Other bus stop furniture Shopping trolley bay(s)

and enhancements • Considered the provision of bays when stops are located near shopping centre
entries or exits.
• Consultation with the shopping centre operator/owner is required to determine
need and trolley collection management.
• Locate bays so that their use does not conflict with pedestrian movements.
• Consider CPTED principles.
• Provide adequate capacity.
Supporting access Cycle parking/storage

infrastructure • Provide adequate capacity to meet known or anticipated future demand.
efer to the PTIM, Supporting access infrastructure, for planning and design
• R
guidance for cycle facilities, including end-of-trip facilities at bus stops.
Kiss ‘n’ ride and Park ‘n’ ride
efer to the PTIM, Supporting access infrastructure, for additional guidance for
• R
these facilities at bus stops.
Environmentally Solar panel

sustainable design • I f used, attached to shelter for powering lighting, including any
initiatives associated hardware.
• Should be located to maximise solar exposure and minimise visual impact.
Recycled materials
• Where possible, incorporate a recycling bin at bus stop.
• Placement as per requirements of standard bins.
• Arrange maintenance schedules /contracts.
Public art/context material • Should be located within the bus stop extent (within hardstand area).
• Must not obstruct access and movement of passengers.
• Must not obstruct sightlines.
• Should be developed in coordination with the relevant local authority.
• Incorporate into furniture, if consistent with current TransLink and/or local
authority standards, subject to approval.
Way-finding information • Way-finding information should be included where appropriate to bus stop type,
surrounding land uses, and context.
• B
raille tactile signage should be considered, where possible, as part of signage
at a bus stop (must comply with the Transport Standards.)
• Consider inclusion of a public address system and hearing augmentation, subject
to bus stop requirements and customer needs.
Commercial Commercial vending machine

• L iaise with TransLink on the requirements, and appropriate placement at the
bus stop.
• Maximum of one commercial vending machine.
• L ocate adjacent to shelter, but clear of the minimum boarding point and any
allocated spaces at the bus stop.
Advertising Panels
• A
dvertising panels can be considered, subject to road owner and/or local
government approval, to offset the maintenance of the stop. Advertising panels
should be coordinated and integrated into the shelter, where possible.
• The amenity must be addressed as a first priority.
Landscape treatment • Landscape treatment specifically encompasses vegetation (trees, shrubs,

and ground covers), footpaths and street furnishings.
• Vegetation must not:
–– obstruct sightlines between approaching bus and waiting passengers,
shelters or seats
–– enter into the kinetic envelope of bus vehicle and bus stop area
–– obstruct passive surveillance at stop (CPTED)
• Should be in accordance with local government requirements
• Shrub and groundcover planting must be maintained at less than 500mm
in physical height.
• Tree trunks must be clear of vegetation for a minimum of 4.5m from underside
of the tree canopy.
• Trees are to be set back a minimum 600mm from face of kerb, and clear of
the waiting area on both the approach and departure sides of the bus stop
(particularly where seating/shelter is provided).
• Where a shelter structure is not required, trees can be provided at bus stops
for shade, in accordance with local authority standards.
5.8 Other bus stop types

5.8.1 Signature bus stop 5.8.2 ‘Hail and ride’ services
Signature stops are distinct from TransLink’s bus stop Parts of the TransLink network, including Sunshine Coast,
categories and components. These stops are typified Gold Coast, and Regional Queensland, operate on a ‘hail
by their distinguishable infrastructure design (such and ride’ basis. Typically no specific bus stop boarding
as shelters and platforms), and include a high level of point is provided, allowing a patron to signal the driver to
supporting components. stop the bus to board the service.
Signature stops are typically located on specifically Experience in Australia and overseas has indicated that
identified on corridors with high-frequency services a ‘hail and ride’ service can benefit areas where there
and are generally supported by public transport priority is sporadic customer demand along a route, and also
measures (such as dedicated public transport corridors). assist with reducing the walking distance for accessing
a service. ‘Hail and ride’ for a service, or sections of a
These stops are intended to service the network where route, is therefore considered appropriate where:
there is a high customer demand and high-frequency
• services are lightly used (low patronage)
services. They may be located, and provide key
connections, between significant attractors (such as • patronage is scattered across the route/service
commercial and business districts). • local conditions are such that the installation of a
fixed bus stop is considered difficult or sensitive
As a minimum, signature bus stops should address the (for example, environmental factors, or
components and layout requirements for a premium narrow pavements).
bus stop.
Under the Transport Standards section 8.4:
TransLink should be approached with regards 1. If a ‘hail and ride’ service is offered, passengers
to the provision of this type and scale of bus must be able to hail the service at nominated
stop infrastructure. accessible boarding points where boarding devices
can be deployed.
2. The boarding points must offer equal access to
public transport services.
TransLink acknowledges the need to provide accessible

infrastructure for patrons of such a service and 5.8.3 Temporary bus stops
recommends the following:
• The provision of accessible point needs to consider A bus stop is considered ‘temporary’ if that bus stop is
identified community need, adjacent land uses, and designed and constructed with the intention that it will
reasonable passenger catchment and permeability. be removed, or otherwise not used, at a point in time
• An accessible point should provide sufficient width after installation and commissioning.
for passengers to load and unload and for boarding
devices to be deployed. Temporary bus stops may be required for:
• Identified accessible points must comply with the • upgrading of an existing bus stop
Transport Standards Part 33. • construction or disruption to the use of the footpath
• Suitable information (for example, timetable, • an event (for example, sporting event and concerts)
route map identifying accessible points) should be
provided at identified locations along the route to • rail replacement services
reassure passengers of the ‘hail and ride’ service. • bus service diversion.
• A bus stop J-pole is not required.
The Transport Standards draw no distinction between
• Placement of accessible points should be cognisant permanent and temporary bus stops. Moreover,
of the general requirements for locating a bus stop the Transport Standards do not make any explicit
as discussed earlier in this chapter (that is, proximity
allowance for a bus stop to be exempt from accessibility
and relationship to intersections, potential traffic
compliance merely on the basis that the bus stop is
hindrances, unobstructed waiting areas, good
visibility and so on) temporary. Appendix 5-A provides a number of scenarios
to assist with understanding the application of the
• The provider of the bus stop will need to ensure the Transport Standards.
identified accessible points have been considered
with respect to determining compliance alongside the Where temporary stops are proposed, TransLink would
Equivalent Access or Unjustifiable Hardship routes. encourage consultation with relevant stakeholders to
determine level of patronage, location and duration the
temporary facility will be required.
There is no specific requirement for dedicated school bus stops

5.8.4 School bus stops to be fully compliant with the Transport Standards. Dedicated
school bus services are exempt from having to provide wheelchair
access13 and it would follow that the bus stops that solely serve
a dedicated school bus service also would be exempt. However,
should urban bus services use the same bus stop, full compliance
would be required.
Where new school stops are being developed, it is TransLink’s

preference that they comply with the disability access standards.
TransLink should be consulted regarding the requirements for the

provision of services for existing or new schools, and particularly
where bus stop provision proposes to serve both school and urban
services. Appendix 5-A provides a number of scenarios to assist
with understanding the application of the Transport Standards in
relation to school bus stops.
Further information on design requirements for school bus stops

can be found in:
• TMR Road Planning and Design Manual:
A Guide to Queensland Practice
• TMR Planning for Safe Transport Infrastructure at Schools –
Technical Guidance for the provision of effective and safe
transport infrastructure at schools (April 2011).
13 The Transport Standards Parts 3, 6, 8, 9-12, 14, and s1.13 for definition
A long-distance coach stop must comply with the Transport

5.8.5 Long-distance Standards and should use the same planning and design
principles detailed in this chapter. More significant long-
coach distance coach stops, for example a terminus or high patronage
interchange, should refer to TransLink’s PTIM, Bus station
infrastructure chapter.
Table 5.10 details the key criteria to consider in planning and

designing long-distance coach stops.
Table 5.10:
Long-distance coach planning and design criteria.
Criteria Factors for consideration
Locality guidance Placement of the stop should consider:

• the external road network (determines the direction of vehicle flow within
the interchange)
• t rip destinations (for example, shops, workplaces, educational institutions,
hospitals and health clinics), which indicate likely pedestrian
movement/desire lines
• proximity and access to other passenger transport modes
Planning environment A long-distance coach stop should be well organised and deliver:
• passenger transport stops integrated into a surrounding activity centre
(where applicable)
• waiting areas that are clearly visible from the surrounding road network and
adjacent buildings, and which provide clear views of passenger transport vehicle
arrivals and departures
• direct routes including high visibility, activity and surveillance along those routes
• active frontages along pedestrian paths to the stop
• appropriate kiss ‘n’ ride and park ‘n’ ride facilities
• passenger transport information about the range of services provided
• directional signage that is informative and not confusing
• lighting that is well integrated with signage and passenger information and which
maximises safety, especially at night.
Criteria Factors for consideration
Operational environment Location of the stop should consider the broader context of service planning
and the coach companies’ operational environment. For example:
• the location of the stop in relation to subsidised long distance coach routes
• co-location with other passenger transport modes, particularly urban buses,
to facilitate passenger transfer and distribution
• future coach service growth
• assisting the bus industry to reduce the inefficiencies of dead-running
• facilitating adherence to driving-hour requirements (fatigue management).
In general the stops should align with the component Facilities for staff should take into consideration the
requirements of premium stops, including bus boarding following principles:
areas and infrastructure. However, special consideration
• separate male and female toilet and/or shower
should be given to additional space/pavement
facilities accessible by a key, proximity card or
requirements on the platform to allow for coach wheel
combination lock (accessible from a separate door to
chair lift deployment and access/storage of luggage.
the meal area)
Long-distance coach signage, including blade stop • kitchen area with sufficient bench space, sink
marker signs, should be compliant with the long distance /wash-up area, heated and chilled water dispenser
coach signage criteria and colour scheme. Contact and at least four power outlets along the bench area
TransLink for relevant signage information and details. • provision for the installation of a refrigerator
• air conditioning
5.8.5.1 Coach layover facilities
• safe pedestrian paths of travel to and from buses
Determining the adequate number and design of coach for drivers using the driver facility building
layover spaces should consider: • provision for transport security requirements
• the number of coach operators and routes using including security camera connectivity, on-site
the stop or interchange recording and potential connection to off-site
operations centres
• the larger size of coaches
(12.5m and 14.5m length coaches) • internal duress alarm
• the ability of coaches to move independently • appropriate lighting outside and around the facility
of each other • after hours security alarm
• easy manoeuvring of vehicles into coach • lighting design cognisant of impact on commercial or
loading bays residential properties.
• providing authorised access only
• operational timetables of coach routes which indicate
driver rest breaks and recovery times.
5.9 Technical details

Appendix 5-B provides a series of technical drawings
to assist bus stop planners and designers to meet the 5.9.1 Bus stop layouts
requirements detailed in this chapter. This section
identifies the key drawings and supplies additional Minimum boarding point:
technical notes to assist with the planning and
design process. Technical drawings 5-0011 to 5-0012 address the general
requirements of this type of stop.
As previously noted, each bus stop facility will warrant
site-specific treatment, depending on the individual There may be cases where there is no existing kerb
site characteristics and constraints. The fundamental at the identified site for a bus stop. In this instance,
layout and design principles illustrated in the technical drawing 5-0012 provides guidance on the requirements
drawings should be adopted at all locations. for providing a raised minimum boarding point (that is,
suitable ramps for customers to access the stop from
TransLink advises that specialist access personnel, existing/available access paths).
as well as appropriate user groups, review the designs
and layouts to achieve the most suitable outcome for Note that level area of the minimum boarding point
each location. Where this is not possible, seek advice is arranged to include the bus stop sign. A bus stop
from TransLink. sign installed on a ramp would result in its height
and height of information not conforming with the
Transport Standards.
Regular stops: Allocated space at bus stops:
Technical drawings 5-0013 to 5-0015 address the general The Transport Standards provides guidance on the
requirements of this type of stop. Note this drawing provision of appropriate allocated space at a bus stop.
illustrates additional hardstand to the upstream of the Where a ‘waiting area’ exists at a bus stop, a provider is
bus stop sign. This is to allow access to information (for to provide the maximum achievable area for allocated
example timetable) where it is provided on both sides of spaces under the particular circumstances.
the bus stop marker.
The Transport Standards s1.11 defines an allocated space
Drawing 5-0015 demonstrates variations to the layout as a three dimensional space that can accommodate
and design of a regular bus stop to address various verge a wheelchair or similar mobility aid.
widths and constrained site situations.
Section 7.2 of the Transport Standards requires allocated
Intermediate and premium stops: space for a minimum of two wheelchairs to be available
for passengers – a minimum 800mm x 1300mm5
Technical drawings 5-0021 to 5-0032 illustrate additional per space .
hardstand to the upstream of the bus stop sign. This is
to allow access to information (for example, timetable) TransLink’s technical drawings outline appropriate
where it is provided on both sides of the bus positions and locations for allocated spaces at a bus
stop marker. stop. These clearly demonstrate that the allocated space:
• must not encroach on the minimum boarding point
Where such information is provided only on one side
of the bus stop sign, then this additional width of • be positioned such that customers using wheelchairs
hardstand does not need to be provided for. or mobility aids are able to enter/exit a bus and
readily position themselves and their aids in the
TransLink will advise on the requirements for timetables allocated space.
(i.e. on one or both sides) for new and upgraded bus
Note that the wheelchair icon marking shown on the
stops such that appropriate access can be provided.
drawings is not a requirement. It is shown on the
Drawing 5-0025 illustrates variations to the layout and drawings to ensure allowance for the space is made
design of an intermediate bus stop to address various in the design of the stop.
verge widths and constrained site situations.
5 Transport Standards s7.2, s9.1, AS1428.2-1992 Clause 6.2. AHRC Guidelines s5.10, s5.11 and s4.14.
6 Transport Standards s3.2
Bus stop identification markers:

5.9.2 Bus stop signage All bus stop signage within the TransLink network must adhere
and shelters to the requirements set out in the PTIM, Branding, theming and
signage, and comply with the relevant standards.
TransLink will supply the required bus stop marker for stops that
form part of its network. Figure 5.11 contains examples of TransLink
bus stop markers.
bus stop
hail driver
Bell Street
East - 22
zone
6
3
Moggill Road
Stop 1
Visit translink.com.au
Call 13 12 30
Bus stop J-Pole sign Bus stop blade sign (Type A)

Figure 5.11 –
Bus stop identification markers
Link bus stop signs
Bus stop shelters:
Drawing 5-0100 outlines the suite of shelters available

and currently in use across the TransLink network. The
selection of the appropriate shelter type and drawing
references are indicated in Table 5.11 according to bus
stop type.
Table 5.11:
Typical bus stop type and shelter selection.
TransLink TransLink shelter suite Description of shelter Drawing reference

bus stop type
Intermediate Type 1A Single module 5-0101
Type 2A Single module 5-0201

with rear lean rail
Type 3A Single module 5-0301

with rear seat
Suburban Single module with 5-0401

advertising panel
Single module without 5-0402

advertising panel
Premium Type 1B Double module 5-0102
Type 2B Double module 5-0202

with rear lean rail
Type 3B Double module 5-0302

with rear seat
Appendix 5-A
Scenario 2: Temporary bus stops at a large event
Example scenarios for the Example:
application of the Transport A temporary bus stop is provided to serve large volumes
Standards of buses for a large, one-off sporting event. The bus stop
will be removed after the conclusion of the event.
Temporary bus stops Response:
Scenario 1: Temporary bus stops during major Particular attention needs to be given to providing an
upgrading of permanent bus stop accessible boarding point, accessible waiting area and
accessible paths of travel at such a bus stop. Given the
Example: high likelihood of long wait times, and possibly also
A permanent public bus stop is being demolished long travelling distances between venues, it would be
and rebuilt. strongly recommended that the bus stop include seating
and shelter for waiting passengers. This is the case even
A temporary bus stop in lieu of the permanent one if removal of the bus stops is intended after the event in
is provided elsewhere for the duration of the question. The service level identified for the event would
construction works. influence these requirements.
Response: The provision of both ample travel information in

accessible formats and suitably trained staff/volunteers
Given that the temporary bus stop will function as an
on-site would typically be essential to manage the
ordinary, regular bus stop for the duration of its life,
volume of users (i.e. estimated event demand), and
it would require full compliance with the Transport
achieve compliance with the Transport Standards.
Standards. This includes a j-pole, level hardstand
boarding point, tactile ground surface indicators etc.
Publicly available, up-to-date information on the location
of the bus stop would also be required.
Scenario 3: Temporary bus stops during railway track- Scenario 4: A permanent bus stop that is only
work over weekend used occasionally
Example: Example:
A railway line is shut down over the weekend for track There is a permanent bus stop located at a local sports
work maintenance. The replacement buses only stop at stadium. The bus stop is within the grounds that
the rail stations in lieu of regular rail services, and do not surround the stadium, and is set back from the main
run along the regular bus routes. A temporary bus stop road. The buses travelling to and from the stadium
is provided at each rail station specifically for track-work will stop at the bus stop when an event is held at the
service purposes only. stadium. However, the stadium typically only hosts one
public event a week. At all other times, the bus stop is
Response: not used by any regular public bus services.
The Transport Standards apply, even though the track-
Response:
work bus stops will only exist for the duration of the
weekend work. The Transport Standards s1.23 captures this scenario.
The fact that the bus stop is used only on an irregular
This particular scenario could potentially be quite basis does not exempt it from the application of the
disorienting or confusing for many users, particularly for Transport Standards.
a user with a vision-impairment. Such a user would need
to, firstly, be cognisant that the trains are not operating However, a key factor in this particular scenario is that
and buses are being provided instead and, secondly, the bus stop is not located on a public footpath but,
ascertain the location of the temporary bus stop that rather, is within the grounds of the local sports stadium.
serves those buses. This could be made more difficult This means that people (that is, potential customers) are
by the fact that, often, there will already be a permanent unlikely to simply approach the bus stop and expect a
bus stop at the rail station that serves regular bus bus to arrive.
routes/services, but not the replacement buses.
Compliance via ‘Equivalent Access’ may require co-
In this scenario, particular attention would need to be operation between the bus service provider and the
given to providing: operators of the stadium during the times when an event
• an accessible board point and accessible waiting is held at the stadium. Otherwise, the specified design
area at each track-work bus stop requirements of the Transport Standards will remain
applicable at this bus stop.
• seating and shelter for waiting
• suitably trained staff at the rail station and the
temporary bus stop
• ample information in accessible formats.
Scenario 5: Shuttle service for a retirement village School bus stops

Example: Scenario 6: School bus stops adjacent to school grounds
A private mini-bus serves residents in a retirement
Example:
village, taking them to and from local facilities (for
example, shops and clubs). This bus service operates There is a bus stop on the footpath adjacent to
regularly. The mini-bus has the capability of stopping a secondary school that only serves school students.
directly outside a particular village resident’s house The stopping pattern is such that buses set-down only
if necessary. in the morning and pick-up only in the afternoon.
There is a written sign at the bus stop stating that
The retirement village operators own the shuttle it is for school use.
bus vehicle.
There are no other facilities at this bus stop.
Response:
Response:
If this shuttle service is solely for the use of retirement
village residents, and a member of the public is not A bus stop that is solely for the use of school students
permitted to use the shuttle, the Transport Standards queries whether this is a public bus stop for the
would not be applicable. purposes of the Transport Standards s1.23.
The Transport Standards specifically exempts dedicated

school buses from the provision of wheelchair access. It
would seem to follow from this that a bus stop that solely
serves a dedicated school bus service would also be
exempt from wheelchair access compliance.
Full design compliance with the Transport Standards at a

bus stop that solely serves school buses could possibly
be misleading for a non-student user, particularly
someone with a vision impairment. Full design
compliance would typically entail provision of TGSIs on
the footpath. A non-student user, that relies on TGSIs,
would assume that the TGSIs lead to a bus stop that has
regular services, yet no regular services would stop at
this stop.
Please note however previous comments with regards

to facilitating an accessible bus stop facility to address
individual school needs.
Scenario 7: School bus run picking up/setting down

school students near their homes
Example:
A bus picks up school students at specific locations near
their individual homes. The pickup point is not signed.
Locations may vary from year to year depending on the
particular school catchment, enrolments and operator.
Response:
This scenario has similar issues as bus stops outside
schools serving only school students. Query once again
whether this is a public service, or whether it is more
akin to a shuttle bus service.
Appendix 5-B
Layout and technical drawings
NOTES:
NOTES:
HARDSTAND
HARDSTAND
1 1 THE MANDATORY
THE MANDATORY
(COMPLIANT
(COMPLIANT
TO DSAPT)
TO DSAPT)
MINIMUMMINIMUM
BOARDINGBOARDING
POINT POINT B B
HARDSTAND
HARDSTAND
AREA IS AREA
1540MM
IS 1540MM
X 2070MM,
X 2070MM,
POSITIONED
POSITIONED
AS SHOWNAS SHOWN
ON THE ON THE
TRANSLINK
TRANSLINK
DRAWINGS.
DRAWINGS.
A LARGERA LARGER
HARDSTANDHARDSTAND
AREA IS AREA
PREFERRED
IS PREFERRED
AND IS AND IS 150 150
DEPENDENT
DEPENDENT
ON SITE SPECIFIC
ON SITE SPECIFIC
CONDITIONS.
CONDITIONS.
530 530 790 790 600 600
2 2 THE MANDATORY
THE MANDATORY
LONGITUDINAL
LONGITUDINAL
AND CROSS AND FALL
CROSSGRADIENT
FALL GRADIENT
AT BOARDING
AT BOARDING EXISTINGEXISTING
OR FUTURE ACCESS ACCESS
OR FUTURE
POINT ISPOINT
MAXIMUM
IS MAXIMUM
1:40 FALL1:40
ACROSS
FALL ACROSS
THE BOARDING
THE BOARDING
POINT AREA
POINT
(SHOWN
AREA (SHOWN PATHWAY LOCATION,
PATHWAY CONFIRMCONFIRM
LOCATION,
HATCHED).
HATCHED).
ALL OTHERALLHARDSTAND
OTHER HARDSTAND
AND ADJACENT
AND ADJACENT
AREAS TOAREAS
THE BUS
TO THE
STOPBUS STOP ON SITE. ON SITE.
SHALL MEET
SHALLAPPLICABLE
MEET APPLICABLE
STANDARDS STANDARDS
IN RELATION
IN RELATION
TO THE ADJACENT
TO THE ADJACENT
SITE SITE
CONDITIONS,
CONDITIONS,
AND TO AND
PREFERABLY
TO PREFERABLY
ACHIEVEACHIEVE
A LONGITUDINAL
A LONGITUDINAL
AND CROSSAND CROSS
HARDSTAND SIZE MAY VARY DEPENDING FUTURE OR EXISTING
HARDSTAND SIZE MAY VARY DEPENDING FUTURE OR EXISTING

FALL GRADIENT
FALL GRADIENT
OF MAXIMUM
OF MAXIMUM
1:40 FALL.1:40 FALL.
1200 VARIES)
(WIDTH VARIES)
NOMINALNOMINAL
SHORELINE, REFER NOTES.
SHORELINE, REFER NOTES.
ACCESS PATH
ACCESS PATH
3 3 HARDSTANDS
HARDSTANDS
SHALL BESHALL
MINIMUM
BE MINIMUM
125MM THICK
125MMBROOM
THICK FINISHED
BROOM FINISHED
(FOR SLIP
(FOR SLIP
1200 MIN.
MIN.
RESISTANCE)
RESISTANCE)
GRADE N25
GRADE
CONCRETE
N25 CONCRETE
SL72 MESH
SL72
PLACED
MESH CENTRALLY,
PLACED CENTRALLY,
OR, AS OR, AS
DIRECTIONAL TGSI'S TOTGSI'S
DIRECTIONAL BE INSTALLED
TO BE INSTALLED
(WIDTH
REQUIRED
REQUIRED
BY THE RELEVANT
BY THE RELEVANT
STATUTORYSTATUTORY
AUTHORITY.
AUTHORITY.
FOR SLABFOR
THICKENING
SLAB THICKENING
AT FURNITURE
AT FURNITURE
LOCATIONS,
LOCATIONS,
AND JOINT
ANDLAYOUT
JOINT LAYOUT
AND SPECIFICATIONS
AND SPECIFICATIONS
REFER REFER AND TO EXTEND TO SHORELINE,
AND TO EXTEND REFER REFER
TO SHORELINE,
TO LOCAL
TOGOVERNMENT
LOCAL GOVERNMENT
SPECIFICSPECIFIC
REQUIREMENTS.
REQUIREMENTS. NOTES. NOTES.
4 4 A CLEARA HARDSTAND
CLEAR HARDSTAND
ACCESS ACCESS
SPACE OF
SPACE
1200MM
OF 1200MM
MINIMUMMINIMUM
IS REQUIRED
IS REQUIRED
BETWEEN BETWEEN
AND AROUND
AND AROUND
ALL BUSALLSTOP
BUS INFRASTRUCTURE
STOP INFRASTRUCTURE
(1500MM (1500MM ISOLATION
ISOLATION
JOINT TOJOINT
LOCALTO LOCAL
DESIRABLE).
DESIRABLE). GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
ON EXISTING SITE CONDITIONS
ON EXISTING SITE CONDITIONS

ACCESS ACCESS
2070 MINIMUM REQUIRED
2070 MINIMUM REQUIRED

A A MANDATORY MINIMUMMINIMUM
MANDATORY CONCRETECONCRETE A A
5 5 WHERE BUS
WHERE
STOPS
BUSARE
STOPS
LOCATED
ARE LOCATED
ALONG BICYCLE
ALONG BICYCLE
ROUTES,ROUTES,
SHARED SHARED
ACCESS ACCESS HARDSTAND BOARDING
HARDSTAND POINT AREA
BOARDING POINT AREA
PATHS SHOULD
PATHS SHOULD
BE APPLIED
BE APPLIED
AS PER LOCAL
AS PERGOVERNMENT
LOCAL GOVERNMENT
REQUIREMENTS
REQUIREMENTS
OR OR SHOWN CROSS
SHOWNHATCHED, REFER REFER
CROSS HATCHED,
WITH REFERENCE
WITH REFERENCE
TO RELEVANT
TO RELEVANT
GUIDELINE
GUIDELINE
DIMENSIONS
DIMENSIONS
GIVEN INGIVEN
THE IN THE NOTES. NOTES.
APPLICABLE
APPLICABLE
STANDARDS,
STANDARDS,
TMR GUIDELINES,
TMR GUIDELINES,
AND AUSTROADS.
AND AUSTROADS.
WARNINGWARNING
TGSI'S TOTGSI'S TO BE INSTALLED
BE INSTALLED AT AT
6 6 CIRCULATION
CIRCULATION
OF WHEELCHAIRS
OF WHEELCHAIRS
SHOULD SHOULD
BE CONSIDERED
BE CONSIDERED
AT EACHAT
BUS
EACH
STOPBUS STOP ALLREFER
ALL STOPS, STOPS,NOTES.
REFER NOTES.
BASED ONBASED
SITE ON
SPECIFIC
SITE SPECIFIC
CONDITIONS
CONDITIONS
AND TO ADDRESS
AND TO ADDRESS
COMPLIANCE
COMPLIANCE
WITH WITH BUS STOP
BUS
SIGNAGE,
STOP SIGNAGE,
REFER NOTES.
REFER NOTES.
600
600
DSAPT. DSAPT.
LINE-MARKING
LINE-MARKING
OF THE OF2No.THE
ALLOCATED
2No. ALLOCATED
SPACES SPACES
(PWD WAITING
(PWD WAITING
ZONES) IS
ZONES)
NOT REQUIRED.
IS NOT REQUIRED. BACK OFBACK
KERB.OF KERB.
600
600
300
300
7 7 TACTILE TACTILE
GROUNDGROUND
SURFACESURFACE
INDICATORS
INDICATORS
(TGSI) SHOULD
(TGSI) SHOULD
PREFERABLY PREFERABLY
BE BE
INSTALLED
INSTALLED
AS SHOWN AS ON
SHOWN
THE TRANSLINK
ON THE TRANSLINK
DRAWINGS.DRAWINGS.
WHERE THEREWHEREISTHERE
A IS A
PATHWAY PATHWAY
ACCESSINGACCESSING
A BUS STOP,
A BUS
DIRECTIONAL
STOP, DIRECTIONAL
TGSI SHALL TGSIBESHALL
INSTALLED
BE INSTALLED
FOR THEFOR
FULLTHE
WIDTH
FULLOF
WIDTH
THE PATH
OF THE
OFPATH
TRAVELOF OVER
TRAVELA MINIMUM
OVER A MINIMUM
600MM 600MM 300 300TOP OF KERB FACE.
TOP OF KERB FACE.
DEPTH AND
DEPTH
PERPENDICULAR
AND PERPENDICULAR
TO THE DIRECTION
TO THE DIRECTION
OF TRAVEL OF WHEN
TRAVEL WHEN 1540 MINIMUM
1540 MINIMUM TO SIGN TO
FACE
SIGN FACE
APPROACHING.
APPROACHING.
DIRECTIONAL
DIRECTIONAL
TGSI SHALL
TGSIBESHALL
USEDBEACROSS
USED ACROSS
THE OPEN THESPACE
OPEN SPACE
FROM THEFROM
ACCESS
THE ACCESS
PATHWAY PATHWAY
DIRECTIONAL
DIRECTIONAL
TGSI TO THE
TGSIBOARDING
TO THE BOARDING
POINT POINT 1 1SITE LAYOUT
SITE LAYOUT
PLAN PLAN 150 150
210 210
WARNINGWARNING
TGSI. TGSI
TGSI.
TO EXTEND
TGSI TO EXTEND
TO THE SHORELINE
TO THE SHORELINE
- I.E. BUILDING
- I.E. BUILDING
LINE, LINE, - -1:50@A3
1:50@A3 B B
WALL, A FENCE,
WALL, AAFENCE,
KERB, OR
A KERB,
A GRASS
OR AVERGE
GRASSWHERE
VERGEAPPLICABLE.
WHERE APPLICABLE.
CL CL
8 8 THE COLOUR OF TGSIOFSHALL
THE COLOUR TGSI BE
SHALL
SELECTED BASED ON
BE SELECTED BASED
SITEONSPECIFIC
SITE SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
INTEGRATED
INTEGRATED
TGSI SHALL
TGSI HAVE
SHALL AHAVE
MINIMUM
A MINIMUM
COLOUR COLOUR 2070 PREFERRED
2070 PREFERRED
CONTRASTCONTRAST
OF 30% COMPARED
OF 30% COMPARED
TO THE AMOUNT
TO THE AMOUNT
OF LIGHTOFREFLECTED
LIGHT REFLECTED
FROM FROM
THE SURFACE
THE SURFACE
OF THE OFADJACENT
THE ADJACENT
PATH OFPATH
TRAVEL.
OF TRAVEL.
FOR EXAMPLE;
FOR EXAMPLE;
FOR A FOR A MESH CENTRALLY.
MESH PLACED PLACED CENTRALLY.
LIGHT CONCRETE
LIGHT CONCRETE
COLOURED COLOURED
PATH OFPATHTRAVEL,
OF TRAVEL,
DARK COLOURED
DARK COLOURED
(E.G. (E.G. TGSI TGSI TOP OF HARDSTAND
TOP OF HARDSTAND
TO BE FLUSH
TO BEWITH
FLUSH WITH
BLACK) TGSI
BLACK)
MAYTGSI
BE APPROPRIATE.
MAY BE APPROPRIATE.
FOR A BLACK
FOR ABITUMEN
BLACK BITUMEN
PATH OFPATH
TRAVEL
OF TRAVEL
TOP OF HARDSTAND
TOP OF HARDSTAND TOP OF ADJACENT
TOP OF ADJACENT
SURFACE.
SURFACE.
LIGHT COLOURED
LIGHT COLOURED
(E.G. WHITE
(E.G.OR
WHITE
YELLOW)
OR YELLOW)
TGSI MAYTGSI
BE APPROPRIATE.
MAY BE APPROPRIATE.
THIS THIS
CONTRASTCONTRAST
MUST BEMUST
MAINTAINED
BE MAINTAINED
IN BOTH IN
WETBOTH
ANDWET
DRYAND
CONDITIONS.
DRY CONDITIONS. TOP OF EXISTING
TOP OF EXISTING SURFACESURFACE
SHELTERSHELTER
125 MIN.
125 MIN.
9 9 FOR OPTIONS
FOR OPTIONS
OF SHELTER
OF SHELTER
TYPES FORTYPES
INTERMEDIATE
FOR INTERMEDIATE
AND PREMIUM
AND PREMIUM
STOPS STOPS
REFER TO
REFER
TRANSLINK
TO TRANSLINK
DRAWINGS. DRAWINGS.
WHERE AWHERE
SHELTER
A SHELTER
ABUTS AABUTS
CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE
PATH OFPATH
TRAVEL,
OF TRAVEL,
ENSURE ENSURE
MINIMUMMINIMUM
30% LUMINANCE
30% LUMINANCE
CONTRAST
CONTRAST
AGAINSTAGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G. FLOORING).
FURNITURE
FURNITURE
& SIGNAGE
& SIGNAGE 50mm SAND
50mm
BUNDING
SAND BUNDING
LAYER. LAYER.
10 10FOR DETAILS
FOR DETAILS
OF BUS STOP
OF BUS
SIGNAGE
STOP SIGNAGE
(J-POLE/BLADE)
(J-POLE/BLADE)
AND FOOTING
AND FOOTING
DETAILS DETAILS
REFER TO
REFER
TRANSLINK
TO TRANSLINK
SIGNAGESIGNAGE
MANUAL.MANUAL.
A ASECTION
SECTION
A A 2070 MINIMUM
2070 MINIMUM
11 11SETOUT SETOUT
OF BLADEOF SIGN
BLADE(REFER
SIGN (REFER
TO THE TOPREMIUM
THE PREMIUM
STOP TRANSLINK
STOP TRANSLINK - - 1:50@A3
1:50@A3
DRAWING)DRAWING)
IS POSITIONED
IS POSITIONED
AS SHOWN
AS DUE
SHOWNTO DUE
BUS TO
STOP
BUSOPERATIONS,
STOP OPERATIONS,
AND AND TOP OF KERB
TOP OF
FACE.
KERB FACE.
ROAD SAFETY
ROAD REQUIREMENTS
SAFETY REQUIREMENTS
AND IS NON-COMPLIANT
WITH DSAPT.
WITH PLEASE
DSAPT. PLEASE MESH CENTRALLY.
MESH PLACED PLACED CENTRALLY.
LIAISE WITH
LIAISE
TRANSLINK
WITH TRANSLINK
FOR DETAILS
FOR DETAILS
ON THIS ON
REQUIREMENT.
THIS REQUIREMENT. ISOLATION JOINT. JOINT.
ISOLATION
12 12BUS STOP
BUSSEAT
STOPSHOULD
SEAT SHOULD
INCLUDEINCLUDE
ANODISEDANODISED
ALUMINIUM
ALUMINIUM
BATTENSBATTENS
WITH WITH TOP OF HARDSTAND TO BE FLUSH
TOP OF HARDSTAND TO BEWITH
FLUSH WITH
ARMRESTS
ARMRESTS
ALONG THE ALONG
SEAT.
THESEATS
SEAT.SHOULD
SEATS SHOULD
BE BOLTED
BE BOLTED
TO HARDSTAND
TO HARDSTAND TOP OF EXISTING SURFACE/
TOP OF EXISTING KERB. KERB.
SURFACE/
150
150
AREA, AND
AREA,
MADE
ANDFROMMADEEASILY
FROM MAINTAINED
EASILY MAINTAINED
MATERIALS.
MATERIALS.
SEATS TO
SEATS
BE TO BE TOP OF HARDSTAND
TOP OF HARDSTAND
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH WHERE
DSAPT. AWHERE
SEAT ABUTS
A SEATAABUTS
CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE TOP OF EXISTING
TOP OF EXISTING
SURFACESURFACE ROADWAY
ROADWAY
PATH OFPATH
TRAVEL,
OF TRAVEL,
ENSURE ENSURE
MINIMUMMINIMUM
30% LUMINANCE
30% LUMINANCE
CONTRASTCONTRAST
AGAINSTAGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G. FLOORING).
125 MIN.
125 MIN.
13 13BUS STOP
BUSBINSTOP
SHOULD
BIN SHOULD
BE AN 80BELITRE
AN 80CIRCULAR
LITRE CIRCULAR
CONSTRUCTION
CONSTRUCTION
(SMALL (SMALL
SLOT PERFORATIONS) WHICH CAN
SLOT PERFORATIONS) WHICH BE CAN
EASILY
BE MAINTAINED.
EASILY MAINTAINED.
BIN SHOULD
BIN SHOULD
INCLUDEINCLUDE
A GALVANISED
A GALVANISED
STEEL LINER
STEELAND
LINER
A BIRD-PROOF
AND A BIRD-PROOF
LID. WHERE
LID. BIN
WHERE BIN BARRIERBARRIER
KERB. KERB.
ABUTS AABUTS
CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE
PATH OFPATH
TRAVELOF ENSURE
TRAVEL ENSURE
MINIMUMMINIMUM
30% 30%
LUMINANCE
LUMINANCE
CONTRAST CONTRAST
AGAINSTAGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G. FLOORING).
BIN TO BE
BIN TO BE 50mm
50mm SAND SAND BUNDING
BUNDING LAYER. LAYER.
MINIMUMMINIMUM
500MM SETBACK
500MM SETBACK
FROM ACCESS
FROM ACCESS
PATHWAY. PATHWAY. ISOLATION
ISOLATION JOINT. JOINT.
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
14 14ALL BUS ALL
STOPS
BUSTO
STOPS
BE DSAPT
TO BECOMPLIANT.
DSAPT COMPLIANT.
FOR FURTHER
FOR FURTHER
GUIDANCE
GUIDANCE
REFER REFER
TO THE RELEVANT
TO THE RELEVANT
STANDARDS,
STANDARDS,
TRANSLINK
TRANSLINK
GUIDANCE
GUIDANCE
AND RELEVANT
AND RELEVANT
LOCAL LOCAL B BSECTION
SECTION
B B
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS. - - 1:50@A3
1:50@A3
15 15ALL BUS ALL
STOPBUS
COMPONENTS
STOP COMPONENTS
SHOULD SHOULD
BE POSITIONED
BE POSITIONED
IN CONSIDERATION
IN CONSIDERATION
OF OF
RELEVANTRELEVANT
ONSITE ONSITE
CONDITIONS
CONDITIONS
WITH REFERENCE
WITH REFERENCE
TO THETOGUIDANCE
THE GUIDANCE
CONTAINED
CONTAINED
WITHIN THE
WITHIN
PTIM,
THEAND
PTIM,
FORAND
ADDITIONAL
FOR ADDITIONAL
REQUIREMENTS
REQUIREMENTS
AND AND
DESIGN ALTERNATIVES
DESIGN ALTERNATIVES
REFER TO
REFER
THE TO
COMPONENTS
THE COMPONENTS
TABLE CONTAINED
TABLE CONTAINED
IN IN
THE PTIM.
THE PTIM. PTIM,PTIM,
BUS STOP
BUS STOP
INFRASTRUCTURE
INFRASTRUCTURE
CHAPTER
CHAPTER
16 16REFER REFER
TO PTIMTOGLOSSARY
PTIM GLOSSARY
FOR DEFINITIONS
FOR DEFINITIONS
OF TERMS
OF TERMS
AND PTIM
AND PTIM
ABBREVIATIONS
ABBREVIATIONS
FOR DEFINITIONS
FOR DEFINITIONS
OF ACRONYMS.
OF ACRONYMS. REGULAR
REGULAR
STOPSTOP
- MINIMUM
- MINIMUM
BOARDING
BOARDING
POINTPOINT
- WITH- WITH
EXISTING
EXISTING
KERBKERB
17 17ALL DRAWING
ALL DRAWING
DIMENSIONS
DIMENSIONS
ARE IN MILLIMETRES
ARE IN MILLIMETRES
UNLESS NOTED
UNLESSOTHERWISE.
NOTED OTHERWISE.
DRG 5-0011
DRG 5-0011
* * DIMENSION
DIMENSION
TO BE CONFIRMED
TO BE CONFIRMED
ON SITE IN
ONRELATION
SITE IN RELATION
TO SITE CONDITIONS.
TO SITE CONDITIONS.
- - JULY 2013
JULY 2013 A A
NOTES:
NOTES: D D
HARDSTAND
HARDSTAND
1 1 THE MANDATORY
THE MANDATORY
(COMPLIANT(COMPLIANT
TO DSAPT)
TO DSAPT)
MINIMUMMINIMUM
BOARDINGBOARDING
POINT POINT
HARDSTAND
HARDSTAND
AREA IS AREA
1540MMIS X1540MM
2070MM,
X 2070MM,
POSITIONED
POSITIONED
AS SHOWNAS ON
SHOWN
THE ON THE 150 150
TRANSLINK
TRANSLINK
DRAWINGS.DRAWINGS.
A LARGER A LARGER
HARDSTAND
HARDSTAND
AREA IS PREFERRED
AREA IS PREFERRED
AND IS AND IS EXISTINGEXISTING
OR FUTURE
OR ACCESS
FUTURE ACCESS
1200 * 1200 * 530 530 790 790 600 600 430 430 1200 * 1200*
DEPENDENT
DEPENDENT
ON SITE SPECIFIC
ON SITE SPECIFIC
CONDITIONS.
CONDITIONS. PATHWAYPATHWAY
LOCATION,
LOCATION,
CONFIRMCONFIRM
2 2 THE MANDATORY
THE MANDATORY
LONGITUDINAL
LONGITUDINAL
AND CROSS ANDFALL
CROSSGRADIENT
FALL GRADIENT
AT BOARDING
AT BOARDING ON SITE. ON SITE.
POINT ISPOINT
MAXIMUM
IS MAXIMUM
1:40 FALL1:40
ACROSS
FALL ACROSS
THE BOARDING
THE BOARDING
POINT AREA
POINT
(SHOWN
AREA (SHOWN
HATCHED).
HATCHED).
ALL OTHERALLHARDSTAND
OTHER HARDSTAND
AND ADJACENT
AND ADJACENT
AREAS TO AREAS
THE BUS
TO THE
STOPBUS STOP
FUTURE OR EXISTING
FUTURE OR EXISTING
SHALL MEET
SHALL
APPLICABLE
MEET APPLICABLE
STANDARDSSTANDARDS
IN RELATION
IN RELATION
TO THE ADJACENT
TO THE ADJACENT
SITE SITE NOMINALNOMINAL
SHORELINE.
SHORELINE.
1200 VARIES)
(WIDTH VARIES)
ACCESS PATH
ACCESS PATH
CONDITIONS,
CONDITIONS,
AND TO AND
PREFERABLY
TO PREFERABLY
ACHIEVE ACHIEVE
A LONGITUDINAL
A LONGITUDINAL
AND CROSSAND CROSS
1200 MIN.
MIN.
FALL GRADIENT
FALL GRADIENT
OF MAXIMUM
OF MAXIMUM
1:40 FALL.1:40 FALL.
3 3 HARDSTANDS
HARDSTANDS
SHALL BESHALL
MINIMUM
BE MINIMUM
125MM THICK
125MMBROOM
THICK FINISHED
BROOM FINISHED
(FOR SLIP(FOR SLIP EXTENSION
EXTENSION
TO HARDSTAND
TO HARDSTAND
FOR FOR
(WIDTH
RESISTANCE)
RESISTANCE)
GRADE N25
GRADE
CONCRETE
N25 CONCRETE
SL72 MESH
SL72
PLACED
MESH CENTRALLY,
PLACED CENTRALLY,
OR, AS OR, AS SIGNAGE.SIGNAGE.
REQUIRED
REQUIRED
BY THE RELEVANT
BY THE RELEVANT
STATUTORYSTATUTORY
AUTHORITY.
AUTHORITY.
FOR SLABFOR
THICKENING
SLAB THICKENING
AT FURNITURE
AT FURNITURE
LOCATIONS,
LOCATIONS,
AND JOINT
ANDLAYOUT
JOINT AND
LAYOUT
SPECIFICATIONS
AND SPECIFICATIONS
REFER REFER
TO LOCALTO
GOVERNMENT
LOCAL GOVERNMENT
SPECIFICSPECIFIC
REQUIREMENTS.
REQUIREMENTS.
4 4A CLEARA HARDSTAND
CLEAR HARDSTAND
ACCESS ACCESS
SPACE OFSPACE
1200MM
OF MINIMUM
1200MM MINIMUM
IS REQUIRED
IS REQUIRED ISOLATION
ISOLATION JOINT TOJOINT
LOCALTO LOCAL
BETWEENBETWEEN
AND AROUND
AND AROUND
ALL BUSALLSTOP
BUS INFRASTRUCTURE
STOP INFRASTRUCTURE
(1500MM (1500MM * * GOVERNMENT
GOVERNMENT REQUIREMENTS.
REQUIREMENTS.
1200 MIN.
1200 MIN.
(MAX. 1520)
(MAX. 1520)
DESIRABLE).
DESIRABLE).
FALL 1:8
FALL 1:8
DIRECTIONAL
DIRECTIONAL TGSI'S TOTGSI'S TO BE INSTALLED
BE INSTALLED
ACCESS ACCESS
AND TO
AND EXTEND EXTEND TO SHORELINE,
SHORELINE, REFER REFER
5 5 WHERE BUS
WHERE
STOPS
BUSARE
STOPS
LOCATED
ARE LOCATED
ALONG BICYCLE
ALONG BICYCLE
ROUTES, ROUTES,
SHARED ACCESS
SHARED ACCESS NOTES. NOTES.
PATHS SHOULD
PATHS BE
SHOULD
APPLIED
BE APPLIED
AS PER LOCAL
AS PER
GOVERNMENT
LOCAL GOVERNMENT
REQUIREMENTS
REQUIREMENTS
OR OR
WITH REFERENCE
WITH REFERENCE
TO RELEVANT
TO RELEVANT
GUIDELINE
GUIDELINE
DIMENSIONS
DIMENSIONS
GIVEN INGIVEN
THE IN THE
APPLICABLE
APPLICABLE
STANDARDS,
STANDARDS,
TMR GUIDELINES,
TMR GUIDELINES,
AND AUSTROADS.
AND AUSTROADS.
6 6 CIRCULATION
CIRCULATION
OF WHEELCHAIRS
OF WHEELCHAIRS
SHOULD BESHOULD
CONSIDERED
BE CONSIDERED
AT EACH AT
BUSEACH
STOPBUS STOP * *
3270
3270
MANDATORY MINIMUMMINIMUM
MANDATORY CONCRETECONCRETE
BASED ON BASED
SITE ON
SPECIFIC
SITE SPECIFIC
CONDITIONS
CONDITIONS
AND TO ADDRESS
AND TO ADDRESS
COMPLIANCE
COMPLIANCE
WITH WITH C C C C
1170
1170
HARDSTAND BOARDING
HARDSTAND POINT AREA
BOARDING POINT AREA
DSAPT. LINE-MARKING
DSAPT. LINE-MARKING
OF THE OF2No.THE
ALLOCATED
2No. ALLOCATED
SPACES SPACES
(PWD WAITING
(PWD WAITING SHOWN CROSS
SHOWNHATCHED, REFER REFER
CROSS HATCHED,
FALL 1:8 FALL 1:8 FALL 1:8 FALL 1:8
2070 MINIMUM
2070 MINIMUM
ZONES) ISZONES)
NOT REQUIRED.
IS NOT REQUIRED. NOTES. NOTES.
(MAX. 1520)
(MAX. 1520) (MAX. 1520)
(MAX. 1520)
7 7 TACTILE GROUND
TACTILE GROUND
SURFACESURFACE
INDICATORSINDICATORS
(TGSI) SHOULD
(TGSI) PREFERABLY
SHOULD PREFERABLYBE BE
INSTALLED
INSTALLED
AS SHOWN ASON
SHOWN
THE TRANSLINK
ON THE TRANSLINK
DRAWINGS.DRAWINGS.
WHERE THEREWHEREISTHERE
A IS A WARNINGWARNING
TGSI'S TOTGSI'S TO BE INSTALLED
BE INSTALLED AT AT
PATHWAYPATHWAY
ACCESSINGACCESSING
A BUS STOP,
A BUS
DIRECTIONAL
STOP, DIRECTIONAL
TGSI SHALL TGSI
BESHALL
INSTALLED
BE INSTALLED ALLREFER
ALL STOPS, STOPS,NOTES.
REFER NOTES.
FOR THE FOR
FULLTHE
WIDTH
FULL
OFWIDTH
THE PATH
OF THE
OF PATH
TRAVEL
OFOVER
TRAVEL
A MINIMUM
OVER A MINIMUM
600MM 600MM BUS STOPBUS
SIGNAGE,
STOP SIGNAGE,
REFER NOTES.
REFER NOTES.
600
600
DEPTH AND
DEPTH
PERPENDICULAR
AND PERPENDICULAR
TO THE DIRECTION
TO THE DIRECTION
OF TRAVEL OFWHEN
TRAVEL WHEN
APPROACHING.
APPROACHING.
DIRECTIONAL
DIRECTIONAL
TGSI SHALLTGSI
BESHALL
USED BE
ACROSS
USED ACROSS
THE OPEN THESPACE
OPEN SPACE
600
600
FROM THEFROM
ACCESS
THE PATHWAY
ACCESS PATHWAY
DIRECTIONAL
DIRECTIONAL
TGSI TO THE
TGSIBOARDING
TO THE BOARDING
POINT POINT
300
300
WARNINGWARNING
TGSI. TGSI
TGSI.
TO EXTEND
TGSI TO TO
EXTEND
THE SHORELINE
TO THE SHORELINE
- I.E. BUILDING
- I.E. BUILDING
LINE, LINE,
WALL, A FENCE,
WALL, AAFENCE,
KERB, OR
A KERB,
A GRASS
OR AVERGE
GRASSWHERE
VERGEAPPLICABLE.
WHERE APPLICABLE. 300 300
ROAD EDGE
ROAD
GUIDE
EDGEPOST
GUIDE
TO POST TO TO SIGN FACE
TO SIGN FACE NOMINALNOMINAL
EDGE OFEDGE
EXISTING
OF EXISTING
TRAFFIC TRAFFIC
8 8 THE COLOUR
THE COLOUR
OF TGSIOF SHALL
TGSI BESHALL
SELECTED BASED ON
BE SELECTED BASED
SITEON
SPECIFIC
SITE SPECIFIC 1540 MINIMUM
1540 MINIMUM
RELEVANT
RELEVANT
AUTHORITY
AUTHORITY LANE. LANE.
REQUIREMENTS.
REQUIREMENTS.
INTEGRATEDINTEGRATED
TGSI SHALL
TGSI HAVE
SHALL A HAVE
MINIMUM
A MINIMUM
COLOUR COLOUR
REQUIREMENTS
REQUIREMENTS
(AS REQUIRED)
(AS REQUIRED) 2000 2000 150 210
150 210 TOP OF KERB
TOP OF
FACE
KERB
FORFACE
NEW150MM
FOR NEW150MM
CONTRASTCONTRAST
OF 30% COMPARED
OF 30% COMPARED
TO THE AMOUNT
TO THE AMOUNT
OF LIGHTOFREFLECTED
LIGHT REFLECTED
FROM FROM
HIGH
HIGH KERB KERB ALIGNED
ALIGNED TO EDGETO
OFEDGE OF
THE SURFACE
THE SURFACE
LIGHT CONCRETE
OF THE ADJACENT
LIGHT CONCRETE
OF THE ADJACENT
COLOURED COLOURED
PATH OFPATH
PATH OFPATH
TRAVEL.
TRAVEL,
OF TRAVEL.
FOR EXAMPLE;
OF TRAVEL,
FOR EXAMPLE;
DARK COLOURED
FOR A FOR A
DARK COLOURED
(E.G. (E.G. 1 1SITE LAYOUT
SITE LAYOUT
PLAN PLAN
1200* *
1200
C
2500 PREFERRED L
2500 PREFERRED
CL
1200 * 1200 * EXISTINGEXISTING
TRAFFIC TRAFFIC
LANE. LANE.
BLACK) TGSI
BLACK)
MAYTGSI
BE APPROPRIATE.
MAY BE APPROPRIATE.
FOR A BLACK
FOR ABITUMEN
BLACK BITUMEN
PATH OF PATH
TRAVELOF TRAVEL (1520 MAX.)
(1520 MAX.) (1520 MAX.)
(1520 MAX.)
LIGHT COLOURED
LIGHT COLOURED
(E.G. WHITE
(E.G.
ORWHITE
YELLOW)
OR YELLOW)
TGSI MAYTGSI
BE APPROPRIATE.
MAY BE APPROPRIATE.
THIS THIS
- -1:50@A3
1:50@A3 4900 * 4900 *
CONTRASTCONTRAST
MUST BE MUST
MAINTAINED
BE MAINTAINED
IN BOTH WET
IN BOTH
ANDWET
DRYAND
CONDITIONS.
DRY CONDITIONS.
SHELTERSHELTER
D D MESH PLACED
MESH CENTRALLY.
PLACED CENTRALLY.
125 MIN.
125 MIN.
9 9 FOR OPTIONS
FOR OPTIONS
OF SHELTER
OF SHELTER
TYPES FORTYPES
INTERMEDIATE
FOR INTERMEDIATE
AND PREMIUM
AND PREMIUM
STOPS STOPS
TGSI TGSI TOP OF RAISED
TOP OFHARDSTAND.
RAISED HARDSTAND.
REFER TO
REFER
TRANSLINK
TO TRANSLINK
DRAWINGS. DRAWINGS.
WHERE AWHERE
SHELTER
A SHELTER
ABUTS A ABUTS
CONTINUOUS
A CONTINUOUS
150
150
FALL 1:8 FALL 1:8 FALL 1:8 FALL 1:8
ACCESSIBLE
ACCESSIBLE
PATH OF PATH
TRAVEL,
OF ENSURE
TRAVEL, ENSURE
MINIMUMMINIMUM
30% LUMINANCE
30% LUMINANCE
CONTRASTCONTRAST TOP OF HARDSTAND
TOP OF HARDSTAND
AGAINST AGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G. FLOORING). TOP OF EXISTING SURFACESURFACE
TOP OF EXISTING
FURNITURE
FURNITURE
& SIGNAGE
& SIGNAGE
10 10FOR DETAILS
FOR DETAILS
OF BUS STOP
OF BUS
SIGNAGE
STOP SIGNAGE
(J-POLE/BLADE)
(J-POLE/BLADE)
AND FOOTING
AND FOOTING
DETAILS DETAILS
REFER TOREFER
TRANSLINK
TO TRANSLINK
SIGNAGESIGNAGE
MANUAL. MANUAL.
11 11SETOUT SETOUT
OF BLADE OF SIGN
BLADE(REFER
SIGN (REFER
TO THE TO PREMIUM
THE PREMIUM
STOP TRANSLINK
STOP TRANSLINK
DRAWING) DRAWING)
IS POSITIONED
IS POSITIONED
AS SHOWNAS DUE
SHOWNTO BUS
DUE STOP
TO BUSOPERATIONS,
STOP OPERATIONS,
AND AND
ROAD SAFETY
ROADREQUIREMENTS
SAFETY REQUIREMENTS
WITH DSAPT.
WITH PLEASE
DSAPT. PLEASE
LIAISE WITH
LIAISE
TRANSLINK
WITH TRANSLINK
FOR DETAILS
FOR ON
DETAILS
THIS REQUIREMENT.
ON THIS REQUIREMENT.
12 12BUS STOP
BUSSEAT
STOPSHOULD
SEAT SHOULD
INCLUDE INCLUDE
ANODISEDANODISED
ALUMINIUMALUMINIUM
BATTENSBATTENS
WITH WITH
ARMRESTS
ARMRESTS
AREA, AND
ALONG THE
AREA,
MADE
ALONG
ANDFROM
SEAT.
THESEATS
MADEEASILY
SEAT.SHOULD
SEATS SHOULD
FROM MAINTAINED
BE BOLTED
EASILY MAINTAINED
BE BOLTED
MATERIALS.
TO HARDSTAND
MATERIALS.
TO HARDSTAND
SEATS TO
SEATS
BE TO BE
C CSECTION
SECTION
-1:50@A3
C C 1200 * 1200 * 2070 MINIMUM
2070 MINIMUM
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH WHERE
DSAPT. AWHERE
SEAT ABUTS
A SEATA ABUTS
CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE
- 1:50@A3 (1520 MAX.)
(1520 MAX.) TOP OF KERB
TOP OF
FACE.
KERB FACE.
MESH PLACED
MESH CENTRALLY.
PLACED CENTRALLY.
PATH OFPATH
TRAVEL,
OF TRAVEL,
ENSURE ENSURE
MINIMUMMINIMUM
30% LUMINANCE
30% LUMINANCE
CONTRAST CONTRAST
AGAINST AGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G. FLOORING). TOP OF RAISED
TOP OFHARDSTAND/KERB.
RAISED HARDSTAND/KERB.
150
150
FALL 1:8 FALL 1:8
13 13BUS STOPBUSBINSTOP
SHOULD
BIN SHOULD
BE AN 80BELITRE
AN 80
CIRCULAR
LITRE CIRCULAR
CONSTRUCTION
CONSTRUCTION
(SMALL (SMALL TOP OF HARDSTAND
TOP OF HARDSTAND
SLOT PERFORATIONS) WHICH BE CAN
EASILY
BE MAINTAINED.
EASILY MAINTAINED.
BIN SHOULD
BIN SHOULD TOP OF EXISTING
TOP OF EXISTING
SURFACESURFACE ROADWAY
ROADWAY
INCLUDE INCLUDE
A GALVANISED
A GALVANISED
STEEL LINER
STEELAND
LINER
A BIRD-PROOF
AND A BIRD-PROOF
LID. WHERE
LID. BIN
WHERE BIN
125 MIN.
125 MIN.
ABUTS A ABUTS
CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE
PATH OF PATH
TRAVELOF ENSURE
TRAVEL ENSURE
MINIMUMMINIMUM
30% 30%
LUMINANCE
LUMINANCE
CONTRAST CONTRAST
AGAINST AGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G. FLOORING).
BIN TO BEBIN TO BE
MINIMUMMINIMUM
500MM SETBACK
500MM SETBACK
FROM ACCESS
FROM PATHWAY.
ACCESS PATHWAY.
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS KERB EDGE DOWNTURN
KERB EDGE DOWNTURN
14 14ALL BUS ALL
STOPS
BUSTO
STOPS
BE DSAPT
TO BECOMPLIANT.
DSAPT COMPLIANT.
FOR FURTHER
FOR FURTHER
GUIDANCE
GUIDANCE
REFER REFER TO FORMTO
BARRIER KERB. KERB.
FORM BARRIER
TO THE RELEVANT
TO THE RELEVANT
STANDARDS,
STANDARDS,
TRANSLINK
TRANSLINK
GUIDANCE
GUIDANCE
AND RELEVANT
AND RELEVANT
LOCAL LOCAL
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
15 15ALL BUS ALL
STOP BUS
COMPONENTS
STOP COMPONENTS
SHOULD SHOULD
BE POSITIONED
BE POSITIONED
IN CONSIDERATION
IN CONSIDERATION
OF OF D DSECTION
SECTION
D D
RELEVANTRELEVANT
ONSITE ONSITE
CONDITIONS
CONDITIONS
WITH REFERENCE
WITH REFERENCE
TO THE TOGUIDANCE
THE GUIDANCE - -1:50@A3
1:50@A3
CONTAINED
CONTAINED
WITHIN THE
WITHIN
PTIM,
THEAND
PTIM,
FORAND
ADDITIONAL
FOR ADDITIONAL
REQUIREMENTS
REQUIREMENTS
AND AND
DESIGN ALTERNATIVES
DESIGN ALTERNATIVES
REFER TOREFER
THE COMPONENTS
TO THE COMPONENTS
TABLE CONTAINED
TABLE CONTAINED
IN IN
THE PTIM.THE PTIM. PTIM, PTIM,
BUS STOP
BUS STOP
INFRASTRUCTURE
INFRASTRUCTURE
CHAPTER
CHAPTER
16 16REFER TO
REFER
PTIMTOGLOSSARY
PTIM GLOSSARY
FOR DEFINITIONS
FOR DEFINITIONS
OF TERMS
OF AND
TERMSPTIM
AND PTIM REGULAR
REGULAR
STOP -STOP
MINIMUM
- MINIMUM
BOARDING
BOARDING
POINT POINT
- WITHOUT
- WITHOUT
EXISTING
EXISTING
KERB KERB
ABBREVIATIONS
ABBREVIATIONS
FOR DEFINITIONS
FOR DEFINITIONS
OF ACRONYMS.
OF ACRONYMS.
17 17ALL DRAWING
ALL DRAWING
DIMENSIONS
DIMENSIONS
ARE IN MILLIMETRES
ARE IN MILLIMETRES
UNLESS NOTED
UNLESSOTHERWISE.
NOTED OTHERWISE.
DRG 5-0012
DRG 5-0012
* * DIMENSION
DIMENSION
TO BE CONFIRMED
TO BE CONFIRMED
ON SITE IN
ONRELATION
SITE IN RELATION
TO SITE CONDITIONS.
TO SITE CONDITIONS.
- - JULY 2013
JULY 2013 A A
NOTES:
NOTES:
NOTES:
HARDSTAND
HARDSTAND
HARDSTAND
1 1 1 THE THE
MANDATORY
THEMANDATORY
MANDATORY
(COMPLIANT
(COMPLIANT
(COMPLIANT
TO DSAPT)
TO TODSAPT)
DSAPT)
MINIMUM
MINIMUM
MINIMUM
BOARDING
BOARDING
BOARDING
POINTPOINT
POINT
HARDSTAND
HARDSTAND
HARDSTAND
AREA AREA
IS AREA
1540MM
IS 1540MM
IS 1540MM
X 2070MM,
X 2070MM,
X 2070MM,
POSITIONED
POSITIONED
POSITIONED
AS SHOWN
AS AS
SHOWN
ON
SHOWN
THE
ON ON
THETHE
TRANSLINK
TRANSLINK
TRANSLINK
DRAWINGS.
DRAWINGS.
DRAWINGS.
A LARGER
A LARGER
A LARGER
HARDSTAND
HARDSTAND
HARDSTAND
AREA AREA
IS AREA
PREFERRED
IS PREFERRED
IS PREFERRED
AND ISANDAND
IS IS HARDSTAND
HARDSTAND
HARDSTAND
DEPENDENT
DEPENDENT
DEPENDENT
ON SITE
ONSPECIFIC
ON
SITE
SITE
SPECIFIC
SPECIFIC
CONDITIONS.
CONDITIONS.
CONDITIONS.
2 2 2 THE MANDATORY
THETHE
MANDATORY
MANDATORY
LONGITUDINAL
LONGITUDINAL
LONGITUDINAL
AND CROSS
ANDANDCROSS
FALL
CROSS
GRADIENT
FALL
FALL
GRADIENT
GRADIENT
AT BOARDING
AT AT
BOARDING
BOARDING
POINTPOINT
ISPOINT
MAXIMUM
IS MAXIMUM
IS MAXIMUM
1:40 FALL
1:401:40
ACROSS
FALL
FALL
ACROSS
ACROSS
THE BOARDING
THETHE
BOARDING
BOARDING
POINTPOINT
AREA
POINT
AREA
(SHOWN
AREA
(SHOWN
(SHOWN
HATCHED).
HATCHED).
HATCHED).
ALL OTHER
ALLALL
OTHER
HARDSTAND
OTHER HARDSTAND
HARDSTAND
AND ADJACENT
ANDAND
ADJACENT
ADJACENT
AREASAREAS
TO
AREAS
THE
TOBUS
TO
THETHE
STOP
BUSBUS
STOP
STOP
SHALLSHALL
MEET
SHALL
MEET
APPLICABLE
MEETAPPLICABLE
APPLICABLE
STANDARDS
STANDARDS
STANDARDS
IN RELATION
IN RELATION
IN RELATION
TO THETOADJACENT
TO
THETHE
ADJACENT
ADJACENT
SITE SITESITE
CONDITIONS,
CONDITIONS,
CONDITIONS,
AND TO
ANDAND
PREFERABLY
TO TOPREFERABLY
PREFERABLY
ACHIEVE
ACHIEVE
ACHIEVE
A LONGITUDINAL
A LONGITUDINAL
A LONGITUDINAL
AND CROSS
ANDAND
CROSS
CROSS
FALL GRADIENT
FALL
FALL
GRADIENT
GRADIENT
OF MAXIMUM
OF OF
MAXIMUM
MAXIMUM
1:40 FALL.
1:401:40
FALL.
FALL.
3 3 3 HARDSTANDS
HARDSTANDS
HARDSTANDS
SHALLSHALL
BESHALL
MINIMUM
BE BE
MINIMUM
MINIMUM
125MM125MM
THICK
125MMTHICK
BROOM
THICK
BROOM
FINISHED
BROOM FINISHED
FINISHED
(FOR (FOR
SLIP
(FOR
SLIPSLIP 25m PREFERRED
25m25m
PREFERRED
PREFERRED 10m MINIMUM
10m10m MINIMUM BUS ZONE
MINIMUM BUSBUS
ZONE
ZONE
RESISTANCE)
RESISTANCE)
RESISTANCE)
GRADE GRADE
N25
GRADE
CONCRETE
N25N25
CONCRETE
CONCRETE
SL72 MESH
SL72
SL72
MESH
PLACED
MESH
PLACED
CENTRALLY,
PLACED
CENTRALLY,
CENTRALLY,
OR, ASOR,OR,
AS AS LENGTH
LENGTH
VARIES
LENGTH
VARIES
TOVARIES
SUIT
TOQUANTITY
TO
SUIT
SUIT
QUANTITY
QUANTITY
AND ANDAND
REQUIRED
REQUIRED
REQUIRED
BY THE
BYRELEVANT
BY
THETHE
RELEVANT
RELEVANT
STATUTORY
STATUTORY
STATUTORY
AUTHORITY.
AUTHORITY.
AUTHORITY.
FOR SLAB
FORFOR
THICKENING
SLABSLAB
THICKENING
THICKENING TYPE TYPE
OF TYPE
BUSES
OF OF
BUSES
USING
BUSES
USING
STOP
USING
STOP
AND
STOP
TYPE
ANDAND
TYPE
TYPE
AT FURNITURE
AT AT
FURNITURE
FURNITURE
LOCATIONS,
LOCATIONS,
LOCATIONS,
AND JOINT
ANDAND
JOINT
LAYOUT
JOINT
LAYOUT
AND
LAYOUT
SPECIFICATIONS
ANDAND
SPECIFICATIONS
SPECIFICATIONS
REFERREFER
REFER OF OPERATION
OF OF
OPERATION
OPERATION
TO LOCAL
TO TO
LOCAL
GOVERNMENT
LOCAL
GOVERNMENT
GOVERNMENT
SPECIFIC
SPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
4 4 4A CLEAR
A CLEAR
A HARDSTAND
CLEAR
HARDSTAND
HARDSTAND
ACCESS
ACCESS
ACCESS
SPACESPACE
OF
SPACE
1200MM
OF OF
1200MM
1200MM
MINIMUM
MINIMUM
MINIMUM
IS REQUIRED
IS REQUIRED
IS REQUIRED CL BUS
CL STOP
CL BUS
BUS STOP
SIGN
STOP
SIGN
SIGN
BETWEEN
BETWEEN
BETWEEN
AND AND
AROUND
ANDAROUND
AROUND
ALL ALL
BUSALLBUS
STOP
BUSSTOP
INFRASTRUCTURE
STOPINFRASTRUCTURE
INFRASTRUCTURE
(1500MM
(1500MM
(1500MM
DESIRABLE).
DESIRABLE).
DESIRABLE). DIRECTION
DIRECTION
DIRECTION
OF TRAFFIC
OF OF
TRAFFIC
TRAFFIC
FLOWFLOWFLOW
ACCESS
ACCESS
ACCESS
5 5 5 WHEREWHERE
BUS
WHERE
STOPS
BUSBUS
STOPS
ARE
STOPS
LOCATED
AREARE
LOCATED
LOCATED
ALONGALONG
BICYCLE
ALONG
BICYCLE
BICYCLE
ROUTES,
ROUTES,
ROUTES,
SHARED
SHARED
SHARED
ACCESSACCESS
ACCESS 1 1 1KEYKEY
PLAN
KEY
PLAN
PLAN
PATHSPATHS
SHOULD
PATHS
SHOULD
SHOULD
BE APPLIED
BE BE
APPLIED
APPLIED
AS PER
ASLOCAL
AS
PERPER
LOCAL
GOVERNMENT
LOCAL
GOVERNMENT
GOVERNMENT
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
OR OR OR - -1:500@A3
WITH WITH
REFERENCE
WITH
REFERENCE
REFERENCE
TO RELEVANT
TO TO
RELEVANT
RELEVANT
GUIDELINE
GUIDELINE
GUIDELINE
DIMENSIONS
DIMENSIONS
DIMENSIONS
GIVENGIVEN
INGIVEN
THE
IN IN
THETHE
- 1:500@A3
1:500@A3
APPLICABLE
APPLICABLE
APPLICABLE
STANDARDS,
STANDARDS,
STANDARDS,
TMR GUIDELINES,
TMRTMR
GUIDELINES,
GUIDELINES,
AND AUSTROADS.
ANDAND
AUSTROADS.
AUSTROADS.
6 6 6 CIRCULATION
CIRCULATION
CIRCULATION
OF WHEELCHAIRS
OF OF
WHEELCHAIRS
WHEELCHAIRS
SHOULDSHOULD
SHOULD
BE CONSIDERED
BE BE
CONSIDERED
CONSIDERED
AT EACH
AT AT
EACH
BUSEACH
STOP
BUSBUS
STOP
STOP
BASEDBASED
ONBASED
SITE
ON ON
SPECIFIC
SITESITE
SPECIFIC
SPECIFIC
CONDITIONS
CONDITIONS
CONDITIONS
AND TO
AND ADDRESS
AND
TO TO
ADDRESS
ADDRESS
COMPLIANCE
COMPLIANCE
COMPLIANCE
WITH WITH
WITH
DSAPT.
DSAPT.
LINE-MARKING
DSAPT.
LINE-MARKING
LINE-MARKING
OF THE
OF OF
2No.
THETHE
2No.
ALLOCATED
2No.
ALLOCATED
ALLOCATED
SPACES
SPACES
SPACES
(PWD (PWD
WAITING
(PWDWAITING
WAITING
ZONES)
ZONES)
ISZONES)
NOTISREQUIRED.
NOT
IS NOT
REQUIRED.
REQUIRED.
7 7 7 TACTILE
TACTILE
GROUND
TACTILE
GROUND
GROUND
SURFACESURFACE
SURFACE
INDICATORS
INDICATORS
INDICATORS
(TGSI)(TGSI)
SHOULD
(TGSI)
SHOULD
PREFERABLY
SHOULD PREFERABLY
PREFERABLY
BE BE BE
INSTALLED
INSTALLED
INSTALLED
AS SHOWN
AS AS
SHOWN
ON
SHOWN
THE
ONTRANSLINK
ON
THETHETRANSLINK
TRANSLINK
DRAWINGS.
DRAWINGS.
DRAWINGS.
WHERE WHERETHERE
WHERE THERE
ISTHERE
A IS AIS A
PATHWAY
PATHWAY
PATHWAY
ACCESSING
ACCESSING
ACCESSING
A BUSASTOP,
BUS
A BUS
STOP,
DIRECTIONAL
STOP,
DIRECTIONAL
DIRECTIONAL
TGSI SHALL
TGSI
TGSISHALL
BESHALL
INSTALLED
BE BE
INSTALLED
INSTALLED
FOR THE
FORFOR
FULL
THETHE
WIDTH
FULL
FULL
WIDTH
OFWIDTH
THE
OFPATH
OF
THETHEPATH
OF PATH
TRAVEL
OF OF
TRAVEL
OVER
TRAVEL
OVER
A MINIMUM
OVERA MINIMUM
A MINIMUM
600MM600MM600MM
DEPTHDEPTH
AND
DEPTH
PERPENDICULAR
ANDAND
PERPENDICULAR
PERPENDICULAR
TO THE TODIRECTION
TO
THETHE
DIRECTION
DIRECTION
OF TRAVEL
OF OFTRAVEL
WHEN
TRAVEL WHEN
WHEN
APPROACHING.
APPROACHING.
APPROACHING.
DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI SHALL
TGSITGSI
SHALL
BESHALL
USED
BE BE
USED
ACROSS
USEDACROSS
ACROSS
THE OPEN THETHE
OPEN
SPACE
OPEN
SPACE
SPACE SEAT,
SEAT,SEAT,
REFER REFER
REFER
NOTES. NOTES.
NOTES.
FROMFROM
THE
FROM
ACCESS
THETHE
ACCESS
PATHWAY
ACCESSPATHWAY
PATHWAY
DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI TO
TGSI
THE
TGSI
TOBOARDING
TO
THETHE BOARDING
BOARDING
POINTPOINT
POINT
WARNING
WARNING
WARNING
TGSI. TGSI.
TGSI
TGSI.
TO
TGSI
EXTEND
TGSI
TO TO
EXTEND
TO
EXTEND
THETOSHORELINE
TO
THETHE
SHORELINE
SHORELINE
- I.E. BUILDING
- I.E.- I.E.
BUILDING
BUILDING
LINE, LINE,
LINE, HARDSTAND
HARDSTAND
HARDSTAND
SIZE MAY
SIZESIZE
VARY
MAYMAY
VARY
DEPENDING
VARY
DEPENDING
DEPENDING
WALL,WALL,
A FENCE,
WALL,
A FENCE,
AAFENCE,
KERB,A KERB,
OR
A KERB,
A GRASS
OR OR
A GRASS
AVERGE
GRASSVERGE
WHERE
VERGE
WHERE
APPLICABLE.
WHERE APPLICABLE.
APPLICABLE. ON EXISTING
ON ON
EXISTING
EXISTING
SITE CONDITIONS.
SITE
SITE
CONDITIONS.
CONDITIONS.
8 8 8 THE COLOUR
THETHECOLOUR
COLOUR
OF TGSI
OF OF SHALL
TGSI
TGSI BE
SHALLSHALL
SELECTED
BE BE BASEDBASED
SELECTED
SELECTED ON
BASEDSITE
ON ONSITE
SPECIFIC
SITE
SPECIFIC
SPECIFIC 2NO. 800x1300
2NO.
2NO.
800x1300
800x1300
PWD WAITING
PWDPWD
WAITING
WAITING
ZONES.
ZONES.
ZONES.
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
INTEGRATED
INTEGRATED
INTEGRATED
TGSI TGSI
SHALL
TGSI
SHALL
HAVE
SHALLHAVE
A HAVE
MINIMUM
A AMINIMUM
MINIMUM
COLOURCOLOUR
COLOUR 350 350350
CONTRAST
CONTRAST
CONTRAST
OF 30%OFCOMPARED
OF
30%30%COMPARED
COMPARED
TO THETOAMOUNT
TO
THETHE
AMOUNT
AMOUNT
OF LIGHT
OF OF
LIGHT
REFLECTED
LIGHT
REFLECTED
REFLECTED
FROMFROM FROM BIN, REFER
BIN,BIN,
REFER
NOTES.
REFER
NOTES.
NOTES.
THE SURFACE
THETHE
SURFACE
SURFACE
OF THEOF ADJACENT
OF
THETHE
ADJACENT
ADJACENT
PATH PATH
OFPATH
TRAVEL.
OF OFTRAVEL.
TRAVEL.
FOR EXAMPLE;
FORFOREXAMPLE;
EXAMPLE;
FOR AFORFORA A
350
350
350
LIGHTLIGHT
CONCRETE
LIGHTCONCRETE
CONCRETE
COLOURED
COLOURED
COLOURED
PATH PATH
OFPATH
TRAVEL,
OF OFTRAVEL,
TRAVEL,
DARK DARK
COLOURED
DARKCOLOURED
COLOURED
(E.G. (E.G.
(E.G.
BLACK)
BLACK)
TGSI
BLACK)
MAY
TGSI
TGSI
BEMAY
APPROPRIATE.
MAY
BE BE
APPROPRIATE.
APPROPRIATE.
FOR AFOR
BLACK
FOR
A BLACK
ABITUMEN
BLACK
BITUMEN
BITUMEN
PATH PATH
OF PATH
TRAVEL
OF OF
TRAVEL
TRAVEL
LIGHTLIGHT
COLOURED
LIGHT
COLOURED
COLOURED
(E.G. WHITE
(E.G.
(E.G.
WHITE
ORWHITE
YELLOW)
OR OR
YELLOW)
YELLOW)
TGSI MAY
TGSITGSI
BE
MAY
APPROPRIATE.
MAY
BE BE
APPROPRIATE.
APPROPRIATE.
THIS THISTHIS
NOMINAL
NOMINAL
NOMINAL
SHORELINE.
SHORELINE.
SHORELINE.
CONTRAST
CONTRAST
CONTRAST
MUST MUST
BEMUST
MAINTAINED
BE BE
MAINTAINED
MAINTAINED
IN BOTH
IN BOTH
WET
IN BOTH
AND
WET WET
DRY
ANDAND
CONDITIONS.
DRYDRYCONDITIONS.
CONDITIONS.
500 MIN.
500 MIN.
500 MIN.
500 MIN.
500 MIN.
500 MIN.
SHELTER
SHELTER
SHELTER EXISTING
EXISTING
EXISTING
OR FUTURE
OR OR
FUTURE
ACCESS
FUTURE
ACCESS
PATHWAY
ACCESSPATHWAY
PATHWAY
LOCATION,
LOCATION,
LOCATION,
CONFIRM
CONFIRM
CONFIRM
ON SITE.
ON ON
SITE.
SITE.
9 9 9 FOR OPTIONS
FORFOR
OPTIONS
OPTIONS
OF SHELTER
OF OF
SHELTER
SHELTER
TYPESTYPES
FOR
TYPES
INTERMEDIATE
FORFOR
INTERMEDIATE
INTERMEDIATE
AND PREMIUM
ANDAND
PREMIUM
PREMIUM
STOPSSTOPS
STOPS
REFERREFER
TOREFER
TRANSLINK
TO TO
TRANSLINK
TRANSLINK
DRAWINGS.
DRAWINGS.
DRAWINGS.
WHERE WHERE
AWHERE
SHELTER
A SHELTER
A SHELTER
ABUTSABUTS
A ABUTS
CONTINUOUS
A CONTINUOUS
A CONTINUOUS DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI'STGSI'S
TOTGSI'S
BETO
INSTALLED
TO
BE BE
INSTALLED
INSTALLED
AND TO
AND
EXTEND
AND
TO TO
EXTEND
SHORELINE,
EXTEND
SHORELINE,
SHORELINE,
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH PATH
OF PATH
TRAVEL,
OF OF
TRAVEL,
TRAVEL,
ENSUREENSURE
ENSURE
MINIMUM
MINIMUM
MINIMUM
30% LUMINANCE
30%30%
LUMINANCE
LUMINANCE
CONTRAST
CONTRAST
CONTRAST * ** * ** REFERREFER
NOTES.
REFER
NOTES.
NOTES.
4200
4200
4200
ACCESS
ACCESS
PATHWAY
ACCESS
PATHWAY
PATHWAY
MINIMUM
MINIMUM
MINIMUM
1200MM
1200MM
1200MM
AGAINST
AGAINST
AGAINST
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.
FLOORING).
FLOORING). MANDATORY
MANDATORY
MANDATORY
MINIMUM
MINIMUM
MINIMUM
CONCRETE
CONCRETE
CONCRETE
HARDSTAND
HARDSTAND
HARDSTAND
BOARDING
BOARDING
BOARDING
POINTPOINT
POINT
(WIDTH
(WIDTH
VARIES).
(WIDTH
VARIES).
VARIES).
AREA AREA
SHOWN
AREA
SHOWN
DIAGONAL
SHOWNDIAGONAL
DIAGONAL
HATCHED,
HATCHED,
HATCHED,
REFERREFER
NOTES.
REFER
NOTES.
NOTES.
2070 MINIMUM
2070 MINIMUM
2070 MINIMUM
FURNITURE
FURNITURE
FURNITURE
& SIGNAGE
& SIGNAGE
& SIGNAGE
10 10 10FOR DETAILS
FORFOR
DETAILS
DETAILS
OF BUS
OFSTOP
OF
BUSBUS
STOP
SIGNAGE
STOP
SIGNAGE
SIGNAGE
(J-POLE/BLADE)
(J-POLE/BLADE)
(J-POLE/BLADE)
AND FOOTING
ANDAND
FOOTING
FOOTING
DETAILS
DETAILS
DETAILS
REFERREFER
TOREFER
TRANSLINK
TO TO
TRANSLINK
TRANSLINK
SIGNAGE
SIGNAGE
SIGNAGE
MANUAL.
MANUAL.
MANUAL. WARNING
WARNING
WARNING
TGSI'STGSI'S
TOTGSI'S
BETO
INSTALLED
TO
BE BE
INSTALLED
INSTALLED
AT ALLATSTOPS,
ALL
AT ALL
STOPS,
REFER
STOPS,
REFER
NOTES.
REFER
NOTES.
NOTES.
CL CL CL LIGHTLIGHT
POLE POLE
(SITE
LIGHT SPECIFIC).
(SITE
POLE SPECIFIC).
(SITE SPECIFIC).
600
600
600
HARDSTAND
HARDSTAND
AREA AREA
HARDSTANDCAN BE
CAN
AREA INCREASED
BE BE
CAN INCREASED
TO MEET
TO TO
INCREASED MEET
MEET
11 11 11SETOUTSETOUT
SETOUT
OF BLADE
OF OF
BLADE
SIGN
BLADESIGN
(REFER
SIGN(REFER
(REFER
TO THE TO TO PREMIUM
THETHE
PREMIUM
PREMIUM
STOP STOP
TRANSLINK
STOPTRANSLINK
TRANSLINK
SETOUT
SETOUT
OF BUS
OFSTOP
SETOUT BUSBUS
OF STOP
SIGNAGE,
SIGNAGE,
STOP REFERREFER
NOTES.
SIGNAGE, NOTES.
REFER NOTES.
600
600
600
DRAWING)
DRAWING)
DRAWING)
IS POSITIONED
IS POSITIONED
IS POSITIONED
AS SHOWN
AS AS
SHOWN
DUE
SHOWN TO
DUEBUS
DUE
TO STOP
TO
BUSBUS
STOP
OPERATIONS,
STOP
OPERATIONS,
OPERATIONS,
AND ANDAND SITE SPECIFIC
SITE SPECIFIC
SITE REQUIREMENTS.
REQUIREMENTS.
SPECIFIC REQUIREMENTS.
ROADROAD
SAFETY
ROADSAFETY
REQUIREMENTS
SAFETY
REQUIREMENTS
REQUIREMENTS
AND ISAND
NON-COMPLIANT
AND
IS NON-COMPLIANT
IS NON-COMPLIANT
WITH WITH
DSAPT.
WITH
DSAPT.
PLEASE
DSAPT.
PLEASE
PLEASE 300 300300
LIAISELIAISE
WITH
LIAISE
TRANSLINK
WITH
WITH
TRANSLINK
TRANSLINK
FOR DETAILS
FORFOR
DETAILS
ON
DETAILS
THIS
ONREQUIREMENT.
ON
THIS
THIS
REQUIREMENT.
REQUIREMENT. TO SIGN TO SIGN
TO FACE
SIGN FACE
FACE
300
300
300
TOP OF
TOP
KERB
TOP
OF OF
KERB
FACE.
KERB
FACE.
FACE.
BUS ZONE
BUSBUS
ZONE
SIGN
ZONE
SIGN
SIGN BUS ZONE
BUSBUS
ZONE
SIGN
ZONE
SIGN
SIGN
12 12 12BUS STOP
BUSBUS
STOP
SEAT
STOP
SEAT
SHOULD
SEAT
SHOULD
SHOULD
INCLUDE
INCLUDE
INCLUDE
ANODISED
ANODISED
ANODISED
ALUMINIUM
ALUMINIUM
ALUMINIUM
BATTENS
BATTENS
BATTENS
WITH WITH WITH 150 150150210 210210
REFERREFER
MUTCD
REFER
MUTCD
MUTCD REFERREFER
MUTCD
REFER
MUTCD
MUTCD
ARMRESTS
ARMRESTS
ARMRESTS
ALONGALONG
THE
ALONGSEAT.
THETHE
SEAT.
SEATS
SEAT.
SEATS
SHOULD
SEATS
SHOULD
SHOULD
BE BOLTED
BE BE
BOLTED
BOLTED
TO HARDSTAND
TO TO
HARDSTAND
HARDSTAND
2500
2500
2500
PART PART
11 PART
11 11 CL CL CL PART PART
11 PART
11 11
AREA,AREA,
AND
AREA,
MADE
ANDAND
MADE
FROM
MADEFROM
EASILY
FROMEASILY
MAINTAINED
EASILY
MAINTAINED
MAINTAINED
MATERIALS.
MATERIALS.
MATERIALS.
SEATSSEATS
TO
SEATS
BETO TO
BE BE
COMPLIANT
COMPLIANT
COMPLIANT
WITH WITH
DSAPT.
WITH
DSAPT.
WHERE
DSAPT.
WHERE
AWHERE
SEAT
A SEAT
ABUTS
A SEAT
ABUTS
A ABUTS
CONTINUOUS
A CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE 2760 2760
2760 790 790
600790 600600
PATH PATH
OFPATH
TRAVEL,
OF OF
TRAVEL,
TRAVEL,
ENSURE ENSURE
ENSURE
MINIMUM
MINIMUM
MINIMUM
30% LUMINANCE
30%30%
LUMINANCE
LUMINANCE
CONTRAST
CONTRAST
CONTRAST
AGAINST
AGAINST
AGAINST
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.
FLOORING).
FLOORING). YELLOW
YELLOW
BUS STOP
BUSBUS
YELLOW STOP
MARKINGS
MARKINGS
STOP IF REQUIRED,
IF REQUIRED,
MARKINGS AS PER
ASREGULATIONS
IF REQUIRED, PERPER
AS REGULATIONS
REGULATIONS
13 13 13BUS STOP
BUSBUSSTOP
BINSTOP
SHOULD
BINBIN
SHOULD
SHOULD
BE ANBE80BE
AN
LITRE
AN
80 80
LITRE
CIRCULAR
LITRE
CIRCULAR
CIRCULAR
CONSTRUCTION
CONSTRUCTION
CONSTRUCTION
(SMALL (SMALL
(SMALL 1540 MIN.
1540 MIN.MIN.
1540 2500 MIN.
2500 MIN.MIN.
2500
SLOT SLOT
PERFORATIONS)
SLOT WHICHWHICH
PERFORATIONS)
PERFORATIONS) CAN
WHICH CANCAN
BE BE BE
EASILYEASILY MAINTAINED.
MAINTAINED.
EASILY MAINTAINED. BINBIN
BIN SHOULD SHOULD
SHOULD
INCLUDE
INCLUDE INCLUDE A GALVANISED
A GALVANISED STEELSTEEL
A GALVANISED LINER LINER
STEEL AND AAND
LINERBIRD-PROOF
AND
A BIRD-PROOF
A BIRD-PROOF
LID. LID.
WHERE
LID.WHERE
BIN
WHERE BINBIN
ABUTSABUTS
A ABUTS
CONTINUOUS
A CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH PATH
OFPATH
TRAVEL
OF OF
TRAVEL
ENSURE
TRAVELENSURE
ENSURE
MINIMUM
MINIMUM
MINIMUM
30% 30%30%
LUMINANCE
LUMINANCE
LUMINANCE
CONTRAST
CONTRAST
CONTRAST
AGAINST
AGAINST
AGAINST
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.
FLOORING).
FLOORING).
BIN TOBINBE
BIN
TO TOBE BE * **
4300
4300 4300
MINIMUM
MINIMUM
MINIMUM
500MM500MM
SETBACK
500MM
SETBACK
SETBACK
FROMFROM
ACCESS
FROMACCESS
PATHWAY.
ACCESSPATHWAY.
PATHWAY.
25m25m PREFERRED
25m PREFERRED
PREFERRED 1500 1500
1500 10m10m
10m MINIMUM MINIMUM
MINIMUM
ADDITIONAL
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
14 14 14ALL BUS
ALLALL
STOPS
BUSBUS
STOPS
TO
STOPS
BETO
DSAPT
TO
BE BE
DSAPT
COMPLIANT.
DSAPT
COMPLIANT.
COMPLIANT.
FOR FURTHER
FORFOR
FURTHER
FURTHER
GUIDANCE
GUIDANCE
GUIDANCE
REFERREFER
REFER EXTENSION
EXTENSION
EXTENSION
TO HARDSTAND
TO TO
HARDSTAND
HARDSTAND
AREA AREA
TO AREA
INCORPORATE
TO TO
INCORPORATE
INCORPORATE
BIN AND
BINBIN
ANDAND
TO THE
TORELEVANT
TO
THETHE
RELEVANT
RELEVANT
STANDARDS,
STANDARDS,
STANDARDS,
TRANSLINK
TRANSLINK
TRANSLINK
GUIDANCE
GUIDANCE
GUIDANCE
AND RELEVANT
ANDAND
RELEVANT
RELEVANT
LOCALLOCAL
LOCAL CL CL CL
GOVERNMENT
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS. 2 2 2SITESITE
LAYOUT
SITE
LAYOUT
LAYOUT
PLANPLAN
PLAN FACILITATE
FACILITATE
FACILITATE
ACCESS
ACCESS
TO
ACCESS
BACK
TO TO
BACK
FACE
BACK
FACE
OF FACE
BUS
OFSTOP
OF
BUSBUS
STOP
SIGNAGE.
STOP
SIGNAGE.
SIGNAGE.
- - -1:100@A3
1:100@A3
1:100@A3
15 15 15ALL BUS
ALLALL
STOP
BUSBUS
STOP
COMPONENTS
STOP
COMPONENTS
COMPONENTS
SHOULDSHOULD
SHOULD
BE POSITIONED
BE BE
POSITIONED
POSITIONED
IN CONSIDERATION
IN CONSIDERATION
IN CONSIDERATION
OF OF OF
RELEVANT
RELEVANT
RELEVANT
ONSITE
ONSITE
ONSITE
CONDITIONS
CONDITIONS
CONDITIONS
WITH WITH
REFERENCE
WITHREFERENCE
REFERENCE
TO THE
TO TOTHE
GUIDANCE
THE
GUIDANCE
GUIDANCE
CONTAINED
CONTAINED
CONTAINED
WITHINWITHIN
THE
WITHIN
PTIM,
THETHEPTIM,
AND
PTIM,
FOR
ANDAND
ADDITIONAL
FORFOR
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
AND ANDAND
DESIGN
DESIGN
ALTERNATIVES
DESIGNALTERNATIVES
ALTERNATIVES
REFERREFER
TO
REFER
THE
TO COMPONENTS
TO
THETHE
COMPONENTS
COMPONENTS
TABLETABLE
CONTAINED
TABLE
CONTAINED
CONTAINED
IN IN IN
THE PTIM.
THETHE
PTIM.
PTIM. PTIM,
PTIM,
PTIM,
BUSBUS
STOP
BUSSTOP
STOP
INFRASTRUCTURE
INFRASTRUCTURE
INFRASTRUCTURECHAPTER
CHAPTER
CHAPTER
16 16 16REFERREFER
TO
REFER
PTIM
TO TOPTIM
ABBREVIATIONS
ABBREVIATIONS
GLOSSARY
ABBREVIATIONS
PTIM
GLOSSARY
GLOSSARY
FOR DEFINITIONS
FORFOR
FOR FOR
DEFINITIONS
DEFINITIONS
DEFINITIONS
FORDEFINITIONS
OF ACRONYMS.
OF OF
DEFINITIONS
ACRONYMS.
OF TERMS
ACRONYMS.
OF OF
TERMS
TERMS
AND AND
PTIM
ANDPTIM
PTIM
REGULAR
REGULAR
REGULAR
STOP
STOP
STOP
- SITE
- SITE
- LAYOUT
SITE
LAYOUT
LAYOUT
- WITHOUT
- WITHOUT
- WITHOUT
INDENTED
INDENTED
INDENTED
BUSBUS
BAY
BUSBAY
BAY
17 17 17ALL DRAWING
ALLALL
DRAWING
DRAWING
DIMENSIONS
DIMENSIONS
DIMENSIONS
ARE INARE
MILLIMETRES
ARE
IN MILLIMETRES
IN MILLIMETRES
UNLESS
UNLESS
NOTED
UNLESS
NOTED
OTHERWISE.
NOTED
OTHERWISE.
OTHERWISE.
DRGDRG
5-0013
DRG5-0013
5-0013
* * * DIMENSION
DIMENSION
DIMENSION
TO BETO
CONFIRMED
TO
BE BE
CONFIRMED
CONFIRMED
ON SITE
ONIN
ON
SITE
RELATION
SITE
IN RELATION
IN RELATION
TO SITE
TOCONDITIONS.
TO
SITE
SITE
CONDITIONS.
CONDITIONS.
- - - JULYJULY
2013
JULY 2013
2013 A AA
NOTES:
NOTES:
NOTES:
HARDSTAND
HARDSTAND
HARDSTAND
1 11 THE MANDATORY
THE
THE MANDATORY
MANDATORY
(COMPLIANT
(COMPLIANT
(COMPLIANT
TO DSAPT)
TO
TO DSAPT)
DSAPT)
MINIMUMMINIMUM
MINIMUM
BOARDINGBOARDING
BOARDING
POINT POINT
POINT
HARDSTAND
HARDSTAND
HARDSTAND
AREA ISAREA
AREA
1540MM
ISIS1540MM
1540MM
X 2070MM,
XX2070MM,
2070MM,
POSITIONED
POSITIONED
POSITIONED
AS SHOWNAS
ASSHOWN
SHOWN
ON THEONONTHE
THE HARDSTAND
HARDSTAND
HARDSTAND
TRANSLINK
TRANSLINK
TRANSLINK
DRAWINGS.
DRAWINGS.
DRAWINGS.
A LARGER AALARGER
LARGER
HARDSTAND
HARDSTAND
HARDSTAND
AREA ISAREA
AREA
PREFERRED
ISISPREFERRED
PREFERRED
AND IS AND
ANDISIS
DEPENDENT
DEPENDENT
DEPENDENT
ON SITEON
SPECIFIC
ONSITE
SITESPECIFIC
SPECIFIC
CONDITIONS.
CONDITIONS.
CONDITIONS.
2 22 THE MANDATORY
THE
THEMANDATORY
MANDATORY
LONGITUDINAL
LONGITUDINAL
LONGITUDINAL
AND CROSS
AND
ANDCROSS
FALL
CROSSGRADIENT
FALL
FALLGRADIENT
GRADIENT
AT BOARDING
AT
ATBOARDING
BOARDING
POINT IS
POINT
POINT
MAXIMUM
ISISMAXIMUM
MAXIMUM
1:40 FALL
1:40
1:40
ACROSS
FALL
FALLACROSS
ACROSS
THE BOARDING
THE
THEBOARDING
BOARDING
POINT AREA
POINT
POINT
(SHOWN
AREA
AREA(SHOWN
(SHOWN
HATCHED).
HATCHED).
HATCHED).
ALL OTHERALL
ALLOTHER
HARDSTAND
OTHERHARDSTAND
HARDSTAND
AND ADJACENT
AND
ANDADJACENT
ADJACENT
AREAS TO
AREAS
AREAS
THETOBUS
TOTHE
THE
STOP
BUS
BUSSTOP
STOP
SHALL MEET
SHALL
SHALLAPPLICABLE
MEET
MEETAPPLICABLE
APPLICABLE
STANDARDS
STANDARDS
STANDARDS
IN RELATION
ININRELATION
RELATION
TO THETOADJACENT
TOTHE
THEADJACENT
ADJACENT
SITE SITESITE 1:7 KERB1:1:77KKEERRBB 1:5 KER 1:5
1:5
B KKEERRBB
3m
3m
3m
CONDITIONS,
CONDITIONS,
CONDITIONS,
AND TOAND AND
PREFERABLY
TO
TOPREFERABLY
PREFERABLY
ACHIEVE ACHIEVE
ACHIEVE
A LONGITUDINAL
AALONGITUDINAL
LONGITUDINAL
AND CROSS
AND
ANDCROSS
CROSS
FALL GRADIENT
FALL
FALLGRADIENT
GRADIENT
OF MAXIMUM
OF
OFMAXIMUM
MAXIMUM
1:40 FALL.
1:40
1:40FALL.
FALL.
21m MINIMUM
21m
21mMINIMUM
MINIMUM 15m MINIMUM
15m
15mMINIMUM
MINIMUM BUS ZONE
BUS
BUSZONE
ZONE
3 33 HARDSTANDS
HARDSTANDS
HARDSTANDS
SHALL BE
SHALL
SHALL
MINIMUM
BE
BEMINIMUM
MINIMUM
125MM 125MM
THICK
125MMBROOM
THICK
THICKBROOM
FINISHED
BROOMFINISHED
FINISHED
(FOR SLIP
(FOR
(FORSLIP
SLIP
RESISTANCE)
RESISTANCE)
RESISTANCE)
GRADE GRADE
N25
GRADE
CONCRETE
N25
N25CONCRETE
CONCRETE
SL72 MESH
SL72
SL72
PLACED
MESH
MESHPLACED
PLACED
CENTRALLY,
CENTRALLY,
CENTRALLY,
OR, AS OR,
OR,AS
AS LENGTHLENGTH
VARIES VARIES
LENGTH TO SUITTO
VARIES QUANTITY
TOSUIT
SUITQUANTITY
AND TYPE
QUANTITY AND
OFTYPE
AND TYPEOF
OF
REQUIRED
REQUIRED
REQUIRED
BY THE BY
RELEVANT
BYTHE
THERELEVANT
RELEVANT
STATUTORY
STATUTORY
STATUTORY
AUTHORITY.
AUTHORITY.
AUTHORITY.
FOR SLAB
FOR
FOR
THICKENING
SLAB
SLABTHICKENING
THICKENING BUSES USING
BUSES
BUSESSTOP
USINGAND
USINGSTOP
TYPE
STOP ANDOFTYPE
AND OPERATION
TYPEOF
OFOPERATION
OPERATION
AT FURNITURE
AT
ATFURNITURE
FURNITURE
LOCATIONS,
LOCATIONS,
LOCATIONS,
AND JOINT
AND
ANDLAYOUT
JOINT
JOINTLAYOUT
LAYOUT
AND SPECIFICATIONS
AND
ANDSPECIFICATIONS
SPECIFICATIONS
REFER REFER
REFER
TO LOCAL
TO
TOGOVERNMENT
LOCAL
LOCALGOVERNMENT
GOVERNMENT
SPECIFIC
SPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
CL BUS C
LCLBUS
STOPBUS
SIGN
STOP
STOPSIGN
SIGN
4 44 A CLEAR
AA CLEAR
HARDSTAND
CLEARHARDSTAND
HARDSTAND
ACCESSACCESS
ACCESS
SPACE SPACE
OF
SPACE
1200MM
OF
OF 1200MM
1200MM
MINIMUMMINIMUM
MINIMUM
IS REQUIRED
ISISREQUIRED
REQUIRED
BETWEENBETWEEN
BETWEEN
AND AROUND
AND
AND AROUND
AROUND
ALL BUSALL
ALLSTOP
BUS
BUS STOP
INFRASTRUCTURE
STOP INFRASTRUCTURE
INFRASTRUCTURE
(1500MM(1500MM
(1500MM
DIRECTION
DIRECTION
DIRECTION
OF TRAFFIC
OF
OFTRAFFIC
TRAFFIC
FLOW FLOW
FLOW
DESIRABLE).
DESIRABLE).
DESIRABLE).
ACCESSACCESS
ACCESS
5 55 WHEREWHERE
BUS
WHERE
STOPS
BUS
BUSARE
STOPS
STOPS
LOCATED
ARE
ARELOCATED
LOCATED
ALONG ALONG
BICYCLE
ALONGBICYCLE
BICYCLE
ROUTES,ROUTES,
ROUTES,
SHAREDSHARED
SHARED
ACCESSACCESS
ACCESS 1 11KEY PLAN
KEY
KEYPLAN
PLAN
PATHS SHOULD
PATHS
PATHSSHOULD
SHOULD
BE APPLIED
BE
BEAPPLIED
APPLIED
AS PER AS
LOCAL
ASPER
PERGOVERNMENT
LOCAL
LOCALGOVERNMENT
GOVERNMENT
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
OR OR
OR - - 1:500@A3
WITH REFERENCE
WITH
WITH REFERENCE
REFERENCE
TO RELEVANT
TO
TO RELEVANT
RELEVANT
GUIDELINE
GUIDELINE
GUIDELINE
DIMENSIONS
DIMENSIONS
DIMENSIONS
GIVEN GIVEN
INGIVEN
THEININ THE
THE
- 1:500@A3
1:500@A3
APPLICABLE
APPLICABLE
APPLICABLE
STANDARDS,
STANDARDS,
STANDARDS,
TMR GUIDELINES,
TMR
TMRGUIDELINES,
GUIDELINES,
AND AUSTROADS.
AND
ANDAUSTROADS.
AUSTROADS.
6 66 CIRCULATION
CIRCULATION
CIRCULATION
OF WHEELCHAIRS
OF
OFWHEELCHAIRS
WHEELCHAIRS
SHOULDSHOULD
SHOULD
BE CONSIDERED
BE
BECONSIDERED
CONSIDERED
AT EACHAT
AT
BUS
EACH
EACH
STOP
BUS
BUSSTOP
STOP
BASED BASED
ON
BASED
SITEON
ON
SPECIFIC
SITE
SITESPECIFIC
SPECIFIC
CONDITIONS
CONDITIONS
CONDITIONS
AND TOANDAND
ADDRESS
TO
TOADDRESS
ADDRESS
COMPLIANCE
COMPLIANCE
COMPLIANCE
WITH WITH
WITH
DSAPT. DSAPT.
DSAPT.
LINE-MARKING
LINE-MARKING
LINE-MARKING
OF THEOF
OF
2No.
THE
THE
ALLOCATED
2No.
2No. ALLOCATED
ALLOCATED
SPACESSPACES
SPACES
(PWD WAITING
(PWD
(PWD WAITING
WAITING
ZONES)ZONES)
IS
ZONES)
NOT REQUIRED.
ISISNOT
NOTREQUIRED.
REQUIRED.
7 77 TACTILETACTILE
TACTILE
GROUND GROUND
GROUND
SURFACE SURFACE
SURFACE
INDICATORS
INDICATORS
INDICATORS
(TGSI) SHOULD
(TGSI)
(TGSI)SHOULD
SHOULD
PREFERABLY PREFERABLY
PREFERABLY
BE BEBE
INSTALLED
INSTALLED
INSTALLED
AS SHOWNASASSHOWN
ON
SHOWN
THEONTRANSLINK
ONTHE
THETRANSLINK
TRANSLINK
DRAWINGS.
DRAWINGS.
DRAWINGS.
WHEREWHERE THERE
WHEREIS THERE
THERE
A ISISAA
PATHWAYPATHWAY
PATHWAY
ACCESSING
ACCESSING
ACCESSING
A BUS STOP,
AABUS
BUS
DIRECTIONAL
STOP,
STOP,DIRECTIONAL
DIRECTIONAL
TGSI SHALLTGSI
TGSIBE SHALL
SHALL
INSTALLED
BEBEINSTALLED
INSTALLED
FOR THEFOR
FOR
FULL
THE
THE
WIDTH
FULL
FULLOF
WIDTH
WIDTH
THE OFPATH
OFTHE
THE
OFPATH
PATH
TRAVEL
OF
OFTRAVEL
OVER
TRAVEL AOVER
MINIMUM
OVERAAMINIMUM
MINIMUM
600MM 600MM
600MM
DEPTH AND
DEPTH
DEPTH
PERPENDICULAR
AND
ANDPERPENDICULAR
PERPENDICULAR
TO THE TODIRECTION
TOTHE
THEDIRECTION
DIRECTION
OF TRAVEL OF
OFTRAVEL
WHEN
TRAVELWHEN WHEN
APPROACHING.
APPROACHING.
APPROACHING.
DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI SHALL
TGSI
TGSIBE
SHALL
SHALL
USEDBEBE
ACROSS
USED
USEDACROSS
ACROSS
THE OPEN THE
THESPACE
OPEN
OPENSPACE
SPACE SEAT, REFER
SEAT,
SEAT,NOTES.
REFER
REFERNOTES.
NOTES.
FROM THE
FROM
FROM
ACCESS
THE
THEACCESS
ACCESS
PATHWAY PATHWAY
PATHWAY
DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI TOTGSI
THE
TGSITO BOARDING
TOTHE
THEBOARDING
BOARDING
POINT POINT
POINT
WARNINGWARNING
WARNING
TGSI. TGSI
TGSI.
TGSI.
TOTGSI
EXTEND
TGSITOTOEXTEND
EXTEND
TO THE TO
SHORELINE
TOTHE
THESHORELINE
SHORELINE
- I.E. BUILDING
- -I.E.
I.E.BUILDING
BUILDING
LINE, LINE,
LINE, HARDSTAND
HARDSTAND
SIZE MAY
HARDSTAND SIZE
VARY
SIZEMAYDEPENDING
MAYVARY
VARYDEPENDING
DEPENDING
WALL, AWALL,
FENCE,
WALL,AAFENCE,
AFENCE,
KERB,AOR
AKERB,
KERB,
A GRASS
OR
ORAAGRASS
VERGE
GRASSVERGE
WHERE
VERGEWHERE
APPLICABLE.
WHEREAPPLICABLE.
APPLICABLE. ON EXISTING
ON
ONEXISTING
SITE CONDITIONS.
EXISTINGSITE
SITECONDITIONS.
CONDITIONS.
8 88 THE COLOUR
THE
THE COLOUR
COLOUR
OF TGSI OFSHALL
OF TGSI BE
SHALL
TGSI SHALL SELECTED
BE BASED BASED
BE SELECTED
SELECTED ON
BASEDSITE
ON
ONSPECIFIC
SITE
SITE SPECIFIC
SPECIFIC 2NO. 800x1300
2NO.
2NO.800x1300
PWD WAITING
800x1300PWD
PWDWAITING
ZONES.ZONES.
WAITING ZONES.
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
INTEGRATED
INTEGRATED
INTEGRATED
TGSI SHALL
TGSI
TGSI SHALL
HAVE
SHALL AHAVE
HAVE
MINIMUM
AA MINIMUM
MINIMUM
COLOURCOLOUR
COLOUR 350 350
350
CONTRAST
CONTRAST
CONTRAST
OF 30%OF COMPARED
OF30%
30%COMPARED
COMPARED
TO THETO AMOUNT
TOTHE
THEAMOUNT
AMOUNT
OF LIGHTOF
OF
REFLECTED
LIGHT
LIGHTREFLECTED
REFLECTED
FROM FROMFROM BIN, REFER
BIN,
BIN,NOTES.
REFER
REFERNOTES.
NOTES.
THE SURFACE
THE
THESURFACE
SURFACE
OF THEOFOF
ADJACENT
THE
THEADJACENT
ADJACENT
PATH OF PATH
PATH
TRAVEL.
OF
OFTRAVEL.
TRAVEL.
FOR EXAMPLE;
FOR
FOREXAMPLE;
EXAMPLE;
FOR A FORFORAA
350
350
350
LIGHT CONCRETE
LIGHT
LIGHT CONCRETE
CONCRETE
COLOURED COLOURED
COLOURED
PATH OF PATH
PATH
TRAVEL,
OFOF TRAVEL,
TRAVEL,
DARK COLOURED
DARK
DARK COLOURED
COLOURED
(E.G. (E.G.
(E.G.
BLACK) BLACK)
TGSI
BLACK)
MAY
TGSI
TGSI
BEMAY
APPROPRIATE.
MAYBE BEAPPROPRIATE.
APPROPRIATE.
FOR A BLACK
FOR
FORAABITUMEN
BLACK
BLACKBITUMEN
BITUMEN
PATH OFPATH
PATH
TRAVEL
OF
OFTRAVEL
TRAVEL
LIGHT COLOURED
LIGHT
LIGHTCOLOURED
COLOURED
(E.G. WHITE
(E.G.
(E.G.OR
WHITE
WHITE
YELLOW)
OR
ORYELLOW)
YELLOW)
TGSI MAY
TGSI
TGSI
BEMAY
APPROPRIATE.
APPROPRIATE.
THIS THISTHIS NOMINAL
NOMINAL
NOMINAL
SHORELINE.
SHORELINE.
SHORELINE.
CONTRAST
CONTRAST
CONTRAST
MUST BE MUST
MUST
MAINTAINED
BEBEMAINTAINED
MAINTAINED
IN BOTHININ
WET
BOTH
BOTH
AND
WET
WET
DRY
AND
AND
CONDITIONS.
DRY
DRYCONDITIONS.
CONDITIONS.
500 MIN.
MIN.
500 MIN.
500 MIN.
500 MIN.
MIN.
EXISTING
EXISTING
EXISTING
OR FUTURE
OR
ORFUTURE
FUTURE
ACCESSACCESS
ACCESS
PATHWAYPATHWAY
PATHWAY
SHELTER
SHELTER
SHELTER
LOCATION,
LOCATION,
LOCATION,
CONFIRMCONFIRM
CONFIRM
ON SITE.ON
ONSITE.
SITE.
500
500
9 99 FOR OPTIONS
FOR
FOROPTIONS
OPTIONS
OF SHELTER
OF
OFSHELTER
SHELTER
TYPES FOR
TYPES
TYPES
INTERMEDIATE
FOR
FORINTERMEDIATE
INTERMEDIATE
AND PREMIUM
AND
ANDPREMIUM
PREMIUM
STOPS STOPS
STOPS
DIRECTIONAL
DIRECTIONAL
DIRECTIONAL TGSI'S
TGSI'S TO
TGSI'S TOBE
BEINSTALLED
INSTALLED
BE INSTALLED
TO ANDTO
AND TOAND TOEXTEND
EXTEND EXTEND SHORELINE,
SHORELINE,
SHORELINE,
* **
REFER TO
REFER
REFER
TRANSLINK
TO
TOTRANSLINK
TRANSLINK
DRAWINGS.DRAWINGS.
DRAWINGS.
WHEREWHERE
AWHERE
SHELTER
AASHELTER
SHELTER
ABUTS AABUTS
ABUTS
CONTINUOUS
AACONTINUOUS
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH OF
PATH
PATH
TRAVEL,
OF
OFTRAVEL,
TRAVEL,
ENSUREENSURE
ENSURE
MINIMUMMINIMUM
MINIMUM
30% LUMINANCE
30%
30%LUMINANCE
LUMINANCE
CONTRAST
CONTRAST
CONTRAST * ** REFERNOTES.
REFER NOTES.
REFER NOTES.
4200
4200
4200
ACCESS
ACCESSACCESS
PATHWAY PATHWAY
PATHWAY
MINIMUM MINIMUM
MINIMUM 1200MM
1200MM1200MM
AGAINST
AGAINST
AGAINST
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.FLOORING).
FLOORING). (WIDTHVARIES).
(WIDTH (WIDTH
VARIES). VARIES). MANDATORY
MANDATORY
MANDATORY
MINIMUM MINIMUM
MINIMUM
CONCRETE
CONCRETE
CONCRETE
HARDSTAND
HARDSTAND
HARDSTAND
BOARDING
BOARDING
BOARDING
POINT POINT
POINT
AREA SHOWN
AREA
AREASHOWN
DIAGONAL
SHOWNDIAGONAL
DIAGONAL
HATCHED,
HATCHED,
HATCHED,
REFER NOTES.
REFER
REFERNOTES.
NOTES.
2070 MINIMUM
MINIMUM
2070 MINIMUM
FURNITURE
FURNITURE
FURNITURE
& SIGNAGE
&&SIGNAGE
SIGNAGE
10 1010FOR DETAILS
FOR
FORDETAILS
DETAILS
OF BUSOFSTOP
OFBUS
BUS
SIGNAGE
STOP
STOPSIGNAGE
SIGNAGE
(J-POLE/BLADE)
(J-POLE/BLADE)
(J-POLE/BLADE)
AND FOOTING
AND
ANDFOOTING
FOOTING
DETAILSDETAILS
DETAILS
REFER TO
REFER
REFER
TRANSLINK
TO
TOTRANSLINK
TRANSLINK
SIGNAGE
SIGNAGE
SIGNAGE
MANUAL.
MANUAL.
MANUAL. WARNINGWARNING
WARNING
TGSI'S TO
TGSI'S
TGSI'S
BE INSTALLED
TO
TOBE
BEINSTALLED
INSTALLED
AT ALL STOPS,
AT
ATALL
ALLSTOPS,
REFER
STOPS,NOTES.
REFER
REFERNOTES.
NOTES.
CL CLCL LIGHT
LIGHT POLE
LIGHT POLE
(SITE
POLE (SITESPECIFIC).
SPECIFIC).
(SITE SPECIFIC).
2070
600
600
600
HARDSTAND
HARDSTAND
AREA CAN
HARDSTAND AREA
BECAN
AREA INCREASED
CANBE
BEINCREASED
TO MEET
INCREASEDTO
TOMEET
MEET
11 1111SETOUTSETOUT
SETOUT
OF BLADE
OF
OF BLADE
SIGN
BLADE(REFER
SIGN
SIGN (REFER
(REFER
TO THETO TOPREMIUM
THE
THE PREMIUM
PREMIUM
STOP TRANSLINK
STOP
STOP TRANSLINK
TRANSLINK SETOUTSETOUT
SETOUT
OF BUSOFSTOP
OFBUS
BUS
SIGNAGE,
STOP
STOPSIGNAGE,
SIGNAGE,
REFER NOTES.
REFER
REFERNOTES.
NOTES.
600
600
600
SITE SPECIFIC
SITE
SITESPECIFIC
REQUIREMENTS.
SPECIFICREQUIREMENTS.
REQUIREMENTS.
DRAWING)
DRAWING)
DRAWING)
IS POSITIONED
ISISPOSITIONED
POSITIONED
AS SHOWN
AS
ASSHOWN
DUE
SHOWNTODUE
DUE
BUSTOTO
STOP
BUS
BUSOPERATIONS,
STOP
STOPOPERATIONS,
OPERATIONS,
AND AND AND
ROAD SAFETY
ROAD
ROADSAFETY
REQUIREMENTS
SAFETYREQUIREMENTS
REQUIREMENTS
AND
ANDISISNON-COMPLIANT
NON-COMPLIANT
WITH DSAPT.
WITH
WITHDSAPT.
PLEASE
DSAPT. PLEASE
PLEASE 300 300
300
LIAISE WITH
LIAISE
LIAISE
TRANSLINK
WITH
WITHTRANSLINK
TRANSLINK
FOR DETAILS
FOR
FORDETAILS
DETAILS
ON THISON ON
REQUIREMENT.
THIS
THISREQUIREMENT.
REQUIREMENT. TO SIGNTO
FACE
TOSIGN
SIGNFACE
FACE
300
300
300
TOP OFTOP
KERB
TOPOF
OF
FACE
KERB
KERBFACE
FACE
12 1212BUS STOP
BUS
BUSSEAT
STOP
STOPSHOULD
SEAT
SEAT SHOULD
SHOULD
INCLUDE INCLUDE
INCLUDE
ANODISEDANODISED
ANODISED
ALUMINIUM
ALUMINIUM
ALUMINIUM
BATTENSBATTENS
BATTENS
WITH WITH
WITH 150 150
150210 210
210 BUS ZONE
BUS
BUS
SIGN
ZONE
ZONESIGN
SIGN
ARMRESTS
ARMRESTS
ARMRESTS
ALONG ALONG
THE
ALONG
SEAT.
THE
THESEATS
SEAT.
SEAT.SEATS
SHOULD
SEATSSHOULD
SHOULD
BE BOLTED
BE
BEBOLTED
BOLTED
TO HARDSTAND
TO
TOHARDSTAND
HARDSTAND REFER MUTCD
REFER
REFERMUTCD
MUTCD
AREA, AND
AREA,
AREA,
MADE
AND
ANDFROM
MADE
MADEEASILY
FROM
FROM EASILY
MAINTAINED
EASILY MAINTAINED
MAINTAINED
MATERIALS.
MATERIALS.
MATERIALS.
SEATS SEATS
TO
SEATS
BE TO
TO BE
BE PART 11PART
PART1111
3000
3000
3000
COMPLIANT
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH
WITHDSAPT.
WHERE
DSAPT. WHERE
AWHERE
SEAT AABUTS
ASEAT
SEATAABUTS
ABUTS
CONTINUOUS
AACONTINUOUS
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE 2760 2760
2760 790 600
790 600
790 600
PATH OF
PATH
PATH
TRAVEL,
OF
OFTRAVEL,
TRAVEL,
ENSUREENSURE
ENSURE
MINIMUMMINIMUM
MINIMUM
30% LUMINANCE
30%
30%LUMINANCE
LUMINANCE
CONTRASTCONTRAST
CONTRAST
AGAINSTAGAINST
AGAINST
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.FLOORING).
FLOORING). BUS BAYBUS
INDENT
BUSBAY
BAYINDENT
SETOUT
INDENTSETOUT
REFER INSERT
SETOUTREFER
REFERINSERT
INSERT
KEY DRAWING.
KEY
KEYDRAWING.
DRAWING.
13 1313BUS STOP
BUS
BUSBIN
STOP
STOP
SHOULD
BIN
BINSHOULD
SHOULD
BE AN BE
80BELITRE
ANAN8080CIRCULAR
LITRE
LITRECIRCULAR
CIRCULAR
CONSTRUCTION
CONSTRUCTION
CONSTRUCTION
(SMALL (SMALL
(SMALL YELLOW
YELLOWYELLOW BUS
BUS STOP
BUS STOPMARKINGS
MARKINGS
MARKINGS
STOP IFIFREQUIRED,
IF REQUIRED,REQUIRED, ASPER
AS PER AS PERREGULATIONS
REGULATIONS
REGULATIONS
SLOT PERFORATIONS)
SLOT WHICH WHICH
SLOT PERFORATIONS)
PERFORATIONS) CAN
WHICH BECAN
CAN BE
EASILYBE EASILY
EASILY MAINTAINED.
MAINTAINED.
MAINTAINED. BIN
BIN SHOULD
BIN SHOULD SHOULD
INCLUDE
INCLUDEINCLUDE AAGALVANISED
A GALVANISED
GALVANISED STEEL
STEEL LINER LINER
STEELAND
LINER AND
A BIRD-PROOF
ANDAABIRD-PROOF
BIRD-PROOF
LID. WHERE
LID.
LID. WHERE
BIN
WHEREBIN BIN 1540MIN.
1540 MIN.
1540 MIN. 2500MIN.
2500 MIN.
2500 MIN.
ABUTS A
ABUTS
ABUTS
CONTINUOUS
AACONTINUOUS
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH OF PATH
PATH
TRAVEL
OF
OFTRAVEL
ENSURE
TRAVELENSURE
ENSURE
MINIMUM MINIMUM
MINIMUM
30% 30% 30%
LUMINANCE
LUMINANCE
LUMINANCE
CONTRAST
CONTRAST
CONTRAST
AGAINSTAGAINST
AGAINST
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.FLOORING).
FLOORING).
BIN TO BIN
BE
BINTO
TOBE
BE
ADDITIONAL
MINIMUM
MINIMUM
ADDITIONAL
MINIMUM
ADDITIONAL
500MM SETBACK
REQUIREMENTS
500MM
500MMSETBACK
REQUIREMENTS
REQUIREMENTS
SETBACK
FROM ACCESS
FROM
FROMACCESS
ACCESS
PATHWAY. PATHWAY.
PATHWAY.
4300 * 4300
4300** 1500 1500
1500
14 1414ALL BUSALL
ALL
STOPS
BUS
BUSSTOPS
TO
STOPS
BE DSAPT
TO
TOBE
BECOMPLIANT.
DSAPT
DSAPTCOMPLIANT.
COMPLIANT.
FOR FURTHER
FOR
FORFURTHER
FURTHER
GUIDANCE
GUIDANCE
GUIDANCE
REFER REFER
REFER EXTENSION
EXTENSION
EXTENSION
TO HARDSTAND
TO
TOHARDSTAND
HARDSTAND
AREA TOAREA
AREA
INCORPORATE
TO
TOINCORPORATE
INCORPORATE
BIN ANDBIN
BINAND
AND
TO THE TO
RELEVANT
TOTHE
THERELEVANT
RELEVANT
STANDARDS,
STANDARDS,
STANDARDS,
TRANSLINK
TRANSLINK
TRANSLINK
GUIDANCE
GUIDANCE
GUIDANCE
AND RELEVANT
AND
ANDRELEVANT
RELEVANT
LOCAL LOCAL
LOCAL
GOVERNMENT
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS. 2 22SITE LAYOUT
SITE
SITELAYOUT
LAYOUT
PLANPLAN
PLAN FACILITATE
FACILITATE
FACILITATE
ACCESSACCESS
ACCESS
TO BACK
TO
TO
FACE
BACK
BACK
OFFACE
FACE
BUSOF
STOP
OFBUS
BUS
SIGNAGE.
STOP
STOPSIGNAGE.
SIGNAGE.
- - - 1:100@A3
1:100@A3
1:100@A3
15 1515ALL BUSALL
ALL
STOP
BUS
BUSCOMPONENTS
STOP
STOPCOMPONENTS
COMPONENTS
SHOULDSHOULD
SHOULD
BE POSITIONED
BE
BEPOSITIONED
POSITIONED
IN CONSIDERATION
ININCONSIDERATION
CONSIDERATION
OF OFOF
RELEVANT
RELEVANT
RELEVANT
ONSITEONSITE
ONSITE
CONDITIONS
CONDITIONS
CONDITIONS
WITH REFERENCE
WITH
WITH REFERENCE
REFERENCE
TO THETO TOGUIDANCE
THE
THE GUIDANCE
GUIDANCE
CONTAINED
CONTAINED
CONTAINED
WITHIN WITHIN
THE
WITHIN
PTIM,
THE
THEAND
PTIM,
PTIM,
FORAND
AND
ADDITIONAL
FOR
FORADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
AND ANDAND
DESIGNDESIGN
DESIGN
ALTERNATIVES
ALTERNATIVES
ALTERNATIVES
REFER REFER
TO
REFER
THETOTO
COMPONENTS
THE
THECOMPONENTS
COMPONENTS
TABLE CONTAINED
TABLE
TABLECONTAINED
CONTAINED
IN ININ
THE PTIM.
THE
THEPTIM.
PTIM. PTIM,PTIM,
PTIM,
BUS BUS
STOP
BUSSTOP
STOP
INFRASTRUCTURE
INFRASTRUCTURE
CHAPTER
CHAPTER
16 1616REFER REFER
REFER
TO PTIM
TO
TOGLOSSARY
PTIM
PTIM GLOSSARY
GLOSSARY
FOR DEFINITIONS
FOR
FOR DEFINITIONS
DEFINITIONS
OF TERMS
OF
OF TERMS
TERMS
AND PTIM
AND
AND PTIM
PTIM
ABBREVIATIONS
ABBREVIATIONS
ABBREVIATIONS
FOR DEFINITIONS
FOR
FORDEFINITIONS
DEFINITIONS
OF ACRONYMS.
OF
OFACRONYMS.
ACRONYMS. REGULAR
REGULAR
REGULAR
STOPSTOP
STOP
- SITE
--SITE
LAYOUT
SITELAYOUT
LAYOUT
- WITH
--WITH
WITH
INDENTED
INDENTED
INDENTED
BUS BUS
BAY
BUSBAY
BAY
17 1717ALL DRAWING
ALL
ALLDRAWING
DRAWING
DIMENSIONS
DIMENSIONS
DIMENSIONS
ARE IN MILLIMETRES
ARE
AREININMILLIMETRES
MILLIMETRES
UNLESSUNLESS
NOTED
UNLESSNOTED
OTHERWISE.
NOTEDOTHERWISE.
OTHERWISE.
DRGDRG
5-0014
DRG5-0014
5-0014
* ** DIMENSION
DIMENSION
DIMENSION
TO BE CONFIRMED
TO
TOBE
BECONFIRMED
CONFIRMED
ON SITEON
IN
ONSITE
RELATION
SITEININRELATION
RELATION
TO SITETO
CONDITIONS.
TOSITE
SITECONDITIONS.
CONDITIONS.
- -- JULY JULY
2013
JULY2013
2013 A AA
NOTES:
NOTES:
NOTES:
HARDSTAND
HARDSTAND
HARDSTAND
1 1 1THE MANDATORY
THE
THE MANDATORY
MANDATORY
(COMPLIANT
(COMPLIANT
(COMPLIANT
TO DSAPT)
TOTO DSAPT)
MINIMUM
DSAPT) MINIMUM
MINIMUM
BOARDING BOARDING
BOARDING
POINT POINT
POINT
HARDSTAND
HARDSTAND
HARDSTAND
AREA IS AREA
1540MM
AREAISIS1540MM
X1540MM
2070MM,
XX2070MM,
POSITIONED
2070MM,POSITIONED
POSITIONED
AS SHOWN AS
ASSHOWN
ON
SHOWN
THE ON
ONTHE
THE
TRANSLINK
TRANSLINK
TRANSLINK
DRAWINGS.
DRAWINGS.
DRAWINGS.
A LARGER AALARGER
HARDSTAND
LARGERHARDSTAND
HARDSTAND
AREA IS AREA
PREFERRED
AREAISISPREFERRED
PREFERRED
AND IS AND
ANDISIS
DEPENDENT
DEPENDENT
DEPENDENT
ON SITE SPECIFIC
ONONSITE
SITESPECIFIC
CONDITIONS.
SPECIFICCONDITIONS.
CONDITIONS.
2 2 2THE MANDATORY
THE
THEMANDATORY
MANDATORY
LONGITUDINAL
LONGITUDINAL
LONGITUDINAL
AND CROSSAND
ANDFALL
CROSS
CROSS
GRADIENT
FALL
FALLGRADIENT
GRADIENT
AT BOARDING
ATATBOARDING
BOARDING
POINT ISPOINT
MAXIMUM
POINTISISMAXIMUM
MAXIMUM
1:40 FALL1:40
1:40
ACROSS
FALL
FALLACROSS
THE
ACROSS
BOARDING
THE
THEBOARDING
BOARDING
POINT AREA
POINT
POINT
(SHOWN
AREA
AREA(SHOWN
(SHOWN
HATCHED).
HATCHED).
HATCHED).
ALL OTHERALL
ALL
HARDSTAND
OTHER
OTHERHARDSTAND
HARDSTAND
AND ADJACENT
AND
ANDADJACENT
ADJACENT
AREAS TOAREAS
AREAS
THE BUS
TO
TOTHE
STOP
THEBUS
BUSSTOP
STOP
4300 4300
4300 SHORELINE
SHORELINE
SHORELINE
SHALL MEET
SHALL
SHALL
APPLICABLE
MEET
MEETAPPLICABLE
APPLICABLE
STANDARDS STANDARDS
STANDARDS
IN RELATION
ININRELATION
RELATION
TO THE ADJACENT
TO
TOTHE
THEADJACENT
ADJACENT
SITE SITE
SITE
CONDITIONS,
CONDITIONS,
CONDITIONS,
AND TO AND
PREFERABLY
ANDTO TOPREFERABLY
PREFERABLY
ACHIEVEACHIEVE
A
ACHIEVE
LONGITUDINAL
AALONGITUDINAL
LONGITUDINAL
AND CROSSAND
ANDCROSS
CROSS
FALL GRADIENT
FALL
FALLGRADIENT
GRADIENT
OF MAXIMUM
OF
OFMAXIMUM
MAXIMUM
1:40 FALL.1:40
1:40FALL.
FALL.
3 3 3HARDSTANDS
HARDSTANDS
HARDSTANDS
SHALL BESHALL
SHALL
MINIMUM
BE
BEMINIMUM
125MM
MINIMUMTHICK
125MM
125MM
BROOM
THICK
THICKFINISHED
BROOM
BROOMFINISHED
FINISHED
(FOR SLIP
(FOR
(FORSLIP
SLIP SHORELINE
SHORELINE
SHORELINE SHORELINE
SHORELINE
SHORELINE
4300 4300
4300 5500 5500
5500
RESISTANCE)
RESISTANCE)
RESISTANCE)
GRADE N25
GRADE
GRADE
CONCRETE
N25
N25CONCRETE
CONCRETE
SL72 MESH
SL72
SL72
PLACED
MESH
MESHPLACED
CENTRALLY,
PLACEDCENTRALLY,
CENTRALLY,
OR, AS OR,OR,AS
AS
1500
1500
1500
REQUIRED
REQUIRED
REQUIRED
BY THE RELEVANT
BY
BYTHE
THERELEVANT
RELEVANT
STATUTORYSTATUTORY
STATUTORY
AUTHORITY.
AUTHORITY.
AUTHORITY.
FOR SLAB FOR
FOR
THICKENING
SLAB
SLABTHICKENING
THICKENING
500 MIN.
500 MIN.
500 MIN.
AT FURNITURE
ATATFURNITURE
FURNITURE
LOCATIONS,
LOCATIONS,
LOCATIONS,
AND JOINT
AND
AND
LAYOUT
JOINT
JOINTLAYOUT
AND
LAYOUT
SPECIFICATIONS
AND
ANDSPECIFICATIONS
SPECIFICATIONS
REFER REFER
REFER
TO LOCAL
TOTO
GOVERNMENT
LOCAL
LOCALGOVERNMENT
GOVERNMENT
SPECIFICSPECIFIC
REQUIREMENTS.
REQUIREMENTS.
500 MIN.
500 MIN.
500 MIN.
930
930
930
4 4A
4 CLEARAAHARDSTAND
CLEAR
CLEARHARDSTAND
HARDSTAND
ACCESS ACCESS
SPACE
ACCESSOF
SPACE
SPACE
1200MM
OF
OF1200MM
MINIMUM
1200MMMINIMUM
MINIMUM
IS REQUIRED
ISISREQUIRED
REQUIRED
1200 MIN.
1200 MIN.
1200 MIN.
BETWEENBETWEEN
BETWEEN
AND AROUND
AND
AND AROUND
AROUND
ALL BUSALL
ALL
STOP
BUS
BUSINFRASTRUCTURE
STOP
STOP INFRASTRUCTURE
INFRASTRUCTURE
(1500MM (1500MM
(1500MM
4200
4200
4200
DESIRABLE).
DESIRABLE).
DESIRABLE).
1300
1300
1300
3000
3000
3000
ACCESS ACCESS
ACCESS
2500
2500
2500
5 5 5WHERE BUS
WHERE
WHERE
STOPS
BUS
BUS
ARE
STOPS
STOPS
LOCATED
ARE
ARELOCATED
LOCATED
ALONG BICYCLE
ALONG
ALONGBICYCLE
ROUTES,
BICYCLEROUTES,
SHARED
ROUTES,SHARED
ACCESS
SHAREDACCESS
ACCESS
2070
2070
2070
2070
2070
2070
2070
2070
2070
1200 MIN.
1200 MIN.
1200 MIN.
1200 MIN.
1200 MIN.
1200 MIN.
PATHS SHOULD
PATHS
PATHSSHOULD
BE
SHOULD
APPLIED
BE
BEAPPLIED
AS
APPLIED
PER LOCAL
AS
ASPER
PER
GOVERNMENT
LOCAL
LOCALGOVERNMENT
GOVERNMENT
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
OR OR
OR
1500
1500
1500
WITH REFERENCE
WITH
WITH REFERENCE
REFERENCE
TO RELEVANT
TO
TO RELEVANT
RELEVANT
GUIDELINE
GUIDELINE
GUIDELINE
DIMENSIONS
DIMENSIONS
DIMENSIONS
GIVEN INGIVEN
GIVEN
THE ININ THE
THE
APPLICABLE
APPLICABLE
APPLICABLE
STANDARDS,
STANDARDS,
STANDARDS,
TMR GUIDELINES,
TMR
TMRGUIDELINES,
GUIDELINES,
AND AUSTROADS.
AND
ANDAUSTROADS.
AUSTROADS.
6 6 6CIRCULATION
CIRCULATION
CIRCULATION
OF WHEELCHAIRS
OFOFWHEELCHAIRS
WHEELCHAIRS
SHOULD SHOULD
BE
SHOULD
CONSIDERED
BE
BECONSIDERED
CONSIDERED
AT EACHATBUS
ATEACH
EACH
STOP
BUS
BUSSTOP
STOP
BASED ONBASED
BASED
SITE ON
SPECIFIC
ONSITE
SITESPECIFIC
SPECIFIC
CONDITIONS
CONDITIONS
CONDITIONS
AND TO AND
ADDRESS
ANDTO
TOADDRESS
ADDRESS
COMPLIANCE
COMPLIANCE
COMPLIANCE
WITH WITHWITH
TOP
TOPOF
TOP OF KERB OFKERB
FACEKERBFACE
FACE TOP
TOPOF
TOP OF KERB OFKERB
FACEKERBFACE
FACE TOP
TOPOF
TOP OF KERB OFKERB
FACEKERBFACE
FACE
DSAPT. DSAPT.
LINE-MARKING
DSAPT. LINE-MARKING
LINE-MARKING
OF THE OF2No.
OF THE
THE
ALLOCATED
2No.
2No. ALLOCATED
ALLOCATED
SPACES SPACES
(PWD
SPACESWAITING
(PWD
(PWD WAITING
WAITING
ZONES) IS
ZONES)
ZONES)
NOT REQUIRED.
ISISNOT
NOTREQUIRED.
REQUIRED.
7 7 7TACTILE TACTILE
GROUND
TACTILEGROUND
SURFACE
GROUNDSURFACE
SURFACE
INDICATORS
(TGSI) SHOULD
(TGSI)
(TGSI)SHOULD
PREFERABLY
SHOULDPREFERABLY
PREFERABLY
BE BEBE 1 1CONSTRAINED
1 CONSTRAINED
CONSTRAINED
SITE SITE
SITE 3 3HARDSTAND
3 HARDSTAND
HARDSTAND
- MID/BACK
- -MID/BACK
MID/BACK
FOOTPATH
FOOTPATH
FOOTPATH 5 5CONSTRAINED
5 CONSTRAINED
CONSTRAINED
SITE SITE
SITE
INSTALLED
INSTALLED
INSTALLED
AS SHOWN AS
ASON
SHOWN
SHOWN
THE TRANSLINK
ON
ONTHE
THETRANSLINK
TRANSLINK
DRAWINGS.DRAWINGS.
DRAWINGS.
WHERE THERE
WHERE
WHERE ISTHERE
ATHEREISISAA - 1:100@A3
PATHWAY PATHWAY
PATHWAY
ACCESSINGACCESSING
ACCESSING
A BUS STOP,
AABUS
BUS
DIRECTIONAL
STOP,
STOP,DIRECTIONAL
DIRECTIONAL
TGSI SHALL TGSI
TGSI
BESHALL
SHALL
INSTALLED
BEBEINSTALLED
INSTALLED
- - 1:100@A3
1:100@A3 - - 1:100@A3
- 1:100@A3
1:100@A3 - - 1:100@A3
- 1:100@A3
1:100@A3
FOR THEFOR
FULL
FORTHE
THE
WIDTH
FULL
FULL
OF
WIDTH
WIDTH
THE PATH
OF
OFTHE
THE
OFPATH
TRAVEL
PATHOFOFOVER
TRAVEL
TRAVELA MINIMUM
OVER
OVERAAMINIMUM
600MM
MINIMUM600MM600MM
DEPTH AND
DEPTH
DEPTH
PERPENDICULAR
AND
ANDPERPENDICULAR
PERPENDICULAR
TO THE DIRECTION
TO TOTHE
THEDIRECTION
DIRECTION
OF TRAVEL OFOFWHEN
TRAVEL
TRAVELWHEN WHEN
APPROACHING.
APPROACHING.
APPROACHING.
DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI SHALLTGSI
TGSI
BESHALL
SHALL
USEDBE ACROSS
BEUSED
USEDACROSS
THE
ACROSSOPEN THE
THE
SPACE
OPEN
OPENSPACE
SPACE
FROM THEFROM
FROM
ACCESS
THE
THEACCESS
PATHWAY
ACCESSPATHWAY
PATHWAY
DIRECTIONALDIRECTIONAL
DIRECTIONAL
TGSI TO THE
TGSI
TGSI
BOARDING
TO
TOTHE
THEBOARDING
BOARDING
POINT POINT POINT 4750 4750
4750
WARNINGWARNING
WARNING
TGSI. TGSI
TGSI.
TGSI.
TO EXTEND
TGSI
TGSITO TOEXTEND
TO
EXTEND
THE SHORELINE
TO
TOTHE
THESHORELINE
SHORELINE
- I.E. BUILDING
- I.E.
- I.E.BUILDING
BUILDING
LINE, LINE, LINE, SHORELINE
SHORELINE
SHORELINE
WALL, A FENCE,
WALL,
WALL,AAFENCE,
KERB,
FENCE,OR
AAKERB,
KERB,
A GRASS
OR
ORAVERGE
AGRASS
GRASSWHERE
VERGE
VERGE APPLICABLE.
WHERE
WHEREAPPLICABLE.
APPLICABLE.
8 8 8THE COLOUR
THE
THE COLOUR
COLOUR
OF TGSIOF SHALL
OF TGSIBE
TGSI SHALL
SELECTED
SHALL BE BASED ON
BE SELECTED
SELECTED BASED
BASED
SITEON
ON
SPECIFIC
SITE
SITE SPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
INTEGRATED
TGSI SHALL
TGSI
TGSI HAVE
SHALL
SHALLAHAVE
HAVE
MINIMUM
AA MINIMUM
MINIMUM
COLOURCOLOUR
COLOUR
CONTRASTCONTRAST
CONTRAST
OF 30% COMPARED
OFOF30%
30%COMPARED
COMPARED
TO THE AMOUNT
TO
TOTHE
THEAMOUNT
OF
AMOUNT
LIGHTOFOF
REFLECTED
LIGHT
LIGHTREFLECTED
REFLECTED
FROM FROM FROM
1200 MIN. (WIDTH VARIES)

THE SURFACE
THE
THESURFACE
SURFACE
OF THE OF ADJACENT
OFTHETHEADJACENT
ADJACENT
PATH OFPATHPATH
TRAVEL.
OFOFTRAVEL.
FOR
TRAVEL.
EXAMPLE;
FOR
FOREXAMPLE;
EXAMPLE;
FOR A FOR FORAA
LIGHT CONCRETE
LIGHT
LIGHT CONCRETE
CONCRETE
COLOURED COLOURED
COLOURED
PATH OFPATH
PATH
TRAVEL,
OF
OF TRAVEL,
DARK
TRAVEL,COLOURED
DARK
DARK COLOURED
COLOURED
(E.G. (E.G.
(E.G.
BLACK) TGSI
BLACK)
BLACK)
MAYTGSI
TGSI
BE APPROPRIATE.
MAY
APPROPRIATE.
FOR A BLACK
FOR
FORABITUMEN
ABLACK
BLACKBITUMEN
PATH
BITUMEN
OFPATH
TRAVEL
PATHOF OFTRAVEL
TRAVEL
LIGHT COLOURED
LIGHT
LIGHTCOLOURED
COLOURED
(E.G. WHITE
(E.G.
(E.G.
OR
WHITE
WHITE
YELLOW)
OR
ORYELLOW)
TGSI
YELLOW)
MAYTGSI
TGSI
BE APPROPRIATE.
MAY
APPROPRIATE.
THIS THIS
THIS
CONTRASTCONTRAST
CONTRAST
MUST BEMUST
MAINTAINED
MUSTBE BEMAINTAINED
MAINTAINED
IN BOTH IN
WET
INBOTH
BOTH
ANDWET
DRY
WETAND
CONDITIONS.
ANDDRYDRYCONDITIONS.
CONDITIONS.
SHORELINE
SHORELINE
SHORELINE
SHELTERSHELTER
SHELTER 4300 4300
4300
9 9 9FOR OPTIONS
FOR
FOROPTIONS
OF
OPTIONS
SHELTER
OFOFSHELTER
SHELTER
TYPES FOR TYPES
TYPES
INTERMEDIATE
FOR
FORINTERMEDIATE
INTERMEDIATE
AND PREMIUM
AND
ANDPREMIUM
PREMIUM
STOPS STOPS
STOPS
REFER TO
REFER
REFER
TRANSLINK
TO
TOTRANSLINK
TRANSLINK
DRAWINGS. DRAWINGS.
DRAWINGS.
WHERE AWHERE
WHERE
SHELTER
AASHELTER
ABUTS
SHELTERAABUTS
CONTINUOUS
ABUTSAACONTINUOUS
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH OFPATH
TRAVEL,
PATHOF OFTRAVEL,
ENSURE
TRAVEL,ENSURE
MINIMUM
ENSUREMINIMUM
30%
MINIMUM
LUMINANCE
30%
30%LUMINANCE
LUMINANCE
CONTRAST
CONTRAST
CONTRAST
AGAINSTAGAINST
BACKGROUND
AGAINSTBACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.FLOORING).
FLOORING).
FURNITURE
FURNITURE
FURNITURE
& SIGNAGE
&&SIGNAGE
SIGNAGE
10 1010
FOR DETAILS
FOR
FORDETAILS
OF
DETAILS
BUS STOP
OF
OFBUS
BUS
SIGNAGE
STOP
STOPSIGNAGE
(J-POLE/BLADE)
SIGNAGE(J-POLE/BLADE)
(J-POLE/BLADE)
AND FOOTING
AND
ANDFOOTING
DETAILS
FOOTINGDETAILS
DETAILS
VARIES
VARIES
VARIES
500 MIN.
500 MIN.
500 MIN.
REFER TO
REFER
REFER
TRANSLINK
TO
TOTRANSLINK
TRANSLINK
SIGNAGESIGNAGE
MANUAL.
SIGNAGEMANUAL.
MANUAL.
11 1111
SETOUT SETOUT
OF
SETOUT
BLADE
OF
OFSIGN
BLADE
BLADE(REFER
SIGN
SIGN (REFER
TO
(REFER
THE TO TO
PREMIUM
THE
THE PREMIUM
PREMIUM
STOP TRANSLINK
STOP
STOP TRANSLINK
TRANSLINK
4200
4200
4200
DRAWING)DRAWING)
DRAWING)
IS POSITIONED
ISISPOSITIONED
POSITIONED
AS SHOWNAS
ASDUE
SHOWN
SHOWN
TO DUE
BUS
DUETO
STOP
TOBUS
BUS
OPERATIONS,
STOP
STOPOPERATIONS,
OPERATIONS,
AND AND
AND
3500
3500
3500
1200 MIN.
1200 MIN.
1200 MIN.
ROAD SAFETY
ROAD
ROADREQUIREMENTS
SAFETY
SAFETYREQUIREMENTS
REQUIREMENTS
AND
ANDISISNON-COMPLIANT
NON-COMPLIANT
WITH DSAPT.
WITH
WITHPLEASE
DSAPT.
DSAPT.PLEASE
PLEASE
LIAISE WITH
LIAISE
LIAISE
TRANSLINK
WITH
WITHTRANSLINK
TRANSLINK
FOR DETAILS
FOR
FORDETAILS
ON
DETAILS
THIS ON
REQUIREMENT.
ONTHIS
THISREQUIREMENT.
REQUIREMENT.
2070
2070
2070
2070
2070
2070
12 1212
BUS STOP
BUS
BUS
SEAT
STOP
STOP
SHOULD
SEAT
SEATSHOULD
INCLUDE
SHOULDINCLUDE
INCLUDE
ANODISEDANODISED
ANODISED
ALUMINIUM
ALUMINIUM
ALUMINIUM
BATTENSBATTENS
BATTENS
WITH WITHWITH
ARMRESTS
ARMRESTS
ARMRESTS
ALONG THE ALONG
ALONG
SEAT.
THE
THE
SEATS
SEAT.
SEAT.
SHOULD
SEATS
SEATSSHOULD
BE
SHOULD
BOLTED
BE
BEBOLTED
TO
BOLTED
HARDSTAND
TO
TOHARDSTAND
HARDSTAND
AREA, AND
AREA,
AREA,
MADEAND
ANDFROM
MADE
MADE EASILY
FROM
FROMMAINTAINED
EASILY
EASILYMAINTAINED
MAINTAINED
MATERIALS.
MATERIALS.
MATERIALS.
SEATS TO
SEATS
SEATS
BE TO
TOBEBE
900
900
900
COMPLIANT
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH
WITHWHERE
DSAPT.
DSAPT.AWHERE
WHERE
SEAT ABUTS
AASEAT
SEAT
AABUTS
CONTINUOUS
ABUTSAACONTINUOUS
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH OFPATH
PATH
TRAVEL,
OFOFTRAVEL,
ENSURE
TRAVEL,ENSURE
MINIMUM
ENSUREMINIMUM
MINIMUM
30% LUMINANCE
30%
30%LUMINANCE
LUMINANCE
CONTRAST CONTRAST
CONTRAST
AGAINSTAGAINST
AGAINST
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.FLOORING).
FLOORING). 1200 MIN.1200
1200MIN.
MIN.
TOP OF KERB
TOPOF
TOP FACE
OFKERB
KERBFACE
FACE TOP OF KERB
TOPOF
TOP FACE
OFKERB
KERBFACE
FACE
13 1313
BUS STOP
BUS
BUS
BINSTOP
STOP
SHOULD
BIN
BINSHOULD
BE
SHOULD
AN 80BE
BE
LITRE
AN
AN80CIRCULAR
80LITRE
LITRECIRCULAR
CIRCULAR
CONSTRUCTION
CONSTRUCTION
CONSTRUCTION
(SMALL (SMALL
(SMALL
SLOT PERFORATIONS)
SLOT WHICH CAN
SLOTPERFORATIONS)
PERFORATIONS) WHICH BE CAN
WHICH CANBE
EASILYBEMAINTAINED.
EASILYMAINTAINED.
EASILY MAINTAINED.
BIN SHOULD BINSHOULD
BIN SHOULD
AINCLUDE
INCLUDEINCLUDE AAGALVANISED
GALVANISEDGALVANISED STEEL
STEEL LINER
STEEL ANDLINER
LINER ANDAABIRD-PROOF
A BIRD-PROOF
AND BIRD-PROOF
LID. WHERE
LID.
LID. BIN
WHERE
WHEREBIN BIN
ABUTS AABUTS
CONTINUOUS
ABUTSAACONTINUOUS
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH OFPATH
TRAVEL
PATHOFOFENSURE
TRAVEL
TRAVELENSURE
MINIMUM
ENSUREMINIMUM
30%
MINIMUM30%30% 2 2HARDSTAND
2 HARDSTAND
HARDSTAND
- MID/ FRONT
- -MID/
MID/FRONT
FRONT
FOOTPATH
FOOTPATH
FOOTPATH 4 4HARDSTAND
4 HARDSTAND
HARDSTAND
- SHARED
- -SHARED
SHARED
ACCESS
ACCESS
ACCESS
PATH BEHIND
PATH
PATHBEHIND
BEHIND
LUMINANCE
LUMINANCE
LUMINANCE
CONTRAST CONTRAST
CONTRAST
AGAINSTAGAINST
BACKGROUND
AGAINSTBACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.FLOORING).
FLOORING).
BIN TO BE BIN
BINTOTOBE
BE - - 1:100@A3
- 1:100@A3
1:100@A3 - - 1:100@A3
- 1:100@A3
1:100@A3
MINIMUMMINIMUM
500MM
MINIMUM SETBACK
500MM
500MMSETBACK
FROM
SETBACK
ACCESS
FROM
FROMACCESS
PATHWAY.
ACCESSPATHWAY.
PATHWAY.
ADDITIONAL
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
14 1414
ALL BUS ALL
STOPS
ALLBUS
BUS
TO
STOPS
STOPS
BE DSAPT
TO
TOBE
BE
COMPLIANT.
DSAPT
DSAPTCOMPLIANT.
COMPLIANT.
FOR FURTHER
FOR
FORFURTHER
FURTHER
GUIDANCEGUIDANCE
GUIDANCE
REFER REFER
REFER
TO THE RELEVANT
TO
TOTHE
THERELEVANT
RELEVANT
STANDARDS,
STANDARDS,
STANDARDS,
TRANSLINK
TRANSLINK
TRANSLINK
GUIDANCE
GUIDANCE
GUIDANCE
AND RELEVANT
AND
ANDRELEVANT
RELEVANT
LOCAL LOCAL
LOCAL
GOVERNMENT
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
15 1515
ALL BUS ALL
STOP
ALLBUS
BUS
COMPONENTS
STOP
STOPCOMPONENTS
COMPONENTS
SHOULD SHOULD
BE
SHOULD
POSITIONED
BE
BEPOSITIONED
POSITIONED
IN CONSIDERATION
ININCONSIDERATION
CONSIDERATION
OF OFOF
RELEVANTRELEVANT
RELEVANT
ONSITE ONSITE
CONDITIONS
ONSITE CONDITIONS
CONDITIONS
WITH REFERENCE
WITH
WITH REFERENCE
REFERENCE
TO THETO TO
GUIDANCE
THE
THE GUIDANCE
GUIDANCE
CONTAINED
CONTAINED
CONTAINED
WITHIN THE
WITHIN
WITHIN
PTIM,
THE
THE
AND
PTIM,
PTIM,
FORAND
AND
ADDITIONAL
FOR
FORADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
AND AND
AND
DESIGN ALTERNATIVES
DESIGN
DESIGNALTERNATIVES
ALTERNATIVES
REFER TOREFER
REFER
THE TO
COMPONENTS
TOTHE
THECOMPONENTS
COMPONENTS
TABLE CONTAINED
TABLE
TABLECONTAINED
CONTAINED
IN ININ
THE PTIM.
THE
THEPTIM.
PTIM. PTIM,PTIM,
PTIM,
BUS STOP
BUS
BUSSTOP
STOP
INFRASTRUCTURE
INFRASTRUCTURE
INFRASTRUCTURE
CHAPTERCHAPTER
CHAPTER
16 1616
REFER REFER
TO
REFER
PTIMTO
ABBREVIATIONS
TOGLOSSARY
PTIM
ABBREVIATIONS
PTIM GLOSSARY
ABBREVIATIONS
GLOSSARY
FOR DEFINITIONS
FOR DEFINITIONS
FOR
FOR
FORDEFINITIONS
DEFINITIONS
FOR DEFINITIONS
OF ACRONYMS.
OF
DEFINITIONS
OF TERMS
OFACRONYMS.
ACRONYMS.
OF
OF TERMS
AND
TERMS
PTIM
AND
AND PTIM
PTIM
REGULAR
REGULAR
REGULAR
STOPSTOP
STOP
- SITE- -LAYOUT
SITE
SITELAYOUT
LAYOUT
- ACCESS
- -ACCESS
ACCESS
EXAMPLES
EXAMPLES
EXAMPLES
17 1717
ALL DRAWING
ALL
ALLDRAWING
DRAWING
DIMENSIONS
DIMENSIONS
DIMENSIONS
ARE IN MILLIMETRES
ARE
AREININMILLIMETRES
MILLIMETRES
UNLESS NOTED
UNLESS
UNLESS
OTHERWISE.
NOTED
NOTEDOTHERWISE.
OTHERWISE.
DRG 5-0015
DRG
DRG5-0015
5-0015
* * *DIMENSION
DIMENSION
DIMENSION
TO BE CONFIRMED
TO
TOBE
BECONFIRMED
CONFIRMED
ON SITE IN
ONON
RELATION
SITE
SITEININRELATION
RELATION
TO SITE CONDITIONS.
TO
TOSITE
SITECONDITIONS.
CONDITIONS.
- -- JULY 2013
JULY 2013 A
JULY2013 AA
NOTES:
NOTES:
NOTES:
HARDSTAND
HARDSTAND
HARDSTAND
1 1 THE 1MANDATORY
THE MANDATORY
THE (COMPLIANT
MANDATORY
(COMPLIANT
TO(COMPLIANT
DSAPT)
TO DSAPT)
MINIMUM
TO DSAPT)
MINIMUM
BOARDING
MINIMUM
BOARDING
POINT
BOARDING
POINT POINT
HARDSTAND
HARDSTAND
AREA
HARDSTAND
IS AREA
1540MM
AREA
IS 1540MM
X 2070MM,
IS 1540MM
X 2070MM,
POSITIONED
X 2070MM,
POSITIONED
ASPOSITIONED
SHOWNAS ON
SHOWN
AS
THESHOWN
ON THE
ON THE
TRANSLINK
TRANSLINK
DRAWINGS.
TRANSLINK
DRAWINGS.
A LARGER
DRAWINGS.
A LARGER
HARDSTAND
A LARGER
HARDSTAND
AREA
HARDSTAND
IS AREA
PREFERRED
IS
AREA
PREFERRED
IS
ANDPREFERRED
IS AND ISAND IS HARDSTAND
HARDSTAND
HARDSTAND
DEPENDENT
DEPENDENT
ONDEPENDENT
SITE SPECIFIC
ON SITEONSPECIFIC
CONDITIONS.
SITE SPECIFIC
CONDITIONS.
CONDITIONS. & EXTENSION
& EXTENSION
& EXTENSION
2 2 THE MANDATORY
2 THE MANDATORY
THELONGITUDINAL
MANDATORY
LONGITUDINAL
LONGITUDINAL
AND CROSS ANDFALL
CROSS
ANDGRADIENT
CROSS
FALL GRADIENT
FALL
AT BOARDING
GRADIENT
AT BOARDING
AT BOARDING
POINT ISPOINT
MAXIMUM
POINT
IS MAXIMUM
1:40
IS FALL
MAXIMUM
1:40
ACROSS
FALL
1:40ACROSS
THE
FALLBOARDING
ACROSS
THE BOARDING
THE
POINT
BOARDING
AREA
POINT
(SHOWN
POINT
AREA (SHOWN
AREA (SHOWN
HATCHED).
HATCHED).
ALL HATCHED).
OTHERALLHARDSTAND
OTHER
ALL OTHER
HARDSTAND
AND
HARDSTAND
ADJACENT
AND ADJACENT
AND
AREASADJACENT
TOAREAS
THE AREAS
BUS
TO THE
STOP
TOBUS
THESTOP
BUS STOP
SHALL MEET
SHALL
APPLICABLE
SHALL
MEET APPLICABLE
MEETSTANDARDS
APPLICABLE
STANDARDS
IN STANDARDS
RELATION
IN RELATION
TOINTHE
RELATION
ADJACENT
TO THETOADJACENT
THE
SITEADJACENT
SITE SITE
CONDITIONS,
CONDITIONS,
AND
CONDITIONS,
TO AND
PREFERABLY
TO
ANDPREFERABLY
TOACHIEVE
PREFERABLYACHIEVE
A LONGITUDINAL
ACHIEVE
A LONGITUDINAL
A LONGITUDINAL
AND CROSSAND CROSS
AND CROSS
FALL GRADIENT
FALL GRADIENT
FALL
OF MAXIMUM
GRADIENT
OF MAXIMUM
1:40
OFFALL.
MAXIMUM
1:40 FALL.
1:40 FALL.
3 3 HARDSTANDS
3 HARDSTANDS
SHALL
HARDSTANDS
BESHALL
MINIMUM
SHALL
BE MINIMUM
125MM
BE MINIMUM
THICK
125MMBROOM
125MM
THICK FINISHED
THICK
BROOMBROOM
FINISHED
(FOR FINISHED
SLIP
(FOR SLIP
(FOR SLIP 25m PREFERRED
25m PREFERRED
25m PREFERRED 10m MINIMUM
10m MINIMUM BUS ZONE
BUS ZONE
RESISTANCE)
RESISTANCE)
GRADE
RESISTANCE)
N25
GRADE
CONCRETE
GRADE
N25 CONCRETE
N25
SL72CONCRETE
MESH
SL72
PLACED
MESH
SL72 CENTRALLY,
PLACED
MESH PLACED
CENTRALLY,
OR,CENTRALLY,
AS OR, ASOR, AS LENGTH VARIES
LENGTHLENGTH
TO SUITVARIES
VARIES QUANTITY
TO SUITTOQUANTITY
SUIT
AND QUANTITY
AND AND
REQUIRED
REQUIRED
BY THE
REQUIRED
RELEVANT
BY THEBY
RELEVANT
THE
STATUTORY
RELEVANT
STATUTORY
AUTHORITY.
STATUTORY
AUTHORITY.
FOR
AUTHORITY.
SLABFOR
THICKENING
SLAB
FORTHICKENING
SLAB THICKENING TYPE OF TYPE
BUSES TYPE
OFUSING
OFSTOP
BUSES BUSES
AND
USING USING
TYPEAND
STOP STOP AND TYPE
TYPE
AT FURNITURE
AT FURNITURE
AT
LOCATIONS,
FURNITURE
LOCATIONS,
AND
LOCATIONS,
JOINT
ANDLAYOUT
JOINT
AND AND
JOINT
LAYOUT
SPECIFICATIONS
LAYOUT
AND SPECIFICATIONS
AND SPECIFICATIONS
REFER REFERREFER OF OPERATION OF OPERATION
OF OPERATION
TO LOCALTOGOVERNMENT
LOCAL
TO LOCAL
GOVERNMENT
SPECIFIC
GOVERNMENT
SPECIFIC
REQUIREMENTS.
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
4 4A CLEAR
4 A HARDSTAND
CLEAR
A CLEAR
HARDSTAND
ACCESS
HARDSTAND
ACCESS
SPACEACCESS
OF
SPACE
1200MM
SPACE
OF 1200MM
MINIMUM
OF 1200MM
MINIMUM
IS REQUIRED
MINIMUM
IS REQUIRED
IS REQUIRED CL BUS STOP
CL BUSCLSTOP
SIGN BUSSIGN
STOP SIGN
BETWEENBETWEEN
ANDBETWEEN
AROUND
AND AROUND
AND
ALL AROUND
BUSALLSTOP
BUS
ALL INFRASTRUCTURE
STOP
BUS STOP
INFRASTRUCTURE
INFRASTRUCTURE
(1500MM (1500MM(1500MM
DESIRABLE).
DESIRABLE).
DIRECTION
OF TRAFFIC
DIRECTION
OF TRAFFIC
FLOW
OF TRAFFIC
FLOW FLOW
ACCESS ACCESS
ACCESS
5 5 WHERE
5 BUS
WHERE
STOPS
WHERE
BUSARE
STOPS
BUS
LOCATED
STOPS
ARE LOCATED
ALONG
ARE LOCATED
BICYCLE
ALONGALONG
BICYCLE
ROUTES,
BICYCLE
ROUTES,
SHARED
ROUTES,
SHARED
ACCESS SHARED
ACCESSACCESS 1 1KEY1PLAN
KEY PLAN
KEY PLAN
PATHS SHOULD
PATHSPATHS
SHOULD
BE APPLIED
SHOULD
BE APPLIED
AS BE
PERAPPLIED
LOCAL
AS PERGOVERNMENT
ASLOCAL
PER LOCAL
GOVERNMENT
REQUIREMENTS
GOVERNMENT
REQUIREMENTS
REQUIREMENTS
OR OR OR -1:500@A3
- 1:500@A3
WITH REFERENCE
WITH WITH
REFERENCE
TOREFERENCE
RELEVANT
TO RELEVANT
TO
GUIDELINE
RELEVANT
GUIDELINE
DIMENSIONS
GUIDELINE
DIMENSIONS
GIVEN
DIMENSIONS
INGIVEN
THE GIVEN
IN THEIN THE
- 1:500@A3
APPLICABLE
APPLICABLE
STANDARDS,
APPLICABLE
STANDARDS,
TMR
STANDARDS,
GUIDELINES,
TMR GUIDELINES,
TMRAND
GUIDELINES,
AUSTROADS.
AND AUSTROADS.
AND AUSTROADS.
6 6 CIRCULATION
6 CIRCULATION
OF
CIRCULATION
WHEELCHAIRS
OF WHEELCHAIRS
OF SHOULD
WHEELCHAIRS
SHOULD
BE CONSIDERED
SHOULD
BE CONSIDERED
BEATCONSIDERED
EACH AT
BUSEACH
STOP
AT BUS
EACHSTOP
BUS STOP
BASED ON BASED
SITEBASED
ON
SPECIFIC
SITE
ONSPECIFIC
CONDITIONS
SITE SPECIFIC
CONDITIONS
AND
CONDITIONS
TO ADDRESS
AND TO AND
ADDRESS
COMPLIANCE
TO ADDRESS
COMPLIANCE
WITH
COMPLIANCE
WITH WITH
HARDSTAND
HARDSTAND
SIZE
HARDSTAND
MAYSIZE
VARYMAY
SIZE
DEPENDING
VARY
MAYDEPENDING
VARY
ONDEPENDING
EXISTING
ON EXISTING
SITE
ON EXISTING
SITE SITE
DSAPT. LINE-MARKING
DSAPT.DSAPT.
LINE-MARKING
LINE-MARKING
OF THE OF 2No.THE
ALLOCATED
OF 2No.
THE ALLOCATED
2No.SPACES
ALLOCATED
SPACES
(PWD SPACES
WAITING
(PWD (PWD
WAITING
WAITING
CONDITIONS.
CONDITIONS.
CONDITIONS.
ZONES) ISZONES)
NOT REQUIRED.
ZONES)
IS NOTISREQUIRED.
NOT REQUIRED.
7 7 TACTILE
7 GROUND
TACTILETACTILE
GROUND
SURFACE
GROUND
SURFACE
INDICATORS
SURFACE
INDICATORS
(TGSI)
INDICATORS
SHOULD
(TGSI) SHOULD
PREFERABLY
(TGSI) SHOULDPREFERABLY
BEPREFERABLY
BE BE INTERMEDIATE SHELTER.
INTERMEDIATE
INTERMEDIATE SHELTER.
SHELTER.
INSTALLED
INSTALLED
AS SHOWN
INSTALLED
ASON
SHOWN
THE
AS SHOWN
TRANSLINK
ON THEON TRANSLINK
THE
DRAWINGS.
TRANSLINK
DRAWINGS.
WHEREDRAWINGS.
THERE
WHEREIS WHERE
THERE
A THERE
IS A IS A
PATHWAYPATHWAY
ACCESSING
PATHWAY
ACCESSING
A BUS
ACCESSING
STOP,
A BUS
DIRECTIONAL
STOP,
A BUS DIRECTIONAL
STOP,TGSI
DIRECTIONAL
SHALLTGSIBESHALL
INSTALLED
TGSI SHALL
BE INSTALLED
BE INSTALLED
FOR THE FOR
FULLTHE
WIDTH
FORFULL
THE
OFWIDTH
FULL
THE PATH
WIDTH
OF THEOFOFPATH
TRAVEL
THEOF PATH
OVER
TRAVEL
OFATRAVEL
MINIMUM
OVER AOVER MINIMUM
600MMA MINIMUM
600MM600MM 2NO. 800x1300
2NO. 800x1300
PWD
2NO.WAITING
800x1300
PWD WAITING
ZONES.
PWD WAITING
ZONES.ZONES.
DEPTH AND
DEPTH
PERPENDICULAR
DEPTH
AND PERPENDICULAR
AND PERPENDICULAR
TO THE DIRECTION
TO THETO DIRECTION
THE
OF TRAVEL
DIRECTION
OFWHEN
TRAVEL
OF TRAVEL
WHEN WHEN
350 350 350
APPROACHING.
APPROACHING.
APPROACHING.
DIRECTIONAL
DIRECTIONAL
TGSI
DIRECTIONAL
SHALLTGSIBESHALL
USED
TGSI SHALL
BE
ACROSS
USED BE ACROSS
THE
USED OPEN
ACROSS
THESPACE
OPEN
THE SPACE
OPEN SPACE
FROM THEFROM
ACCESS
THE
FROMPATHWAY
ACCESS
THE ACCESS
PATHWAY
DIRECTIONAL
PATHWAY
DIRECTIONAL
TGSI
DIRECTIONAL
TO THE
TGSIBOARDING
TO
TGSI
THETO BOARDING
THE
POINT BOARDING
POINT POINT BIN, REFER
BIN,NOTES.
REFER
BIN, REFER
NOTES.NOTES.
350
350
350
WARNINGWARNING
TGSI.WARNING
TGSI
TGSI.
TO EXTEND
TGSI
TGSI.TOTGSI
TO
EXTEND
THE
TO EXTEND
SHORELINE
TO THETO SHORELINE
THE
- I.E.SHORELINE
BUILDING
- I.E. BUILDING
LINE,
- I.E. BUILDING
LINE, LINE,
WALL, A FENCE,
WALL, AWALL,
AFENCE,
KERB,
A FENCE,
OR
A KERB,
A GRASS
A OR
KERB,
AVERGE
GRASS
OR A WHERE
GRASS
VERGEVERGE
APPLICABLE.
WHEREWHEREAPPLICABLE.
APPLICABLE.
8 8 THE 8COLOUR
THE COLOUR
THE
OF TGSI OFSHALL
COLOUR OF BE
TGSI SHALL
SELECTED
TGSI SHALL BASED
BE SELECTED
BE ON
BASED
SELECTED SITE
BASED
ON
SPECIFIC
SITE
ON SPECIFIC
SITE SPECIFIC
EXISTINGEXISTING
OR FUTURE
EXISTING
OR ACCESS
FUTURE
OR FUTURE
PATHWAY
ACCESSACCESS
PATHWAY
PATHWAY NOMINALNOMINAL
SHORELINE.
NOMINAL
SHORELINE.
SHORELINE.
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
TGSI
INTEGRATED
SHALL
TGSI HAVE
TGSI
SHALL SHALL
A HAVE
MINIMUM
HAVE
A MINIMUM
COLOUR
A MINIMUMCOLOUR COLOUR
MIN.
MIN.
MIN.
LOCATION,
LOCATION,
CONFIRM
LOCATION,
CONFIRM
ON SITE.
CONFIRM
ON SITE.
ON SITE.
500
500
500
CONTRASTCONTRAST
OF 30%
CONTRAST
COMPARED
OF 30%OFCOMPARED
30%
TO COMPARED
THE AMOUNT
TO THETOAMOUNT
OF
THELIGHT
AMOUNT
OF
REFLECTED
LIGHT
OF LIGHT
REFLECTED
FROM
REFLECTED
FROM FROM
THE SURFACE
THE SURFACE
THE
OF THE
SURFACE
ADJACENT
OF THEOFADJACENT
THE
PATH
ADJACENT
OFPATH
TRAVEL.
OF
PATHTRAVEL.
FOR
OF EXAMPLE;
TRAVEL.
FOR EXAMPLE;
FOR
FOR EXAMPLE;
A FOR AFOR A DIRECTIONAL
DIRECTIONAL TGSI'S TOTGSI'S
DIRECTIONAL TO BE INSTALLED
BE INSTALLED
TGSI'S TOAND AND TO
BE INSTALLED
EXTEND EXTEND
AND TO SHORELINE,
SHORELINE,
EXTEND TO SHORELINE,
LIGHT CONCRETE
LIGHT LIGHT
CONCRETE
COLOURED
CONCRETE
COLOURED
PATH
COLOURED
OFPATH
TRAVEL,
PATH
OF TRAVEL,
DARK
OF TRAVEL,
COLOURED
DARK DARK
COLOURED
(E.G.
COLOURED
(E.G. (E.G. ACCESS PATHWAY
ACCESSACCESS
PATHWAY
MINIMUM
PATHWAY
MINIMUM
1200MM *
MINIMUM *
1200MM1200MM * REFERREFER
REFER NOTES. NOTES.NOTES.
BLACK) TGSI
BLACK)
MAY
BLACK)
TGSI
BE APPROPRIATE.
MAY
TGSIBEMAY
APPROPRIATE.
BE APPROPRIATE.
FOR A BLACK
FOR ABITUMEN
FOR
BLACKA BLACK
BITUMEN
PATH BITUMEN
OF PATH
TRAVELOF
PATHTRAVEL
OF TRAVEL (WIDTH VARIES).
(WIDTH(WIDTH
VARIES).
VARIES). * * * APPROX.APPROX.
2m AREA 2m
TO AREA
APPROX.BE 2m TO
KEPT BE
AREA KEPT
CLEAR OFCLEAR
TO BE KEPT OF ALLOF
ALL INFRASTRUCTURE
CLEAR INFRASTRUCTURE FOR FOR
ALL INFRASTRUCTURE
FOR
4200
4200
4200
LIGHT COLOURED
LIGHT COLOURED
LIGHT
(E.G.COLOURED
WHITE
(E.G.
ORWHITE
(E.G.
YELLOW)
WHITE
OR YELLOW)
TGSI
ORMAY
YELLOW)
TGSI
BE APPROPRIATE.
MAY
TGSIBEMAY
APPROPRIATE.
BE APPROPRIATE.
THIS THIS THIS MAINTENANCE
MAINTENANCE ACCESS ACCESS
MAINTENANCE
TO TO LIGHTBOX/
LIGHTBOX/
ACCESS ADVERTISING
ADVERTISING
TO LIGHTBOX/ CABINET CABINET
ADVERTISING
. .
CABINET .
CONTRASTCONTRAST
MUST
CONTRAST
BEMUST
MAINTAINED
BE
MUST
MAINTAINED
BE
IN BOTH
MAINTAINED
WET
IN BOTH
AND
IN WET
BOTH
DRYAND
CONDITIONS.
WETDRY
ANDCONDITIONS.
DRY CONDITIONS.
MANDATORY MINIMUM
MANDATORY
MANDATORY CONCRETE
MINIMUM
MINIMUM HARDSTAND
CONCRETE
CONCRETE BOARDING
HARDSTAND
HARDSTAND POINT
BOARDING
BOARDING POINT POINT
2070 MINIMUM
MINIMUM
2070 MINIMUM
SHELTERSHELTER
SHELTER AREA SHOWN
AREADIAGONAL
AREA SHOWN
SHOWN HATCHED,
DIAGONAL
DIAGONAL REFER
HATCHED,
NOTES.
HATCHED, REFERREFER
NOTES.NOTES.
2070MIN.
1200 MIN.
1200 MIN.
9 9 FOR OPTIONS
9 FOR OPTIONS
OF
FOR SHELTER
OPTIONS
OF SHELTER
TYPES
OF SHELTER
FOR
TYPES
INTERMEDIATE
TYPES
FOR INTERMEDIATE
FOR INTERMEDIATE
AND PREMIUM
AND PREMIUM
STOPS
AND PREMIUM
STOPSSTOPS WARNINGWARNING
TGSI'SWARNING
TOTGSI'S
BE INSTALLED
TGSI'S
TO BE INSTALLED
TOAT
BEALL
INSTALLED
STOPS,
AT ALLREFER
AT
STOPS,
ALL NOTES.
STOPS,
REFERREFER
NOTES.NOTES.
REFER TO
REFER
TRANSLINK
REFER
TO TRANSLINK
DRAWINGS.
TO TRANSLINK
DRAWINGS.
WHERE
DRAWINGS.
AWHERE
SHELTER
WHERE
A SHELTER
ABUTS
A SHELTER
A ABUTS
CONTINUOUS
ABUTS
A CONTINUOUS
A CONTINUOUS CL CL CL LIGHT POLE
LIGHT
(SITE
POLE
LIGHT
SPECIFIC).
(SITE
POLESPECIFIC).
(SITE SPECIFIC).
600
600
600
1200
ACCESSIBLE
ACCESSIBLE
PATH
ACCESSIBLE
OF PATH
TRAVEL,
OF
PATH
TRAVEL,
ENSURE
OF TRAVEL,
ENSURE
MINIMUMENSURE
MINIMUM
30% LUMINANCE
MINIMUM
30% LUMINANCE
30%
CONTRAST
LUMINANCE
CONTRAST
CONTRAST
600
600
600
SETOUT OF
SETOUT
BUSSETOUT
STOP
OF BUS
SIGNAGE,
OFSTOP
BUSSIGNAGE,
STOP
REFERSIGNAGE,
NOTES.
REFERREFER
NOTES.NOTES.
AGAINST AGAINST
BACKGROUND
AGAINST
BACKGROUND
(E.G.
BACKGROUND
FLOORING).
(E.G. FLOORING).
(E.G. FLOORING).
300 300 300
FURNITURE
FURNITURE
& SIGNAGE
FURNITURE
& SIGNAGE
& SIGNAGE 1200 MIN.1200 MIN.
1200 MIN. TO SIGN FACE TOFACE
TO SIGN SIGN FACE TOP OF KERB
TOP OF
FACE.
TOP
KERB
OFFACE.
KERB FACE.
300
300
300
10 10FOR 10
DETAILS
FOR DETAILS
OF
FOR
BUSDETAILS
STOP
OF BUSSIGNAGE
OFSTOP
BUS SIGNAGE
STOP
(J-POLE/BLADE)
SIGNAGE
(J-POLE/BLADE)
(J-POLE/BLADE)
AND FOOTING
AND FOOTING
DETAILS
AND FOOTING
DETAILS
DETAILS
BUS ZONEBUS
SIGN
ZONE
BUS SIGN
ZONE SIGN BUS ZONEBUS
SIGN
ZONE
BUS SIGN
ZONE SIGN
REFER TO
REFER
TRANSLINK
REFER
TO TRANSLINK
SIGNAGE
TO TRANSLINK
SIGNAGE
MANUAL.
SIGNAGE
MANUAL.
MANUAL. 150 150210 150 210 210
REFER MUTCD
REFERREFER
MUTCDMUTCD REFER MUTCD
REFERREFER
MUTCDMUTCD
2500
2500
2500
11 11SETOUT
11 SETOUT
OF BLADE
SETOUT
OF SIGN
BLADE
OF (REFER
BLADE
SIGN SIGN
(REFER
TO THE(REFER
TOPREMIUM
THE
TO PREMIUM
THE
STOPPREMIUM
TRANSLINK
STOP STOP
TRANSLINKPART 11 PART 11
TRANSLINK PART 11 CL CL CL PART 11 PART 11
PART 11
DRAWING)DRAWING)
IS POSITIONED
DRAWING)
IS POSITIONED
IS
ASPOSITIONED
SHOWNAS DUE
SHOWN
ASTOSHOWN
BUS
DUE STOP
TO
DUE
BUSOPERATIONS,
TOSTOP
BUS OPERATIONS,
STOPAND
OPERATIONS,
AND AND
6460 6460 6460 790 600790 790
600 600
ROAD SAFETY
ROAD REQUIREMENTS
SAFETY
ROAD SAFETY
REQUIREMENTS
REQUIREMENTS
AND ISAND
NON-COMPLIANT
IS NON-COMPLIANT
WITH DSAPT.
WITH PLEASE
DSAPT.
WITH DSAPT.
PLEASEPLEASE
LIAISE WITH
LIAISE
TRANSLINK
LIAISE
WITH TRANSLINK
WITH
FORTRANSLINK
DETAILS
FOR DETAILS
ONFOR
THIS
DETAILS
REQUIREMENT.
ON THIS
ONREQUIREMENT.
THIS REQUIREMENT. YELLOW YELLOW
BUS STOP
YELLOW
MARKINGS
BUS BUSMARKINGS
STOP STOP
IF REQUIRED,
MARKINGS ASIFPER
REQUIRED,
IF REQUIRED, REGULATIONS
AS PERAS PER REGULATIONS
REGULATIONS
12 12BUS 12
STOP
BUSSEAT
STOP
BUSSHOULD
STOP
SEAT SHOULD
SEAT
INCLUDE
SHOULD
INCLUDE
ANODISED
INCLUDE
ANODISED
ALUMINIUM
ANODISED
ALUMINIUM
BATTENS
ALUMINIUM
BATTENS
WITHBATTENS
WITH WITH
ARMRESTS
ARMRESTS
ALONG
ARMRESTS
THE
ALONGSEAT.
ALONG
THESEATS
SEAT.
THESHOULD
SEAT.
SEATSSEATS
SHOULD
BE BOLTED
SHOULD
BE BOLTED
TOBEHARDSTAND
BOLTED
TO HARDSTAND
TO HARDSTAND 1540 MIN.1540 MIN. 2500 MIN.2500 MIN.
1540 MIN. 2500 MIN.
AREA, AND
AREA,
MADE
AREA,
ANDFROM
MADE
AND EASILY
MADE
FROM FROM
MAINTAINED
EASILYEASILY
MAINTAINED
MATERIALS.
MAINTAINED
MATERIALS.
SEATS
MATERIALS.
TO
SEATS
BE SEATS
TO BETO BE 2070 MINIMUM
2070 MINIMUM
2070 MINIMUM
COMPLIANT
COMPLIANT
WITH
COMPLIANT
DSAPT.
WITH WHERE
DSAPT.
WITH DSAPT.
AWHERE
SEAT WHERE
ABUTS
A SEATAAABUTS
CONTINUOUS
SEAT ABUTS
A CONTINUOUS
AACCESSIBLE
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
PATH OFPATH
TRAVEL,
OF
PATH
TRAVEL,
ENSURE
OF TRAVEL,
ENSURE
MINIMUM
ENSURE
MINIMUM
30% LUMINANCE
MINIMUM
30% LUMINANCE
30%
CONTRAST
LUMINANCE
CONTRAST
AGAINST
CONTRAST
AGAINST
AGAINST
BACKGROUND
BACKGROUND
(E.G.
BACKGROUND
FLOORING).
(E.G. FLOORING).
(E.G. FLOORING).
* * *
EDGE OFEDGE
SHELTER
OF
EDGE
SHELTER
TOOF
EDGE
SHELTER
TO
OFEDGE
HARDSTAND.
TO OF
EDGE
HARDSTAND.
OF HARDSTAND.
8000 8000 8000 1500 1500 1500
13 13BUS 13
STOP
BUSBINSTOP
BUS
SHOULD
BIN
STOPSHOULD
BEBIN
ANSHOULD
80BELITRE
AN BE
80CIRCULAR
AN
LITRE
80 LITRE
CIRCULAR
CONSTRUCTION
CIRCULAR
CONSTRUCTION
CONSTRUCTION
(SMALL (SMALL(SMALL
SLOT PERFORATIONS) WHICH
SLOT PERFORATIONS) CAN
BEWHICH
EASILY CAN
BE BE EASILY
MAINTAINED.
EASILY MAINTAINED.
MAINTAINED.
BIN SHOULD BIN SHOULD
BIN SHOULD HARDSTAND
HARDSTAND AREA AREA -AREA
HARDSTAND
- LENGTH LENGTH
MAY VARY MAY VARY
- LENGTH MAY VARY
INCLUDE INCLUDEINCLUDE
A GALVANISED ASTEEL
GALVANISED
A GALVANISED LINER STEEL
STEELANDLINER LINER
AND A AND
A BIRD-PROOFBIRD-PROOF
ALID.
BIRD-PROOF
WHERE
LID. BIN
WHERE
LID. WHERE
BIN BIN EXTENSION
EXTENSION TO HARDSTAND
TO HARDSTAND
EXTENSION TO
AREA TO AREA
HARDSTAND TO INCORPORATE
INCORPORATE
AREA TO BIN AND BIN AND
INCORPORATE BIN AND
ABUTS AABUTS
CONTINUOUS
ABUTS
A CONTINUOUS
AACCESSIBLE
CONTINUOUS
ACCESSIBLE
PATH
ACCESSIBLE
OFPATH
TRAVELOF
PATH
ENSURE
TRAVEL
OF TRAVEL
ENSURE
MINIMUM ENSURE
MINIMUM
30% MINIMUM
30% 30% FACILITATE
FACILITATE ACCESS ACCESS
FACILITATE
TO BACK TO BACK
ACCESS
FACE TOFACE
OF BUS OF
BACKSTOP BUS
FACESIGNAGE.
OFSTOP
BUSSIGNAGE.
STOP SIGNAGE.
LUMINANCE
LUMINANCE
CONTRAST
LUMINANCE
CONTRAST
AGAINST
CONTRAST
AGAINST
BACKGROUND
AGAINST
BACKGROUND
(E.G.
BACKGROUND
FLOORING).
(E.G. FLOORING).
(E.G.
BINFLOORING).
TO BE
BIN TOBIN
BE TO BE
MINIMUMMINIMUM
500MMMINIMUM
SETBACK
500MM500MM
SETBACK
FROMSETBACK
ACCESS
FROM PATHWAY.
ACCESS
FROM ACCESS
PATHWAY.
PATHWAY.
25m PREFFERED25m PREFFERED
25m PREFFERED 10m MINIMUM 10m MINIMUM
10m MINIMUM
ADDITIONAL
ADDITIONAL
REQUIREMENTS
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
CL CL CL
14 14ALL BUS
14 ALL
STOPS
BUS
ALL
TO
STOPS
BUS
BE DSAPT
STOPS
TO BECOMPLIANT.
TO
DSAPT
BE DSAPT
COMPLIANT.
FOR
COMPLIANT.
FURTHER
FOR FURTHER
GUIDANCE
FOR FURTHER
GUIDANCE
REFER
GUIDANCE
REFERREFER
TO THE RELEVANT
TO THETO
RELEVANT
THE
STANDARDS,
RELEVANT
STANDARDS,
TRANSLINK
STANDARDS,
TRANSLINK
GUIDANCE
TRANSLINK
GUIDANCE
ANDGUIDANCE
RELEVANT
AND RELEVANT
AND
LOCAL
RELEVANT
LOCALLOCAL
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS. 2 2SITE2LAYOUT
SITE SITE
LAYOUT
PLAN
LAYOUT
PLANPLAN
- -1:100@A3
- 1:100@A3
1:100@A3
15 15ALL BUS
15 ALL
STOP BUS
COMPONENTS
ALLSTOP
BUS COMPONENTS
STOP SHOULD
COMPONENTS
SHOULD
BE POSITIONED
SHOULD
BE POSITIONED
BE
IN POSITIONED
CONSIDERATION
IN CONSIDERATION
IN CONSIDERATION
OF OF OF
RELEVANTRELEVANT
ONSITE
RELEVANT
ONSITE
CONDITIONS
ONSITE
CONDITIONS
WITH
CONDITIONS
REFERENCE
WITH WITH
REFERENCE
TO
REFERENCE
THE TOGUIDANCE
THE
TO GUIDANCE
THE GUIDANCE
CONTAINED
CONTAINED
WITHIN
CONTAINED
THE
WITHIN
PTIM,
WITHIN
THEAND
PTIM,
THE
FORAND
PTIM,
ADDITIONAL
FOR
ANDADDITIONAL
FORREQUIREMENTS
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
AND AND AND
DESIGN ALTERNATIVES
DESIGNDESIGN
ALTERNATIVES
ALTERNATIVES
REFER TOREFER
THEREFER
COMPONENTS
TO THETOCOMPONENTS
THE TABLE
COMPONENTS
CONTAINED
TABLE TABLE
CONTAINED
IN CONTAINED
IN IN
THE PTIM.THE PTIM.
THE PTIM. PTIM,PTIM,
BUSPTIM,
STOP
BUSBUS
STOP
INFRASTRUCTURE
STOP
INFRASTRUCTURE
INFRASTRUCTURE
CHAPTER
CHAPTER
CHAPTER
16 16REFER
16 TO
REFER
PTIM
REFER
TOGLOSSARY
PTIM
TO PTIM
GLOSSARY
FOR
GLOSSARY
DEFINITIONS
FOR DEFINITIONS
FOR OF
DEFINITIONS
TERMS
OF TERMS
AND
OF PTIM
TERMS
AND PTIM
AND PTIM
ABBREVIATIONS
ABBREVIATIONS
ABBREVIATIONS
FOR DEFINITIONS
FOR DEFINITIONS
FOR
OFDEFINITIONS
ACRONYMS.
OF ACRONYMS.
OF ACRONYMS. INTERMEDIATE
INTERMEDIATE
INTERMEDIATE
STOPSTOP
- SITE
STOP
- LAYOUT
SITE
- SITE
LAYOUT
- LAYOUT
WITHOUT
- WITHOUT
- WITHOUT
INDENTED
INDENTED
INDENTED
BUS BAY
BUSBUS
BAYBAY
17 17ALL DRAWING
17 ALL DRAWING
DIMENSIONS
ALL DRAWING
DIMENSIONS
ARE
DIMENSIONS
IN MILLIMETRES
ARE INARE
MILLIMETRES
INUNLESS
MILLIMETRES
NOTED
UNLESSUNLESS
OTHERWISE.
NOTEDNOTED
OTHERWISE.
OTHERWISE.
DRG 5-0021
DRGDRG
5-0021
5-0021
* * DIMENSION
* DIMENSION
TO BE
DIMENSION
CONFIRMED
TO BE CONFIRMED
TO BE
ONCONFIRMED
SITE IN
ONRELATION
SITE
ONINSITE
RELATION
TOINSITE
RELATION
CONDITIONS.
TO SITETOCONDITIONS.
SITE CONDITIONS.
- - - JULY 2013
JULYJULY A
2013 2013 A A
NOTES:
NOTES:
NOTES:
HARDSTAND
HARDSTAND
HARDSTAND
1 1 THE
1 MANDATORY
THETHEMANDATORY
MANDATORY
(COMPLIANT
(COMPLIANT
(COMPLIANT
TO DSAPT)
TOTODSAPT)
MINIMUM
DSAPT)MINIMUM
BOARDING
MINIMUMBOARDING
BOARDING
POINT POINT
POINT
HARDSTAND
HARDSTAND
HARDSTAND
AREA ISAREA
1540MM
AREAIS IS
1540MM
X 1540MM
2070MM,
X 2070MM,
XPOSITIONED
2070MM,
POSITIONED
POSITIONED
AS SHOWNASASSHOWN
ONSHOWN
THE ONON
THETHE HARDSTAND
HARDSTAND HARDSTAND
TRANSLINK
TRANSLINK
TRANSLINK
DRAWINGS.
DRAWINGS.
DRAWINGS.
A LARGER A LARGER
HARDSTAND
A LARGERHARDSTAND
HARDSTAND
AREA IS AREA
PREFERRED
AREA
IS PREFERRED
IS PREFERRED
AND IS ANDAND
IS IS & EXTENSION
& EXTENSION
& EXTENSION
DEPENDENT
DEPENDENT
DEPENDENT
ON SITE ON
SPECIFIC
ON
SITE
SITE
SPECIFIC
CONDITIONS.
SPECIFIC
CONDITIONS.
CONDITIONS.
2 2 THE
2 MANDATORY
THE
THEMANDATORY
MANDATORY
LONGITUDINAL
LONGITUDINAL
LONGITUDINAL
AND CROSS ANDAND
FALL
CROSS
CROSS
GRADIENT
FALL
FALL
GRADIENT
GRADIENT
AT BOARDING
AT AT
BOARDING
BOARDING
POINT ISPOINT
MAXIMUM
POINT
IS IS
MAXIMUM
1:40
MAXIMUM
FALL1:40
ACROSS
1:40
FALL
FALL
ACROSS
THEACROSS
BOARDING
THE THE
BOARDING
BOARDING
POINT AREA
POINT
POINT
(SHOWN
AREA
AREA(SHOWN
(SHOWN
HATCHED).
HATCHED).
HATCHED).
ALL OTHERALLALL
HARDSTAND
OTHER
OTHER HARDSTAND
HARDSTAND
AND ADJACENT
AND
ANDADJACENT
ADJACENT
AREAS TOAREAS
THE
AREASBUS
TOTOTHE
STOP
THE
BUSBUS
STOP
STOP
SHALL MEET
SHALL
SHALL
APPLICABLE
MEET
MEET APPLICABLE
APPLICABLE
STANDARDS STANDARDS
STANDARDS
IN RELATION
IN IN
RELATION
TO
RELATION
THE TO
ADJACENT
TO
THETHE
ADJACENT
ADJACENT
SITE SITE
SITE 1:7 KERB1:71:K7ER
KEBRB 1:5 KER 1:51K:5ER
B KEBRB
3m
3m
3m
CONDITIONS,
CONDITIONS,
CONDITIONS,
AND TO ANDPREFERABLY
ANDTOTO PREFERABLY
PREFERABLY
ACHIEVEACHIEVE
AACHIEVE
LONGITUDINAL
A LONGITUDINAL
A LONGITUDINAL
AND CROSSANDAND
CROSS
CROSS
FALL GRADIENT
FALL
FALL
GRADIENT
OF
GRADIENT
MAXIMUM
OFOFMAXIMUM
1:40
MAXIMUM
FALL.1:401:40
FALL.
FALL.
21m MINIMUM
21m21m
MINIMUM
MINIMUM 25m PREFERRED
25m25m PREFERRED
15m15m
MINIMUM
MINIMUM BUS ZONE
BUS
BUS
ZONE
ZONE
3 3 HARDSTANDS
3 HARDSTANDS
HARDSTANDS
SHALL BE
SHALL
MINIMUM
SHALL
BEBEMINIMUM
125MM
MINIMUMTHICK
125MM
125MM
BROOM
THICK
THICK
FINISHED
BROOM
BROOMFINISHED
(FOR
FINISHED
SLIP
(FOR
(FOR
SLIP
SLIP
RESISTANCE)
RESISTANCE)
RESISTANCE)
GRADE N25
GRADE
GRADE
CONCRETE
N25N25
CONCRETE
CONCRETE
SL72 MESHSL72
SL72
PLACED
MESH
MESHPLACED
CENTRALLY,
PLACED
CENTRALLY,
CENTRALLY,
OR, AS OR,OR,ASAS LENGTH LENGTH
VARIES
LENGTHVARIES
TO TOTO
VARIES SUIT
SUIT QUANTITYQUANTITY
SUIT AND AND
QUANTITY
TYPE OFTYPE
AND OFOF
TYPE
REQUIRED
REQUIRED
BY
REQUIRED
THE RELEVANT
BYBY
THETHE
RELEVANT
STATUTORY
RELEVANTSTATUTORY
STATUTORY
AUTHORITY.
AUTHORITY.
AUTHORITY.
FOR SLABFOR
THICKENING
FOR
SLAB
SLAB
THICKENING
THICKENING BUSES
BUSES USING
BUSESUSING
STOP STOP
USING
AND AND
TYPE
STOP OF TYPE
AND OFOF
OPERATION
TYPE OPERATION
OPERATION
AT FURNITURE
AT AT
FURNITURE
FURNITURE
LOCATIONS,
LOCATIONS,
LOCATIONS,
AND JOINTAND
AND
LAYOUT
JOINT
JOINT
LAYOUT
ANDLAYOUT
SPECIFICATIONS
ANDAND
SPECIFICATIONS
SPECIFICATIONS
REFER REFER REFER
TO LOCAL
TOGOVERNMENT
TO
LOCAL
LOCAL
GOVERNMENT
GOVERNMENT
SPECIFICSPECIFIC
REQUIREMENTS.
REQUIREMENTS.
CL BUS STOP
CL CBUS
L SIGN
BUS
STOP
STOP
SIGN
SIGN
4 4 A4 CLEARA HARDSTAND
CLEAR
A CLEAR
HARDSTAND
HARDSTAND
ACCESS ACCESS
SPACE
ACCESSOF
SPACE
SPACE
1200MM
OFOF
1200MM
MINIMUM
1200MMMINIMUM
ISMINIMUM
REQUIRED
IS IS
REQUIRED
REQUIRED
BETWEEN BETWEEN
BETWEEN
AND AROUND
AND
ANDAROUND
ALL
AROUND
BUS
ALLALL
STOP
BUSBUS
INFRASTRUCTURE
STOP
STOPINFRASTRUCTURE
INFRASTRUCTURE
(1500MM (1500MM
(1500MM
DIRECTION
DIRECTION
DIRECTION
OF TRAFFIC
OFOF
TRAFFIC
FLOW
TRAFFIC
FLOW
FLOW
DESIRABLE).
DESIRABLE).
DESIRABLE).
ACCESS ACCESS
ACCESS
5 5 WHERE
5 BUS
WHERE
WHERE
STOPS
BUSBUS
ARE
STOPS
STOPS
LOCATED
ARE
ARE
LOCATED
ALONG
LOCATED
BICYCLE
ALONG
ALONG
BICYCLE
ROUTES,
BICYCLE
ROUTES,
SHARED
ROUTES,
SHARED
ACCESS
SHAREDACCESS
ACCESS 1 1KEY
1 PLAN
KEY
KEYPLAN
PLAN
PATHS SHOULD
PATHS
PATHS
SHOULD
BESHOULD
APPLIED
BEBE
APPLIED
ASAPPLIED
PER LOCAL
ASAS
PER
PER
GOVERNMENT
LOCAL
LOCAL
GOVERNMENT
GOVERNMENT
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
OR OROR - 1:500@A3
WITH REFERENCE
WITH
WITHREFERENCE
REFERENCE
TO RELEVANT
TOTORELEVANT
RELEVANT
GUIDELINE
GUIDELINE
GUIDELINE
DIMENSIONS
DIMENSIONS
DIMENSIONS
GIVEN INGIVEN
THE
GIVENIN IN
THE
THE
- - 1:500@A3
1:500@A3
APPLICABLE
APPLICABLE
APPLICABLE
STANDARDS,
STANDARDS,
STANDARDS,
TMR GUIDELINES,
TMRTMR
GUIDELINES,
GUIDELINES,
AND AUSTROADS.
ANDAND
AUSTROADS.
AUSTROADS.
6 6 CIRCULATION
6 CIRCULATION
CIRCULATION
OF WHEELCHAIRS
OFOFWHEELCHAIRS
WHEELCHAIRS
SHOULD SHOULD
BESHOULD
CONSIDERED
BEBE
CONSIDERED
CONSIDERED
AT EACHATBUS
AT
EACH
STOP
EACH
BUSBUS
STOP
STOP
BASED ONBASED
BASED
SITE ON
SPECIFIC
ON
SITE
SITE
SPECIFIC
CONDITIONS
SPECIFIC
CONDITIONS
CONDITIONS
AND TO AND
ADDRESS
AND
TOTO
ADDRESS
COMPLIANCE
ADDRESSCOMPLIANCE
COMPLIANCE
WITH WITH WITH
DSAPT. DSAPT.
LINE-MARKING
DSAPT.LINE-MARKING
LINE-MARKING
OF THE OF2No.
OFTHE
ALLOCATED
THE2No.
2No.ALLOCATED
ALLOCATED
SPACES SPACES
(PWD
SPACES
WAITING
(PWD
(PWDWAITING
WAITING
ZONES) IS
ZONES)
NOT
ZONES)
REQUIRED.
IS NOT
IS NOT
REQUIRED.
REQUIRED.
7 7 TACTILE
7 TACTILE
GROUND
TACTILE
GROUND
SURFACE
GROUND SURFACE
INDICATORS
SURFACE INDICATORS
INDICATORS
(TGSI) SHOULD
(TGSI)
(TGSI)SHOULD
PREFERABLY
SHOULD PREFERABLY
PREFERABLY
BE BEBE
INSTALLED
INSTALLED
INSTALLED
AS SHOWN ASASON
SHOWN
SHOWN
THE TRANSLINK
ONONTHETHE
TRANSLINK
TRANSLINK
DRAWINGS.DRAWINGS.
DRAWINGS.
WHERE THEREWHEREWHERE ISTHERE
A THERE
IS AIS A HARDSTANDHARDSTAND
SIZE MAYSIZE
HARDSTAND VARY
SIZE
MAYDEPENDING
MAY VARY
VARY DEPENDING
ON EXISTING
DEPENDING ONON SITE
EXISTING
EXISTING SITE
SITE
PATHWAY PATHWAY
ACCESSING
PATHWAY ACCESSING
ACCESSING
A BUS STOP,
A BUS
A BUS
DIRECTIONAL
STOP,
STOP,
DIRECTIONAL
DIRECTIONAL
TGSI SHALL TGSI
TGSI
BESHALL
INSTALLED
SHALL BEBE
INSTALLED
INSTALLED CONDITIONS.
CONDITIONS.
CONDITIONS.
FOR THEFOR
FULL
FOR
THE
WIDTH
THE
FULL
FULL
OFWIDTH
THE
WIDTHPATH
OFOF
THEOF
THEPATH
TRAVEL
PATH
OFOF
OVER
TRAVEL
TRAVEL
A MINIMUM
OVER
OVERA MINIMUM
A600MM
MINIMUM 600MM
600MM
DEPTH AND
DEPTH
DEPTH
PERPENDICULAR
ANDAND
PERPENDICULAR
PERPENDICULAR
TO THE DIRECTION
TOTO THETHE
DIRECTION
DIRECTION
OF TRAVEL OFOFWHEN
TRAVEL
TRAVEL WHENWHEN INTERMEDIATE
INTERMEDIATE
SHELTER.
INTERMEDIATE SHELTER.
SHELTER.
APPROACHING.
APPROACHING.
APPROACHING.
DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI SHALL
TGSITGSI
BESHALL
USED
SHALLBE
ACROSS
BE
USEDUSEDACROSS
THEACROSS
OPEN THESPACE
THE
OPEN
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SPACE
FROM THEFROM
ACCESS
FROM
THETHEACCESS
PATHWAY
ACCESS PATHWAY
DIRECTIONAL
PATHWAY DIRECTIONAL
DIRECTIONAL
TGSI TO TGSI
THE TGSI
BOARDING
TOTO
THE THEBOARDING
BOARDING
POINT POINT POINT 2NO. 800x1300
2NO.
2NO.
800x1300
PWD
800x1300
WAITING
PWD
PWD
WAITING
ZONES.
WAITING
ZONES.
ZONES.
WARNINGWARNING
TGSI.
WARNING
TGSI
TGSI.
TO
TGSI.
TGSI
EXTEND
TGSITOTO
EXTEND
TOEXTEND
THE SHORELINE
TOTO
THETHE
SHORELINE
SHORELINE
- I.E. BUILDING
- I.E.
- I.E.
BUILDING
LINE,
BUILDINGLINE,
LINE, 350 350350
WALL, A FENCE,
WALL,
WALL,
AAFENCE,
AKERB,
FENCE,
OR
A KERB,
AAKERB,
GRASS
ORORAVERGE
GRASS
A GRASS
WHERE
VERGE
VERGEAPPLICABLE.
WHERE
WHERE APPLICABLE.
APPLICABLE.
BIN, REFER
BIN,BIN,
NOTES.
REFER
REFER
NOTES.
NOTES.
8 8 THE
8 COLOUR
THETHECOLOUR
OF TGSIOFSHALL
COLOUR OFTGSI BE
TGSISHALL
SELECTED
SHALL BASED ON
BEBESELECTED
SELECTED BASED
BASED
SITEONSPECIFIC
ONSITE
SITESPECIFIC
SPECIFIC
350
350
350
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
INTEGRATED
INTEGRATED
INTEGRATED
TGSI SHALL
TGSI
TGSIHAVE
SHALL
SHALLAHAVE
MINIMUM
HAVEA AMINIMUM
COLOUR
MINIMUMCOLOUR
COLOUR
CONTRASTCONTRAST
CONTRAST
OF 30% COMPARED
OFOF30%
30%COMPARED
COMPARED
TO THE AMOUNT
TOTO
THE THE
AMOUNT
OFAMOUNT
LIGHTOFREFLECTED
OFLIGHT
LIGHT
REFLECTED
REFLECTED
FROM FROM FROM
THE SURFACE
THETHE
SURFACE
OF
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FOR
TRAVEL.
EXAMPLE;
FORFOR
EXAMPLE;
FOR
EXAMPLE;
A FORFORA A
1075
1075
1075
LIGHT CONCRETE
LIGHT
LIGHTCONCRETE
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COLOURED COLOURED
COLOURED
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DARK
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DARKCOLOURED
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(E.G. (E.G.
(E.G. EXISTINGEXISTING
OR
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FUTURE
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SHORELINE.
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SHORELINE.
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MIN.
MIN.
MIN.
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ON
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500
500
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BLACK) TGSI
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MAYTGSI
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APPROPRIATE.
MAY MAY
BEBEAPPROPRIATE.
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FOR A BLACK
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ABITUMEN
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A BLACKBITUMEN
PATH
BITUMEN
OFPATH
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PATH
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TRAVEL
LIGHT COLOURED
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(E.G.
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OR
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BE
TGSI
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APPROPRIATE.
THIS THIS
THIS DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI'S TOTGSI'S
BE
TGSI'S
INSTALLED
TOTO
BEBE
INSTALLED
INSTALLED
AND EXTEND
AND
AND
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TOEXTEND
SHORELINE,
TOTO
SHORELINE,
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* **
CONTRASTCONTRAST
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MUST BEMUSTMAINTAINED
MUSTBEBEMAINTAINED
MAINTAINED
IN BOTH IN
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BOTHWET
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CONDITIONS.
AND
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CONDITIONS.
CONDITIONS. REFER NOTES.
REFER
REFERNOTES.
NOTES.
COS.
COS.
COS.
ACCESS ACCESS
PATHWAY
ACCESS
PATHWAY
MINIMUM
PATHWAY MINIMUM
1200MM
MINIMUM
1200MM
1200MM
SHELTERSHELTER
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(WIDTH VARIES).
(WIDTH
(WIDTH
VARIES).
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2mAPPROX.
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BE BE KEPT
KEPT OF ALL
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ALLALL INFRASTRUCTURE
FOR
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FOR
4200
4200
4200
9 9 FOR
9 OPTIONS
FOR
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AND PREMIUM
ANDAND
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LIGHTBOX/
TOTO LIGHTBOX/
ADVERTISING
LIGHTBOX/ ADVERTISING
CABINETCABINET
ADVERTISING . CABINET
. .
REFER TO
REFER
TRANSLINK
REFER
TOTO
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TRANSLINK
DRAWINGS.
DRAWINGS.
DRAWINGS.
WHERE AWHERE
SHELTER
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CONTINUOUS
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A CONTINUOUS
A CONTINUOUS MANDATORY
MANDATORY MINIMUMMINIMUM
MANDATORY CONCRETE
MINIMUMCONCRETE HARDSTAND
CONCRETE
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BOARDING POINT
2070 MINIMUM
MINIMUM
2070 MINIMUM
ACCESSIBLE
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PATH OFPATH
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ENSURE
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MINIMUM
ENSUREMINIMUM
30%
MINIMUM
LUMINANCE
30%
30%
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LUMINANCE
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AREA SHOWN SHOWN
AREA DIAGONAL
DIAGONAL
SHOWN HATCHED,
DIAGONAL
HATCHED, REFER REFER
HATCHED,
NOTES. NOTES.
REFER NOTES.
AGAINSTAGAINST
BACKGROUND
AGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.
FLOORING).
FLOORING).
2070MIN.
1200 MIN.
1200 MIN.
WARNINGWARNING
TGSI'S TOTGSI'S
WARNING BE TOTO
TGSI'S BEBE
INSTALLED
INSTALLED AT AT
INSTALLED ALLALL
AT ALL STOPS, STOPS,
REFER REFER
STOPS,
NOTES. NOTES.
REFER NOTES.
FURNITURE
FURNITURE
FURNITURE
& SIGNAGE
& SIGNAGE
& SIGNAGE CL CL CL LIGHT POLE
LIGHT
LIGHT
(SITE
POLE
POLE
SPECIFIC).
(SITE
(SITE
SPECIFIC).
SPECIFIC).
600
600
600
1200
10 10FOR
10 DETAILS
FOR
FORDETAILS
OFDETAILS
BUS STOP
OFOF
BUS
SIGNAGE
BUS
STOP
STOP
SIGNAGE
(J-POLE/BLADE)
SIGNAGE
(J-POLE/BLADE)
(J-POLE/BLADE)
AND FOOTING
ANDAND
FOOTING
DETAILS
FOOTINGDETAILS
DETAILS
600
600
600
SETOUT SETOUT
OFSETOUT
BUS STOP
OFOF
BUS
SIGNAGE,
BUSSTOP
STOP
SIGNAGE,
REFER
SIGNAGE,
NOTES.
REFER
REFERNOTES.
NOTES.
REFER TO
REFER
TRANSLINK
REFERTOTO
TRANSLINK
TRANSLINK
SIGNAGESIGNAGE
MANUAL.
SIGNAGE
MANUAL.
MANUAL.
1200 MIN.1200 MIN.
1200 MIN. 300 300300
11 11SETOUT
11 SETOUT
OF
SETOUT
BLADEOFOFSIGN
BLADE
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(REFER
SIGN
SIGN(REFER
TO(REFER
THETOPREMIUM
TOTHETHEPREMIUM
STOP
PREMIUM
TRANSLINK
STOP
STOPTRANSLINK
TRANSLINK
300
300
300
TOP OF KERB
TOP
TOP
OF
FACE.
OF
KERB
KERB
FACE.
FACE. TO SIGN TO
FACE
TO SIGN
SIGN FACE
FACE
DRAWING)DRAWING)
DRAWING)
IS POSITIONED
IS IS
POSITIONED
POSITIONED
AS SHOWN ASASSHOWN
DUESHOWN
TO DUE
BUSDUE
TO
STOP
TO
BUSBUS
OPERATIONS,
STOP
STOP
OPERATIONS,
OPERATIONS,
AND AND
AND
ROAD SAFETY
ROAD
ROADREQUIREMENTS
SAFETY
SAFETYREQUIREMENTS
REQUIREMENTS
ANDAND
IS NON-COMPLIANT
IS NON-COMPLIANT
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210 210210
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REQUIREMENT.
ON
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THIS
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REQUIREMENT. CL CL CL
REFER MUTCD
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REFERMUTCD
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12 12BUS
12 STOPBUS
BUS
SEAT
STOP
STOP
SHOULD
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SEATSHOULD
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SHOULD INCLUDE
ANODISED
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ANODISED
ALUMINIUMALUMINIUM
ALUMINIUM
BATTENSBATTENS
WITH
BATTENSWITH
WITH PART 11 PART
PART
11 11
ARMRESTS
ARMRESTS
ARMRESTS
ALONG THE ALONG
ALONG
SEAT.THETHE
SEATS
SEAT.
SEAT.
SHOULD
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SEATSSHOULD
BESHOULD
BOLTED
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TOBOLTED
HARDSTAND
TOTO
HARDSTAND
HARDSTAND 790 790790 600600
600
AREA, AND
AREA,
AREA,
MADE
ANDAND
FROM
MADE
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MATERIALS.
MATERIALS.
MATERIALS.
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SEATS
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BE TOTOBEBE BUS BAYBUS
INDENT
BUS
BAYBAY
SETOUT
INDENT
INDENT
SETOUT
REFER
SETOUT
INSERT
REFER
REFER
INSERT
INSERT 1540 MIN.1540
1540 MIN. 2500 MIN.2500
MIN. MIN.
2500 MIN.
COMPLIANT
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH
WITH
WHERE
DSAPT.
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AWHERE
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WHEREABUTS
A SEAT
A SEAT
AABUTS
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A CONTINUOUS
A CONTINUOUS
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MINIMUM
ENSURE MINIMUM
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MINIMUM
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LUMINANCE
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CONTRAST
AGAINSTAGAINST
AGAINST YELLOW YELLOW
BUS
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STOP MARKINGS
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BUS STOP
STOP MARKINGS
IF REQUIRED,
MARKINGS IF REQUIRED,
AS PER REGULATIONS
IF REQUIRED, ASAS PER
PER REGULATIONS
REGULATIONS
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.
FLOORING).
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2070 MINIMUM
2070
2070
MINIMUM
MINIMUM
13 13BUS
13 STOP
BUSBUS
BIN
STOP
SHOULD
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SHOULD
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80CIRCULAR
80
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LITRE
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SLOT PERFORATIONS)
SLOT
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WHICH CANBEBE
EASILY EASILY
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BIN SHOULDBINBIN SHOULD
SHOULD
A INCLUDE
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GALVANISEDA GALVANISED
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STEEL LINER STEEL
STEEL AND LINER
LINER AND
A BIRD-PROOF
AND A BIRD-PROOF
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LID. WHERE
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ABUTS AABUTS
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PATH OFPATH
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ENSURE
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MINIMUM
ENSURE MINIMUM
30%
MINIMUM 30%30% 8000 * **
8000
8000 1500 1500
1500
LUMINANCE
LUMINANCE
LUMINANCE
CONTRAST CONTRAST
CONTRAST
AGAINSTAGAINST
BACKGROUND
AGAINSTBACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.
FLOORING).
FLOORING).
BIN TO BE BINBIN
TOTO BEBE HARDSTAND
HARDSTAND
AREA - LENGTH
HARDSTAND AREA
AREA MAY
- LENGTH
VARY
- LENGTH MAY
MAY VARY
VARY
MINIMUMMINIMUM
500MM
MINIMUMSETBACK
500MM
500MMSETBACK
FROM
SETBACK
ACCESS
FROM
FROMACCESS
PATHWAY.
ACCESSPATHWAY.
PATHWAY.
EXTENSION EXTENSION
TO HARDSTAND
EXTENSION TOTO HARDSTAND
AREA TOAREA
HARDSTAND INCORPORATE
AREA
TOTO INCORPORATE
BIN AND BINBIN
INCORPORATE ANDAND
ADDITIONAL
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS FACILITATEFACILITATE
ACCESS ACCESS
FACILITATE TOACCESS
BACKTO
FACE
TO BACK
OFFACE
BACK BUS
FACE
STOP
OFOF SIGNAGE.
BUSBUS STOP
STOP SIGNAGE.
SIGNAGE.
14 14ALL
14 BUS ALL
STOPS
ALL
BUSBUS
TO
STOPS
BE
STOPS
DSAPT
TOTO
BECOMPLIANT.
BE
DSAPT
DSAPT
COMPLIANT.
COMPLIANT.
FOR FURTHER
FOR
FOR
FURTHER
GUIDANCE
FURTHER
GUIDANCE
GUIDANCE
REFER REFER
REFER
TO THE RELEVANT
TOTO
THETHE
RELEVANT
STANDARDS,
RELEVANT
STANDARDS,
STANDARDS,
TRANSLINK
TRANSLINK
TRANSLINK
GUIDANCE
GUIDANCE
AND
GUIDANCE
RELEVANT
AND
AND
RELEVANT
LOCAL
RELEVANT
LOCAL
LOCAL
GOVERNMENT
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS. 2 2SITE
2 LAYOUT
SITE
SITE
LAYOUT
LAYOUT
PLAN PLAN
PLAN
- - 1:100@A3
- 1:100@A3
1:100@A3
15 15ALL
15 BUS ALL
STOP
ALL
BUS
COMPONENTS
BUS
STOP
STOP
COMPONENTS
COMPONENTS
SHOULD SHOULD
BESHOULD
POSITIONED
BEBE
POSITIONED
POSITIONED
IN CONSIDERATION
IN CONSIDERATION
IN CONSIDERATION
OF OFOF
RELEVANT
RELEVANT
RELEVANT
ONSITE ONSITE
CONDITIONS
ONSITECONDITIONS
CONDITIONS
WITH REFERENCE
WITH
WITHREFERENCE
REFERENCE
TO THETOGUIDANCE
TOTHE
THEGUIDANCE
GUIDANCE
CONTAINED
CONTAINED
CONTAINED
WITHIN THE
WITHIN
WITHIN
PTIM,
THETHE
AND
PTIM,
PTIM,
FORAND
ADDITIONAL
ANDFOR
FORADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
AND ANDAND
DESIGN DESIGN
ALTERNATIVES
DESIGNALTERNATIVES
ALTERNATIVES
REFER TOREFER
REFER
THE TO
COMPONENTS
TO
THE
THE
COMPONENTS
COMPONENTS
TABLE CONTAINED
TABLE
TABLE
CONTAINED
CONTAINED
IN IN IN
THE PTIM.
THE
THE
PTIM.
PTIM. PTIM,PTIM,
BUS
PTIM,
STOP
BUS
BUSSTOP
INFRASTRUCTURE
STOPINFRASTRUCTURE
CHAPTER
CHAPTER
16 16REFER
16 REFER
TOREFER
PTIMTOTO
GLOSSARY
PTIM
PTIMGLOSSARY
GLOSSARY
FOR DEFINITIONS
FORFORDEFINITIONS
DEFINITIONS
OF TERMS
OFOFTERMS
AND
TERMS
PTIM
ANDANDPTIM
PTIM
ABBREVIATIONS
ABBREVIATIONS
ABBREVIATIONS
FOR DEFINITIONS
FOR
FOR
DEFINITIONS
DEFINITIONS
OF ACRONYMS.
OFOF
ACRONYMS.
ACRONYMS. INTERMEDIATE
INTERMEDIATE
INTERMEDIATE
STOPSTOP
-STOP
SITE- SITE
LAYOUT
- SITELAYOUT
LAYOUT
- WITH
- WITH
-INDENTED
WITHINDENTED
INDENTED
BUS BAY
BUS
BUSBAY
BAY
17 17ALL
17 DRAWING
ALLALL
DRAWING
DIMENSIONS
DRAWING
DIMENSIONS
DIMENSIONS
ARE IN MILLIMETRES
AREARE
IN MILLIMETRES
IN MILLIMETRES
UNLESS UNLESS
NOTED
UNLESS
OTHERWISE.
NOTED
NOTED
OTHERWISE.
OTHERWISE.
DRG DRG
5-0022
DRG5-0022
5-0022
* * DIMENSION
* DIMENSION
DIMENSION
TO BE CONFIRMED
TOTO
BEBE
CONFIRMED
CONFIRMED
ON SITE ON
IN RELATION
ON
SITE
SITE
IN RELATION
INTO
RELATION
SITE CONDITIONS.
TOTO
SITE
SITE
CONDITIONS.
CONDITIONS.
- - - 2013A
JULY 2013
JULY 2013
JULY AA
NOTES:
NOTES:
NOTES:
HARDSTAND
HARDSTAND
HARDSTAND
1 1 THE
1 MANDATORY
THETHE
MANDATORY
MANDATORY
(COMPLIANT
(COMPLIANT
(COMPLIANT
TO DSAPT)
TO TO
DSAPT)
MINIMUM
DSAPT)
MINIMUM
BOARDING
MINIMUMBOARDING
BOARDING
POINT POINT
POINT
HARDSTAND
HARDSTAND
HARDSTAND
AREA IS AREA
1540MM
AREA
IS 1540MM
XIS 2070MM,
1540MM
X 2070MM,
POSITIONED
X 2070MM,
POSITIONED
POSITIONED
AS SHOWNAS SHOWN
AS
ON SHOWN
THE ON ON
THETHE
TRANSLINK
TRANSLINK
DRAWINGS.
TRANSLINK
DRAWINGS.
DRAWINGS.
A LARGER A LARGER
HARDSTAND
A LARGER
HARDSTAND
HARDSTAND
AREA IS AREA
PREFERRED
AREA
IS PREFERRED
IS PREFERRED
AND IS ANDAND
IS IS
DEPENDENT
DEPENDENT
DEPENDENT
ON SITE SPECIFIC
ON SITE
ON SITE
SPECIFIC
CONDITIONS.
SPECIFIC
CONDITIONS.
CONDITIONS.
2 2 THE
2 MANDATORY
THETHE
MANDATORY
MANDATORY
LONGITUDINAL
LONGITUDINAL
LONGITUDINAL
AND CROSSANDAND
FALL
CROSS
CROSS
GRADIENT
FALLFALL
GRADIENT
AT
GRADIENT
BOARDING
AT BOARDING
AT BOARDING
POINT ISPOINT
MAXIMUM
POINT
IS MAXIMUM
IS1:40
MAXIMUM
FALL1:40
ACROSS
1:40
FALLFALL
ACROSS
THEACROSS
BOARDING
THETHEBOARDING
POINT
BOARDING
AREA
POINT
POINT
(SHOWN
AREAAREA
(SHOWN
(SHOWN
HATCHED).
HATCHED).
ALL
HATCHED).
OTHER ALLHARDSTAND
ALL
OTHER
OTHERHARDSTAND
HARDSTAND
AND ADJACENT
ANDANDADJACENT
AREAS
ADJACENT
TO
AREAS
THE
AREAS
BUS
TO THE
TO
STOP
THE
BUSBUS
STOPSTOP SHORELINE.
SHORELINE. SHORELINE. SHORELINE.
SHORELINE. SHORELINE.
SHALL MEET
SHALL
SHALL
APPLICABLE
MEET MEETAPPLICABLE
APPLICABLE
STANDARDS STANDARDS
STANDARDS
IN RELATION
IN RELATION
INTORELATION
THE ADJACENT
TO THE
TO THE
ADJACENT
SITE
ADJACENTSITESITE 9500 95009500 9500 95009500
CONDITIONS,
CONDITIONS,
CONDITIONS,
AND TO AND PREFERABLY
AND
TO PREFERABLY
TO PREFERABLY
ACHIEVEACHIEVE
A LONGITUDINAL
ACHIEVEA LONGITUDINAL
A LONGITUDINAL
AND CROSS
ANDANDCROSS
CROSS
FALL GRADIENT
FALLFALL
GRADIENT
OFGRADIENT
MAXIMUMOF MAXIMUM
OF1:40
MAXIMUM
FALL.1:401:40
FALL.
FALL.
3 3 HARDSTANDS
3 HARDSTANDS
HARDSTANDS
SHALL BE
SHALL
MINIMUM
SHALL
BE MINIMUM
BE
125MM
MINIMUM
THICK
125MM
125MM
BROOM
THICK
THICK
FINISHED
BROOM
BROOM
FINISHED
(FOR
FINISHED
SLIP
(FOR(FOR
SLIPSLIP
1200 MIN. - WIDTH VARIES

RESISTANCE)
RESISTANCE)
RESISTANCE)
GRADE N25
GRADE
CONCRETE
GRADE
N25 N25
CONCRETE
SL72
CONCRETE
MESHSL72
PLACED
SL72
MESHMESH
PLACED
CENTRALLY,
PLACED
CENTRALLY,
CENTRALLY,
OR, AS OR, OR,
AS AS
REQUIRED
REQUIRED
BY
REQUIRED
THE RELEVANT
BY THE
BY THE
RELEVANT
STATUTORY
RELEVANT
STATUTORY
STATUTORY
AUTHORITY.
AUTHORITY.
AUTHORITY.
FOR SLABFOR
THICKENING
FOR
SLABSLAB
THICKENING
THICKENING
1800
1800
1800
AT FURNITURE
AT FURNITURE
AT LOCATIONS,
FURNITURE
LOCATIONS,
LOCATIONS,
AND JOINTANDLAYOUT
AND
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JOINT
LAYOUT
ANDLAYOUT
SPECIFICATIONS
ANDAND
SPECIFICATIONS
SPECIFICATIONS
REFER REFER REFER
TO LOCAL
TOGOVERNMENT
LOCAL
TO LOCAL
GOVERNMENT
GOVERNMENT
SPECIFICSPECIFIC
REQUIREMENTS.
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
3000
3000
1200 MIN. 3000
4 4 A CLEAR
4 A HARDSTAND
CLEAR
A CLEAR
HARDSTAND
HARDSTAND
ACCESS ACCESS
SPACE
ACCESS
OF
SPACE
1200MM
SPACE
OF OF
1200MM
MINIMUM
1200MM
MINIMUM
IS MINIMUM
REQUIRED
IS REQUIRED
IS REQUIRED
BETWEENBETWEEN
AND
BETWEEN
AROUND
ANDAND
AROUND
ALL
AROUND
BUS
ALLSTOP
ALL
BUSBUS
INFRASTRUCTURE
STOP
STOP
INFRASTRUCTURE
INFRASTRUCTURE
(1500MM (1500MM
(1500MM
1200 MIN.
1200 MIN.
1200 MIN.
1200 MIN.
1200 MIN.
DESIRABLE).
DESIRABLE).
DESIRABLE).
ACCESS ACCESS
ACCESS
5 5 WHERE
5 BUS
WHERE
WHERE
STOPS
BUSARE
BUS
STOPS
LOCATED
STOPS
AREARE
LOCATED
ALONG
LOCATED
BICYCLE
ALONG
ALONG
BICYCLE
ROUTES,
BICYCLE
ROUTES,
SHARED
ROUTES,
SHARED
ACCESS
SHARED
ACCESS
ACCESS
500
500
500
PATHS SHOULD
PATHS
PATHS
SHOULD
BE APPLIED
SHOULD
BE APPLIED
AS
BE PER
APPLIED
LOCAL
AS PER
ASGOVERNMENT
PER
LOCAL
LOCAL
GOVERNMENT
GOVERNMENT
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
OR OR OR 1200 MIN.12001200
MIN.MIN.
TOP OF KERB
TOPTOP
OF
FACE.
KERB
OF KERB
FACE.
FACE.
WITH REFERENCE
WITHWITH
REFERENCE
REFERENCE
TO RELEVANT
TO TO
RELEVANT
GUIDELINE
RELEVANTGUIDELINE
DIMENSIONS
GUIDELINE
DIMENSIONS
DIMENSIONS
GIVEN INGIVEN
THE
GIVEN
IN THE
IN THE
APPLICABLE
APPLICABLE
APPLICABLE
STANDARDS,
STANDARDS,
STANDARDS,
TMR GUIDELINES,
TMRTMR
GUIDELINES,
GUIDELINES,
AND AUSTROADS.
ANDAND
AUSTROADS.
AUSTROADS.
4200 - WIDTH VARIES
4200 - WIDTH VARIES

4200 - WIDTH VARIES
4200 - WIDTH VARIES
4200 - WIDTH VARIES

4200 - WIDTH VARIES
6 6 CIRCULATION
6 CIRCULATION
CIRCULATION
OF WHEELCHAIRS
OF WHEELCHAIRS
OF WHEELCHAIRS
SHOULD SHOULD
BE CONSIDERED
SHOULD
BE CONSIDERED
BE CONSIDERED
AT EACHAT
BUS
EACH
ATSTOP
EACH
BUSBUS
STOPSTOP
BASED ONBASED
SITE
BASED
ON
SPECIFIC
SITE
ON SITE
SPECIFIC
CONDITIONS
SPECIFIC
CONDITIONS
CONDITIONS
AND TO AND
ADDRESS
AND
TO ADDRESS
TOCOMPLIANCE
ADDRESS
COMPLIANCE
COMPLIANCE
WITH WITHWITH
1 1CONSTRAINED
1 CONSTRAINED
CONSTRAINED
SITE - SITE
FRONT/MID
SITE
- FRONT/MID
- FRONT/MID
FOOTPATH
FOOTPATH
FOOTPATH
- - 1:100@A3
- 1:100@A3
1:100@A3
DSAPT. DSAPT.
LINE-MARKING
DSAPT.
LINE-MARKING
LINE-MARKING
OF THE OF2No.
OF
THEALLOCATED
THE
2No.2No.
ALLOCATED
ALLOCATED
SPACES SPACES
(PWD
SPACES
WAITING
(PWD(PWD
WAITING
WAITING
ZONES) IS
ZONES)
NOT
ZONES)
REQUIRED.
IS NOT
IS NOT
REQUIRED.
REQUIRED.
7 7 TACTILE
7 TACTILE
GROUND
TACTILE
GROUND
SURFACE
GROUNDSURFACE
INDICATORS
SURFACEINDICATORS
INDICATORS
(TGSI) SHOULD
(TGSI)(TGSI)
SHOULD
PREFERABLY
SHOULD PREFERABLY
PREFERABLY
BE BE BE
INSTALLED
INSTALLED
AS
INSTALLED
SHOWN AS ON
SHOWN
ASTHE
SHOWN
TRANSLINK
ON THE
ON THE
TRANSLINK
DRAWINGS.
TRANSLINK
DRAWINGS.
WHERE
DRAWINGS.THERE
WHERE WHEREISTHERE
A THERE
IS A IS A
1200 MIN.
1200 MIN.
1200 MIN.
PATHWAY PATHWAY
ACCESSING
PATHWAYACCESSING
AACCESSING
BUS STOP,
A BUS
ADIRECTIONAL
BUS
STOP,STOP,
DIRECTIONAL
DIRECTIONAL
TGSI SHALL TGSIBE
TGSI
SHALL
INSTALLED
SHALLBE INSTALLED
BE INSTALLED
FOR THEFOR
FULL
FOR
THE
WIDTH
THE
FULLFULL
OFWIDTH
THE
WIDTH
PATH
OF THE
OFOFTHE
PATH
TRAVEL
PATH
OF OVER
TRAVEL
OF TRAVEL
A MINIMUM
OVEROVER
A MINIMUM
600MM
A MINIMUM 600MM
600MM
DEPTH AND
DEPTH
PERPENDICULAR
DEPTH
ANDAND
PERPENDICULAR
PERPENDICULAR
TO THE DIRECTION
TO THE
TO THE
DIRECTION
OF
DIRECTION
TRAVEL OF WHEN
TRAVEL
OF TRAVEL WHEN WHEN
APPROACHING.
APPROACHING.
APPROACHING.
DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI SHALLTGSIBE
TGSI
SHALL
USED
SHALL
BE
ACROSS
USED
BE USEDACROSS
THEACROSS
OPEN THE SPACE
THE
OPENOPEN
SPACE
SPACE
FROM THEFROM
ACCESS
FROM
THETHE
ACCESS
PATHWAY
ACCESS
PATHWAY
DIRECTIONAL
PATHWAYDIRECTIONAL
DIRECTIONAL
TGSI TO THE
TGSITGSI
BOARDING
TO THE
TO THEBOARDING
POINT
BOARDINGPOINTPOINT
1200 MIN.12001200
MIN.MIN.
WARNINGWARNING
TGSI.
WARNING
TGSI
TGSI.
TOTGSI.
EXTEND
TGSITGSI
TO EXTEND
TO
TOTHE
EXTEND
SHORELINE
TO THE
TO THE
SHORELINE
-SHORELINE
I.E. BUILDING
- I.E.- BUILDING
I.E.
LINE,
BUILDING
LINE,LINE, TOPTOP
TOP OF KERBOF KERB
FACE. FACE.
OF KERB FACE.
WALL, A FENCE,
WALL,
WALL,
AAFENCE,
KERB,
A FENCE,
OR
A KERB,
AAGRASS
KERB,
OR AOR
VERGE
GRASS
A GRASS
WHERE
VERGE
VERGE
APPLICABLE.
WHERE WHERE
APPLICABLE.
APPLICABLE.
8 8 THE
8 COLOUR
THETHECOLOURTGSIOFSHALL
OFCOLOUR OF BE
TGSITGSISHALL
SELECTED
BE BE
SHALL BASED
SELECTED
SELECTED ON
BASED
BASED
SITEONSPECIFIC
ON
SITESITE
SPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
INTEGRATED
INTEGRATED
INTEGRATED
TGSI SHALL
TGSITGSI
HAVE
SHALL
SHALL
AHAVE
MINIMUM
HAVE
A MINIMUM
A COLOUR
MINIMUMCOLOUR
COLOUR 3 3HARDSTAND
3 HARDSTAND
HARDSTAND
- SHARED
- SHARED
- SHARED
ACCESS
ACCESS
ACCESS
PATH BEHIND/
PATH
PATH
BEHIND/
TYPE
BEHIND/
2TYPE
SHELTER
TYPE
2 SHELTER
2 SHELTER
CONTRASTCONTRAST
OF
CONTRAST
30% COMPARED
OF 30%
OF 30%
COMPARED
TO
COMPARED
THE AMOUNT
TO THE
TO THE
AMOUNT
OF AMOUNT
LIGHTOFREFLECTED
LIGHT
OF LIGHT
REFLECTED
REFLECTED
FROM FROM FROM - - 1:100@A3
- 1:100@A3
1:100@A3
THE SURFACE
THETHE
SURFACE
OFSURFACE
THE OF
ADJACENT
THE
OF THE ADJACENT
PATH
ADJACENT
OFPATH
TRAVEL.
PATH
OF TRAVEL.
OF
FORTRAVEL.
EXAMPLE;
FORFOR
EXAMPLE;
FOR
EXAMPLE;
A FORFORA A
LIGHT CONCRETE
LIGHT
LIGHT
CONCRETE
CONCRETE
COLOURED COLOURED
COLOURED
PATH OFPATHTRAVEL,
PATHOF OF
TRAVEL,
DARK
TRAVEL,
COLOURED
DARK
DARKCOLOURED
COLOURED
(E.G. (E.G.(E.G.
SHORELINE.
SHORELINE. SHORELINE.
BLACK) TGSI
BLACK)
BLACK)
MAYTGSI
BETGSI
APPROPRIATE.
MAYMAY
BE APPROPRIATE.
BE APPROPRIATE.
FOR A BLACK
FORFORABITUMEN
BLACK
A BLACK
BITUMEN
PATH
BITUMEN
OFPATH
TRAVEL
PATH
OF TRAVEL
OF TRAVEL 9500 95009500
LIGHT COLOURED
LIGHT
LIGHT
COLOURED
(E.G.
COLOURED
WHITE
(E.G.OR
(E.G.
WHITE
YELLOW)
WHITE
OR YELLOW)
OR
TGSIYELLOW)
MAYTGSI
BETGSI
APPROPRIATE.
MAYMAY
BE APPROPRIATE.
BE APPROPRIATE.
THIS THISTHIS
500 MIN.
500 MIN.
500 MIN.
CONTRASTCONTRAST
MUST
CONTRAST
BEMUST
MAINTAINED
MUST
BE MAINTAINED
BE MAINTAINED
IN BOTH IN
WET
BOTH
INAND
BOTH
WET
DRYWET
AND
CONDITIONS.
AND
DRYDRY
CONDITIONS.
CONDITIONS.
SHORELINE
SHORELINE SHORELINE
SHELTERSHELTER
SHELTER 9500 95009500
9 9 FOR
9 OPTIONS
FORFOR
OPTIONS
OFOPTIONS
SHELTER
OF SHELTER
OF
TYPES
SHELTER
FOR
TYPESINTERMEDIATE
TYPES
FORFOR
INTERMEDIATE
INTERMEDIATE
AND PREMIUM
ANDAND
PREMIUM
STOPS
PREMIUM
STOPS
STOPS
REFER TO
REFER
TRANSLINK
REFER
TO TRANSLINK
TO DRAWINGS.
TRANSLINK
DRAWINGS.
DRAWINGS.
WHERE AWHERE
SHELTER
WHERE
A SHELTER
ABUTS
A SHELTER
AABUTS
CONTINUOUS
ABUTS
A CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH OFPATH
TRAVEL,
PATH
OF TRAVEL,
ENSURE
OF TRAVEL,ENSURE
MINIMUM
ENSURE
MINIMUM
30%MINIMUM
LUMINANCE
30%30%
LUMINANCE
CONTRAST
LUMINANCE
CONTRAST
CONTRAST
1200 MIN.
1200 MIN.
1200 MIN.
1200 MIN.
1200 MIN.
1200 MIN.
AGAINSTAGAINST
BACKGROUND
AGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.(E.G.
FLOORING).
FLOORING).
1200 MIN.
1200 MIN. 3000 1200 MIN.

1200 MIN.
500 1200 MIN.
500 1200 MIN.

500 1200 MIN.
FURNITURE
FURNITURE
&FURNITURE
SIGNAGE
& SIGNAGE
& SIGNAGE
4200
4200
4200
10 10FOR
10 DETAILS
FORFOR
DETAILS
OF DETAILS
BUS STOP
OF BUS
OFSIGNAGE
BUS
STOP
STOP
SIGNAGE
(J-POLE/BLADE)
SIGNAGE
(J-POLE/BLADE)
(J-POLE/BLADE)
AND FOOTING
ANDAND
FOOTING
DETAILS
FOOTING
DETAILS
DETAILS
REFER TO
REFER
TRANSLINK
REFER
TO TRANSLINK
TOSIGNAGE
TRANSLINK
SIGNAGE
MANUAL.
SIGNAGE
MANUAL.
MANUAL.
3000
3000
11 11SETOUT
11 SETOUT
OFSETOUT
BLADE
OF OFSIGN
BLADE
BLADE
(REFER
SIGNSIGN
(REFER
TO (REFER
THETOPREMIUM
TO
THETHE
PREMIUM
STOP
PREMIUM
TRANSLINK
STOPSTOP
TRANSLINK
TRANSLINK
DRAWING)DRAWING)
ISDRAWING)
POSITIONED
IS POSITIONED
IS POSITIONED
AS SHOWN AS DUE
SHOWN
AS SHOWN
TO DUE
BUSDUE
TO
STOP
BUS
TOOPERATIONS,
BUS
STOP
STOP
OPERATIONS,
OPERATIONS,
AND ANDAND
1200 MIN.
1200 MIN.
1200 MIN.
1200 MIN.
1200 MIN.
ROAD SAFETY
ROAD ROAD
REQUIREMENTS
SAFETY
SAFETY
REQUIREMENTS
REQUIREMENTS
ANDAND
IS NON-COMPLIANT
IS NON-COMPLIANT
WITH DSAPT.
WITHWITH
PLEASE
DSAPT.
DSAPT.
PLEASE
PLEASE
1600
1600
1600
LIAISE WITH
LIAISE
TRANSLINK
LIAISE
WITHWITH
TRANSLINK
FOR
TRANSLINK
DETAILS
FORFOR
DETAILS
ON THIS
DETAILS
ON
REQUIREMENT.
THIS
ON THIS
REQUIREMENT.
REQUIREMENT.
12 12BUS
12 STOP
BUSSEAT
BUS
STOPSTOP
SHOULD
SEATSEAT
SHOULD
INCLUDE
SHOULDINCLUDE
ANODISED
INCLUDE
ANODISED
ALUMINIUM
ANODISEDALUMINIUM
ALUMINIUM
BATTENSBATTENS
WITH
BATTENS
WITHWITH
ARMRESTS
ARMRESTS
ALONG
ARMRESTS THE
ALONGALONG
SEAT.THESEATS
THE
SEAT.
SEAT.
SHOULD
SEATS
SEATS
SHOULD
BE SHOULD
BOLTED
BE BOLTED
BE
TO BOLTED
HARDSTAND
TO HARDSTAND
TO HARDSTAND
1200 MIN.12001200
MIN.MIN. 1200 MIN.12001200
MIN.MIN.
AREA, AND
AREA,
AREA,
MADE
ANDAND
FROM
MADEMADE
EASILY
FROM FROM
MAINTAINED
EASILY
EASILY
MAINTAINED
MAINTAINED
MATERIALS.
MATERIALS.
MATERIALS.
SEATS TO
SEATS
BE
SEATS
TO TO
BE BE TOPTOP
TOP OF KERBOF KERB
FACE. FACE.
OF KERB FACE. TOPTOP
TOP OF KERBOF KERB
FACE. FACE.
OF KERB FACE.
COMPLIANT
COMPLIANT
WITH
COMPLIANT
DSAPT.
WITHWITH
WHERE
DSAPT.DSAPT.
AWHERE
SEAT
WHERE
ABUTS
A SEAT
A SEAT
AABUTS
CONTINUOUS
ABUTS
A CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH OFPATH
TRAVEL,
PATH
OF OF
TRAVEL,
ENSURE
TRAVEL,ENSURE
MINIMUM
ENSURE
MINIMUM
30%
MINIMUM
LUMINANCE
30%30%LUMINANCE
LUMINANCE
CONTRAST CONTRAST
AGAINST
CONTRAST
AGAINST
AGAINST
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.(E.G.
FLOORING).
FLOORING).
13 13BUS
13 STOP
BUSBIN
BUS
STOP
SHOULD
STOP
BIN BIN
SHOULD
BE SHOULD
AN 80BELITRE
AN
BE 80
ANCIRCULAR
LITRE
80 LITRE
CIRCULAR
CONSTRUCTION
CIRCULAR CONSTRUCTION
CONSTRUCTION
(SMALL (SMALL (SMALL 2 2CONSTRAINED
2 CONSTRAINED
CONSTRAINED
SITE - SITE
MID/BACK
SITE
- MID/BACK
- MID/BACK
FOOTPATH/
FOOTPATH/
FOOTPATH/
TYPE 1TYPE
SHELTER
TYPE
1 SHELTER
1 SHELTER 4 4HARDSTAND
4 HARDSTAND
HARDSTAND
- MID/BACK
- MID/BACK
- MID/BACK
FOOTPATH/
FOOTPATH/
FOOTPATH/
TYPE 2TYPE
SHELTER
TYPE
2 SHELTER
2 SHELTER
SLOT PERFORATIONS)
SLOTSLOT WHICH CAN
PERFORATIONS)
PERFORATIONS) WHICHBE CAN
WHICH CAN
EASILY BE EASILY
BE MAINTAINED.
EASILY MAINTAINED.
MAINTAINED. BIN BIN
BIN SHOULD SHOULD
SHOULD - - 1:100@A3
- 1:100@A3
1:100@A3 - - 1:100@A3
- 1:100@A3
1:100@A3
INCLUDE
INCLUDEINCLUDE
A GALVANISED A GALVANISED
A GALVANISED
STEEL LINER STEEL
STEELAND ALINER
LINER ANDAND
BIRD-PROOF
A BIRD-PROOF
A BIRD-PROOF
LID. WHERELID. LID.
BIN
WHERE
WHEREBIN BIN
ABUTS AABUTS
CONTINUOUS
ABUTS
A CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH OFPATHTRAVEL
PATH
OF ENSURE
TRAVEL
OF TRAVELENSURE
MINIMUM
ENSUREMINIMUM
30%MINIMUM
30%30%
LUMINANCE
LUMINANCE
LUMINANCE
CONTRAST CONTRAST
AGAINST
CONTRASTAGAINST
BACKGROUND
AGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.(E.G.
FLOORING).
FLOORING).
BIN TO BE BIN BIN
TO BETO BE
MINIMUMMINIMUM
500MM
MINIMUM
SETBACK
500MM
500MM
SETBACK
FROM
SETBACK
ACCESS
FROMFROM
ACCESS
PATHWAY.
ACCESSPATHWAY.
PATHWAY.
ADDITIONAL
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
14 14ALL
14 BUS ALL
STOPS
ALL
BUSTO
BUS
STOPS
BE
STOPS
DSAPT
TO BE
TOCOMPLIANT.
DSAPT
BE DSAPT
COMPLIANT.
COMPLIANT.
FOR FURTHER
FORFOR
FURTHER
GUIDANCE
FURTHER
GUIDANCE
REFER
GUIDANCE
REFER
REFER
TO THE RELEVANT
TO THE
TO THE
RELEVANT
STANDARDS,
RELEVANT
STANDARDS,
STANDARDS,
TRANSLINK
TRANSLINK
GUIDANCE
TRANSLINK
GUIDANCE
AND
GUIDANCE
RELEVANT
ANDAND
RELEVANT
LOCAL
RELEVANT
LOCAL
LOCAL
GOVERNMENT
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
15 15ALL
15 BUS ALL
STOPALL
BUSCOMPONENTS
BUS
STOPSTOP
COMPONENTS
COMPONENTS
SHOULD SHOULD
BE POSITIONED
SHOULDBE POSITIONED
BE POSITIONED
IN CONSIDERATION
IN CONSIDERATION
IN CONSIDERATION
OF OF OF
RELEVANTRELEVANT
ONSITE
RELEVANTONSITE
CONDITIONS
ONSITE
CONDITIONS
CONDITIONS
WITH REFERENCE
WITHWITH
REFERENCE
REFERENCE
TO THETOGUIDANCE
TO
THETHE
GUIDANCE
GUIDANCE
CONTAINED
CONTAINED
CONTAINED
WITHIN THE
WITHIN
WITHIN
PTIM,
THEAND
THE
PTIM,
FOR
PTIM,
ANDADDITIONAL
AND
FORFOR
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
AND ANDAND
DESIGN DESIGN
ALTERNATIVES
DESIGN
ALTERNATIVES
ALTERNATIVES
REFER TOREFER
THE
REFER
TO
COMPONENTS
THE
TO THE
COMPONENTS
COMPONENTS
TABLE CONTAINED
TABLE
TABLE
CONTAINED
CONTAINED
IN IN IN
THE PTIM.
THETHE
PTIM.
PTIM. PTIM,PTIM,
BUS
PTIM,
STOP
BUS
BUS
STOP
INFRASTRUCTURE
STOP
INFRASTRUCTURE
INFRASTRUCTURE
CHAPTER
CHAPTER
CHAPTER
16 16REFER
16 REFER
TO REFER
PTIMTO GLOSSARY
ABBREVIATIONS
TO
ABBREVIATIONS
PTIMPTIM
ABBREVIATIONS
GLOSSARY
FOR DEFINITIONS
FORFOR
GLOSSARY
FOR DEFINITIONS
FORFOR
DEFINITIONS
DEFINITIONS
OF ACRONYMS.
DEFINITIONS
DEFINITIONS
OF TERMS
OF ACRONYMS.
OF ACRONYMS.
OF OF
TERMS
ANDTERMS
PTIM
ANDAND
PTIMPTIM
INTERMEDIATE
INTERMEDIATE
INTERMEDIATE
STOPSTOP
- SITE
STOP- LAYOUT
SITE
- SITE
LAYOUT
LAYOUT
- ACCESS
- ACCESS
- ACCESS
EXAMPLES
EXAMPLES
EXAMPLES
17 17ALL
17 DRAWING
ALL ALL
DRAWING
DIMENSIONS
DRAWING
DIMENSIONS
DIMENSIONS
ARE IN MILLIMETRES
AREARE
IN MILLIMETRES
IN MILLIMETRES
UNLESS NOTED
UNLESS
UNLESS
OTHERWISE.
NOTED
NOTED
OTHERWISE.
OTHERWISE.
DRG 5-0025
DRG
DRG5-0025
5-0025
* * DIMENSION
* DIMENSION
TO
DIMENSION
BE CONFIRMED
TO BE
TOCONFIRMED
BE CONFIRMED
ON SITE IN
ONRELATION
SITE
ON SITE
IN RELATION
IN
TORELATION
SITE CONDITIONS.
TO SITE
TO SITE
CONDITIONS.
CONDITIONS.
- - - JULY
JULY 2013 2013
JULY A
2013 AA
NOTES:
NOTES:
HARDSTAND
HARDSTAND
HARDSTAND
1 11 THE MANDATORY
THE
THE MANDATORY
MANDATORY
(COMPLIANT
(COMPLIANT
(COMPLIANT
TO DSAPT)TO
TO DSAPT)
DSAPT)
MINIMUMMINIMUM
MINIMUM
BOARDING BOARDING
BOARDING
POINT POINT
POINT
HARDSTAND
HARDSTAND
HARDSTAND
AREA IS AREA
AREA
1540MM
IS
IS 1540MM
X1540MM
2070MM,
XX 2070MM,
2070MM,
POSITIONED
POSITIONED
POSITIONED
AS SHOWN AS
AS SHOWN
ON
SHOWN
THE ON
ON THE
THE
TRANSLINK
TRANSLINK
TRANSLINK
DRAWINGS.
DRAWINGS.
DRAWINGS.
A LARGER AA LARGER
HARDSTAND
LARGER HARDSTAND
HARDSTAND
AREA IS AREA
PREFERRED
AREA IS
IS PREFERRED
PREFERRED
AND IS AND
AND IS
IS HARDSTAND
HARDSTAND
HARDSTAND
& EXTENSION
&& EXTENSION
EXTENSION
DEPENDENT
DEPENDENT
DEPENDENT
ON SITE SPECIFIC
ON
ON SITE
SITE SPECIFIC
SPECIFIC
CONDITIONS.
CONDITIONS.
CONDITIONS.
2 22 THE MANDATORY
THE
THE MANDATORY
MANDATORY
LONGITUDINAL
LONGITUDINAL
LONGITUDINAL
AND CROSS AND
ANDFALL
CROSS
CROSSGRADIENT
FALL
FALL GRADIENT
GRADIENT
AT BOARDING
AT
AT BOARDING
BOARDING
POINT ISPOINT
POINT
MAXIMUM
IS
IS MAXIMUM
MAXIMUM
1:40 FALL1:40
1:40
ACROSS
FALL
FALL ACROSS
ACROSS
THE BOARDING
THE
THE BOARDING
BOARDING
POINT AREA
POINT
POINT
(SHOWN
AREA
AREA (SHOWN
(SHOWN
HATCHED).
HATCHED).
HATCHED).
ALL OTHER ALL
ALLHARDSTAND
OTHER
OTHER HARDSTAND
HARDSTAND
AND ADJACENT
AND
AND ADJACENT
ADJACENT
AREAS TOAREAS
AREAS
THE BUS
TO
TO THE
THE
STOPBUS
BUS STOP
STOP
SHALL MEET
SHALL
SHALLAPPLICABLE
MEET
MEET APPLICABLE
APPLICABLE
STANDARDSSTANDARDS
STANDARDS
IN RELATION
IN
IN RELATION
RELATION
TO THE ADJACENT
TO
TO THE
THE ADJACENT
ADJACENT
SITE SITE
SITE
CONDITIONS,
CONDITIONS,
CONDITIONS,
AND TO AND AND
PREFERABLY
TO
TO PREFERABLY
PREFERABLY
ACHIEVEACHIEVE
ACHIEVE
A LONGITUDINAL
AA LONGITUDINAL
LONGITUDINAL
AND CROSSAND
AND CROSS
CROSS
FALL GRADIENT
FALL
FALL GRADIENT
GRADIENT
OF MAXIMUM
OF
OF MAXIMUM
MAXIMUM
1:40 FALL.1:40
1:40 FALL.
FALL.
3 33 HARDSTANDS
HARDSTANDS
HARDSTANDS
SHALL BESHALL
SHALL
MINIMUM
BE
BE MINIMUM
MINIMUM
125MM THICK
125MM
125MMBROOM
THICK
THICK FINISHED
BROOM
BROOM FINISHED
FINISHED
(FOR SLIP
(FOR
(FOR SLIP
SLIP 25m PREFERRED
25m
25m PREFERRED
BUS ZONE
RESISTANCE)
RESISTANCE)
RESISTANCE)
GRADE N25GRADE
GRADE
CONCRETE
N25
N25 CONCRETE
CONCRETE
SL72 MESHSL72
SL72
PLACED
MESH
MESH CENTRALLY,
PLACED
PLACED CENTRALLY,
CENTRALLY,
OR, AS OR,
OR, AS
AS LENGTH VARIES
LENGTHTO
LENGTH VARIES
SUIT QUANTITY
VARIES TO SUIT
TO SUIT QUANTITY
QUANTITY
AND AND
AND
REQUIRED
REQUIRED
REQUIRED
BY THE RELEVANT
BY
BY THE
THE RELEVANT
RELEVANT
STATUTORYSTATUTORY
STATUTORY
AUTHORITY.AUTHORITY.
AUTHORITY.
FOR SLABFOR
FOR
THICKENING
SLAB
SLAB THICKENING
THICKENING TYPE OF TYPE
BUSES
TYPE OF
OFUSING
BUSES
BUSESSTOP
USING
USINGANDSTOP
TYPEAND
STOP AND TYPE
TYPE
AT FURNITURE
AT
AT FURNITURE
FURNITURE
LOCATIONS,
LOCATIONS,
LOCATIONS,
AND JOINTAND
AND
LAYOUT
JOINT
JOINT AND
LAYOUT
LAYOUT
SPECIFICATIONS
AND
AND SPECIFICATIONS
SPECIFICATIONS
REFER REFER
REFER OF OPERATION
OF OPERATION
OF OPERATION
TO LOCALTO
TO
GOVERNMENT
LOCAL
LOCAL GOVERNMENT
GOVERNMENT
SPECIFICSPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
4 44A CLEARAAHARDSTAND
CLEAR
CLEAR HARDSTAND
HARDSTAND
ACCESS ACCESS
ACCESS
SPACE OFSPACE
SPACE
1200MM
OF
OF 1200MM
MINIMUM
1200MM MINIMUM
MINIMUM
IS REQUIRED
IS
IS REQUIRED
REQUIRED CL BUS STOP
CCLL BUS
BUS
SIGN
STOP
STOP SIGN
SIGN
BETWEENBETWEEN
BETWEEN
AND AROUND
AND
AND AROUND
AROUND
ALL BUSALL
ALLSTOP
BUS
BUS INFRASTRUCTURE
STOP
STOP INFRASTRUCTURE
INFRASTRUCTURE
(1500MM (1500MM
(1500MM
DESIRABLE).
DESIRABLE).
DIRECTION
DIRECTION
OF TRAFFIC
OF
OF TRAFFIC
FLOW
TRAFFIC FLOW
FLOW
ACCESS ACCESS
ACCESS
5 55 WHERE BUS
WHERE
WHERE
STOPS
BUS
BUSARE
STOPS
STOPS
LOCATED
ARE
ARE LOCATED
LOCATED
ALONG BICYCLE
ALONG
ALONG BICYCLE
BICYCLE
ROUTES,ROUTES,
ROUTES,
SHARED SHARED
ACCESS
SHARED ACCESS
ACCESS 1 11KEY PLAN
KEY
KEY PLAN
PLAN
PATHS SHOULD
PATHS
PATHS SHOULD
BE
SHOULD
APPLIED
BE
BE APPLIED
AS
APPLIED
PER LOCAL
AS
AS PER
PER
GOVERNMENT
LOCAL
LOCAL GOVERNMENT
GOVERNMENT
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
OR OR
OR --1:500@A3
WITH REFERENCE
WITH
WITH REFERENCE
REFERENCE
TO RELEVANT
TO
TO RELEVANT
RELEVANT
GUIDELINE
GUIDELINE
GUIDELINE
DIMENSIONS
DIMENSIONS
DIMENSIONS
GIVEN INGIVEN
GIVEN
THE IN
IN THE
THE
- 1:500@A3
1:500@A3
APPLICABLE
APPLICABLE
APPLICABLE
STANDARDS,
STANDARDS,
STANDARDS,
TMR GUIDELINES,
TMR
TMR GUIDELINES,
GUIDELINES,
AND AUSTROADS.
AND
AND AUSTROADS.
AUSTROADS.
6 66 CIRCULATION
CIRCULATION
CIRCULATION
OF WHEELCHAIRS
OF
OF WHEELCHAIRS
WHEELCHAIRS
SHOULD SHOULD
BE
SHOULD
CONSIDERED
BE
BE CONSIDERED
CONSIDERED
AT EACHAT
AT
BUSEACH
EACH
STOP
BUS
BUS STOP
STOP
BASED ONBASED
BASED
SITE ON
SPECIFIC
ON SITE
SITE SPECIFIC
SPECIFIC
CONDITIONS
CONDITIONS
CONDITIONS
AND TO ADDRESS
AND
AND TO
TO ADDRESS
ADDRESS
COMPLIANCE
COMPLIANCE
COMPLIANCE
WITH WITH
WITH
DSAPT. LINE-MARKING
DSAPT.
DSAPT. LINE-MARKING
LINE-MARKING
OF THE OF
OF
2No.THE
THE
ALLOCATED
2No.
2No. ALLOCATED
ALLOCATED
SPACES SPACES
SPACES
(PWD WAITING
(PWD
(PWD WAITING
WAITING HARDSTAND
HARDSTAND SIZE MAYSIZE
HARDSTAND SIZE
VARYMAY
MAY VARY
VARY DEPENDING
DEPENDING
DEPENDING ON
ON EXISTING
ON EXISTINGEXISTING
SITE SITE
SITE
ZONES) ISZONES)
ZONES)
NOT REQUIRED.
IS
IS NOT
NOT REQUIRED.
REQUIRED. CONDITIONS.
CONDITIONS.
CONDITIONS.
7 77 TACTILE GROUND
TACTILE
TACTILE GROUND
GROUND
SURFACESURFACE
SURFACE
INDICATORS
(TGSI) SHOULD
(TGSI)
(TGSI) SHOULD
PREFERABLY
SHOULD PREFERABLY
PREFERABLY
BE BE
BE
INSTALLED
INSTALLED
INSTALLED
AS SHOWN AS
ASON
SHOWN
SHOWN
THE TRANSLINK
ON
ON THE
THE TRANSLINK
TRANSLINK
DRAWINGS.DRAWINGS.
DRAWINGS.
WHERE THERE WHERE
WHERE ISTHERE
THERE
A IS
IS AA PREMIUMPREMIUM
PREMIUM
SHELTER.SHELTER.
SHELTER.
PATHWAYPATHWAY
PATHWAY
ACCESSINGACCESSING
ACCESSING
A BUS STOP,AA BUS
BUS
DIRECTIONAL
STOP,
STOP, DIRECTIONAL
DIRECTIONAL
TGSI SHALL TGSI
TGSI
BESHALL
SHALL
INSTALLED
BE
BE INSTALLED
INSTALLED
FOR THEFOR
FOR
FULLTHE
THE
WIDTH
FULL
FULL
OFWIDTH
WIDTH
THE PATH
OF
OF THE
THE
OF PATH
PATH
TRAVEL
OF
OFOVER
TRAVEL
TRAVELA MINIMUM
OVER
OVER AA MINIMUM
MINIMUM
600MM 600MM 600MM
2NO. 800x1300
2NO.
2NO. 800x1300
800x1300
PWD WAITING
PWD
PWD WAITING
ZONES.
WAITING ZONES.
ZONES.
DEPTH AND
DEPTH
DEPTH
PERPENDICULAR
AND
AND PERPENDICULAR
PERPENDICULAR
TO THE DIRECTION
TO
TO THE
THE DIRECTION
DIRECTION
OF TRAVEL OF
OFWHEN
TRAVEL
TRAVEL WHEN WHEN
350 350
350
APPROACHING.
APPROACHING.
APPROACHING.
DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI SHALL TGSI
TGSI
BESHALL
SHALL
USEDBE BE
ACROSS
USED
USED ACROSS
THE
ACROSS OPEN THE
THE
SPACE
OPEN
OPEN SPACE
SPACE
FROM THEFROM
FROM
ACCESS
THE
THE PATHWAY
ACCESS
ACCESS PATHWAY
PATHWAY
DIRECTIONALDIRECTIONAL
DIRECTIONAL
TGSI TO THE
TGSI
TGSIBOARDING
TO
TO THE
THE BOARDING
BOARDING
POINT POINT POINT BIN, REFER
BIN,
BIN,
NOTES.
REFER
REFER NOTES.
NOTES.
WARNINGWARNING
WARNING
TGSI. TGSITGSI.
TGSI.
TO EXTEND
TGSI
TGSI TOTO TO
EXTEND
EXTEND
THE SHORELINE
TO
TO THE
THE SHORELINE
SHORELINE
- I.E. BUILDING
-- I.E.
I.E. BUILDING
BUILDING
LINE, LINE,
LINE,
350
350
WALL, A FENCE,
WALL,
WALL, AAAFENCE,
FENCE,
KERB, OR
AA KERB,
KERB,
A GRASSOR
OR AAVERGE
GRASS
GRASSWHERE
VERGE
VERGEAPPLICABLE.
WHERE
WHERE APPLICABLE.
APPLICABLE.
8 88 THE COLOUR
THE
THE COLOUR
COLOUR
OF TGSIOF SHALL
OF TGSI BE
TGSI SHALL
SELECTED
SHALL BE BASED ON
BE SELECTED
SELECTED BASED
BASEDSITEON
ON
SPECIFIC
SITE
SITE SPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
INTEGRATED
INTEGRATED
INTEGRATED
TGSI SHALLTGSI
TGSI HAVE
SHALL
SHALL AHAVE
HAVE
MINIMUM
AA MINIMUM
MINIMUM
COLOUR COLOUR
COLOUR NOMINALNOMINAL
NOMINAL
SHORELINE.
SHORELINE.
SHORELINE.
MIN.
MIN.
CONTRASTCONTRAST
CONTRAST
OF 30% COMPARED
OF
OF 30%
30% COMPARED
COMPARED
TO THE AMOUNT
TO
TO THE
THE AMOUNT
AMOUNT
OF LIGHTOFOF
REFLECTED
LIGHT
LIGHT REFLECTED
REFLECTED
FROM FROM FROM
500
500
THE SURFACE
THE
THE SURFACE
SURFACE
OF THE OF
ADJACENT
OF THE
THE ADJACENT
ADJACENT
PATH OFPATH
PATH
TRAVEL.
OF
OF TRAVEL.
TRAVEL.
FOR EXAMPLE;
FOR
FOR EXAMPLE;
EXAMPLE;
FOR A FOR FOR AA
DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI'S TOTGSI'S
TGSI'S
BE INSTALLED
TO
TO BE
BE INSTALLED
INSTALLED
AND EXTEND
AND
AND TO
EXTEND
EXTEND
SHORELINE,
TO
TO SHORELINE,
SHORELINE,
HARDSTAND AREA
HARDSTAND AREA
LIGHT CONCRETE
LIGHT
LIGHT CONCRETE
CONCRETE
COLOURED COLOURED
COLOURED
PATH OFPATH
PATH
TRAVEL,
OF
OF TRAVEL,
TRAVEL,
DARK COLOURED
DARK
DARK COLOURED
COLOURED
(E.G. (E.G.
(E.G.
VARIES
VARIES
WIDTH
WIDTH
REFER NOTES.
REFER
REFER NOTES.
NOTES.
BLACK) TGSI
BLACK)
BLACK)
MAYTGSI
TGSI
BE APPROPRIATE.
MAY
MAY BE
BE APPROPRIATE.
APPROPRIATE.
FOR A BLACK
FOR
FOR AA
BITUMEN
BLACK
BLACK BITUMEN
BITUMEN
PATH OFPATH
PATH
TRAVEL
OF
OF TRAVEL
TRAVEL
LIGHT COLOURED
LIGHT
LIGHT COLOURED
COLOURED
(E.G. WHITE
(E.G.
(E.G.
ORWHITE
WHITE
YELLOW)
OR
OR YELLOW)
YELLOW)
TGSI MAYTGSI
TGSI
BE APPROPRIATE.
MAY
MAY BEBE APPROPRIATE.
APPROPRIATE.
THIS THIS
THIS * * APPROX.APPROX.
APPROX.
2m AREA2m
2m
TOAREA
AREA
BE KEPT
TO
TO BE
CLEAR
BE KEPT
KEPT OFCLEAR
CLEAR
ALL INFRASTRUCTURE
OF
OF ALL
ALL INFRASTRUCTURE
INFRASTRUCTURE
FOR FOR
FOR
4200
4200
MAINTENANCE
MAINTENANCE
MAINTENANCE
ACCESS TOACCESS
ACCESS
LIGHTBOX/
TO
TO LIGHTBOX/
LIGHTBOX/
ADVERTISING
ADVERTISING
ADVERTISING
CABINET.CABINET.
CABINET.
CONTRASTCONTRAST
CONTRAST
MUST BEMUST
MUST
MAINTAINED
BE
BE MAINTAINED
MAINTAINED
IN BOTH WET
IN
IN BOTH
BOTH
ANDWET
WET
DRYAND
AND
CONDITIONS.
DRY
DRY CONDITIONS.
CONDITIONS.
SHELTERSHELTER
SHELTER MANDATORY
MANDATORY
MINIMUMMINIMUM
MANDATORY MINIMUM
CONCRETE CONCRETE
HARDSTAND
CONCRETE HARDSTAND
BOARDING
HARDSTAND BOARDING
POINT POINT
BOARDING POINT
2070 MINIMUM
600 MINIMUM
AREA SHOWN
AREADIAGONAL
AREA SHOWN DIAGONAL
SHOWN DIAGONAL
HATCHED, HATCHED,
REFER NOTES.
HATCHED, REFER NOTES.
REFER NOTES.
9 99 FOR OPTIONS
FOR
FOR OPTIONS
OPTIONS
OF SHELTER
OF
OF SHELTER
SHELTER
TYPES FOR TYPES
TYPES
INTERMEDIATE
FOR
FOR INTERMEDIATE
INTERMEDIATE
AND PREMIUM
AND
AND PREMIUM
PREMIUM
STOPS STOPS
STOPS
1200 MIN.
1200 MIN.
REFER TO
REFER
REFER
TRANSLINK
TO
TO TRANSLINK
TRANSLINK
DRAWINGS. DRAWINGS.
DRAWINGS.
WHERE AWHERE
WHERE
SHELTERAA SHELTER
SHELTER
ABUTS A ABUTS
ABUTS
CONTINUOUS
AA CONTINUOUS
CONTINUOUS BUS STOPBUS
BUS
BLADE
STOP
STOPSIGN,
BLADE
BLADEREFER
SIGN,
SIGN,
NOTES.
REFER
REFER NOTES.
NOTES.
CL CCLL
LIGHT POLE
LIGHT
LIGHT
(SITE
POLE
POLE
SPECIFIC).
(SITE
(SITE SPECIFIC).
SPECIFIC).
2070
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH OFPATH
PATH
TRAVEL,
OF
OF TRAVEL,
ENSURE
TRAVEL, ENSURE
MINIMUM
ENSURE MINIMUM
MINIMUM
30% LUMINANCE
30%
30% LUMINANCE
LUMINANCE
CONTRASTCONTRAST
CONTRAST
600
820
600820
AGAINSTAGAINST
AGAINST
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G. FLOORING).
FLOORING). WARNINGWARNING
WARNING
TGSI'S TOTGSI'S
TGSI'S
BE INSTALLED
TO BE
TO BE INSTALLED
INSTALLED
AT ALL STOPS,
AT ALL
AT ALLREFER
STOPS,
NOTES.
STOPS, REFER NOTES.
REFER NOTES.
600
FURNITURE
FURNITURE
FURNITURE
& SIGNAGE
&& SIGNAGE
SIGNAGE 300 300
300
10 10
10FOR DETAILS
FOR
FOR DETAILS
DETAILS
OF BUS STOP
OF
OF BUS
BUS
SIGNAGE
STOP
STOP SIGNAGE
SIGNAGE
(J-POLE/BLADE)
(J-POLE/BLADE)
(J-POLE/BLADE)
AND FOOTING
AND
AND FOOTING
FOOTING
DETAILS DETAILS
DETAILS
300
300
TO
TO SIGN
TO SIGN FACESIGN FACE
FACE
REFER TO
REFER
REFER
TRANSLINK
TO
TO TRANSLINK
TRANSLINK
SIGNAGESIGNAGE
SIGNAGE
MANUAL.MANUAL.
MANUAL. EXISTINGEXISTING
EXISTING
LOCATION,
OR FUTURE
LOCATION,
LOCATION,
OR
OR ACCESS
FUTURE
FUTURE PATHWAY
CONFIRMCONFIRM
CONFIRM
ACCESS
ON SITE. ON
ACCESS
ON SITE.
*
ACCESS PATHWAY
PATHWAY
SITE. ACCESS
ACCESS
* TOP OF KERB
TOP
TOP OF
OF
FACE.
KERB
KERB FACE.
FACE.
150 150
150210 210
210
BUS ZONEBUS
BUS
SIGN
REFER MUTCD
ZONE
ZONE SIGN
REFER
SIGN
REFER MUTCD
MUTCD
11 11
11SETOUT SETOUT
SETOUT
OF BLADE OF
OF SIGN
BLADE
BLADE(REFER
SIGN
SIGN (REFER
(REFER
TO THE TO TO
PREMIUM
THE
THE PREMIUM
PREMIUM
STOP TRANSLINK
STOP
STOP TRANSLINK
TRANSLINK
BUS ZONEBUS
BUS
SIGN
ZONE
ZONE SIGN
SIGN
2500
2500
PATHWAYPATHWAY
PATHWAY
MINIMUMMINIMUM
MINIMUM
1200MM WIDE.
1200MM
1200MM WIDE.
WIDE. CL CCLL PART 11 PART
PART 11
11
DRAWING)DRAWING)
DRAWING)
IS POSITIONED
IS
IS POSITIONED
POSITIONED
AS SHOWNAS
AS DUE
SHOWN
SHOWNTO DUE
BUS
DUE STOP
TO
TO BUS
BUS
OPERATIONS,
STOP
STOP OPERATIONS,
OPERATIONS,
AND AND
AND
REFER MUTCD
REFER
REFER MUTCD
MUTCD
ROAD SAFETY
ROAD
ROADREQUIREMENTS
SAFETY
SAFETY REQUIREMENTS
REQUIREMENTS
AND
AND IS
IS NON-COMPLIANT
NON-COMPLIANT
WITH DSAPT.
WITH
WITHPLEASE
DSAPT.
DSAPT. PLEASE
PLEASE
PART 11 PART
PART 11
11 790 790
600
790 600
600
LIAISE WITH
LIAISE
LIAISE
TRANSLINK
WITH
WITH TRANSLINK
TRANSLINK
FOR DETAILS
FOR
FOR DETAILS
ON
DETAILS
THIS REQUIREMENT.
ON
ON THIS
THIS REQUIREMENT.
REQUIREMENT.
YELLOW YELLOW
BUS
YELLOW
STOP
BUS
BUS
MARKINGS
STOP
STOP MARKINGS
MARKINGS
IF REQUIRED,
IF
IF REQUIRED,
REQUIRED,
AS PER REGULATIONS
AS
AS PER
PER REGULATIONS
REGULATIONS
12 12
12BUS STOP
BUS
BUSSEAT
STOP
STOP SHOULD
SEAT
SEAT SHOULD
SHOULD
INCLUDEINCLUDE
INCLUDE
ANODISED ANODISED
ANODISED
ALUMINIUM
ALUMINIUM
ALUMINIUM
BATTENSBATTENS
BATTENS
WITH WITH
WITH
ARMRESTS
ARMRESTS
ARMRESTS
ALONG THE ALONG
ALONGSEAT.
THE
THE
SEATS
SEAT.
SEAT.SHOULD
SEATS
SEATS SHOULD
SHOULD
BE BOLTED
BE
BE BOLTED
TO
BOLTED
HARDSTAND
TO
TO HARDSTAND
HARDSTAND 1540 MIN.1540
1540 MIN.
MIN. 2500 MIN.2500
2500 MIN.
MIN.
AREA, AND
AREA,
AREA,
MADE
AND
ANDFROM
MADE
MADEEASILY
FROM
FROM MAINTAINED
EASILY
EASILY MAINTAINED
MAINTAINED
MATERIALS.
MATERIALS.
MATERIALS.
SEATS TO
SEATS
SEATS
BE TO
TO BE
BE
COMPLIANT
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH
WITHWHERE
DSAPT.
DSAPT. AWHERE
WHERE
SEAT ABUTS
AA SEAT
SEATA ABUTS
ABUTS
CONTINUOUS
AA CONTINUOUS
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE 2070
2070 MINIMUM
2070 MINIMUM MINIMUM
PATH OFPATH
PATH
TRAVEL,
OF
OF TRAVEL,
TRAVEL,
ENSURE ENSURE
ENSURE
MINIMUMMINIMUM
MINIMUM
30% LUMINANCE
30%
30% LUMINANCE
LUMINANCE
CONTRAST CONTRAST
CONTRAST
AGAINSTAGAINST
AGAINST
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G. FLOORING).
FLOORING).
13 13
13BUS STOP
BUS
BUSBINSTOP
STOP
SHOULD
SLOT PERFORATIONS)
SLOT
BIN
BIN SHOULD
SLOT PERFORATIONS)
SHOULD
BE AN 80BE
WHICH CAN
PERFORATIONS)
BELITRE
WHICH
WHICH
AN
AN 80
80
CIRCULAR
BE CAN
CAN
LITRE
LITRE CIRCULAR
EASILY
CIRCULAR
CONSTRUCTION
BE MAINTAINED.
BE
CONSTRUCTION
CONSTRUCTION
EASILY MAINTAINED.
EASILY MAINTAINED.
(SMALL (SMALL
(SMALL
BIN SHOULD
BIN SHOULD
BIN SHOULD
* *
25m HARDSTAND
25m HARDSTAND
25m HARDSTAND
AREA - LENGTH
AREA -- MAY
AREA LENGTH
VARY
LENGTH MAY VARY
MAY VARY 1500 1500
1500
INCLUDE
INCLUDEINCLUDE AA GALVANISED
A GALVANISED GALVANISED STEEL
STEEL LINER
STEELANDLINER
LINER AND AA BIRD-PROOF
A BIRD-PROOF
AND BIRD-PROOF
LID. WHERE
LID.
LID. BIN
WHERE
WHERE BIN
BIN
EXTENSION
EXTENSION
TO HARDSTAND
EXTENSION TO HARDSTAND
TO HARDSTAND
AREA TOAREA
AREA
INCORPORATE
TO INCORPORATE
TO INCORPORATE
BIN AND BIN
BIN AND
AND
ABUTS AABUTS
ABUTS
CONTINUOUS
AA CONTINUOUS
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH OFPATH
PATH
TRAVELOF
OF ENSURE
TRAVEL
TRAVEL ENSURE
MINIMUM
ENSURE MINIMUM
MINIMUM
30% 30%
30%
FACILITATE
FACILITATE
ACCESS TO
FACILITATE ACCESS
BACKTO
ACCESS TO
FACE
BACK
OF FACE
BACK FACE
BUS STOP
OF BUS
OF BUS
SIGNAGE.
STOP SIGNAGE.
STOP SIGNAGE.
LUMINANCE
LUMINANCE
LUMINANCE
CONTRAST CONTRAST
CONTRAST
AGAINSTAGAINST
AGAINST
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G. FLOORING).
FLOORING).
BIN TO BEBIN
BIN TO
TO BE
BE
MINIMUMMINIMUM
MINIMUM
500MM SETBACK
500MM
500MM SETBACK
SETBACK
FROM ACCESS
FROM
FROM PATHWAY.
ACCESS
ACCESS PATHWAY.
PATHWAY.
ADDITIONAL
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS 25m PREFERRED
25m
25m PREFERRED
10m
10m MINIMUM
MINIMUM
14 14
14ALL BUS ALL
ALL
STOPSBUS
BUSTO
STOPS
STOPS
BE DSAPT
TO
TO BE
BECOMPLIANT.
DSAPT
DSAPT COMPLIANT.
COMPLIANT.
FOR FURTHER
FOR
FOR FURTHER
FURTHER
GUIDANCEGUIDANCE
GUIDANCE
REFER REFER
REFER CL CCLL
TO THE RELEVANT
TO
TO THE
THE RELEVANT
RELEVANT
STANDARDS,
STANDARDS,
STANDARDS,
TRANSLINK
TRANSLINK
TRANSLINK
GUIDANCE
GUIDANCE
GUIDANCE
AND RELEVANT
AND
AND RELEVANT
RELEVANT
LOCAL LOCAL
LOCAL
GOVERNMENT
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS. 2 2SITE LAYOUT
SITE
SITE LAYOUT
LAYOUT
PLAN PLAN
PLAN
- --1:100@A3
1:100@A3
1:100@A3
15 15
15ALL BUS ALL
STOP
ALL BUS
BUS
COMPONENTS
STOP
STOP COMPONENTS
COMPONENTS
SHOULD SHOULD
BE
SHOULD
POSITIONED
BE
BE POSITIONED
POSITIONED
IN CONSIDERATION
IN
IN CONSIDERATION
CONSIDERATION
OF OF
OF
RELEVANTRELEVANT
RELEVANT
ONSITE ONSITE
ONSITE
CONDITIONS
CONDITIONS
CONDITIONS
WITH REFERENCE
WITH
WITH REFERENCE
REFERENCE
TO THE TOTOGUIDANCE
THE
THE GUIDANCE
GUIDANCE
CONTAINED
CONTAINED
CONTAINED
WITHIN THE
WITHIN
WITHIN
PTIM,
THE
THE
AND
PTIM,
PTIM,
FORAND
AND
ADDITIONAL
FOR
FOR ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
AND AND
AND
DESIGN ALTERNATIVES
DESIGN
DESIGN ALTERNATIVES
ALTERNATIVES
REFER TOREFER
REFER
THE COMPONENTS
TO
TO THE
THE COMPONENTS
COMPONENTS
TABLE CONTAINED
TABLE
TABLE CONTAINED
CONTAINED
IN IN
IN
THE PTIM.THE
THE PTIM.
PTIM. PTIM,PTIM,
BUS STOP
BUS STOP
INFRASTRUCTURE
CHAPTER
16 16
16REFER TO
REFER
REFER
PTIMTO
TOGLOSSARY
PTIM
PTIM GLOSSARY
GLOSSARY
FOR DEFINITIONS
FOR
FOR DEFINITIONS
DEFINITIONS
OF TERMS
OF
OF TERMS
AND
TERMSPTIM
AND
AND PTIM
PTIM
ABBREVIATIONS
ABBREVIATIONS
ABBREVIATIONS
FOR DEFINITIONS
FOR
FOR DEFINITIONS
DEFINITIONS
OF ACRONYMS.
OF
OF ACRONYMS.
ACRONYMS. PREMIUM
PREMIUM
STOPSTOP
- SITE- LAYOUT
SITE LAYOUT
- WITHOUT
- WITHOUT
INDENTED
INDENTED
BUS BAY
BUS BAY
17 17
17ALL DRAWING
ALL
ALL DRAWING
DRAWING
DIMENSIONS
DIMENSIONS
DIMENSIONS
ARE IN MILLIMETRES
ARE
ARE IN
IN MILLIMETRES
MILLIMETRES
UNLESS NOTED
UNLESS
UNLESSOTHERWISE.
NOTED
NOTED OTHERWISE.
OTHERWISE.
DRG 5-0031
DRG 5-0031
* ** DIMENSION
DIMENSION
DIMENSION
TO BE CONFIRMED
TO
TO BE
BE CONFIRMED
CONFIRMED
ON SITE IN
ON
ONRELATION
SITE
SITE IN
IN RELATION
RELATION
TO SITE CONDITIONS.
TO
TO SITE
SITE CONDITIONS.
CONDITIONS.
- - JULY 2013
JULY 2013 A A
NOTES:
NOTES:
NOTES:
HARDSTAND
HARDSTAND
HARDSTAND
1 1 THE
1 MANDATORY
THE
THEMANDATORY
MANDATORY
(COMPLIANT
(COMPLIANT
(COMPLIANT
TO DSAPT)
TOTODSAPT)
MINIMUM
DSAPT)MINIMUM
BOARDING
MINIMUMBOARDING
BOARDING
POINT POINT
POINT
HARDSTAND
HARDSTAND
HARDSTAND
AREA ISAREA
1540MM
AREAIS IS
1540MM
X 1540MM
2070MM,
X 2070MM,
XPOSITIONED
2070MM,
POSITIONED
POSITIONED
AS SHOWNASASSHOWN
ONSHOWN
THE ONON
THETHE
TRANSLINK
TRANSLINK
TRANSLINK
DRAWINGS.
DRAWINGS.
DRAWINGS.
A LARGER A LARGER
A
HARDSTAND
LARGERHARDSTAND
HARDSTAND
AREA IS AREA
PREFERRED
AREA
IS IS
PREFERRED
PREFERRED
AND IS ANDAND
IS IS HARDSTAND
HARDSTAND
& EXTENSION
HARDSTAND & EXTENSION
& EXTENSION
DEPENDENT
DEPENDENT
DEPENDENT
ON SITE ON
SPECIFIC
ON
SITE
SITE
SPECIFIC
CONDITIONS.
SPECIFIC
CONDITIONS.
CONDITIONS.
2 2 THE
2 MANDATORY
THE
THEMANDATORY
MANDATORY
LONGITUDINAL
LONGITUDINAL
LONGITUDINAL
AND CROSS ANDAND
FALL
CROSS
CROSS
GRADIENT
FALL
FALL
GRADIENT
GRADIENT
AT BOARDING
ATAT
BOARDING
BOARDING
POINT ISPOINT
MAXIMUM
POINT
IS IS
MAXIMUM
1:40
MAXIMUM
FALL1:40
ACROSS
1:40
FALL
FALL
ACROSS
THE
ACROSS
BOARDING
THETHEBOARDING
BOARDING
POINT AREA
POINT
POINT
(SHOWN
AREA
AREA(SHOWN
(SHOWN
HATCHED).
HATCHED).
HATCHED).
ALL OTHER ALLALL
HARDSTAND
OTHER
OTHER HARDSTAND
HARDSTAND
AND ADJACENT
AND
ANDADJACENT
ADJACENT
AREAS TOAREAS
THE
AREASBUS
TOTO
THE
STOP
THE
BUSBUS
STOP
STOP
SHALL MEET
SHALL
SHALL
APPLICABLE
MEET
MEET APPLICABLE
APPLICABLE
STANDARDS STANDARDS
STANDARDS
IN RELATION
IN IN
RELATION
TO
RELATION
THE TO
ADJACENT
TO
THETHE
ADJACENT
ADJACENT
SITE SITE
SITE 1:7 KERB1:71:K7EK
REBRB 1:5 KER 1:51K:5EK
B REBRB
3m
3m
3m
CONDITIONS,
CONDITIONS,
CONDITIONS,
AND TO AND PREFERABLY
ANDTOTO PREFERABLY
PREFERABLY
ACHIEVEACHIEVE
AACHIEVE
LONGITUDINAL
A LONGITUDINAL
A LONGITUDINAL
AND CROSSAND
ANDCROSS
CROSS
FALL GRADIENT
FALL
FALL
GRADIENT
OF
GRADIENT
MAXIMUM
OFOFMAXIMUM
1:40
MAXIMUM
FALL.1:40
1:40
FALL.
FALL.
3 3 HARDSTANDS
3 HARDSTANDS
HARDSTANDS
SHALL BE
SHALL
MINIMUM
SHALL
BEBEMINIMUM
125MM
MINIMUMTHICK
125MM
125MM
BROOM
THICK
THICK
FINISHED
BROOM
BROOMFINISHED
(FOR
FINISHED
SLIP
(FOR
(FOR
SLIP
SLIP 21m MINIMUM
21m
21m
MINIMUM
MINIMUM 25m PREFERRED
25m
25m PREFERRED
15m
15m
MINIMUM
MINIMUM BUS ZONE
BUS ZONE
BUS ZONE
RESISTANCE)
RESISTANCE)
RESISTANCE)
GRADE N25
GRADE
GRADE
CONCRETE
N25N25
CONCRETE
CONCRETE
SL72 MESHSL72
SL72
PLACED
MESH
MESHPLACED
CENTRALLY,
PLACEDCENTRALLY,
CENTRALLY,
OR, AS OR,OR, ASAS LENGTH LENGTH
VARIES
LENGTH
TO
VARIES
VARIES
SUIT QUANTITY
TOTO
SUIT
SUIT
QUANTITY
AND
QUANTITY
TYPE
AND
OF
AND
TYPE
TYPE
OFOF
REQUIRED
REQUIRED
REQUIRED
BY THE RELEVANT
BYBY
THE
THERELEVANT
RELEVANT
STATUTORY
STATUTORY
STATUTORY
AUTHORITY.
AUTHORITY.
AUTHORITY.
FOR SLABFOR
THICKENING
FORSLAB
SLAB
THICKENING
THICKENING BUSES USING
BUSES
BUSES
STOP
USING
USING
AND
STOP
TYPE
STOP
ANDOF
AND
TYPE
OPERATION
TYPE
OFOF
OPERATION
OPERATION
AT FURNITURE
ATAT
FURNITURE
FURNITURE
LOCATIONS,
LOCATIONS,
LOCATIONS,
AND JOINT
AND
AND
LAYOUT
JOINT
JOINT
LAYOUT
ANDLAYOUT
SPECIFICATIONS
AND
ANDSPECIFICATIONS
SPECIFICATIONS
REFER REFER REFER
TO LOCAL
TOGOVERNMENT
TO
LOCAL
LOCAL
GOVERNMENT
GOVERNMENT
SPECIFICSPECIFIC
REQUIREMENTS.
REQUIREMENTS.
4 4 A4 CLEARA HARDSTAND
CLEAR
A CLEAR
HARDSTAND
HARDSTAND
ACCESS ACCESS
SPACE
ACCESSOF
SPACE
SPACE
1200MM
OFOF
1200MM
MINIMUM
1200MM
MINIMUM
ISMINIMUM
REQUIRED
IS IS
REQUIRED
REQUIRED CL BUS STOP
CL CBUS
L SIGN
BUS
STOP
STOP
SIGN
SIGN
BETWEEN BETWEEN
BETWEEN
AND AROUND
ANDANDAROUND
ALL
AROUND
BUS
ALLALL
STOP
BUSBUSINFRASTRUCTURE
STOP
STOPINFRASTRUCTURE
INFRASTRUCTURE
(1500MM (1500MM
(1500MM
DESIRABLE).
DESIRABLE).
DIRECTION
DIRECTION
OF TRAFFIC
OFOF
TRAFFIC
FLOW
TRAFFIC
FLOW
FLOW
ACCESS ACCESS
ACCESS
5 5 WHERE
5 BUS
WHERE
WHERE
STOPS
BUSBUS
ARE
STOPS
STOPS
LOCATED
ARE
ARE
LOCATED
ALONG
LOCATED
BICYCLE
ALONG
ALONGBICYCLE
ROUTES,
BICYCLE
ROUTES,
SHARED
ROUTES,
SHARED
ACCESS
SHAREDACCESS
ACCESS 1 1KEY
1 PLAN
KEY
KEYPLAN
PLAN
PATHS SHOULD
PATHS
PATHS
SHOULD
BESHOULD
APPLIED
BEBE
APPLIED
ASAPPLIED
PER LOCAL
ASAS
PER
PER
GOVERNMENT
LOCAL
LOCAL
GOVERNMENT
GOVERNMENT
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
OR OROR - 1:500@A3
WITH REFERENCE
WITH
WITHREFERENCE
REFERENCE
TO RELEVANT
TOTORELEVANT
RELEVANT
GUIDELINE
GUIDELINE
GUIDELINE
DIMENSIONS
DIMENSIONS
DIMENSIONS
GIVEN INGIVEN
GIVEN
THE IN INTHE
THE
- - 1:500@A3
1:500@A3
APPLICABLE
APPLICABLE
APPLICABLE
STANDARDS,
STANDARDS,
STANDARDS,
TMR GUIDELINES,
TMR
TMR
GUIDELINES,
GUIDELINES,
AND AUSTROADS.
AND
AND
AUSTROADS.
AUSTROADS.
6 6 CIRCULATION
6 CIRCULATION
CIRCULATION
OF WHEELCHAIRS
OFOFWHEELCHAIRS
WHEELCHAIRS
SHOULD SHOULD
BESHOULD
CONSIDERED
BEBE
CONSIDERED
CONSIDERED
AT EACHATBUS
AT
EACH
STOP
EACH
BUS
BUS
STOP
STOP
BASED ONBASED
BASED
SITE ON
SPECIFIC
ONSITE
SITE
SPECIFIC
CONDITIONS
SPECIFIC
CONDITIONS
CONDITIONS
AND TO AND
ADDRESS
AND
TOTO
ADDRESS
COMPLIANCE
ADDRESSCOMPLIANCE
COMPLIANCE
WITH WITH WITH
DSAPT. DSAPT.
LINE-MARKING
DSAPT.LINE-MARKING
LINE-MARKING
OF THE OF2No.
OFTHE
THE
ALLOCATED
2No.
2No.ALLOCATED
ALLOCATED
SPACES SPACES
(PWD
SPACES
WAITING
(PWD
(PWDWAITING
WAITING
ZONES) IS
ZONES)
NOT
ZONES)
REQUIRED.
IS NOT
IS NOT
REQUIRED.
REQUIRED.
7 7 TACTILE
7 TACTILE
GROUND
TACTILEGROUND
SURFACE
GROUND SURFACE
INDICATORS
SURFACE INDICATORS
INDICATORS
(TGSI) SHOULD
(TGSI)
(TGSI) SHOULD
PREFERABLY
SHOULD PREFERABLY
PREFERABLY
BE BEBE HARDSTAND
HARDSTAND SIZE MAYSIZE
HARDSTAND VARYMAY
SIZE VARY DEPENDING
DEPENDING
MAY VARY ONON
DEPENDING EXISTING
ON EXISTING SITE SITE
EXISTING SITE
INSTALLED
INSTALLED
INSTALLED
AS SHOWN ASASON
SHOWN
SHOWN
THE TRANSLINK
ONONTHETHE
TRANSLINK
TRANSLINK
DRAWINGS.DRAWINGS.
DRAWINGS.
WHERE THEREWHERE
WHERE ISTHERE
ATHERE IS A
IS A CONDITIONS.
CONDITIONS.
CONDITIONS.
PATHWAY PATHWAY
ACCESSING
PATHWAY ACCESSING
ACCESSING
A BUS STOP,
A BUS
A BUS
DIRECTIONAL
STOP,
STOP,
DIRECTIONAL
DIRECTIONAL
TGSI SHALL TGSI
TGSI
BESHALL
INSTALLED
SHALL BEBE
INSTALLED
INSTALLED
FOR THEFOR
FULL
FORTHE
WIDTH
THEFULL
FULL
OFWIDTH
THE
WIDTHPATH
OFOF
THEOF
THEPATH
TRAVEL
PATH
OFOF
OVER
TRAVEL
TRAVEL
A MINIMUM
OVER
OVERA MINIMUM
A600MM
MINIMUM 600MM
600MM PREMIUMPREMIUM
SHELTER.
PREMIUM
SHELTER.
SHELTER.
DEPTH AND
DEPTH
DEPTH
PERPENDICULAR
ANDAND
PERPENDICULAR
PERPENDICULAR
TO THE DIRECTION
TOTOTHE
THE
DIRECTION
DIRECTION
OF TRAVEL OFOFWHEN
TRAVEL
TRAVEL WHEN
WHEN
APPROACHING.
APPROACHING.
APPROACHING.
DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI SHALL
TGSI
TGSI
BESHALL
USED
SHALLBE
ACROSS
BEUSEDUSEDACROSS
THEACROSS
OPEN THESPACE
THE
OPEN
OPEN SPACE
SPACE
FROM THEFROM
ACCESS
FROMTHETHEACCESS
PATHWAY
ACCESS PATHWAY
DIRECTIONAL
PATHWAY DIRECTIONAL
DIRECTIONAL
TGSI TO TGSI
THE TGSI
BOARDING
TOTO
THE THEBOARDING
BOARDING
POINT POINT POINT 2NO. 800x1300
2NO.
2NO.
800x1300
PWD
800x1300
WAITING
PWD
PWD
WAITING
ZONES.
WAITING
ZONES.
ZONES.
350 350350
WARNINGWARNING
TGSI.
WARNING
TGSI
TGSI.
TO
TGSI.
TGSI
EXTEND
TGSI
TOTO
EXTEND
TOEXTEND
THE SHORELINE
TOTO
THETHE
SHORELINE
SHORELINE
- I.E. BUILDING
- I.E.
- I.E.
BUILDING
LINE,
BUILDING LINE,
LINE,
WALL, A FENCE,
WALL,
WALL,AAFENCE,
AKERB,
FENCE,OR
A KERB,
AAKERB,
GRASS
ORORAVERGE
GRASS
A GRASS
WHERE
VERGE
VERGE APPLICABLE.
WHERE
WHERE APPLICABLE.
APPLICABLE. BIN, REFER
BIN,
BIN,
NOTES.
REFER
REFER
NOTES.
NOTES.
8 8 THE
8 COLOUR
THETHECOLOUR
OF TGSIOFSHALL
COLOUR OFTGSI BE
TGSISHALL
SELECTED
SHALL BASED ON
BEBESELECTED
SELECTED BASED
BASED
SITEONSPECIFIC
ONSITESITESPECIFIC
SPECIFIC
350
350
350
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
INTEGRATED
INTEGRATED
INTEGRATED
TGSI SHALL
TGSI
TGSIHAVE
SHALL
SHALLAHAVE
MINIMUM
HAVEA AMINIMUM
COLOUR
MINIMUMCOLOUR
COLOUR
CONTRASTCONTRAST
CONTRAST
OF 30% COMPARED
OFOF30%
30%COMPARED
COMPARED
TO THE AMOUNT
TOTO
THE THE
AMOUNT
OFAMOUNT
LIGHTOFREFLECTED
OF
LIGHT
LIGHT
REFLECTED
REFLECTED
FROM FROM FROM
THE SURFACE
THETHESURFACE
OF
SURFACE
THE OFADJACENT
OF
THETHEADJACENT
ADJACENT
PATH OFPATHTRAVEL.
PATHOFOF TRAVEL.
FOR
TRAVEL.
EXAMPLE;
FORFOR
EXAMPLE;
FOR
EXAMPLE;
A FOR FORA A NOMINALNOMINAL
SHORELINE.
NOMINAL
SHORELINE.
SHORELINE.
LIGHT CONCRETE
LIGHT
LIGHTCONCRETE
CONCRETE
COLOURED COLOURED
COLOURED
PATH OFPATHPATH
TRAVEL,
OFOFTRAVEL,
DARK
TRAVEL,COLOURED
DARK
DARKCOLOURED
COLOURED
(E.G. (E.G.
(E.G.
MIN.
MIN.
MIN.
500
500
500
BLACK) TGSI
BLACK)
BLACK)
MAYTGSI
BETGSI
APPROPRIATE.
APPROPRIATE.
FOR A BLACK
FORFOR
ABITUMEN
BLACK
A BLACK BITUMEN
PATH
BITUMEN
OFPATH
TRAVEL
PATHOFOFTRAVEL
TRAVEL
DIRECTIONAL
DIRECTIONAL
DIRECTIONAL
TGSI'S TOTGSI'S
BE
TGSI'S
INSTALLED
TOTO
BEBEINSTALLED
INSTALLED
AND EXTEND
AND
ANDEXTEND
TOEXTEND
SHORELINE,
TOTO
SHORELINE,
SHORELINE,
HARDSTAND AREA
HARDSTAND AREA
1200 MIN.HARDSTAND AREA
LIGHT COLOURED
LIGHT
LIGHT
COLOURED
COLOURED
(E.G. WHITE
(E.G.
(E.G.
OR
WHITE
YELLOW)
WHITEOROR
YELLOW)
TGSI
YELLOW)
MAYTGSI
BE
TGSI
APPROPRIATE.
APPROPRIATE.
THIS THIS
THIS
VARIES
VARIES
VARIES
WIDTH
WIDTH
WIDTH
CONTRASTCONTRAST
CONTRAST
MUST BEMUSTMAINTAINED
MUSTBEBEMAINTAINED
MAINTAINED
IN BOTH IN
WET
BOTH
IN BOTH
ANDWET
DRY
WET AND
CONDITIONS.
ANDDRYDRY
CONDITIONS.
CONDITIONS. REFER NOTES.
REFER
REFERNOTES.
NOTES.
SHELTERSHELTER
SHELTER * ** APPROX.APPROX.
2mAPPROX.
AREA2mTO2m
AREA
BEAREA
KEPT
TOTO
BE
CLEAR
BE
KEPTKEPT
OF CLEAR
ALL
CLEAR
INFRASTRUCTURE
OFOFALLALL
INFRASTRUCTURE
INFRASTRUCTURE
FOR FOR
FOR
4200
4200
4200
MAINTENANCE
MAINTENANCE
MAINTENANCE
ACCESS ACCESS
TOACCESS
LIGHTBOX/
TOTO
LIGHTBOX/
LIGHTBOX/
ADVERTISING
ADVERTISING
ADVERTISING
CABINET.CABINET.
CABINET.
9 9 FOR
9 OPTIONS
FOR
FOR
OPTIONS
OF
OPTIONS
SHELTER
OFOFSHELTER
TYPES
SHELTER
FOR
TYPES
TYPES
INTERMEDIATE
FORFOR
INTERMEDIATE
INTERMEDIATE
AND PREMIUM
ANDAND
PREMIUM
STOPS
PREMIUM
STOPS
STOPS MANDATORYMANDATORY
MINIMUMMINIMUM
MANDATORY CONCRETE
MINIMUM CONCRETE
HARDSTAND
CONCRETE HARDSTAND
BOARDING
HARDSTAND BOARDING
POINT POINT
BOARDING POINT
2070 MINIMUM
600 MINIMUM
2070 MINIMUM
REFER TO
REFER
TRANSLINK
REFER
TOTO
TRANSLINK
TRANSLINK
DRAWINGS.
DRAWINGS.
DRAWINGS.
WHERE AWHERE
SHELTER
WHEREA SHELTER
AABUTS
SHELTER
AABUTS
CONTINUOUS
ABUTS
A CONTINUOUS
A CONTINUOUS AREA SHOWN
AREA
AREA DIAGONAL
SHOWN
SHOWN HATCHED,
DIAGONAL
DIAGONAL REFER
HATCHED,
HATCHED,NOTES.
REFER
REFER NOTES.
NOTES.
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE
PATH OFPATH
TRAVEL,
PATHOFOF
TRAVEL,
ENSURE
TRAVEL, ENSURE
MINIMUM
ENSUREMINIMUM
30%
MINIMUM
LUMINANCE
30%
30%
LUMINANCE
LUMINANCE
CONTRASTCONTRAST
CONTRAST
1200 MIN.
1200 MIN.
AGAINSTAGAINST
BACKGROUND
AGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.
FLOORING).
FLOORING). BUS STOP
BUS
BLADE
BUS
STOP
STOP
SIGN,
BLADE
BLADE
REFER
SIGN,
SIGN,
NOTES.
REFER
REFERNOTES.
NOTES.
CL CL CL
LIGHT POLE
LIGHT
LIGHT
(SITE
POLE
POLE
SPECIFIC).
(SITE
(SITE
SPECIFIC).
SPECIFIC).
2070
600
600
820
600820
820
FURNITURE
FURNITURE
FURNITURE
& SIGNAGE
& SIGNAGE
& SIGNAGE
WARNINGWARNING
TGSI'S
WARNING
TOTGSI'S
BE
TGSI'S
INSTALLED
TOTO
BEBE INSTALLED
AT ALL STOPS,
INSTALLED ATAT
ALLALL
REFER
STOPS,
STOPS,NOTES.
REFER
REFER NOTES.
NOTES.
600
600
10 10FOR
10 DETAILS
FOR
FOR
DETAILS
OFDETAILS
BUS STOP
OFOF
BUS
BUS
SIGNAGE
STOP
STOP
SIGNAGE
(J-POLE/BLADE)
SIGNAGE
(J-POLE/BLADE)
(J-POLE/BLADE)
AND FOOTING
ANDAND
FOOTING
DETAILS
FOOTINGDETAILS
DETAILS
REFER TO
REFER
TRANSLINK
REFER
TOTO
TRANSLINK
TRANSLINK
SIGNAGESIGNAGE
MANUAL.
SIGNAGE MANUAL.
MANUAL. 300 300300
300
300
300
TO SIGN TO
FACE
TO SIGN
SIGN FACE
FACE
* **
11 11SETOUT
11 SETOUT
OF
SETOUT
BLADE
OFOFSIGN
BLADE
BLADE
(REFER
SIGN
SIGN(REFER
TO(REFER
THETOPREMIUM
TOTHETHEPREMIUM
PREMIUM
STOP TRANSLINK
STOP
STOPTRANSLINK
TRANSLINK TOP OF KERB
TOP
TOP
OF
FACE.
OF
KERB
KERB
FACE.
FACE.
DRAWING)DRAWING)
DRAWING)
IS POSITIONED
IS IS
POSITIONED
POSITIONED
AS SHOWNASASSHOWN
DUESHOWN
TO DUE
BUS
DUETO
STOP
TO
BUSBUS
OPERATIONS,
STOP
STOP
OPERATIONS,
OPERATIONS,
AND AND
AND EXISTINGEXISTING
OR
EXISTING
FUTURE
OROR
FUTURE
ACCESS
FUTUREACCESS
PATHWAY
ACCESSPATHWAY
PATHWAY
150 150150
210 210210
ROAD SAFETY
ROAD
ROADREQUIREMENTS
SAFETY
SAFETYREQUIREMENTS
REQUIREMENTS
ANDAND
IS NON-COMPLIANT
IS NON-COMPLIANT
WITH DSAPT.
WITH
WITH
PLEASE
DSAPT.
DSAPT.PLEASE
PLEASE LOCATION,
LOCATION,
LOCATION,
CONFIRMCONFIRM
ON
CONFIRM
SITE.ON
ACCESS
ON
SITE.
SITE.
ACCESS
ACCESS BUS ZONEBUS
SIGN
BUS
ZONE
ZONESIGN
SIGN
PATHWAY PATHWAY
MINIMUM
PATHWAYMINIMUM
1200MM
MINIMUM
WIDE.
1200MM
1200MMWIDE.
WIDE. CL CL CL
LIAISE WITH
LIAISE
LIAISE
TRANSLINK
WITH
WITHTRANSLINK
TRANSLINK
FOR DETAILS
FOR
FORDETAILS
ONDETAILS
THIS ON
REQUIREMENT.
ON
THIS
THIS
REQUIREMENT.
REQUIREMENT. REFER MUTCD
REFER
REFERMUTCD
MUTCD
PART 11 PART
PART
11 11
12 12BUS
12 STOPBUS
BUS
SEAT
STOP
STOP
SHOULD
SEAT
SEAT SHOULD
INCLUDE
SHOULD INCLUDE
ANODISED
INCLUDEANODISED
ANODISED
ALUMINIUM
ALUMINIUM
ALUMINIUM
BATTENSBATTENS
WITH
BATTENSWITH
WITH 790 600
790790 600600
ARMRESTS
ARMRESTS
ARMRESTS
ALONG THE ALONG
ALONG
SEAT.THETHE
SEATS
SEAT.
SEAT.
SHOULD
SEATS
SEATSSHOULD
BESHOULD
BOLTED
BEBEBOLTED
TOBOLTED
HARDSTAND
TOTO
HARDSTAND
HARDSTAND
BUS BAYBUS
INDENT
BUS
BAY
BAY
SETOUT
INDENT
INDENT
SETOUT
REFER
SETOUT
INSERT
REFER
REFER
INSERT
INSERT 1540 MIN.1540
1540
MIN.
MIN. 2500 MIN.2500
2500 MIN.
MIN.
AREA, AND
AREA,
AREA,
MADE
ANDAND
FROM
MADE
MADE
EASILY
FROM
FROM MAINTAINED
EASILY
EASILYMAINTAINED
MAINTAINED
MATERIALS.
MATERIALS.
MATERIALS.
SEATS TO
SEATS
SEATS
BE TOTOBEBE
KEY DRAWING.
KEYKEY
DRAWING.
DRAWING.
COMPLIANT
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH
WITHWHERE
DSAPT.
DSAPT.AWHERE
SEAT
WHEREABUTS
A SEAT
A SEAT
AABUTS
CONTINUOUS
ABUTS
A CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE
ACCESSIBLE YELLOW YELLOW
BUS BUS
YELLOW
STOP STOP MARKINGS
MARKINGS
BUS STOP MARKINGSIF REQUIRED,
IF REQUIRED, ASAS
IF REQUIRED, PER REGULATIONS
AS PER REGULATIONS
PER REGULATIONS
PATH OFPATH
TRAVEL,
PATHOFOFTRAVEL,
ENSURE
TRAVEL, ENSURE
MINIMUM
ENSURE MINIMUM
30%
MINIMUM
LUMINANCE
30%30%LUMINANCE
LUMINANCE
CONTRAST CONTRAST
CONTRAST
AGAINSTAGAINST
AGAINST
BACKGROUND
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.
FLOORING).
FLOORING). 2070 MINIMUM
2070
2070 MINIMUM
MINIMUM
13 13BUS
13 STOP
BUSBUS
BIN
STOP
SHOULD
STOPBINBIN
SHOULD
BESHOULD
AN 80BELITRE
BE
ANAN
80CIRCULAR
80
LITRE
LITRECIRCULAR
CIRCULAR
CONSTRUCTION
CONSTRUCTION
CONSTRUCTION
(SMALL (SMALL (SMALL
SLOT PERFORATIONS)
SLOT
SLOT WHICH CAN
PERFORATIONS)
WHICH CAN BEBE
EASILY EASILY
MAINTAINED.
EASILY MAINTAINED.
MAINTAINED.
BIN SHOULDBINBIN SHOULD
SHOULD
A INCLUDE
INCLUDEINCLUDE
GALVANISED
ABUTS AABUTS
CONTINUOUS
ABUTS
A GALVANISED
A GALVANISED
STEEL LINER
A CONTINUOUS
A CONTINUOUS
ACCESSIBLE
STEEL
STEEL AND
ACCESSIBLE
LINER
LINER
ACCESSIBLE
A BIRD-PROOF
PATH OFPATH
ANDAND
TRAVEL
PATH
A BIRD-PROOF
OFOF
A BIRD-PROOF
LID. WHERE
TRAVEL
ENSURE
TRAVEL
LID.LID.BIN
ENSURE
MINIMUM
ENSURE
WHERE
WHERE
MINIMUM
30%
MINIMUM
BINBIN
30%30%
* 25m **
25m HARDSTAND
25mHARDSTAND
HARDSTANDAREA
AREA - LENGTH- LENGTH
AREA MAY MAY
- LENGTH
VARY VARY
MAY VARY 1500 1500
1500
LUMINANCE
LUMINANCE
LUMINANCE
CONTRAST CONTRAST
CONTRAST
AGAINSTAGAINST
BACKGROUND
AGAINSTBACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G.
(E.G.
FLOORING).
FLOORING).
BIN TO BE BINBIN
TOTOBEBE
MINIMUMMINIMUM
500MM
MINIMUMSETBACK
500MM
500MMSETBACK
FROM
SETBACK
ACCESS
FROM
FROMACCESS
PATHWAY.
ACCESS PATHWAY.
PATHWAY. EXTENSION
EXTENSION EXTENSIONTOTO
HARDSTAND
TO HARDSTAND AREA TOAREA
HARDSTAND TOTO
INCORPORATE
INCORPORATE
AREA BIN AND BINBIN
INCORPORATE ANDAND
FACILITATE
FACILITATE ACCESS ACCESS
FACILITATE BACKTO
TOACCESS BACK
FACE
TO OFFACE
BACKBUS OFOF
FACE
STOPBUS STOP
SIGNAGE.
BUS SIGNAGE.
STOP SIGNAGE.
ADDITIONAL
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
14 14ALL
14 BUS ALL
STOPS
ALL
BUS
BUS
TO
STOPS
BE
STOPS
DSAPT
TOTO
BECOMPLIANT.
BE
DSAPT
DSAPT
COMPLIANT.
COMPLIANT.
FOR FURTHER
FOR
FOR
FURTHER
GUIDANCE
FURTHER
GUIDANCE
GUIDANCE
REFER REFER
REFER
TO THE RELEVANT
TOTO
THE
THE
RELEVANT
RELEVANT
STANDARDS,
STANDARDS,
STANDARDS,
TRANSLINK
TRANSLINK
TRANSLINK
GUIDANCE
GUIDANCE
GUIDANCE
AND RELEVANT
AND
AND
RELEVANT
RELEVANT
LOCAL LOCAL
LOCAL
GOVERNMENT
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS. 2 2SITE
2 LAYOUT
SITE
SITE
LAYOUT
LAYOUT
PLAN PLAN
PLAN
- - 1:100@A3
- 1:100@A3
1:100@A3
15 15ALL
15 BUS ALL
STOP
ALL
BUS
COMPONENTS
BUS
STOP
STOPCOMPONENTS
COMPONENTS
SHOULD SHOULD
BESHOULD
POSITIONED
BEBE
POSITIONED
POSITIONED
IN CONSIDERATION
IN IN
CONSIDERATION
CONSIDERATION
OF OFOF
RELEVANT
RELEVANT
RELEVANT
ONSITE ONSITE
CONDITIONS
ONSITECONDITIONS
CONDITIONS
WITH REFERENCE
WITH
WITHREFERENCE
REFERENCE
TO THETOGUIDANCE
TOTHE
THEGUIDANCE
GUIDANCE
CONTAINED
CONTAINED
CONTAINED
WITHIN THE
WITHIN
WITHIN
PTIM,
THETHE
AND
PTIM,
PTIM,
FORAND
ADDITIONAL
ANDFOR
FORADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
REQUIREMENTS
AND ANDAND
DESIGN DESIGN
ALTERNATIVES
DESIGNALTERNATIVES
ALTERNATIVES
REFER TOREFER
REFER
THE TOCOMPONENTS
TO
THE
THE
COMPONENTS
COMPONENTS
TABLE CONTAINED
TABLE
TABLE
CONTAINED
CONTAINED
IN IN IN
THE PTIM.
THE
THE
PTIM.
PTIM. PTIM,PTIM,
BUS
PTIM,STOP
BUS
BUSSTOP
INFRASTRUCTURE
STOPINFRASTRUCTURE
INFRASTRUCTURE
CHAPTER
CHAPTER
CHAPTER
16 16REFER
16 REFER
TOREFER
PTIMTOTO
GLOSSARY
PTIM
PTIMGLOSSARY
GLOSSARY
FOR DEFINITIONS
FORFORDEFINITIONS
DEFINITIONS
OF TERMSOFOFTERMS
AND
TERMS
PTIM
ANDANDPTIM
PTIM
ABBREVIATIONS
ABBREVIATIONS
ABBREVIATIONS
FOR DEFINITIONS
FOR
FOR
DEFINITIONS
DEFINITIONS
OF ACRONYMS.
OFOF
ACRONYMS.
ACRONYMS. PREMIUM
PREMIUM
PREMIUM
STOPSTOP
-STOP
SITE- SITE
LAYOUT
- SITELAYOUT
LAYOUT
- WITH
- WITH
-INDENTED
WITHINDENTED
INDENTED
BUS BAY
BUS
BUSBAY
BAY
17 17ALL
17 DRAWING
ALLALL
DRAWING
DIMENSIONS
DRAWING
DIMENSIONS
DIMENSIONS
ARE IN MILLIMETRES
ARE
AREIN MILLIMETRES
IN MILLIMETRES
UNLESS UNLESS
NOTED
UNLESS
OTHERWISE.
NOTED
NOTED
OTHERWISE.
OTHERWISE.
DRG DRG
5-0032
DRG5-0032
5-0032
* * DIMENSION
* DIMENSION
DIMENSION
TO BE CONFIRMED
TOTO
BEBE
CONFIRMED
CONFIRMED
ON SITE ON
IN ON
RELATION
SITE
SITE
IN RELATION
INTO
RELATION
SITE CONDITIONS.
TOTO
SITE
SITE
CONDITIONS.
CONDITIONS.
- - - JULY 2013
JULY
JULY 2013A
2013 AA
SINGLESINGLE
LEAN LEAN
SINGLE
RAIL RAIL
LEAN RAIL SINGLESINGLE
BACK BACK
SINGLE
TO TO SHELTER
BACK BACK
TO SHELTER
BACK SHELTER
SINGLESINGLE
SHELTER
SINGLE
SHELTER
SHELTER SINGLESINGLE SHELTER
SHELTER
SINGLE & BACK& ANNEX
SHELTER BACK ANNEX
& BACK ANNEX TWO BACK
TWO
TWO
TO
BACK
BACK
TO SEATS
TO
BACK
BACK
SEATS
SEATS SUBURBAN
SUBURBAN SHELTER
SUBURBAN
SHELTER SHELTER
SINGLESINGLE
SEAT
SINGLE
SEAT
SEAT SINGLESINGLE
SEAT
SINGLE
SEAT
SEAT SINGLESINGLE
SEAT
SINGLE
SEAT
SEAT
NOTES:
NOTES:
NOTES:
HARDSTAND
HARDSTAND
HARDSTAND
1 1 1HARDSTAND/SLAB
HARDSTAND/SLAB
DESIGN
HARDSTAND/SLABDESIGN
TO BE
DESIGNTO TOSUITED
BE BESUITED
TO SITE
SUITEDTO TOSITE
SPECIFIC
SITESPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
2 2 2HARDSTAND/
HARDSTAND/
SLAB DESIGN
HARDSTAND/SLAB DESIGN
SLAB TO BETO
DESIGNSUITED
BE BE
TO SUITED
TO GRADIENTS
TO TO
SUITED GRADIENTS
NOT GREATER
NOTNOT
GRADIENTS GREATER
GREATER
THAN 2%
THAN
FALL
2%PRIOR
THAN FALL
2% PRIOR
TOPRIOR
FALL MECHANICAL
TO TO
MECHANICAL
SHIMS.SHIMS.
MECHANICAL SHIMS.
3 3 3SHELTER
SHELTER
FOOTING
FOOTING
SHELTER DESIGN
DESIGN
FOOTING BY OTHERS
BY BY
DESIGN OTHERS
AND TO
ANDAND
OTHERS LOCAL
TO TO
LOCAL
GOVERNMENT
GOVERNMENT
LOCAL GOVERNMENT SUBURBAN
SUBURBAN SHELTER
SUBURBAN
SHELTER SHELTER
SINGLESINGLE
LEAN LEAN
SINGLE
RAIL RAIL
LEAN RAIL
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
SINGLESINGLE SHELTER
SHELTER
SINGLE SHELTER SINGLESINGLE SHELTER
SHELTER
SINGLE & BACK& ANNEX
SHELTER BACK ANNEX
& BACK ANNEX SINGLESINGLE
BACK BACK
SINGLE
TO TO SHELTER
BACK BACK
TO SHELTER
BACK SHELTER SINGLESINGLE
SEAT SEAT
SINGLE SEAT
SHELTER
SHELTER
& SITE&LAYOUT
SHELTER SITE LAYOUT
& SITE LAYOUT SINGLESINGLE
SEAT
SINGLE SEAT
SEAT SINGLESINGLE
SEAT SEAT
SINGLE SEAT TWO
TWO BACK BACK
TWO
TO TO SEATS
BACK BACK
TO SEATS
BACK SEATS
4 4 4FOR FORFURTHER
FORFURTHER
INFORMATION
FURTHERINFORMATION
AND AND
INFORMATION GUIDANCE
ANDGUIDANCE
ON BUS
GUIDANCEONONBUS
SHELTER
BUSSHELTER
SHELTER
LOCATIONAL
LOCATIONAL
REQUIREMENTS
LOCATIONALREQUIREMENTS
AND SITE
REQUIREMENTSANDAND
PLACEMENT
SITE PLACEMENT
SITE REFERREFER
PLACEMENTTOREFER
THETOPTIM
THETHE
TO PTIM
PTIM
SITE LAYOUT
SITE LAYOUT
SITEDRAWINGS.
DRAWINGS.
LAYOUT DRAWINGS.
5 5 5SHELTER
SHELTER
STRUCTURE
STRUCTURE
SHELTER COLOUR
COLOUR
STRUCTURE TO BE TO
COLOURRESINE
BE BE
TO RESINE
JON JONJON
RESINE
6 6 6SHELTER
SHELTER
PAINTWORK
SHELTERPAINTWORK
TO MEET
PAINTWORK TO TO
MEET
RELEVANT
MEETRELEVANT
AUSTRALIAN
RELEVANT AUSTRALIAN
STANDARDS
AUSTRALIANSTANDARDS
STANDARDS
INCLUDING
INCLUDING
BUT NOT
BUTLIMITED
INCLUDING NOTNOT
BUT LIMITED
TO AS3715,
TO TO
LIMITED AS3715,
AS2311,
AS2311,
AS3715,AS2312.
AS2312.
AS2311, AS2312.
FURNITURE,
FURNITURE,
SIGNAGE
FURNITURE,SIGNAGE
& LIGHTING
& LIGHTING
SIGNAGE & LIGHTING
7 7 7FOR DETAILS
FORFOR
DETAILS
OF BUSOF OF
DETAILS STOP
BUSBUS
STOP
SIGNAGE
SIGNAGE
STOP REFERREFER
SIGNAGETO TRANSLINK
TO TO
REFER TRANSLINK
SIGNAGE
SIGNAGE
TRANSLINK SIGNAGE AD AD
AD PANELPANEL
PANEL
MANUAL.MANUAL.
MANUAL.
8 8 8BUS STOP
BUSBUS
STOP
SEAT SHOULD
SEAT
STOP SHOULD
SEAT INCLUDE
SHOULDINCLUDE
ANODISED
INCLUDE ANODISED
ALUMINIUM
ANODISED ALUMINIUM
BATTENS
ALUMINIUM BATTENS
WITH WITH
BATTENS WITH
ARMRESTS
ARMRESTS
ALONGALONG
ARMRESTS THE SEAT.
THETHE
ALONG SEAT.
SEATS SEATS
SEAT.SHOULD
SEATSSHOULD
BE BOLTED
SHOULDBE BE
BOLTED
TO HARDSTAND
BOLTEDTO TO
HARDSTAND
HARDSTAND
AREA, AREA,
AND MADE
ANDAND
AREA, MADE
FROM FROM
MADEEASILYEASILY
FROM MAINTAINED
EASILY MAINTAINED
MATERIALS.
MAINTAINED MATERIALS.
SEATSSEATS
MATERIALS. TOSEATS
BETO TO
BE BE
COMPLIANT
COMPLIANT
WITH WITH
COMPLIANT DSAPT.
WITHDSAPT.
WHEREWHERE
DSAPT. AWHERE
SEATA ASEAT
ABUTS
SEATABUTS
AABUTS
CONTINUOUS
A ACONTINUOUS
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
PATH PATH
ACCESSIBLE OFPATH
TRAVEL,
OF OFTRAVEL,
ENSURE
TRAVEL, ENSURE
MINIMUM
ENSURE MINIMUM
30% LUMINANCE
MINIMUM 30%30%LUMINANCE
LUMINANCE
CONTRAST
CONTRAST
AGAINST
CONTRASTAGAINST
BACKGROUND
BACKGROUND
AGAINST (E.G. FLOORING).
BACKGROUND (E.G. FLOORING).
(E.G. FLOORING).
9 9 9LIGHTING
LIGHTING
DESIGNDESIGN
LIGHTING TO COMPLY
TO TO
DESIGN COMPLY
WITH THE
WITH
COMPLY RELEVANT
THETHE
WITH RELEVANT
STANDARDS
STANDARDS
RELEVANT AND BE
ANDAND
STANDARDS BE BE
COMPLIANT
COMPLIANT
WITH DSAPT.
COMPLIANTWITH DSAPT.
WITH DSAPT.
ADDITIONAL
10
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
ADDITIONAL REQUIREMENTS
10 10ALL MEASUREMENTS
ALLALLMEASUREMENTS
AND DIMENSIONS
MEASUREMENTS ANDANDDIMENSIONS
SHALL SHALL
DIMENSIONS HAVE
SHALLHAVE
ANHAVE
APPLIED
AN ANAPPLIED
APPLIED
SHELTER
SHELTER
SHELTER
TYPE
TYPE
TYPE
1A1A
1A SHELTER
SHELTER
SHELTER
TYPE
TYPE
TYPE
2A2A
2A SHELTER
SHELTER
SHELTER
TYPE
TYPE
TYPE
3A3A
3A SUBURBAN
SUBURBAN
SUBURBAN
SHELTER
SHELTER
SHELTER
TOLERANCE
TOLERANCE
OF 3MM.
OF OF
TOLERANCE 3MM.
3MM. REFER
REFER
REFER
DRAWING
DRAWING
DRAWING
5-0101
5-0101
5-0101 REFER
REFER
REFER
DRAWING
DRAWING
DRAWING
5-0201
5-0201
5-0201 REFER
REFER
REFER
DRAWING
DRAWING
DRAWING
5-0301
5-0301
5-0301 REFER
REFER
REFER
DRAWING
DRAWING
DRAWING
5-0401
5-0401
5-0401
11 11 11SHELTER
SHELTER
MANUFACTURER
MANUFACTURER
SHELTER TO PROVIDE
TO TO
MANUFACTURER PROVIDE
ENGINEERING
ENGINEERING
PROVIDE CERTIFICATION
CERTIFICATION
ENGINEERING FOR FORFOR
CERTIFICATION TWO
TWO LEAN LEAN
TWO
RAILS RAILS
LEAN RAILS DOUBLE
DOUBLE BACK BACK
DOUBLE
TO TO SHELTER
BACK BACK
TO SHELTER
BACK SHELTER
SHELTER
SHELTER
CONSTRUCTION
CONSTRUCTION
SHELTER CONSTRUCTION SUBURBAN
SUBURBAN SHELTER
SUBURBAN
SHELTER SHELTER
DOUBLE
DOUBLE SHELTER
SHELTER
DOUBLE SHELTER DOUBLE
DOUBLE SHELTER
SHELTER
DOUBLE & BACK& ANNEX
SHELTER BACK ANNEX
& BACK ANNEX FOUR SEATS
FOUR
FOUR
SEATS
BACK
SEATS
TO
BACK
BACK
TO TO
BACK
BACK
SINGLESINGLE
SEAT
SINGLE
SEAT
SEAT
12 12 12ALL BUS
ALLSTOPS
BUSBUS
ALL STOPS
TOSTOPS
BE TO
DSAPT
BE BE
TO DSAPT
COMPLIANT,
COMPLIANT,
DSAPT FOR FURTHER
FORFOR
COMPLIANT, FURTHER
GUIDANCE
FURTHERGUIDANCE
REFERREFER
GUIDANCE REFER TWO
TWO SEATSSEATS
TWO SEATS TWO
TWO SEATSSEATS
TWO SEATS
TO THETO RELEVANT
TOTHETHE
RELEVANT
STANDARDS,
RELEVANT STANDARDS,
TRANSLINK
STANDARDS, TRANSLINK
GUIDANCE
TRANSLINKGUIDANCE
AND RELEVANT
GUIDANCEANDANDRELEVANT
RELEVANT
LOCALLOCAL
GOVERNMENT
LOCALGOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
13 13 13ALL BUS
ALLSTOP
BUSBUS
ALL COMPONENTS
STOP
STOPCOMPONENTS
SHOULD
COMPONENTS SHOULD
BE POSITIONED
SHOULDBE BE
POSITIONED
IN CONSIDERATION
POSITIONEDIN CONSIDERATION
IN CONSIDERATION
OF RELEVANT
OF OF
RELEVANT
ONSITEONSITE
RELEVANT CONDITIONS
CONDITIONS
ONSITE WITH REFERENCE
CONDITIONS WITH REFERENCE
WITH TO THE
REFERENCE TOGUIDANCE
THETHE
TO GUIDANCE
GUIDANCE
CONTAINED
CONTAINED
WITHINWITHIN
CONTAINED THE PTIM,
THETHE
WITHIN AND
PTIM,
FOR
ANDAND
PTIM, ADDITIONAL
FORFOR
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
ADDITIONAL AND ANDAND
REQUIREMENTS
DESIGN DESIGN
ALTERNATIVES
DESIGNALTERNATIVES
REFERREFER
ALTERNATIVES TOREFER
THETOCOMPONENTS
THETHE
TO COMPONENTS
TABLE TABLE
COMPONENTS CONTAINED
CONTAINED
TABLE IN IN IN
CONTAINED
THE PTIM.
THETHE
PTIM.
PTIM.
14 14 14REFERREFER
TO PTIM
REFERTO TO
GLOSSARY
PTIM GLOSSARY
PTIM FOR DEFINITIONS
GLOSSARYFORFOR
DEFINITIONS
OF TERMS,
OF OF
DEFINITIONS TERMS,
AND, PTIM
AND,
TERMS, PTIM
AND, PTIM SUBURBAN
SUBURBAN SHELTER
SUBURBAN
SHELTER SHELTER
ABBREVIATIONS
ABBREVIATIONS
FOR DEFINITIONS
FORFOR
ABBREVIATIONS DEFINITIONS
OF ACRONYMS.
OF OF
DEFINITIONS ACRONYMS.
ACRONYMS. TWO
TWO LEAN LEAN
TWO
RAILS RAILS
LEAN RAILS
SINGLESINGLE
SEAT SEAT
SINGLE SEAT
DOUBLE
DOUBLE SHELTER
SHELTER
DOUBLE SHELTER DOUBLE
DOUBLE SHELTER
SHELTER
DOUBLE & BACK& ANNEX
SHELTER BACK ANNEX
& BACK ANNEX DOUBLE
DOUBLE BACK BACK
DOUBLE
TO TO SHELTER
BACK BACK
TO SHELTER
BACK SHELTER
15 15 15ALL DRAWING
ALLALLDRAWING
DIMENSIONS
DRAWINGDIMENSIONS
ARE IN
AREARE
DIMENSIONS MILLIMETRES
IN INMILLIMETRES
UNLESS
MILLIMETRESUNLESS
NOTEDNOTED
UNLESS NOTED
OTHERWISE.
OTHERWISE.
OTHERWISE. TWO SEATS
TWO
TWO
SEATS
SEATS TWO SEATS
TWO
TWO
SEATS
SEATS FOUR
FOUR SEATSSEATS
FOURBACK BACK
SEATS
TO TO TO
BACK BACK
BACK
NO AD NO AD AD
PANEL
NO PANEL
PANEL
SHELTER
SHELTER
SHELTER
TYPE
TYPE
TYPE
1B1B
1B SHELTER
SHELTER
SHELTER
TYPE
TYPE
TYPE
2B2B
2B SHELTER
SHELTER
SHELTER
TYPE
TYPE
TYPE
3B3B
3B SUBURBAN
SUBURBAN
SUBURBAN
SHELTER
SHELTER
SHELTER
REFER
REFER
REFER
DRAWING
DRAWING
DRAWING
5-0102
5-0102
5-0102 REFER
REFER
REFER
DRAWING
DRAWING
DRAWING
5-0202
5-0202
5-0202 REFER
REFER
REFER
DRAWING
DRAWING
DRAWING
5-0302
5-0302
5-0302 REFER
REFER
REFER
DRAWING
DRAWING
DRAWING
5-0402
5-0402
5-0402
PTIM,
PTIM,
PTIM,
BUSBUS
BUS
STOP
STOP
STOP
INFRASTRUCTURE
INFRASTRUCTURE
CHAPTER
CHAPTER
BUS SHELTER
BUS
BUSSHELTERDESIGNS
SHELTER DESIGNS- OVERVIEW
DESIGNS - OVERVIEW
- OVERVIEW
NTSNTS
NTS DRG
DRG
DRG
5-0100
5-0100
5-0100
- - - 2013A
JULY
JULY
JULY
20132013 AA
NOTES:
NOTES:
HARDSTAND
HARDSTAND
1 1 HARDSTAND/SLAB
HARDSTAND/SLAB
DESIGNDESIGN TO SUITED
TO BE BE SUITED TO
TO SITE SITE SPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
2 2 HARDSTAND/
HARDSTAND/ SLAB DESIGN
SLAB DESIGN TO BE TO BE SUITED
SUITED TO GRADIENTS
TO GRADIENTS NOT GREATER
NOT GREATER
THAN
THAN 2% FALL2%PRIOR
FALL TO
PRIOR TO MECHANICAL
MECHANICAL SHIMS. SHIMS.
5540 5540
3 3 SHELTER
SHELTER FOOTING
FOOTING DESIGNDESIGN BY OTHERS
BY OTHERS AND
AND TO TO LOCAL
LOCAL GOVERNMENT
GOVERNMENT 4020. 4020.
REQUIREMENTS.
REQUIREMENTS.
3740 3740
SHELTER
SHELTER & SITE LAYOUT
& SITE LAYOUT
4 4 FOR FURTHER
FOR FURTHER INFORMATION
INFORMATION AND GUIDANCE
AND GUIDANCE ON BUSON SHELTER
BUS SHELTER
LOCATIONAL
LOCATIONAL REQUIREMENTS
REQUIREMENTS ANDPLACEMENT
AND SITE SITE PLACEMENT
REFER REFER
TO THETOPTIM
THE PTIM
150.
150.
SITE LAYOUT
SITE LAYOUT DRAWINGS.
DRAWINGS.
250
250
5 5 SHELTER
SHELTER STRUCTURE
STRUCTURE COLOUR
COLOUR TO BE RESINE
TO BE RESINE JON JON
6 6 SHELTER
SHELTER PAINTWORK
PAINTWORK TO MEET
TO MEET RELEVANT
RELEVANT AUSTRALIAN
AUSTRALIAN STANDARDS
STANDARDS
INCLUDING
INCLUDING BUT
BUT NOT NOT LIMITED
LIMITED TO AS3715,
TO AS3715, AS2311,AS2311,
AS2312.AS2312.
WINDBREAK
WINDBREAK
FURNITURE,
FURNITURE, SIGNAGE
SIGNAGE & LIGHTING
& LIGHTING
1400.
1400.
1620.
1620.
7 7 FOR DETAILS
FOR DETAILS
OF BUSOFSTOP
BUS SIGNAGE
STOP SIGNAGE
REFER REFER TO TRANSLINK
TO TRANSLINK SIGNAGE
SIGNAGE ALUMINIUM
ALUMINIUM
1860
1860
MANUAL.
MANUAL. SLATTED
SLATTED SEAT SEAT
WITH ARMRESTS
WITH ARMRESTS ADVERTISING
ADVERTISING
8 8 BUS STOP
BUS SEAT
STOP SHOULD
SEAT SHOULD INCLUDE
INCLUDE ANODISEDANODISED ALUMINIUM
ALUMINIUM BATTENSBATTENS
WITH WITH
SIGN CABINET
SIGN CABINET
ARMRESTS
ARMRESTS ALONG ALONG THE SEATS
THE SEAT. SEAT. SEATS
SHOULD SHOULD BE BOLTED
BE BOLTED TO HARDSTAND
TO HARDSTAND
AREA,MADE
AREA, AND AND FROM
MADE EASILY
FROM EASILY MAINTAINED
MATERIALS. SEATS SEATS
TO BE TO BE
COMPLIANT
COMPLIANT WITH DSAPT.
WITH DSAPT. WHEREWHERE
A SEAT A ABUTS
SEAT ABUTS A CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE PATH PATH OF TRAVEL,
OF TRAVEL, ENSURE ENSURE
MINIMUMMINIMUM 30% LUMINANCE
30% LUMINANCE
CONTRAST
CONTRAST AGAINST
AGAINST BACKGROUND
(E.G. FLOORING).
THICKENED
THICKENED 800 MIN.800 MIN.
9 9 LIGHTING
LIGHTING
DESIGNDESIGN TO COMPLY
TO COMPLY WITHRELEVANT
WITH THE THE RELEVANT STANDARDS
STANDARDS AND BEAND BE SLAB FOR
SLAB FOR
COMPLIANT
COMPLIANT WITH DSAPT.
WITH DSAPT. FOOTING
FOOTING ZONE ZONE
OF SHELTER
OF SHELTER
ADDITIONAL
REQUIREMENTS
10 10 ALL MEASUREMENTS
ALL MEASUREMENTS AND DIMENSIONS
AND DIMENSIONS SHALL SHALL
HAVE HAVE AN APPLIED
AN APPLIED
TOLERANCE
TOLERANCE OF 3MM.
OF 3MM.
1 SHELTER
1 SHELTER PLANPLAN
11 11 SHELTER
SHELTER MANUFACTURER
MANUFACTURER TO PROVIDE
TO PROVIDE ENGINEERING
ENGINEERING CERTIFICATION
CERTIFICATION FOR FOR
SHELTER
SHELTER CONSTRUCTION
CONSTRUCTION
- 1:50@A3
- 1:50@A3
12 12 ALL BUSALL BUS STOPS

STOPS TO BE DSAPT
TO BE DSAPT COMPLIANT,
COMPLIANT, FOR FURTHER
FOR FURTHER GUIDANCE
GUIDANCE REFER REFER
TO THETORELEVANT
THE RELEVANT STANDARDS,
TRANSLINK GUIDANCE
GUIDANCE AND RELEVANT
AND RELEVANT
LOCAL LOCAL GOVERNMENT
REQUIREMENTS.
13 13 ALL BUSALL BUSCOMPONENTS
STOP STOP COMPONENTS
SHOULD SHOULD BE POSITIONED
BE POSITIONED IN CONSIDERATION
IN CONSIDERATION 1620 1620 4020. 4020.
OF RELEVANT
OF RELEVANT ONSITEONSITE CONDITIONS
CONDITIONS WITH REFERENCE
WITH REFERENCE TO THETOGUIDANCE
THE GUIDANCE
CONTAINED
CONTAINED WITHINWITHIN THEAND
THE PTIM, PTIM,FOR
ANDADDITIONAL
FOR ADDITIONAL REQUIREMENTS
REQUIREMENTS AND AND 3740 3740
DESIGNDESIGN ALTERNATIVES
ALTERNATIVES REFER REFER
TO THETO THE COMPONENTS
COMPONENTS TABLE CONTAINED
TABLE CONTAINED IN IN SHELTER
SHELTER ROOF ROOF
THE PTIM.
THE PTIM.
14 14 REFER REFER TO GLOSSARY

TO PTIM PTIM GLOSSARY FOR DEFINITIONS
FOR DEFINITIONS OF TERMS,
OF TERMS, AND, PTIM
AND, PTIM BACKLIT
BACKLIT SIGN SIGN BACKLIT
BACKLIT SIGN SIGN
ABBREVIATIONS
ABBREVIATIONS FOR DEFINITIONS
FOR DEFINITIONS OF ACRONYMS.
OF ACRONYMS. CABINET
CABINET CABINET
CABINET
15 15 ALL DRAWING
ALL DRAWING DIMENSIONS
DIMENSIONS ARE INAREMILLIMETRES
IN MILLIMETRES
UNLESSUNLESS
NOTED NOTED ADVERTISING
ADVERTISING FUTUREFUTURE
RTI RTI ADVERTISING
ADVERTISING
OTHERWISE.
OTHERWISE. SIGN CABINET
SIGN CABINET CABINET
CABINET SIGN CABINET
SIGN CABINET
WINDBREAK
WINDBREAK WINDBREAK
WINDBREAK
2520.
2520.
2250.
2250.
2250.
2250.
ARMRESTS
ARMRESTS
ALUMINIUM
ALUMINIUM
SLATTED
SLATTED SEAT SEAT
ALUMINIUM
ALUMINIUM
SLATTED
SLATTED SEAT SEAT LEVELING
LEVELING NUTS NUTS
WITH ARMRESTS
WITH ARMRESTS TOPLATE
TO BASE BASE PLATE
(ADJUSTABLE)
(ADJUSTABLE)
DATA CONDUIT
DATA CONDUIT ELECTRICAL
ELECTRICAL
32mmØ32mmØ 800 MIN.800 MIN. CONDUIT
CONDUIT 32mmØ32mmØ
HARDSTAND
HARDSTAND
2 2 SIDE SIDE ELEVATION

ELEVATION 3 3 FRONTFRONT ELEVATION
ELEVATION
- 1:50@A3
- 1:50@A3 - 1:50@A3
- 1:50@A3
PTIM,
PTIM, BUSBUS STOP
STOP INFRASTRUCTURE
INFRASTRUCTURE CHAPTER
CHAPTER
BUSBUS SHELTER
SHELTER DESIGNS
DESIGNS - TYPE
- TYPE 1A 1A
DRG
DRG 5-0101
5-0101
- - JULYJULY
20132013 A A
NOTES:
NOTES:
NOTES:
HARDSTAND
HARDSTAND
HARDSTAND
1 1 1 HARDSTAND/SLAB
HARDSTAND/SLAB
DESIGNDESIGN
HARDSTAND/SLAB TO BE
DESIGN TOTOSUITED
BEBE SUITED
TO SITE
SUITED TOTO SITE
SPECIFIC
SITE SPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
2 2 2 HARDSTAND/
HARDSTAND/
SLAB DESIGN
HARDSTAND/SLAB
SLABDESIGN
TO BE TO
DESIGNSUITED
TOBEBE
SUITED
TO GRADIENTS
TOTOGRADIENTS
SUITED NOT GREATER
GRADIENTSNOT
NOTGREATER
GREATER
THAN 2%
THAN
FALL
2%PRIOR
THAN FALL
2% PRIOR
TOPRIOR
FALL MECHANICAL
TOTO
MECHANICAL
SHIMS.SHIMS.
MECHANICAL SHIMS.
10625 10625
10625
3 3 3 SHELTER
SHELTER
FOOTING
SHELTERFOOTING
DESIGNDESIGN
FOOTING BY OTHERS
BYBYOTHERS
DESIGN AND TO
AND
OTHERS LOCAL
ANDTOTOLOCAL
GOVERNMENT
LOCALGOVERNMENT
9150.
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
3740. 3740.
3740. 1345. 1345.
1345. 3740. 3740.
3740.
SHELTER
SHELTER
& SITE &
SHELTER LAYOUT
SITE LAYOUT
& SITE LAYOUT
4 4 4 FOR FURTHER
FORFOR FURTHER
INFORMATION
FURTHER INFORMATION
AND GUIDANCE
INFORMATION ANDAND GUIDANCE
ON BUS
GUIDANCE ONONSHELTER
BUS
BUS SHELTER
SHELTER
LOCATIONAL
LOCATIONAL
REQUIREMENTS
AND SITE
REQUIREMENTS AND PLACEMENT
SITE
AND SITEPLACEMENT
REFERREFER
PLACEMENT TO THETOPTIM
REFER TOTHE
THEPTIM
PTIM
150.
150.
150.
SITE LAYOUT
SITE LAYOUT
SITE DRAWINGS.
DRAWINGS.
LAYOUT DRAWINGS.
250
250
250
5 5 5 SHELTER
SHELTER
STRUCTURE
STRUCTURE
SHELTER COLOUR
COLOUR
STRUCTURE TO BE RESINE
COLOURTOTO
BEBE
RESINE
JON JON
RESINE JON
6 6 6 SHELTER
SHELTER
PAINTWORK
SHELTER PAINTWORK
TO MEET
PAINTWORK TOTOMEET
RELEVANT
MEETRELEVANT
AUSTRALIAN
RELEVANT AUSTRALIAN
STANDARDS
AUSTRALIANSTANDARDS
STANDARDS
INCLUDING
INCLUDING
BUT NOT
BUT
INCLUDING LIMITED
BUTNOT LIMITED
NOT TO AS3715,
TOTO
LIMITED AS3715,
AS2311,
AS2311,
AS3715,AS2312.
AS2312.
AS2311, AS2312. WINDBREAK
WINDBREAK
WINDBREAK
FURNITURE,
FURNITURE,
SIGNAGE
FURNITURE,SIGNAGE
& LIGHTING
SIGNAGE& LIGHTING
& LIGHTING
1400.
1400.
1400.
1620.
1620.
1620.
7 7 7 FOR DETAILS
FOR
FORDETAILS
OF BUS
DETAILSOFOF
STOP
BUS
BUSSTOP
SIGNAGE
STOPSIGNAGE
REFERREFER
SIGNAGE TO TRANSLINK
TOTOTRANSLINK
REFER SIGNAGE
SIGNAGE
TRANSLINK SIGNAGE ALUMINIUM
ALUMINIUM
ALUMINIUM
1860
1860
1860
MANUAL.
MANUAL.
MANUAL. SLATTED
SLATTED SEAT SEAT
SLATTED SEAT
WITH ARMRESTS
WITH ARMRESTS
ADVERTISING
ADVERTISING
8 8 8 BUS STOP
BUS SEAT
STOP
BUS SHOULD
STOPSEAT
SEATSHOULD
INCLUDE
SHOULDINCLUDE
ANODISED
INCLUDEANODISED
ALUMINIUM
ANODISED ALUMINIUM
BATTENS
ALUMINIUM BATTENS
WITH WITH
BATTENS WITH
SIGN CABINET
SIGN CABINET
SIGN CABINET
ARMRESTS
ARMRESTS
ALONGALONG
ARMRESTS THE SEAT.
ALONG THE SEATS
SEAT.
THE SEAT.SEATS
SHOULD
SEATSSHOULD
BE BOLTED
SHOULDBEBE
BOLTED
TO HARDSTAND
BOLTED TOTO
HARDSTAND
HARDSTAND
AREA, AREA,
AND MADE
AND
AREA, ANDMADE
FROM
MADEFROM
EASILY
FROMEASILY
MAINTAINED
EASILYMAINTAINED
MATERIALS.
SEATS SEATS
MATERIALS. TO BE TOTOBEBE
SEATS
COMPLIANT
COMPLIANT
WITH WITH
COMPLIANT DSAPT.
WITHDSAPT.
WHEREWHERE
DSAPT. A SEAT
WHERE A ASEAT
ABUTS
SEATABUTS
AABUTS
CONTINUOUS
A ACONTINUOUS
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
PATH PATH
ACCESSIBLE OFPATH
TRAVEL,
OFOFTRAVEL,
ENSURE
TRAVEL, ENSURE
MINIMUM
ENSURE MINIMUM
30% LUMINANCE
MINIMUM 30%
30%LUMINANCE
LUMINANCE
CONTRAST
CONTRAST
AGAINST
CONTRASTAGAINST
BACKGROUND
AGAINSTBACKGROUND
(E.G. FLOORING).
(E.G. FLOORING).
800 MIN.
800800 MIN.
MIN.
THICKENED
THICKENED
THICKENED
9 9 9 LIGHTING
LIGHTING
DESIGNDESIGN
LIGHTING TO COMPLY
TOTO
DESIGN COMPLY
WITH THE
COMPLY WITH
RELEVANT
THE
WITH RELEVANT
THE STANDARDS
STANDARDS
RELEVANT AND BEAND
STANDARDS BEBE
AND 800 MIN.
800800 MIN.
MIN.
SLAB FOR
SLAB
SLAB
FOR
FOR
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH DSAPT. FOOTING
FOOTING
FOOTING
ZONE ZONE
ZONE
OF SHELTER
OFOF
SHELTER
SHELTER
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
10 1010ALL MEASUREMENTS
ALL
ALLMEASUREMENTS
AND DIMENSIONS
MEASUREMENTS AND
ANDDIMENSIONS
SHALL SHALL
DIMENSIONS HAVE
SHALLHAVE
AN APPLIED
HAVE ANANAPPLIED
APPLIED
TOLERANCE
TOLERANCE
OF 3MM.
OFOF
TOLERANCE 3MM.
3MM. 1 1 1SHELTER
SHELTER
SHELTER
PLANPLAN
PLAN
- - -1:50@A3
1:50@A3
1:50@A3
11 1111SHELTER
SHELTER
MANUFACTURER
MANUFACTURER
SHELTER TO PROVIDE
MANUFACTURERTOTO
PROVIDE
ENGINEERING
ENGINEERING
ENGINEERINGCERTIFICATION
FOR FOR
CERTIFICATION FOR
SHELTER
SHELTER
CONSTRUCTION
CONSTRUCTION
12 1212ALL BUS
ALL
STOPS
BUS
ALL BUSSTOPS
TOSTOPS
BE DSAPT
TOTOBEBE
DSAPT
COMPLIANT,
COMPLIANT,
DSAPT FOR FURTHER
COMPLIANT, FOR FURTHER
FOR GUIDANCE
FURTHER GUIDANCE
REFERREFER
GUIDANCE REFER
TO THETOTO
RELEVANT
THE
THERELEVANT
STANDARDS,
RELEVANT STANDARDS,
TRANSLINK
GUIDANCE
TRANSLINK GUIDANCE
AND RELEVANT
GUIDANCE AND
ANDRELEVANT
RELEVANT
LOCAL LOCAL
GOVERNMENT
LOCALGOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
13 1313ALL BUS
ALL
STOP
BUS
ALL COMPONENTS
STOP
BUS COMPONENTS
STOP SHOULD
COMPONENTS SHOULD
BE POSITIONED
SHOULD BEBE
POSITIONED
IN CONSIDERATION
POSITIONEDIN IN
CONSIDERATION
CONSIDERATION 1620 1620
1620 9150. 9150.
9150.
OF RELEVANT
OFOFRELEVANT
ONSITEONSITE
RELEVANT CONDITIONS
ONSITE CONDITIONS
WITH REFERENCE
CONDITIONS WITH
WITHREFERENCE
TO THETOGUIDANCE
REFERENCE TOTHE GUIDANCE
THE GUIDANCE
CONTAINED
CONTAINED
WITHINWITHIN
CONTAINED THE PTIM,
WITHINTHE AND
THEPTIM,
FOR
AND
PTIM, ADDITIONAL
FOR
AND FORADDITIONAL
REQUIREMENTS
ADDITIONALREQUIREMENTS
AND AND
REQUIREMENTS AND 8825. 8825.
8825.
DESIGNDESIGN
ALTERNATIVES
DESIGNALTERNATIVES
REFERREFER
ALTERNATIVES TO THETO
REFER COMPONENTS
TOTHE COMPONENTS
THE TABLE TABLE
TABLE CONTAINED
IN
CONTAINEDIN IN SHELTER
SHELTER
SHELTER
ROOF ROOF
ROOF
THE PTIM.
THE
THEPTIM.
PTIM.
14 1414REFERREFER
TO PTIM
REFERTOTOGLOSSARY
PTIM
PTIMGLOSSARY
FOR DEFINITIONS
GLOSSARY FOR
FORDEFINITIONS
OF TERMS,
DEFINITIONSOFOFTERMS,
TERMS, AND,PTIM
AND, PTIM
AND, PTIM BACKLIT
BACKLIT SIGN SIGN
BACKLIT SIGN BACKLIT
BACKLIT SIGN SIGN
BACKLIT SIGN
ABBREVIATIONS
ABBREVIATIONS
ABBREVIATIONS FOR DEFINITIONS
FOR DEFINITIONS
FOR DEFINITIONS OFOF ACRONYMS.
OF ACRONYMS.
ACRONYMS. CABINET
CABINET CABINET CABINET
CABINET CABINET
15 1515ALL DRAWING
ALLDRAWING
DIMENSIONS
DIMENSIONS
ARE IN ARE
ARE IN INMILLIMETRES
MILLIMETRES
MILLIMETRES UNLESS
UNLESSUNLESS NOTED ADVERTISING
NOTEDNOTED ADVERTISING
ADVERTISING FUTURE
FUTURE RTI RTIRTI
FUTURE ADVERTISING
ADVERTISING
ADVERTISING
OTHERWISE.
OTHERWISE.
SIGN
SIGN
CABINET
CABINET CABINET
CABINET CABINET SIGN CABINET
SIGN
SIGN CABINET
CABINET
WINDBREAK
WINDBREAK
WINDBREAK WINDBREAK
WINDBREAK
WINDBREAK
2520.
2520.
2520.
2250.
2250.
2250.
2250.
2250.
2250.
ARMRESTS
ARMRESTS
ARMRESTS
ALUMINIUM
ALUMINIUM
ALUMINIUM
SLATTED SLATTED
SEAT SEAT
SLATTED SEAT
ALUMINIUM
ALUMINIUM
ALUMINIUM
SLATTED
SLATTED SEAT SEAT
SLATTED SEAT LEVELING
LEVELING
LEVELING
NUTS NUTS
NUTS
WITH ARMRESTS
WITH ARMRESTS
WITH ARMRESTS TO BASE
TOTO
PLATE
BASE
BASE
PLATE
PLATE
(ADJUSTABLE)
(ADJUSTABLE)
(ADJUSTABLE)
DATA CONDUIT
DATA CONDUIT
ELECTRICAL
ELECTRICAL DATA CONDUIT
DATA
DATA CONDUIT
CONDUIT ELECTRICAL
ELECTRICAL
ELECTRICAL
32mmØ32mmØ
32mmØ 800800
800 MIN. MIN.
MIN. CONDUIT
CONDUIT
CONDUIT
32mmØ32mmØ
32mmØ 32mmØ32mmØ
32mmØ 800 MIN.
800800
MIN.
MIN. CONDUITCONDUIT
CONDUIT
32mmØ32mmØ
32mmØ
HARDSTAND
HARDSTAND
HARDSTAND
2 2 2SIDE SIDE
ELEVATION
SIDEELEVATION
ELEVATION 3 3 3FRONT
FRONT
FRONT
ELEVATION
ELEVATION
ELEVATION
- - -1:50@A3
1:50@A3
1:50@A3 - - -1:50@A3
1:50@A3
1:50@A3
PTIM,
PTIM,
PTIM,
BUSBUS
BUS
STOP
STOP
STOP
INFRASTRUCTURE
INFRASTRUCTURE
CHAPTER
CHAPTER
BUSBUS
SHELTER
BUSSHELTERDESIGNS
SHELTER - TYPE
DESIGNS
DESIGNS 1B 1B
- -TYPE
TYPE 1B
DRG
DRG
DRG
5-0102
5-0102
5-0102
- -- 2013 A
JULYJULY
20132013
JULY AA
NOTES:
NOTES:
HARDSTAND
HARDSTAND
1 1 HARDSTAND/SLAB
HARDSTAND/SLAB
DESIGNDESIGN
TO BE
TO SUITED
BE SUITED
TO SITE
TO SITE
SPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
2 2 HARDSTAND/
HARDSTAND/
SLAB DESIGN
SLAB DESIGN
TO BE TO
SUITED
BE SUITED
TO GRADIENTS
TO GRADIENTS
NOT GREATER
NOT GREATER
THAN 2%
THAN
FALL2%PRIOR
FALL TO
PRIOR
MECHANICAL
TO MECHANICAL
SHIMS. SHIMS. 5540 5540
3 3 SHELTER
SHELTER
FOOTING
FOOTING
DESIGNDESIGN
BY OTHERS
BY OTHERS
AND TO
AND
LOCAL
TO LOCAL
GOVERNMENT
3740 3740
REQUIREMENTS.
REQUIREMENTS.
SHELTER
SHELTER
& SITE LAYOUT
& SITE LAYOUT
4 4 FOR FURTHER
FOR FURTHERINFORMATION
INFORMATION
AND GUIDANCE
AND GUIDANCE
ON BUSON SHELTER
BUS SHELTER
LOCATIONAL
LOCATIONAL
REQUIREMENTS
REQUIREMENTS
AND SITE
ANDPLACEMENT
SITE PLACEMENT
REFER REFER
TO THETOPTIM
THE PTIM LEAN RAIL
LEAN RAIL
895
895
SITE LAYOUT
SITE LAYOUT
DRAWINGS.
DRAWINGS. WINDBREAK
WINDBREAK
150.
150.
5 5 SHELTER
SHELTER
STRUCTURE
STRUCTURE
COLOUR
COLOUR
TO BE RESINE
TO BE RESINE
JON JON
6 6 SHELTER
SHELTER
PAINTWORK
PAINTWORK
TO MEET
TO MEET
RELEVANT
RELEVANT
AUSTRALIAN
AUSTRALIAN
STANDARDS
STANDARDS
WINDBREAK
WINDBREAK
2340.
2340.
INCLUDING
INCLUDING
BUT NOT
BUT
LIMITED
NOT LIMITED
TO AS3715,
TO AS3715,
AS2311,AS2311,
AS2312.AS2312.
FURNITURE,
FURNITURE,
SIGNAGE
SIGNAGE
& LIGHTING
& LIGHTING
1400.
1400.
7 7 FOR DETAILS
FOR DETAILS
OF BUSOFSTOP
BUS SIGNAGE
STOP SIGNAGE
REFER REFER
TO TRANSLINK
TO TRANSLINK
SIGNAGE
SIGNAGE ALUMINIUM
ALUMINIUM
1860
1860
MANUAL.
MANUAL. SLATTED
SLATTED SEAT SEAT
WITH ARMRESTS
ADVERTISING
8 8 BUS STOP
BUS SEAT
STOP SHOULD
SEAT SHOULD
INCLUDE
INCLUDE
ANODISEDANODISED
ALUMINIUM
ALUMINIUM
BATTENSBATTENS
WITH WITH SIGN CABINET
SIGN CABINET
ARMRESTS
ARMRESTS
ALONGALONG
THE SEAT.
THE SEATS
SEAT. SEATS
SHOULD SHOULD
BE BOLTED
BE BOLTED
TO HARDSTAND
TO HARDSTAND
AREA, AND
AREA,MADE
AND FROM
MADE EASILY
FROM EASILY
MAINTAINED
MAINTAINED
MATERIALS.
MATERIALS.
SEATS SEATS
TO BE TO BE
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH DSAPT.
WHEREWHERE
A SEAT A ABUTS
SEAT ABUTS
A CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE
PATH PATH
OF TRAVEL,
OF TRAVEL,
ENSURE ENSURE
MINIMUMMINIMUM
30% LUMINANCE
30% LUMINANCE
CONTRAST
CONTRAST
AGAINST
AGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G. FLOORING).
THICKENED
THICKENED 800 MIN.800 MIN.
9 9 LIGHTING
LIGHTING
DESIGNDESIGN
TO COMPLY
TO COMPLY
WITH THE
WITHRELEVANT
THE RELEVANT
STANDARDS
STANDARDS
AND BEAND BE SLAB FOR
SLAB FOR
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH DSAPT. FOOTING
FOOTING ZONE ZONE
OF SHELTER
OF SHELTER
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
ALL MEASUREMENTS
AND DIMENSIONS
AND DIMENSIONS
SHALL SHALL
HAVE HAVE
AN APPLIED
AN APPLIED 1 1 SHELTER
SHELTER
PLANPLAN
TOLERANCE
TOLERANCE
OF 3MM.
OF 3MM. - - 1:50@A3
1:50@A3
11 11 SHELTER
SHELTER
MANUFACTURER
MANUFACTURER
TO PROVIDE
TO PROVIDE
ENGINEERING
ENGINEERING
CERTIFICATION
CERTIFICATION
FOR FOR
SHELTER
SHELTER
CONSTRUCTION
CONSTRUCTION
12 12 ALL BUSALL
STOPS
BUS STOPS
TO BE DSAPT
TO BE DSAPT
COMPLIANT,
COMPLIANT,
FOR FURTHER
FOR FURTHER
GUIDANCE
GUIDANCE
REFER REFER
TO THETORELEVANT
THE RELEVANT
STANDARDS,
STANDARDS,
TRANSLINK
TRANSLINK
GUIDANCE
GUIDANCE
AND RELEVANT
AND RELEVANT
LOCAL LOCAL
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
720 720 1620 1620 4020. 4020.
13 13 ALL BUSALL
STOP
BUSCOMPONENTS
STOP COMPONENTS
SHOULD SHOULD
BE POSITIONED
BE POSITIONED
IN CONSIDERATION
IN CONSIDERATION
OF RELEVANT
OF RELEVANT
ONSITEONSITE
CONDITIONS
CONDITIONS
WITH REFERENCE
WITH REFERENCE
TO THETOGUIDANCE
THE GUIDANCE
CONTAINED
CONTAINED
WITHINWITHIN
THE PTIM,
THEAND
PTIM,FOR
ANDADDITIONAL
FOR ADDITIONAL
REQUIREMENTS
REQUIREMENTS
AND AND 3740 3740
SHELTER
SHELTER
ROOF ROOF
DESIGNDESIGN
ALTERNATIVES
ALTERNATIVES
REFER REFER
TO THETO COMPONENTS
THE COMPONENTS
TABLE CONTAINED
TABLE CONTAINED
IN IN
THE PTIM.
THE PTIM.
BACKLIT
BACKLIT SIGN SIGN BACKLIT
BACKLIT SIGN SIGN
14 14 REFER REFER
TO PTIM
TO GLOSSARY
PTIM GLOSSARY
FOR DEFINITIONS
FOR DEFINITIONS
OF TERMS,
OF TERMS,
AND, PTIM
AND, PTIM
CABINET
CABINET CABINET
CABINET
ABBREVIATIONS
ABBREVIATIONS
FOR DEFINITIONS
FOR DEFINITIONS
OF ACRONYMS.
OF ACRONYMS.
ADVERTISING
ADVERTISING FUTUREFUTURE
RTI RTI ADVERTISING
ADVERTISING
15 15 ALL DRAWING
ALL DRAWING
DIMENSIONS
DIMENSIONS
ARE IN
AREMILLIMETRES
IN MILLIMETRES
UNLESSUNLESS
NOTEDNOTED CABINET
CABINET
OTHERWISE.
SIGN CABINET SIGN CABINET
SIGN CABINET
WINDBREAK
WINDBREAK WINDBREAK
WINDBREAK
2520.
2520.
2250.
2250.
2250.
2250.
LEAN RAIL
LEAN RAIL ARMRESTS
ARMRESTS
ALUMINIUM
ALUMINIUM
SLATTED SEAT SEAT
SLATTED
ALUMINIUM
ALUMINIUM
SLATTED
SLATTED LEVELING
LEVELING
NUTS NUTS
SEAT WITH
SEAT WITH TO BASE
TOPLATE
BASE PLATE
ARMRESTS
ARMRESTS (ADJUSTABLE)
(ADJUSTABLE)
DATA CONDUIT
ELECTRICAL
32mmØ32mmØ 800 MIN.800 MIN. CONDUIT
CONDUIT
32mmØ32mmØ
HARDSTAND
HARDSTAND
2 2 SIDE SIDE
ELEVATION
ELEVATION 3 3 FRONTFRONT
ELEVATION
ELEVATION
- - 1:50@A3
1:50@A3 - - 1:50@A3
1:50@A3
PTIM,
PTIM,
BUSBUS
STOP
STOP
INFRASTRUCTURE
CHAPTER
BUSBUS
SHELTER DESIGNS
SHELTER - TYPE
DESIGNS 2A 2A
- TYPE
DRG
DRG
5-0201
5-0201
- - JULYJULY
20132013 A A
NOTES:
NOTES:
NOTES:
HARDSTAND
HARDSTAND
HARDSTAND
1 1 1 HARDSTAND/SLAB
HARDSTAND/SLAB
DESIGNDESIGN
DESIGN TO
TO SUITED
BE
BE SUITED
TO SITE
SUITED TO
TO SITE
SPECIFIC
SITE SPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
2 2 2 HARDSTAND/
HARDSTAND/
SLAB DESIGN
HARDSTAND/ SLAB
SLABDESIGN
TO BE TO
DESIGN SUITED
TOBEBESUITED
TO GRADIENTS
SUITEDTO
TOGRADIENTS
NOT GREATER
GRADIENTSNOT
NOTGREATER
GREATER
THAN 2%
THAN
FALL
THAN2%PRIOR
2%FALL
FALLPRIOR
TO MECHANICAL
PRIORTO
TOMECHANICAL
SHIMS.SHIMS.
MECHANICAL SHIMS.
10625 10625
10625
3 3 3 SHELTER
SHELTER
FOOTING
SHELTER FOOTING
DESIGNDESIGN
FOOTING BY OTHERS
DESIGN BY
BY OTHERS
AND TO
OTHERS AND
LOCAL
AND TO
TO LOCAL
GOVERNMENT
LOCAL GOVERNMENT
9150.
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS. 3740. 3740.
3740. 1345. 1345.
1345. 3740. 3740.
3740.
SHELTER
SHELTER
& SITE &
SHELTER LAYOUT
&SITE
SITELAYOUT
LAYOUT
4 4 4 FOR FURTHER
FOR
FOR FURTHER
INFORMATION
FURTHER INFORMATION
AND GUIDANCE
INFORMATION AND
AND GUIDANCE
ON BUS
GUIDANCE ON
ON SHELTER
BUS
BUS SHELTER
SHELTER
LOCATIONAL
LOCATIONAL
REQUIREMENTS
LOCATIONAL REQUIREMENTS
AND SITE
REQUIREMENTS AND PLACEMENT
ANDSITE
SITEPLACEMENT
REFERREFER
PLACEMENT TO THETO
REFER PTIM
TOTHE
THEPTIM
PTIM LEAN
LEANRAIL
LEAN RAIL RAIL
895
895
895
SITE LAYOUT
SITE
SITELAYOUT
DRAWINGS.
LAYOUT DRAWINGS.
DRAWINGS.
WINDBREAK
WINDBREAK
WINDBREAK
150.
150.
150.
5 5 5 SHELTER
SHELTER
STRUCTURE
SHELTERSTRUCTURE
COLOUR
STRUCTURECOLOUR
TO BE RESINE
COLOUR TO
TOBE
BERESINE
JON JON
RESINE JON
6 6 6 SHELTER
SHELTER
PAINTWORK
SHELTER PAINTWORK
TO MEET
PAINTWORK TO
TO MEET
RELEVANT
MEET RELEVANT
AUSTRALIAN
RELEVANT AUSTRALIAN
STANDARDS
AUSTRALIAN STANDARDS
STANDARDS
INCLUDING
INCLUDING
BUT NOT
INCLUDINGBUTLIMITED
BUT NOT
NOTLIMITED
TO AS3715,
LIMITEDTO
TOAS3715,
AS2311,AS2311,
AS3715, AS2312.AS2312.
WINDBREAK
WINDBREAK
2340.
2340.
2340.
FURNITURE,
FURNITURE,
SIGNAGE
FURNITURE,SIGNAGE
& LIGHTING
SIGNAGE &&LIGHTING
LIGHTING
1400.
1400.
1400.
7 7 7 FOR DETAILS
FOR
FOR DETAILS
OF BUS
DETAILS OF
OFSTOP
BUS
BUS STOP
SIGNAGE
STOP SIGNAGE
REFERREFER
SIGNAGE TO TRANSLINK
REFER TO
TO TRANSLINK
SIGNAGE
TRANSLINK SIGNAGE
SIGNAGE ALUMINIUM
ALUMINIUM
ALUMINIUM
1860
1860
1860
MANUAL.
MANUAL.
MANUAL. SLATTED
SLATTED
SLATTED
SEAT SEAT
SEAT
WITH ARMRESTS
WITH
WITHARMRESTS
ARMRESTS ADVERTISING
ADVERTISING
ADVERTISING
8 8 8 BUS STOP
BUS
BUSSEAT
STOP
STOPSHOULD
SEAT
SEATSHOULD
INCLUDE
SHOULD INCLUDE
ANODISED
INCLUDE ANODISED
ALUMINIUM
ANODISED ALUMINIUM
BATTENS
ALUMINIUM BATTENS
WITH WITH
BATTENS WITH
SIGN
SIGNCABINET
SIGN CABINETCABINET
ARMRESTS
ARMRESTS
ALONGALONG
ARMRESTS THE SEAT.
ALONG THE
THESEATS
SEAT.
SEAT.SEATS
SHOULD
SEATSSHOULD
BE BOLTED
SHOULD BE
BEBOLTED
TO HARDSTAND
BOLTED TO
TOHARDSTAND
HARDSTAND
AREA, AREA,
AND MADE
AREA, AND
ANDMADE
FROM
MADEFROM
EASILY
FROMEASILY
MAINTAINED
EASILY MAINTAINED
MATERIALS.
SEATS SEATS
MATERIALS. TO BE TO
SEATS TOBE
BE
COMPLIANT
COMPLIANT
WITH WITH
COMPLIANT DSAPT.
WITH DSAPT.
WHEREWHERE
DSAPT. A SEAT
WHERE AA SEAT
ABUTS
SEAT ABUTS
A CONTINUOUS
ABUTS AA CONTINUOUS
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
PATH PATH
ACCESSIBLE OF
PATHTRAVEL,
OF
OF TRAVEL,
ENSURE
TRAVEL, ENSURE
MINIMUM
ENSURE MINIMUM
30% LUMINANCE
MINIMUM 30%
30% LUMINANCE
LUMINANCE
CONTRAST
CONTRAST
AGAINST
CONTRAST AGAINST
BACKGROUND
AGAINST BACKGROUND
(E.G. FLOORING).
BACKGROUND (E.G.
(E.G.FLOORING).
FLOORING).
800 MIN.
800
800MIN.
MIN.
THICKENED
THICKENED
THICKENED
9 9 9 LIGHTING
LIGHTING
DESIGNDESIGN
LIGHTING TO COMPLY
DESIGNTO
TOCOMPLY
WITH THE
COMPLY WITH
RELEVANT
WITHTHE
THERELEVANT
STANDARDS
RELEVANTSTANDARDS
AND BEAND
STANDARDS ANDBE
BE SLAB FOR
SLABFOR
SLAB FOR
COMPLIANT
COMPLIANT
WITH DSAPT.
COMPLIANT WITH
WITHDSAPT.
DSAPT. FOOTINGFOOTING
ZONE ZONE
FOOTING ZONE
OF SHELTER
OFSHELTER
OF SHELTER
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
ALL
ALL MEASUREMENTS
AND DIMENSIONS
MEASUREMENTS AND
AND DIMENSIONS
SHALL SHALL
DIMENSIONS HAVE HAVE
SHALL AN
HAVEAPPLIED
AN
AN APPLIED
APPLIED
TOLERANCE
TOLERANCE
OF 3MM.
TOLERANCEOF
OF3MM.
3MM.
1 11 SHELTER
SHELTER
SHELTER
PLANPLAN
PLAN
- - - 1:50@A3
1:50@A3
1:50@A3
11 1111 SHELTER
SHELTER
MANUFACTURER
SHELTERMANUFACTURER
TO PROVIDE
MANUFACTURER TO
TOPROVIDE
ENGINEERING
PROVIDEENGINEERING
CERTIFICATION
ENGINEERINGCERTIFICATION
FOR FOR
CERTIFICATION FOR
SHELTER
SHELTER
CONSTRUCTION
SHELTERCONSTRUCTION
CONSTRUCTION
12 1212 ALL BUS

ALL
STOPS
ALLBUS
BUSSTOPS
TO BE DSAPT
STOPSTO
TOBE
BEDSAPT
COMPLIANT,
DSAPTCOMPLIANT,
FOR FURTHER
COMPLIANT, FOR
FORFURTHER
GUIDANCE
FURTHER GUIDANCE
REFERREFER
GUIDANCE REFER
TO THETORELEVANT
TO THE
THE RELEVANT
STANDARDS,
RELEVANT STANDARDS,
TRANSLINK
GUIDANCE
TRANSLINK GUIDANCE
AND RELEVANT
GUIDANCE AND
ANDRELEVANT
RELEVANT
LOCAL LOCAL
GOVERNMENT
LOCALGOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
13 1313 ALL BUS
ALL
STOP
ALLBUS
BUSCOMPONENTS
STOP
STOPCOMPONENTS
SHOULD
COMPONENTS SHOULD
BE POSITIONED
SHOULD BEBEPOSITIONED
IN CONSIDERATION
POSITIONED ININCONSIDERATION
CONSIDERATION 720 720
720 1620 1620
1620 9150. 9150.
9150.
OF RELEVANT
OF
OFRELEVANT
ONSITEONSITE
RELEVANT CONDITIONS
ONSITE CONDITIONS
WITH REFERENCE
CONDITIONS WITH
WITHREFERENCE
TO THETO
REFERENCE GUIDANCE
TO THE
THEGUIDANCE
GUIDANCE
CONTAINED
CONTAINED
WITHINWITHIN
CONTAINED THE PTIM,
WITHINTHE
THEAND
PTIM,
FOR
PTIM,ANDADDITIONAL
AND FOR
FORADDITIONAL
REQUIREMENTS
AND AND
REQUIREMENTS AND 8825. 8825.
8825.
DESIGNDESIGN
ALTERNATIVES
DESIGN ALTERNATIVES
REFERREFER
ALTERNATIVES TO THETO
REFER COMPONENTS
TOTHE
THECOMPONENTS
TABLE TABLE
TABLECONTAINED
IN
CONTAINED ININ SHELTER
SHELTER
ROOF ROOF
SHELTER ROOF
THE PTIM.
THE
THEPTIM.
PTIM.
14 1414 REFERREFER
TO PTIM
REFER TOTOGLOSSARY
PTIM
PTIM GLOSSARY
FOR DEFINITIONS
GLOSSARY FOR
FOR DEFINITIONS
OF TERMS,
DEFINITIONS OF
OF TERMS,
TERMS, AND, PTIM
AND, PTIM
AND, PTIM BACKLITBACKLIT
SIGN SIGN
BACKLIT SIGN
ABBREVIATIONS
ABBREVIATIONS
ABBREVIATIONS FORDEFINITIONS
FOR DEFINITIONS
FOR DEFINITIONS OFACRONYMS.
ACRONYMS.
OF ACRONYMS.
OF CABINETCABINET
CABINET
BACKLIT
BACKLIT SIGN SIGN
BACKLIT SIGN
15 1515 ALL DRAWING
ALL DRAWING
DIMENSIONS
DIMENSIONS
ARE INARE
ARE ININ MILLIMETRES
MILLIMETRES
MILLIMETRES UNLESS
UNLESSUNLESS NOTED ADVERTISING
ADVERTISING FUTURE FUTURE
RTI RTI
FUTURE RTI CABINET
CABINETCABINET
OTHERWISE.
OTHERWISE.
SIGN
SIGNCABINET
CABINET CABINETCABINET
CABINET
WINDBREAK
WINDBREAK
WINDBREAK WINDBREAK
WINDBREAK
WINDBREAK ADVERTISING
ADVERTISING
ADVERTISING
2520.
2520.
2520.
SIGN CABINET
SIGN
SIGNCABINET
CABINET
2250.
2250.
2250.
2250.
2250.
2250.
LEAN RAIL
LEANRAIL
LEAN RAIL ARMRESTS
ARMRESTS
ARMRESTS
ALUMINIUM
ALUMINIUM
ALUMINIUM
SLATTED
SLATTED SEAT SEAT
SLATTED SEAT
ALUMINIUM
ALUMINIUM
ALUMINIUM
SLATTED
SLATTEDSLATTED LEVELING
LEVELING
NUTS NUTS
LEVELING NUTS
SEAT
SEATWITH
SEAT WITH WITH TO BASETO
TOPLATE
BASEPLATE
BASE PLATE
ARMRESTS
ARMRESTS
(ADJUSTABLE)
(ADJUSTABLE)
DATA CONDUIT
DATA
DATACONDUIT
CONDUIT ELECTRICAL
ELECTRICAL
ELECTRICAL DATA
DATACONDUIT
DATA CONDUITCONDUIT ELECTRICAL
ELECTRICAL
ELECTRICAL
32mmØ32mmØ
32mmØ 800
800 MIN.800MIN.
MIN. CONDUIT
CONDUIT
CONDUIT
32mmØ32mmØ
32mmØ 32mmØ32mmØ
32mmØ 800
800 MIN.800MIN.
MIN. CONDUIT
CONDUIT
CONDUIT
32mmØ32mmØ
32mmØ
HARDSTAND
HARDSTAND
HARDSTAND
2 22 SIDE SIDE
ELEVATION
SIDEELEVATION
ELEVATION 3 33 FRONTFRONT
FRONT
ELEVATION
ELEVATION
ELEVATION
- - - 1:50@A3
1:50@A3
1:50@A3 - - - 1:50@A3
1:50@A3
1:50@A3
PTIM,
PTIM,
PTIM,
BUSBUS
BUS
STOP
STOP
STOP
INFRASTRUCTURE
INFRASTRUCTURE
CHAPTER
CHAPTER
BUSBUS
SHELTER
BUS DESIGNS
SHELTER
SHELTER - TYPE
DESIGNS
DESIGNS 2B 2B
--TYPE
TYPE 2B
DRG
DRG
DRG
5-0202
5-0202
5-0202
- -- JULYJULY
20132013
JULY 2013 A AA
NOTES:
NOTES: 5540 5540
HARDSTAND
HARDSTAND 4020. 4020.
1 1 HARDSTAND/SLAB
HARDSTAND/SLAB
DESIGNDESIGN
TO BE
TO SUITED
BE SUITED
TO SITE
TO SITE
SPECIFIC
SPECIFIC 3740 3740
REQUIREMENTS.
REQUIREMENTS.
3740 3740
2 2 HARDSTAND/
HARDSTAND/
SLAB DESIGN
SLAB DESIGN
TO BETO
SUITED
BE SUITED
TO GRADIENTS
TO GRADIENTS
NOT GREATER
NOT GREATER
THAN 2%
THAN
FALL
2%PRIOR
FALL PRIOR
TO MECHANICAL
TO MECHANICAL
SHIMS.SHIMS.
3 3 SHELTER
SHELTER
FOOTING
FOOTING
DESIGNDESIGN
BY OTHERS
BY OTHERS
AND TO
ANDLOCAL
TO LOCAL
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
1860
1860
SHELTER
SHELTER
& SITE&LAYOUT
SITE LAYOUT ALUMINIUM
ALUMINIUM
4 4 FOR FOR FURTHER
FURTHER
INFORMATION
INFORMATION
AND AND
GUIDANCE
GUIDANCE
ON BUS
ON BUS
SHELTER
SHELTER SLATTED SEAT SEAT
SLATTED
LOCATIONAL
LOCATIONAL
REQUIREMENTS
REQUIREMENTS
AND SITE
ANDPLACEMENT
SITE PLACEMENT
REFERREFER
TO THE
TOPTIM
THE PTIM WITH ARMRESTS
WITH ARMRESTS
SITE LAYOUT
SITE LAYOUT
DRAWINGS.
DRAWINGS. WINDBREAK
WINDBREAK
150.
150.
3240.
3240.
5 5 SHELTER
SHELTER
STRUCTURE
STRUCTURE
COLOUR
COLOUR
TO BE TO
RESINE
BE RESINE
JON JON
6 6 SHELTER
SHELTER
PAINTWORK
PAINTWORK
TO MEET
TO MEET
RELEVANT
RELEVANT
AUSTRALIAN
AUSTRALIAN
STANDARDS
STANDARDS
INCLUDING
INCLUDING
BUT NOT
BUTLIMITED
NOT LIMITED
TO AS3715,
TO AS3715,
AS2311,AS2311,
AS2312.AS2312. WINDBREAK
WINDBREAK
FURNITURE,
FURNITURE,
SIGNAGE
SIGNAGE
& LIGHTING
& LIGHTING
1400.
1400.
7 7 FOR DETAILS
FOR DETAILS
OF BUSOF STOP
BUS STOP
SIGNAGE
SIGNAGE
REFERREFER
TO TRANSLINK
TO TRANSLINK
SIGNAGE
SIGNAGE ALUMINIUM
ALUMINIUM
1860
1860
MANUAL.MANUAL. SLATTED SEAT SEAT
SLATTED
WITH ARMRESTS
ADVERTISING
8 8 BUS STOP
BUS SEAT
STOP SHOULD
SEAT SHOULD
INCLUDE
INCLUDE
ANODISED
ANODISED
ALUMINIUM
ALUMINIUM
BATTENS
BATTENS
WITH WITH SIGN CABINET
SIGN CABINET
ARMRESTS
ARMRESTS
ALONGALONG
THE SEAT.
THE SEAT.
SEATSSEATS
SHOULD SHOULD
BE BOLTED
BE BOLTED
TO HARDSTAND
TO HARDSTAND
AREA, AREA,
AND MADE
AND MADE
FROM FROM
EASILYEASILY
MAINTAINED
MAINTAINED
MATERIALS.
MATERIALS.
SEATSSEATS
TO BETO BE
COMPLIANT
COMPLIANT
WITH WITH
DSAPT.DSAPT.
WHEREWHERE
A SEAT A SEAT
ABUTSABUTS
A CONTINUOUS
A CONTINUOUS
ACCESSIBLE
ACCESSIBLE
PATH PATH
OF TRAVEL,
OF TRAVEL,
ENSURE ENSURE
MINIMUM
MINIMUM
30% LUMINANCE
30% LUMINANCE
CONTRAST
CONTRAST
AGAINST
AGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G. FLOORING).
THICKENED
THICKENED 800 MIN.
800 MIN.
9 9 LIGHTING
LIGHTING
DESIGNDESIGN
TO COMPLY
TO COMPLY
WITH THE
WITHRELEVANT
THE RELEVANT
STANDARDS
STANDARDS
AND BE
AND BE SLAB FOR
SLAB FOR
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH DSAPT. FOOTING ZONE ZONE
FOOTING
OF SHELTER
OF SHELTER
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
ALL MEASUREMENTS
AND DIMENSIONS
AND DIMENSIONS
SHALL SHALL
HAVE HAVE
AN APPLIED
AN APPLIED
TOLERANCE
TOLERANCE
OF 3MM.
OF 3MM. 1 1 SHELTER
SHELTER
PLANPLAN
- - 1:50@A3
1:50@A3
11 11 SHELTER
SHELTER
MANUFACTURER
MANUFACTURER
TO PROVIDE
TO PROVIDE
ENGINEERING
ENGINEERING
CERTIFICATION
CERTIFICATION
FOR FOR
SHELTER
SHELTER
CONSTRUCTION
CONSTRUCTION
12 12 ALL BUS
ALL
STOPS
BUS STOPS
TO BE TO
DSAPT
BE DSAPT
COMPLIANT,
COMPLIANT,
FOR FURTHER
FOR FURTHER
GUIDANCE
GUIDANCE
REFERREFER
TO THETORELEVANT
THE RELEVANT
STANDARDS,
STANDARDS,
TRANSLINK
TRANSLINK
GUIDANCE
GUIDANCE
AND RELEVANT
AND RELEVANT
LOCALLOCAL
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
13 13 ALL BUS
ALLSTOP
BUS COMPONENTS
STOP COMPONENTS
SHOULDSHOULD
BE POSITIONED
BE POSITIONED
IN CONSIDERATION
IN CONSIDERATION 1620 1620 1620 1620 4020. 4020.
OF RELEVANT
OF RELEVANT
ONSITEONSITE
CONDITIONS
CONDITIONS
WITH REFERENCE
WITH REFERENCE
TO THETOGUIDANCE
THE GUIDANCE
CONTAINED
CONTAINED
WITHINWITHIN
THE PTIM,
THE AND
PTIM,FOR
ANDADDITIONAL
FOR ADDITIONAL
REQUIREMENTS
REQUIREMENTS
AND AND 3740 3740
DESIGNDESIGN
ALTERNATIVES
ALTERNATIVES
REFERREFER
TO THETOCOMPONENTS
THE COMPONENTS
TABLE TABLE
CONTAINED
CONTAINED
IN IN SHELTER
SHELTER ROOF ROOF
THE PTIM.
THE PTIM.
14 14 REFERREFER
TO PTIM
TO GLOSSARY
PTIM GLOSSARY
FOR DEFINITIONS
FOR DEFINITIONS
OF TERMS,
OF TERMS,
AND, PTIM
AND, PTIM BACKLIT
BACKLIT SIGN SIGN BACKLIT SIGN SIGN
BACKLIT
ABBREVIATIONS
ABBREVIATIONS
FOR DEFINITIONS
FOR DEFINITIONS
OF ACRONYMS.
OF ACRONYMS. CABINET
CABINET CABINET
CABINET
ADVERTISING
ADVERTISING FUTURE RTI RTI
FUTURE ADVERTISING
ADVERTISING
15 15 ALL DRAWING
ALL DRAWING
DIMENSIONS
DIMENSIONS
ARE IN
AREMILLIMETRES
IN MILLIMETRES
UNLESS
UNLESS
NOTEDNOTED
SIGN CABINET
SIGN CABINET CABINET
CABINET SIGN CABINET
SIGN CABINET
OTHERWISE.
OTHERWISE.
WINDBREAK
WINDBREAK WINDBREAK
WINDBREAK
2520.
2520.
2250.
2250.
2250.
2250.
ARMRESTS
ARMRESTS
ALUMINIUM
ALUMINIUM
SLATTED SEAT SEAT
SLATTED
ALUMINIUM
ALUMINIUM
SLATTED
SLATTED LEVELING NUTS NUTS
LEVELING
SEAT WITH
SEAT WITH TO BASE
TOPLATE
BASE PLATE
ARMRESTS
(ADJUSTABLE)
DATA CONDUIT
ELECTRICAL
32mmØ32mmØ 800 MIN.
800 MIN. CONDUIT 32mmØ32mmØ
CONDUIT
2 2 SIDESIDE
ELEVATION
ELEVATION 3 3 FRONT
FRONT
ELEVATION
ELEVATION
- - 1:50@A3
1:50@A3 - - 1:50@A3
1:50@A3
PTIM,
PTIM,
BUSBUS
STOP
STOP
INFRASTRUCTURE
CHAPTER
BUS SHELTER
BUS SHELTERDESIGNS - TYPE
DESIGNS 3A 3A
- TYPE
DRG
DRG
5-0301
5-0301
- - JULY
JULY
20132013 A A
NOTES:
NOTES:
NOTES:
10625 10625
10625
HARDSTAND
HARDSTAND
HARDSTAND 9150. 9150.
9150.
1 1 1HARDSTAND/SLAB
HARDSTAND/SLAB
DESIGNDESIGN
DESIGNTO TOSUITED
BE BESUITED
TO SITE
SUITEDTO TOSITE
SPECIFIC
SITESPECIFIC
SPECIFIC
3740. 3740.
3740. 1345. 1345.
1345. 3740. 3740.
3740.
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
2 2 2HARDSTAND/
HARDSTAND/
SLAB DESIGN
HARDSTAND/SLAB DESIGN
SLABTO BE TO
DESIGN SUITED
BE BE
TO SUITED
TO GRADIENTS
TO TO
SUITED GRADIENTS
NOT GREATER
NOTNOT
GRADIENTS GREATER
GREATER
THAN 2%
THAN
FALL
2%PRIOR
THAN FALL
2% PRIOR
TO PRIOR
FALL MECHANICAL
TO TO
MECHANICAL
SHIMS.SHIMS.
MECHANICAL SHIMS.
3 3 3SHELTER
SHELTER
FOOTING
FOOTING
SHELTER DESIGNDESIGN
FOOTING BY OTHERS
BY BY
DESIGN OTHERS
AND TO
OTHERSAND
LOCAL
TO TO
AND LOCAL
GOVERNMENT
GOVERNMENT
LOCAL GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
REQUIREMENTS.
1860
1860
1860
SHELTER
SHELTER
& SITE &LAYOUT
SHELTER SITE LAYOUT
& SITE LAYOUT ALUMINIUMALUMINIUM
ALUMINIUM
4 4 4FOR FURTHER
FORFORFURTHER
INFORMATION
FURTHER INFORMATION
AND GUIDANCE
INFORMATIONANDANDGUIDANCE
ON BUS
GUIDANCEONONSHELTER
BUSBUSSHELTER
SHELTER SLATTED SEAT
SLATTED
SLATTED SEAT
SEAT
LOCATIONAL
LOCATIONAL
REQUIREMENTS
AND SITE
REQUIREMENTSANDAND
PLACEMENT
SITE PLACEMENT
SITE REFERREFER
PLACEMENTTOREFER
THETOPTIM
THETHE
TO PTIM
PTIM WITH ARMRESTS
WITH
WITH ARMRESTS
ARMRESTS
SITE LAYOUT
SITE LAYOUT
SITEDRAWINGS.
DRAWINGS.
LAYOUT DRAWINGS. WINDBREAK
WINDBREAK
WINDBREAK
150.
150.
150.
5 5 5SHELTER
SHELTER
STRUCTURE
STRUCTURE
SHELTER COLOUR
COLOUR
STRUCTURETO BE RESINE
TO TO
COLOUR BE BE
RESINE
JON JONJON
RESINE
3240.
3240.
3240.
6 6 6SHELTER
SHELTER
PAINTWORK
SHELTERPAINTWORK
TO MEET
PAINTWORK TO TO
MEET
RELEVANT
MEETRELEVANT
AUSTRALIAN
RELEVANT AUSTRALIAN
STANDARDS
AUSTRALIANSTANDARDS
STANDARDS
INCLUDING
INCLUDING
BUT NOT
BUT
INCLUDING LIMITED
NOTNOT
BUT LIMITED
TO AS3715,
TO TO
LIMITED AS3715,
AS2311,
AS2311,
AS3715,AS2312.
AS2312.
WINDBREAK
WINDBREAK
FURNITURE,
FURNITURE,
SIGNAGE
SIGNAGE
FURNITURE, & LIGHTING
& LIGHTING
SIGNAGE & LIGHTING
1400.
1400.
1400.
7 7 7FOR DETAILS
FORFOR
DETAILS
OF BUSOFSTOP
DETAILS BUSBUS
OF STOP
SIGNAGE
SIGNAGE
STOP REFERREFER
SIGNAGETOREFER
TRANSLINK
TO TO
TRANSLINK
SIGNAGE
SIGNAGE
TRANSLINK SIGNAGE ALUMINIUMALUMINIUM
ALUMINIUM
1860
1860
1860
MANUAL.
MANUAL.
MANUAL. SLATTED SEAT
SLATTED
SLATTED SEAT
SEAT
WITH ARMRESTS
WITH
WITH ARMRESTS
ARMRESTS ADVERTISING
ADVERTISING
ADVERTISING
8 8 8BUS STOP
BUSBUS
SEAT
STOP SHOULD
SEAT
STOP SHOULD
SEAT INCLUDE
SHOULDINCLUDE
ANODISED
INCLUDEANODISED
ALUMINIUM
ANODISED ALUMINIUM
BATTENS
ALUMINIUM BATTENS
WITH WITH
BATTENS WITH SIGN CABINET
SIGN CABINET
SIGN CABINET
ARMRESTS
ARMRESTS
ALONGALONG
ARMRESTS THE SEAT.
ALONGTHETHE
SEATS
SEAT. SEATS
SHOULD
SEAT. SHOULD
SEATS BE BOLTED
BE BE
SHOULD BOLTED
TO HARDSTAND
BOLTEDTO TO
HARDSTAND
HARDSTAND
AREA, AREA,
AND MADE
ANDAND
AREA, MADE
FROM FROM
EASILY
MADE FROMEASILY
MAINTAINED
EASILYMAINTAINED
MATERIALS.
MAINTAINEDMATERIALS.
SEATS SEATS
MATERIALS. TOSEATS
BE TO TO
BE BE
COMPLIANT
COMPLIANT
WITH WITH
COMPLIANT DSAPT.
WITHDSAPT.
WHEREWHERE
DSAPT. AWHERE
SEAT A ASEAT
ABUTS
SEATABUTS
AABUTS
CONTINUOUS
A ACONTINUOUS
CONTINUOUS
ACCESSIBLE
ACCESSIBLE
PATH PATH
ACCESSIBLE OFPATH
TRAVEL,
OF OFTRAVEL,
ENSURE
TRAVEL,ENSURE
MINIMUM
ENSURE MINIMUM
30% LUMINANCE
MINIMUM 30%30%LUMINANCE
LUMINANCE
CONTRAST
CONTRAST
AGAINST
CONTRASTAGAINST
BACKGROUND
BACKGROUND
AGAINST (E.G. FLOORING).
(E.G. FLOORING).
800 MIN.
800800
MIN.MIN. 800 MIN.
800800
MIN.MIN.
THICKENED
THICKENED
THICKENED
9 9 9LIGHTING
LIGHTING
DESIGNDESIGN
LIGHTING TO COMPLY
TO TO
DESIGN COMPLY
WITH THE
COMPLYWITH
RELEVANT
THETHE
WITH RELEVANT
STANDARDS
STANDARDS
RELEVANT AND BEANDAND
STANDARDS BE BE SLAB FOR
SLAB
SLAB
FORFOR
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH DSAPT. FOOTING
FOOTING
ZONE
FOOTING
ZONE
ZONE
OF SHELTER
OF OF
SHELTER
SHELTER
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS
10 10 10
ALL MEASUREMENTS
ALLALLMEASUREMENTS
AND DIMENSIONS
MEASUREMENTS ANDANDDIMENSIONS
SHALL SHALL
DIMENSIONS HAVE
SHALLHAVE
ANHAVE
APPLIED
AN ANAPPLIED
APPLIED
TOLERANCE
TOLERANCE
OF 3MM.
OF OF
TOLERANCE 3MM.
3MM. 1 1 1SHELTER
SHELTER
SHELTER
PLANPLAN
PLAN
- - 1:50@A3
- 1:50@A3
1:50@A3
11 11 11
SHELTER
SHELTER
MANUFACTURER
MANUFACTURER
SHELTER TO PROVIDE
TO TO
MANUFACTURER PROVIDE
ENGINEERING
ENGINEERING
CERTIFICATION
ENGINEERING FOR FORFOR
CERTIFICATION
SHELTER
SHELTER
CONSTRUCTION
CONSTRUCTION
12 12 12
ALL BUS
ALL
STOPS
BUSBUS
ALL STOPS
TOSTOPS
BE DSAPT
TO TO
BE BE
DSAPT
COMPLIANT,
COMPLIANT,
DSAPT FOR FURTHER
COMPLIANT,FORFOR
FURTHER
GUIDANCE
FURTHERGUIDANCE
REFERREFER
GUIDANCE REFER
TO THETORELEVANT
THETHE
TO RELEVANT
STANDARDS,
RELEVANTSTANDARDS,
TRANSLINK
GUIDANCE
TRANSLINKGUIDANCE
AND RELEVANT
GUIDANCEANDANDRELEVANT
RELEVANT
LOCAL LOCAL
GOVERNMENT
GOVERNMENT
LOCAL REQUIREMENTS.
REQUIREMENTS.
13 13 13
ALL BUS
ALLSTOP
BUSBUS
ALL COMPONENTS
STOP COMPONENTS
STOP SHOULD
COMPONENTS SHOULD
BE POSITIONED
SHOULDBE BE
POSITIONED
IN CONSIDERATION
POSITIONEDIN CONSIDERATION
IN CONSIDERATION 1620 1620
1620 1620 1620
1620 9150. 9150.
9150.
OF RELEVANT
OF OF
RELEVANT
ONSITEONSITE
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CONDITIONS
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WITH TO THETOGUIDANCE
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TO GUIDANCE
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CONTAINED
WITHINWITHIN
CONTAINED THE PTIM,
THETHE
WITHIN AND
PTIM,
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ANDAND
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FORFOR
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8825.
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THETO
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TABLE TABLE
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CONTAINED SHELTER
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THE PTIM.
THETHE
PTIM.
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14 14 14
REFERREFER
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REFER GLOSSARY
PTIM GLOSSARY
PTIM FOR DEFINITIONS
GLOSSARYFORFOR
DEFINITIONS
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DEFINITIONS TERMS,
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AND, AND,
PTIM
AND, PTIM
PTIM BACKLIT
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SIGN
BACKLIT
SIGN
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ABBREVIATIONS
ABBREVIATIONS
ABBREVIATIONS FORFOR DEFINITIONS
FOR DEFINITIONS
DEFINITIONS OF OF
OF ACRONYMS.ACRONYMS.
ACRONYMS. CABINET
CABINET
CABINET
BACKLIT SIGN
BACKLIT
BACKLIT SIGN
SIGN
15 15 15 ALLALLDRAWING
ALL DRAWING DRAWING DIMENSIONS
DIMENSIONS
DIMENSIONS AREARE
ARE IN IN INMILLIMETRES
MILLIMETRES
MILLIMETRES UNLESS UNLESS
UNLESS NOTED ADVERTISING
ADVERTISING FUTURE RTI
FUTURE
FUTURE RTIRTI CABINET CABINET
CABINET
OTHERWISE.
OTHERWISE.
SIGN
SIGN
CABINET
CABINET CABINET CABINET
CABINET
WINDBREAK
WINDBREAK
WINDBREAK WINDBREAK
WINDBREAK
WINDBREAK ADVERTISING
ADVERTISING
ADVERTISING
2520.
2520.
2520.
SIGN CABINET
SIGN CABINET
SIGN CABINET
2250.
2250.
2250.
2250.
2250.
2250.
ARMRESTS
ARMRESTS
ARMRESTS
ALUMINIUM
ALUMINIUM
ALUMINIUM
SLATTED SEAT
SLATTED
SLATTED SEAT
SEAT
ALUMINIUM
ALUMINIUMALUMINIUM
SLATTED
SLATTED SLATTED LEVELING LEVELING
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LEVELING NUTS
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TOPLATE
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PLATE
ARMRESTS
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(ADJUSTABLE)
(ADJUSTABLE)
DATA CONDUIT
DATA
DATA CONDUIT
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ELECTRICAL
ELECTRICAL DATA CONDUIT
DATA
DATA
CONDUIT
CONDUIT ELECTRICAL
ELECTRICAL
ELECTRICAL
32mmØ32mmØ
32mmØ 800 MIN.
800800
MIN.MIN. CONDUIT 32mmØ
CONDUIT
CONDUIT 32mmØ
32mmØ 32mmØ32mmØ
32mmØ 800 MIN.
800800
MIN.MIN. CONDUIT
CONDUIT CONDUIT
32mmØ32mmØ
32mmØ
HARDSTAND
HARDSTAND
HARDSTAND
2 2 2SIDESIDE
ELEVATION
SIDE
ELEVATION
ELEVATION 3 3 3FRONT
FRONT
FRONT
ELEVATION
ELEVATION
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- - 1:50@A3
- 1:50@A3
1:50@A3 - - 1:50@A3
- 1:50@A3
1:50@A3
PTIM,
PTIM,
PTIM,
BUSBUS
STOP
BUSSTOP
STOP
INFRASTRUCTURE
INFRASTRUCTURE
CHAPTER
CHAPTER
BUSBUS
SHELTER
BUSSHELTERDESIGNS
SHELTER DESIGNS- TYPE
DESIGNS 3B 3B3B
- TYPE
- TYPE
DRG
DRG
DRG
5-0302
5-0302
5-0302
- - - 2013A
JULY
JULY
2013
2013
JULY AA
NOTES:
NOTES:
HARDSTAND
HARDSTAND
1 1 HARDSTAND/SLAB
HARDSTAND/SLAB
DESIGNDESIGN
TO BE
TO SUITED
BE SUITED
TO SITE
TO SITE
SPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
2 2 HARDSTAND/
HARDSTAND/
SLAB DESIGN
SLAB DESIGN
TO BE TO
SUITED
BE SUITED
TO GRADIENTS
TO GRADIENTS
NOT GREATER
NOT GREATER
THAN 2%
THAN
FALL2%PRIOR
FALL TO
PRIOR
MECHANICAL
TO MECHANICAL
SHIMS. SHIMS. 4000. 4000.
3915. 3915.
3 3 SHELTER
SHELTER
FOOTING
FOOTING
DESIGNDESIGN
BY OTHERS
BY OTHERS
AND TOAND
LOCAL
TO LOCAL
GOVERNMENT
GOVERNMENT
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SHELTER
SHELTER
& SITE LAYOUT
& SITE LAYOUT
4 4 FOR FURTHER
FOR FURTHER
INFORMATION
INFORMATION
AND GUIDANCE
AND GUIDANCE
ON BUSON SHELTER
BUS SHELTER
LOCATIONAL
LOCATIONAL
REQUIREMENTS
REQUIREMENTS
AND SITE
ANDPLACEMENT
SITE PLACEMENT
REFER REFER
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THE PTIM
SITE LAYOUT
SITE LAYOUT
DRAWINGS.
DRAWINGS.
5 5 SHELTER
SHELTER
STRUCTURE
STRUCTURE
COLOURCOLOUR
TO BE RESINE
TO BE RESINE
JON JON LOW HEIGHT
LOW HEIGHT
PERFORATED
PERFORATED
2000
2000
6 6 SHELTER
SHELTER
PAINTWORK
PAINTWORK
TO MEET
TO MEET
RELEVANT
RELEVANT
AUSTRALIAN
AUSTRALIAN
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1925
1925
WINDBREAK
WINDBREAK
INCLUDING
INCLUDING
BUT NOT
BUT
LIMITED
NOT LIMITED
TO AS3715,
TO AS3715,
AS2311,AS2311,
AS2312.AS2312.
FURNITURE,
FURNITURE,
SIGNAGE
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& LIGHTING
& LIGHTING FULL HEIGHT
FULL HEIGHT
ALUMINIUM
ALUMINIUM ADVERTISING
ADVERTISING
7 7 FOR DETAILS
FOR DETAILS
OF BUSOFSTOP
BUS SIGNAGE
STOP SIGNAGE
REFER REFER
TO TRANSLINK
TO TRANSLINK
SIGNAGE
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SLATTED
MANUAL.MANUAL. PANEL PANEL
WITH ARMRESTS
WITH ARMRESTS
8 8 BUS STOP
BUS SEAT
STOP SHOULD
SEAT SHOULD
INCLUDE
INCLUDE
ANODISEDANODISED
ALUMINIUM
ALUMINIUM
BATTENSBATTENS
WITH WITH
ARMRESTS
ARMRESTS
ALONG ALONG
THE SEAT.
THE SEATS
SEAT. SEATS
SHOULDSHOULD
BE BOLTED
BE BOLTED
TO HARDSTAND
TO HARDSTAND
AREA, AND
AREA,MADE
AND FROM
MADE EASILY
FROM EASILY
MAINTAINED
MAINTAINED
MATERIALS.
MATERIALS.
SEATS SEATS
TO BE TO BE THICKENED
THICKENED
SLAB SLAB
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH DSAPT.
WHEREWHERE
A SEAT A ABUTS
SEAT ABUTS
A CONTINUOUS
A CONTINUOUS FOR FOOTING
FOR FOOTING
ACCESSIBLE
ACCESSIBLE
PATH PATH
OF TRAVEL,
OF TRAVEL,
ENSUREENSURE
MINIMUMMINIMUM
30% LUMINANCE
30% LUMINANCE ZONE OF
ZONE
SHELTER
OF SHELTER
CONTRAST
CONTRAST
AGAINSTAGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G. FLOORING).
9 9 LIGHTING
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DESIGNDESIGN
TO COMPLY
TO COMPLY
WITH THE
WITH
RELEVANT
THE RELEVANT
STANDARDS
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AND BEAND BE
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WITH DSAPT.
WITH DSAPT.
1 1 SHELTER
SHELTER
PLANPLAN
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS - - 1:50@A3
1:50@A3
ALL MEASUREMENTS
AND DIMENSIONS
AND DIMENSIONS
SHALL SHALL
HAVE HAVE
AN APPLIED
AN APPLIED
TOLERANCE
TOLERANCE
OF 3MM.OF 3MM.
11 11 SHELTER
SHELTER
MANUFACTURER
MANUFACTURER
TO PROVIDE
TO PROVIDE
ENGINEERING
ENGINEERING
CERTIFICATION
CERTIFICATION
FOR FOR
SHELTER
SHELTER
CONSTRUCTION
CONSTRUCTION
12 12 ALL BUSALL
STOPS
BUS STOPS
TO BE DSAPT
TO BE DSAPT
COMPLIANT,
COMPLIANT,
FOR FURTHER
FOR FURTHER
GUIDANCE
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REFER REFER
TO THETORELEVANT
THE RELEVANT
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TRANSLINK
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GUIDANCE
GUIDANCE
AND RELEVANT
AND RELEVANT
LOCAL GOVERNMENT
LOCAL GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
13 13 ALL BUSALL
STOP
BUSCOMPONENTS
STOP COMPONENTS
SHOULDSHOULD
BE POSITIONED
BE POSITIONED
IN CONSIDERATION
OF RELEVANT
OF RELEVANT
ONSITEONSITE
CONDITIONS
CONDITIONS
WITH REFERENCE
WITH REFERENCE
TO THETO GUIDANCE
THE GUIDANCE
860 860
CONTAINED
CONTAINED
WITHINWITHIN
THE PTIM,
THEAND
PTIM,
FOR
ANDADDITIONAL
FOR ADDITIONAL
REQUIREMENTS
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AND AND SHELTER
SHELTER
ROOF ROOF
DESIGNDESIGN
ALTERNATIVES
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REFER REFER
TO THETOCOMPONENTS
THE COMPONENTS
TABLE CONTAINED
TABLE CONTAINED
IN IN SHELTER ROOF ROOF
SHELTER
THE PTIM.
THE PTIM.
14 14 REFER REFER
TO PTIM
TO GLOSSARY
PTIM GLOSSARY
FOR DEFINITIONS
FOR DEFINITIONS
OF TERMS,
OF TERMS,
AND, PTIM
AND, PTIM
ABBREVIATIONS
ABBREVIATIONS
FOR DEFINITIONS
FOR DEFINITIONS
OF ACRONYMS.
OF ACRONYMS.
°
GUTTERGUTTER
93
93
LOW HEIGHT
LOW HEIGHT
15 15 ALL DRAWING
ALL DRAWING
DIMENSIONS
DIMENSIONS
ARE INAREMILLIMETRES
IN MILLIMETRES
UNLESSUNLESS
NOTED NOTED PERFORATED
PERFORATED
OTHERWISE.
OTHERWISE. WINDBREAK
WINDBREAK
FULL HEIGHT
FULL HEIGHT
2675.
2675.
ADVERTISING
ADVERTISING FULL HEIGHT
FULL HEIGHT
2255.
2255.
PANEL BEHIND
PANEL BEHIND ADVERTISING
ADVERTISING
ALUMINIUM
ALUMINIUM
PANEL PANEL
SLATTED SEAT SEAT
SLATTED
LOW HEIGHT
LOW HEIGHT WITH ARMRESTS
WITH ARMRESTS
PERFORATED
PERFORATED
850
850
WINDBREAK
WINDBREAK
ALUMINIUM
ALUMINIUM
TELESCOPIC
TELESCOPIC
BASE PLATES
BASE PLATES
2 2 SIDE SIDE
ELEVATION
ELEVATION 3 3 ISOMETRIC
ISOMETRIC
- - 1:50@A3
1:50@A3 - - NTS NTS
PTIM,
PTIM,
BUSBUS
STOP
STOP
INFRASTRUCTURE
INFRASTRUCTURE
CHAPTER
CHAPTER
BUSBUS
SHELTER
SHELTER
DESIGNS
DESIGNS
- SUBURBAN
- SUBURBAN
SHELTER
SHELTER
WITH
WITH
AD PANEL
AD PANEL
DRG
DRG
5-0401
5-0401
- - JULYJULY
20132013 A A
NOTES:
NOTES:
HARDSTAND
HARDSTAND
1 1 HARDSTAND/SLAB
HARDSTAND/SLAB
DESIGNDESIGN
TO BE
TO SUITED
BE SUITED
TO SITE
TO SITE
SPECIFIC
SPECIFIC
REQUIREMENTS.
REQUIREMENTS.
2 2 HARDSTAND/
HARDSTAND/
SLAB DESIGN
SLAB DESIGN
TO BE TO
SUITED
BE SUITED
TO GRADIENTS
TO GRADIENTS
NOT GREATER
NOT GREATER
THAN 2%
THAN
FALL2%PRIOR
FALL TO
PRIOR
MECHANICAL
TO MECHANICAL
SHIMS. SHIMS. 4000. 4000.
3915. 3915.
3 3 SHELTER
SHELTER
FOOTING
FOOTING
DESIGNDESIGN
BY OTHERS
BY OTHERS
AND TO
AND
LOCAL
TO LOCAL
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
SHELTER
SHELTER
& SITE LAYOUT
& SITE LAYOUT
4 4 FOR FURTHER
FOR FURTHERINFORMATION
INFORMATION
AND GUIDANCE
AND GUIDANCE
ON BUSON SHELTER
BUS SHELTER
LOCATIONAL
LOCATIONAL
REQUIREMENTS
REQUIREMENTS
AND SITE
ANDPLACEMENT
SITE PLACEMENT
REFER REFER
TO THETOPTIM
THE PTIM
SITE LAYOUT
SITE LAYOUT
DRAWINGS.
DRAWINGS.
5 5 SHELTER
SHELTER
STRUCTURE
STRUCTURE
COLOUR
COLOUR
TO BE RESINE
TO BE RESINE
JON JON
860
860
LOW HEIGHT
LOW HEIGHT
PERFORATED
PERFORATED FULL HEIGHT
FULL HEIGHT
2000
2000
6 6 SHELTER
SHELTER
PAINTWORK
PAINTWORK
TO MEET
TO MEET
RELEVANT
RELEVANT
AUSTRALIAN
AUSTRALIAN
STANDARDS
STANDARDS PERFORATED
PERFORATED
1925
1925
WINDBREAK
WINDBREAK
INCLUDING
INCLUDING
BUT NOT
BUT
LIMITED
NOT LIMITED
TO AS3715,
TO AS3715,
AS2311,AS2311,
AS2312.AS2312. WINDBREAK
WINDBREAK
FURNITURE,
FURNITURE,
SIGNAGE
SIGNAGE
& LIGHTING
& LIGHTING ALUMINIUM
ALUMINIUM
7 7 FOR DETAILS
FOR DETAILS
OF BUSOFSTOP
BUS SIGNAGE
STOP SIGNAGE
REFER REFER
TO TRANSLINK
TO TRANSLINK
SIGNAGE
SIGNAGE SLATTED SEAT SEAT
SLATTED
MANUAL.
MANUAL. WITH ARMRESTS
WITH ARMRESTS
8 8 BUS STOP
BUS SEAT
STOP SHOULD
SEAT SHOULD
INCLUDE
INCLUDE
ANODISEDANODISED
ALUMINIUM
ALUMINIUM
BATTENSBATTENS
WITH WITH
ARMRESTS
ARMRESTS
ALONGALONG
THE SEAT.
THE SEATS
SEAT. SEATS
SHOULD SHOULD
BE BOLTED
BE BOLTED
TO HARDSTAND
TO HARDSTAND
AREA, AREA,
AND MADE
AND FROM
MADE EASILY
FROM EASILY
MAINTAINED
MAINTAINED
MATERIALS.
MATERIALS.
SEATS SEATS
TO BE TO BE THICKENED
THICKENED
SLAB SLAB 800 MIN.800 MIN.
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH DSAPT.
WHEREWHERE
A SEAT A SEAT
ABUTS ABUTS
A CONTINUOUS
A CONTINUOUS FOR FOOTING
FOR FOOTING
ACCESSIBLE
ACCESSIBLE
PATH PATH
OF TRAVEL,
OF TRAVEL,
ENSURE ENSURE
MINIMUMMINIMUM
30% LUMINANCE
30% LUMINANCE ZONE OF
ZONE
SHELTER
OF SHELTER
CONTRAST
CONTRAST
AGAINST
AGAINST
BACKGROUND
BACKGROUND
(E.G. FLOORING).
(E.G. FLOORING).
9 9 LIGHTING
LIGHTING
DESIGNDESIGN
TO COMPLY
TO COMPLY
WITH THE
WITHRELEVANT
THE RELEVANT
STANDARDS
STANDARDS
AND BEAND BE
COMPLIANT
COMPLIANT
WITH DSAPT.
WITH DSAPT.
1 1 SHELTER
SHELTER
PLANPLAN
ADDITIONAL
ADDITIONAL
REQUIREMENTS
REQUIREMENTS - - 1:50@A3
1:50@A3
ALL MEASUREMENTS
AND DIMENSIONS
AND DIMENSIONS
SHALL SHALL
HAVE HAVE
AN APPLIED
AN APPLIED
TOLERANCE
TOLERANCE
OF 3MM.
OF 3MM.
11 11 SHELTER
SHELTER
MANUFACTURER
MANUFACTURER
TO PROVIDE
TO PROVIDE
ENGINEERING
ENGINEERING
CERTIFICATION
CERTIFICATION
FOR FOR
SHELTER
SHELTER
CONSTRUCTION
CONSTRUCTION
12 12 ALL BUSALL
STOPS
BUS STOPS
TO BE DSAPT
TO BE DSAPT
COMPLIANT,
COMPLIANT,
FOR FURTHER
FOR FURTHER
GUIDANCE
GUIDANCE
REFER REFER
TO THETORELEVANT
THE RELEVANT
STANDARDS,
STANDARDS,
TRANSLINK
TRANSLINK
GUIDANCE
GUIDANCE
AND RELEVANT
AND RELEVANT
LOCAL LOCAL
GOVERNMENT
GOVERNMENT
REQUIREMENTS.
REQUIREMENTS.
13 13 ALL BUSALL
STOP
BUSCOMPONENTS
STOP COMPONENTS
SHOULD SHOULD
BE POSITIONED
BE POSITIONED
IN CONSIDERATION
OF RELEVANT
OF RELEVANT
ONSITEONSITE
CONDITIONS
CONDITIONS
WITH REFERENCE
WITH REFERENCE
TO THETOGUIDANCE
THE GUIDANCE
860 860
CONTAINED
CONTAINED
WITHINWITHIN
THE PTIM,
THEAND
PTIM,FOR
ANDADDITIONAL
FOR ADDITIONAL
REQUIREMENTS
REQUIREMENTS
AND AND SHELTER ROOF ROOF
SHELTER
DESIGNDESIGN
ALTERNATIVES
ALTERNATIVES
REFER REFER
TO THETO COMPONENTS
THE COMPONENTS
TABLE CONTAINED
TABLE CONTAINED
IN IN SHELTER
SHELTER
ROOF ROOF
THE PTIM.
THE PTIM.
14 14 REFER REFER
TO PTIM
TO GLOSSARY
PTIM GLOSSARY
AND, PTIM
AND, PTIM
ABBREVIATIONS
ABBREVIATIONS
FOR DEFINITIONS
FOR DEFINITIONS
OF ACRONYMS.
OF ACRONYMS.
°
GUTTERGUTTER
93
93
LOW HEIGHT
LOW HEIGHT
15 15 ALL DRAWING
ALL DRAWING
DIMENSIONS
DIMENSIONS
ARE IN
AREMILLIMETRES
IN MILLIMETRES
UNLESSUNLESS
NOTEDNOTED PERFORATED
PERFORATED
OTHERWISE.
OTHERWISE. WINDBREAK
WINDBREAK
FULL HEIGHT
FULL HEIGHT
PERFORATED
PERFORATED
2675.
2675.
WINDBREAK
WINDBREAK
2255. FULL HEIGHT
FULL HEIGHT
2255.
PERFORATED
PERFORATED
ALUMINIUM
ALUMINIUM
WINDBREAK
WINDBREAK
SLATTED SEAT SEAT
SLATTED
WITH ARMRESTS
WITH ARMRESTS
LOW HEIGHT
LOW HEIGHT
PERFORATED
PERFORATED
850
850
WINDBREAK
WINDBREAK
ALUMINIUM
ALUMINIUM
TELESCOPIC
TELESCOPIC
BASE PLATES
BASE PLATES
2 2 SIDE SIDE
ELEVATION
ELEVATION 3 3 ISOMETRIC
ISOMETRIC
- - 1:50@A3
1:50@A3 - - NTS NTS
PTIM,
PTIM,
BUSBUS
STOP
STOP
INFRASTRUCTURE
INFRASTRUCTURE
CHAPTER
CHAPTER
BUSBUS SHELTER
SHELTER DESIGNS
DESIGNS - SUBURBAN
- SUBURBAN SHELTER
SHELTER WITHOUT
WITHOUT AD PANEL
AD PANEL
DRG
DRG
5-0402
5-0402
- - JULYJULY
20132013 A A
PART ?
Contents
Chapter 6 – Bus station infrastructure
6 Introduction 3 6.6 Bus station formation 18

6.1 Overview of the Bus Station 3 6.6.1 Understanding station layouts 18
Infrastructure chapter
6.6.2 Bus station layouts 18
6.2 Purpose and objectives 3
6.6.2.1 –– Bus linear platform (mono- 19
directional)
6.3 Application of the Bus Station 4
Infrastructure chapter 6.6.2.2 –– Bus linear opposing platform 20
(bi-directional)
6.6.2.3 –– Bus linear staggered platform 21
6.3.2 Application of the chapter 4
(bi-directional)
6.4 Principles of bus station planning 5 6.6.2.4 –– Bus island platform—at-grade 22
and grade-separated
6.4.1 What is a station? 5 (mono-directional)
6.4.1.1 –– Bus station categories 5 6.6.2.5 –– Bus sawtooth platform 23
(mono-directional)
6.5 Bus station environment 6
6.6.2.6 –– Rail and bus multi-modal 24
6.5.1 Integration with land use 6 platform
6.5.2 Accessibility and compliance 9 6.6.2.7 –– Bus stop operation 26
6.5.2.1 –– Bus station operational 9 6.6.2.8 –– Design vehicles for bus stops 27
considerations
6.6.2.9 –– Bus stop length requirements 28
6.5.2.2 –– Demand analysis 9
6.5.2.3 –– Other operational 10
considerations for the
planning and design of bus
stations
6.5.3 Asset management 16
Chapter 6 – Bus station Infrastructure
6.7 Functional design elements 30 6.8 Bus station components 40

for bus stations
6.9 Choosing station components 44
6.7.1 TransLink architectural theme 30
6.10 Technical details 57
6.7.2 Arrangement of space 31
6.7.2.1 –– Sequence of movement 31 Appendix 6-A 58
6.7.2.2 –– Circulation within public 32 Typical single and double bus 59

transport infrastructure station platform arrangement
plans
6.7.2.3 –– Density of occupation 34
Typical single and double bus 60
6.7.3 Identifiable station entry and exit 35 station shelter elevations
6.7.4 Passive surveillance 35 Typical bus driver facility 61
6.7.5 Climatic comfort and weather 36 Typical secure bike storage facility 62
protection
6.7.6 Functionality and simplicity 36
6.7.7 Sustainable energy use and 37
design
6.7.8 Operations and maintenance 38
6.7.9 Cultural and heritage places 38
6. Introduction
The Bus Station Infrastructure chapter is a referenced component
6.1 Overview of the Bus of the overarching Public Transport Infrastructure Manual (PTIM).
This Bus station infrastructure chapter is to be used in conjunction
Station Infrastructure with:
chapter • PTIM, Background and application, which establishes the

rules for application of the entire Public Transport
Infrastructure Manual
• PTIM, Planning and design, which provides the overarching
design guidelines and principles for public transport
infrastructure across Queensland
• PTIM, Supporting access and infrastructure, which details the
supporting access infrastructure required to support public
transport stops, stations and related facilities
• PTIM, Branding, theming and signage, which provides
branding, theming and signage that should be used for
identifying coherent public transport infrastructure
throughout Queensland.
For information on further resources to support the planning

and design of bus stations, please refer to the PTIM, References
and resources.
The Bus station infrastructure chapter will inform infrastructure
6.2 Purpose and design by providing a clear and consistent set of principles and
guidelines for bus stations across the TransLink network.
objective
It will ensure that a high standard of infrastructure is planned
and delivered to meet the needs and objectives of the TransLink
passenger transport system and passenger expectation. Ultimately,
high-quality and consistent infrastructure will provide customers
with a transport system that is coherent, functional and encourages
passenger use.
The objectives of this chapter are to:

• ensure best practice infrastructure design is applied
across the TransLink network
• outline the preferred requirements for bus station design
• detail requirements for compliance with relevant standards
and regulations
• ensure the delivery of high-quality public transport infrastructure
• ensure the delivery of accessible infrastructure.
6.3 Application of the Bus

Station Infrastructure chapter
6.3.1 Intended audience

This chapter must be used in conjunction with
overarching applications of the PTIM.
This chapter should be referred to before starting to plan

new or upgrades to existing bus stations.
It details TransLink requirements for the planning

and design of bus station infrastructure across the
TransLink network.
TransLink, in partnership with local government and in

6.4 Principles of bus

station planning
For the purpose of this chapter, a bus station is defined as:
6.4.1 What is a station? ‘a high-quality passenger transport facility that acts as a central
departure and/or destination point to accommodate high
passenger volumes’.
Bus stations provide passengers with the key point of connection

between transport services and a desired destination (or transfer
point en route to a destination). Stations are normally located on
corridors with high-frequency services and can be located from
outer-suburban areas to inner-city areas.
Stations generally serve key catchment areas such as commercial

and business districts and may contain a moderate to very high
level of supporting infrastructure (for example, quality footpaths,
kiss ‘n’ rides, public amenities, cycle amenities and park ‘n’ rides).
6.4.1.1 Bus station TransLink has categorised bus stations based on infrastructure
function and configuration. These categories must work in
categories conjunction with the public transport infrastructure hierarchy
in the PTIM, Public Transport Infrastructure Planning and Design.
This will establish infrastructure hierarchy and function based
on its locality.
Table 6.1:
Provides a brief description of the types of bus stations.
Bus station category Description
Standard bus station • Provide access to beginning and end of trip movement from multiple services
• Typically not intended for interchanging between modes
Intra-modal bus station • Destination or departure point for high-priority services

• Key bus-to-bus interchange points in the network
• Located on two or more bus corridors
Multi-modal station • Provide transfers between different modes

• Serve significant catchment areas
• Where two or more public transport corridors come together with different modes
Contact TransLink for confirmation and assistance with determining the hierarchy and category of station infrastructure.
6.5 Bus station environment

Integration with land use is critical for all public transport
6.5.1 Integration with infrastructure including bus station infrastructure, particularly in
order to adequately cater for customers needs, ensures community
land use access to services and contributes to reducing dependency on car.
While other factors such as operational capacity and network

characteristics influence the functionality of public transport
infrastructure, ultimately the location is the key driver for
passengers using the facility.
The majority of locality factors (for example, population

projections, demographics, major attractors) for public transport
infrastructure are led by the relevant land use plan for the location.
This could include:
• regional plans
• local government land use plans
• transport strategies and plans
Reference should also be made to the Queensland Government’s

development assessment processes and systems.
The overarching design guidelines within the PTIM need to be

applied giving consideration to site-specific characteristics
to create an attractive, seamless integration with the
surrounding environment.
In some cases, major public transport infrastructure (such as bus

stations) is an integral part of supporting economic development
of urban centres, and supports increased densities by encouraging
transit-oriented developments.
The proximity of transport facilities with complementary land use

developments is vital, as urban consolidation is necessary for
achieving increased public transport patronage and therefore
justifying high-frequency services.
The following principles should be applied to the • infrastructure footprint: the physical and operational
planning and design of bus station infrastructure: footprint impacts of station facilities are optimised
(for example, vehicle access, stormwater
• stakeholder engagement: partnering with
runoff catchments)
stakeholders to support transit-oriented
development opportunities • safety and security: station is located to promote
customer safety and security, as well as minimise
• land use planning: design is appropriate to
opportunity for criminal or terrorism activity.
surrounding community and considers potential
future densities and land uses
• catchment area: analyse the catchment area to inform
existing and potential passenger volumes
• permeability: ensure there is high quality, legible
access between the surrounding environment and
the transport facility as per the access hierarchy,
including pedestrian connectivity between activity
nodes and the public transport station
Figure 6.1 –
Locality guidance examples for station facilities
• any forecast future daily volume

6.5.2 Accessibility and (includes passengers and/or vehicles)
• other volume-related demand factors, including:
compliance
–– length and scale of peak demand
TransLink requires that the relevant standards and –– breakdown between flows associated with
guidelines for disability access are followed, along with boarding and alighting
the engagement of relevant disability reference groups,
–– timing factors, including whether it coincides
where required. with other peaks in the surrounding area
The legislative requirements of the Commonwealth –– number of peak periods per day per direction
Disability Discrimination Act 1992 (DDA), sets out the –– likely directional travel mode-share
responsibilities of the department with regards to access
• special needs demand, including:
to public transport, with the specifics and details given
in the Disability Standards: –– potential volumes of special needs users,
disability groups, schools
• Disability Standards for Accessible Public Transport
2002 (Transport Standards) –– potential for land use scale, intensity
or typology change.
• Disability (Access to Premises – Buildings) Standards
2010 (Premises Standards)
TransLink can provide basic information, such as:
• existing patronage
6.5.2.1 Bus station operational
• targets and forecast demand
considerations
• volume and frequency of current and future services
The design of public transport infrastructure needs for the location or corridor
to consider current and future capacity requirements. • previous performance against reliability measures
such as on-time running.
The project scoping for public transport infrastructure
should determine the timeframe to be considered in In some cases, additional counts, surveys or demand
planning and design (for example, should 10, 20 or forecasts may need to be undertaken due to the absence
30 year demand forecasts be used to inform facility of data. TransLink should always be consulted regarding
design?). Depending on the site consideration and appropriate demand identification methodologies and
long-term public transport network plans, planning data validity.
should consider provision for future expansion to
increase capacity. For further information in determining pedestrian
capacity and Levels of Service (LOS) requirements refer
6.5.2.2 Demand analysis to PTIM, Planning and Design chapter 2.4.2.3 – Density
of occupation.
Capacity requirements should be determined early
in the planning phase and give consideration to:
• future patronage and service growth
• future transport network and corridor connections
• demographics, including surrounding land use
in the vicinity of the facility.
In determining future patronage and service growth

the following factors should be considered:
• baseline daily and/or peak volumes
(includes passengers and/or vehicles)
6.5.2.3 Other operational

considerations for the planning and
design of bus stations
There are numerous factors that need to be
considered when planning bus station infrastructure.
Table 6.2 summarises these issues and should be
used as a checklist to ensure all the relevant
considerations are included in the planning and
design of new infrastructure.
Table 6.2:
Operational considerations for planning and designing bus station infrastructure
Factors influencing planning What to consider

and design
Land availability • Footprint - Public transport infrastructure should not consume more space than
needed for effective operations.
• Land constraints - Design needs to consider land constraints in determining size,
configuration and function of the infrastructure.
Where land is available (for example greenfield sites) it should be preserved to
provide short and long-term demand. Consideration should also be made for the
use of suitable brownfield sites particularly where land is the property of
the State.
• The location of the facility should ideally also consider on-street designs where
the station forms part of the normal main street setting in a city or town centre,
particularly where this offers significant operational benefits for customer
and operator.
Surrounding land use and • Future land use - Consider future land use and demographics in determining
attractors capacity requirements and design.
• Attractors - Consider adjacent and nearby attractors in determining capacity.
Other capacity factors (such as network and service operations, events) should
also be considered.
• Development or redevelopment opportunities created or enhanced by a bus
station facility.
Service frequency • Frequency - The peak and off-peak frequency of services needs to be considered.
• Demand - Patronage increases should be estimated to assist in determining
the possible life of the facility. Forecast patronage increases will require public
transport facilities to be able to accommodate multiple services at higher
frequencies. For example, bus stations will require an adequate number of bus
bays to minimise delay to services using the facilities.
• Access considerations - Cycle parking and kiss ‘n’ ride bays will need
to consider future demand requirements.
Fare collection • Fare collection considerations - The method of fare collection affects
operational capacity of public transport facilities. For example, prepaid ticketing
procedures enable faster boarding, reduced dwell times and allow greater
person throughput.
• Pre-paid fare collection - Where pre-boarding fare collection is applicable,
this needs to be included in the design. This could include pre-paid ticketing
systems, especially those with high level-of-service. The provision of ticketing
systems will be determined by facility layout, size, public comfort and level-of-
service requirements, and revenue protection strategies. The facility layout must
consider the appropriate location of the Paid/Unpaid threshold (position of fare
collection barriers-gates) as part of ensuring sufficient and safe circulation and
queuing of passengers particularly in peak operational periods.
Contact TransLink for preferred fare payment options.

and design
Mobility aids, wheelchairs, • Operational impacts - Mobility aids, wheelchairs, prams and cycles increase
pram and cycle boarding boarding times and can impact operational capacity of public transport
infrastructure. This needs to be considered in demand forecasting.
• Accessible design - Design must accommodate all public transport and comply
with the Disability Standards for Accessible Public Transport 2002 (DSAPT) and
Bus station vehicle access • Access constraints - Station design should not be significantly constrained
by access locations to the major road network, as this affects not only the
number of services able to access a station, but also contributes to delays in
scheduled services.
Capacity restrictions at intersections providing access to and from the station
facility are of great importance as delays at intersections can affect the operation
of the station and the network itself.
When approaching the provision of access between the station and surrounding
road network, it is desirable that the following principles be followed:
–– Access to and from the surrounding road network is to be direct and limit
circuitous routing for buses.
–– The geometric design and intersection control with the major road network
should limit delay for services and provide bus priority measures.
–– If possible, limit or avoid interaction of pedestrian flow and other traffic (for
example shopping centre traffic) with bus movement to ensure efficient
operations and mitigate possible hazardous conflicts.
There are various ways public transport vehicle access movements can be
planned and designed. Access to bus stations may be in the form of a left-in-left-
out arrangement, exclusively for buses, through the adoption of priority lanes
and signalised intersections, or other solutions including real-time priority.
• Manoeuvrability - The ability for buses to efficiently manoeuvre within a station
will depend on vehicle type, size, and station configuration. Station design must
consider current bus types and buses that are expected to use the station in
the future.
The turning circle for design bus manoeuvrability is to be assessed in the design
phase, as follows:
–– Firstly, station function and vehicle operation requirements need to be
determined, as different vehicles have different turning circle and sweep
path requirements.
–– Once this has been determined, designers are required to source the
appropriate turning and manoeuvring patterns for vehicles expected
to operate in the facility. Contact TransLink to confirm the appropriate
design vehicle.

and design
Bus station vehicle access –– The manoeuvring requirements should be overlayed and incorporated into
(continued) the preferred station formations. Refer to relevant standards for bus turning
circle and manoeuvrability requirements.
TransLink and relevant stakeholders will determine the stop configuration to be
used at particular bus stations.
Stations that adopt an independent bus stop configuration need to allocate
sufficient distances between stops to allow vehicles to efficiently manoeuvre
between stops.
For bus stations with low speed environments, TransLink recommends that the
turning and manoeuvring speeds be restricted to 15 kilometres per hour.
Station design must not require buses to reverse when manoeuvring into and out
of stops. Forward direction in and out of a bus stop is the required outcome.
Speed humps are not preferred along TransLink bus routes. Where they are
absolutely necessary, they are to be designed as an approved flat top speed
hump. TransLink should be consulted when speed humps are considered for
inclusion along TransLink bus routes and within facilities.
Pedestrian crossings • Type of crossing - At-grade pedestrian crossings can affect the operating capacity
of the bus station. Conflicts between pedestrians and general vehicle traffic
should be avoided where possible to promote efficient operations and reduce
the risk of accidents.
Grade-separated pedestrian crossings should be provided at all high-volume
stations with the use of stairs, escalators, ramps, lifts and/or bridges. The use
of extensive ramp systems is not preferred as they can be too onerous for some
customers, and in those cases lifts are the preferred option to meet disability
access requirements.
Medium and lower volume stations that do not have a high-speed vehicle
through-lane, but a low-speed single passing lane, may include at-grade
pedestrian crossings at specific locations. The crossings are to be well signed
and marked, have good sightlines for pedestrians and bus operators, include
kerb ramps, and be located where there are low vehicle speed limits. Signalised
crossings may also be considered but are subject to site-specific review.
• Connectivity - All pedestrian crossings should have clear and direct access to
supporting infrastructure and surrounding facilities. The development of grade-
separation should be carefully planned and incorporated in the early stages of
the development planning. Where possible, the grade-separated structure
should be integrated into the primary facility structure in order to minimise
passenger travel.

and design
Bus boarding and alighting • Inclusive design - Low-floor fully-accessible buses generally reduce loading
times, particularly in situations where a high percentage of passengers (such
as people with disabilities, the elderly, people with prams and people with
shopping or bulky goods) benefit from the easier vehicle access.
• All new public transport vehicles are required to comply with Disability
Standards for Accessible Public Transport 2002 (DSAPT) and applicable
• Mobility aids, wheelchairs and prams can have implications for loading times
and potentially decrease the operational capacity of a station. However, it is
imperative that stations are designed to accommodate all public transport users
and ensure dignified and equitable access to all members of the community.
Platform and access area • Design space - Typically, platform areas and access paths, during peak periods,
design should be LOS C. Further guidance is available in John J. Fruin’s Pedestrian
Planning and Design publication. Seating and waiting areas should be separated
so that they do not interfere with boarding and alighting, facility entrances and
exits, information points or other pedestrian circulation points.
Given the typical LOS C requirements, platform widths and lengths will vary
depending on a range of design criteria including:
–– the type and size of facility layout (for example in some cases buses will
board from the front end of the platform in a lead stop situation, and others
from independent stops, warranting separate design considerations for
queuing and waiting passengers)
–– the anticipated peak public demand (that is, numbers of passengers
boarding and alighting)
–– the type and size of vehicle and stopping arrangement
–– the number of services expected to utilise the facility
–– additional capacities to cater for missed headways.
• Personal comfort - Platform and access areas should be designed to be within
the range of personal comfort during peak periods. The loading area must
accommodate passenger movements when waiting, queuing and accessing
services. Passengers boarding and alighting should not inhibit waiting
passengers. Sufficient space also needs to be provided for passengers to move
to and away from loading and waiting areas.
• Inclusive - All public transport infrastructure must be designed to accommodate
all public transport users and comply with relevant access and design standards.

and design
Bus layovers and driver • Efficiency - The provision of bus layover facilities, or bus holding zones, at
facilities stations enables buses to wait until required to commence a new service.
This has the potential to allow more efficient bus operations by decreasing
the number of trips between the depots and operating services, and minimise
dead running.
Determining the required number of bus layover bays will generally be dependent
on the proposed bus operations and types to be held at the particular station.
TransLink will determine the number of spaces required, in consultation with bus
operators, during the planning stage of a station.
• Amenities - Depending on service scheduling, bus driver amenities (meal rooms
and toilets) may need to be provided at stations that have a significant number
of terminating services. The size of these facilities should align with the required
quantity of bus layover services and bays. The structure must complement other
components of the station and be located in a discrete location (that is, in close
proximity to bus layover areas) to provide efficient driver access.
• L ayover often may need to be located off-site to facilitate compactness of station
design and integration with adjacent/surrounding land uses. TransLink should
give guidance on proximity, management and reliable access paths for off-site
layover. Safe movement of drivers to and from layover and facilities needs to be
planned and designed for.
Access infrastructure • High-quality access infrastructure - Planning and design should consider how
passengers will access the infrastructure, and incorporate appropriate access
facilities and infrastructure. For detailed guidance refer to the PTIM, Supporting
access infrastructure chapter.
Bus stations are major elements of passenger transport

6.5.3 Asset management infrastructure and they need to be managed and maintained to
sufficient operational conditions suitable for passenger comfort
and safety.
The station components need to be maintained and managed on

an ongoing basis to ensure the effective operation of a facility.
The framework for how a facility will be managed after the delivery
of infrastructure needs to be considered within the planning and
design process.
The following must be considered when planning and designing

bus station facilities:
• the general requirements for durability, cleaning and
maintenance schedules of infrastructure components
• surveillance and access control of the facility
• cost-effectiveness, commonality and replacement
of components
• approved suppliers of the materials and components
• access to water, electricity and other resources
• general operating costs (such as electricity, water and staff)
• statutory requirements for buildings and facilities
• requirements for staff.
The above is not a definitive list and other considerations may

be required depending on site-specific circumstances.
Relevant operational stakeholders should be engaged in the

planning and design process to ensure that the requirements
of asset management by operators and/or owners have been
considered. All components of bus station infrastructure
should use materials and finishings consistent and compatible
with existing infrastructure and of an approved standard.
In consultation with relevant operating and maintenance
stakeholders, detailed maintenance manuals should be developed
for all components and operation schedules within a station
facility. These should be prepared as a part of the station project.
6.6 Bus station formation

This section provides schematic station layout arrangements that
6.6.1 Understanding can be used as a starting point in the early station planning and
design phase. The schematic layouts can be configured to meet
station layouts site-specific constraints and operational requirements.
With each site having unique characteristics, a site-specific

response needs to consider:
• the surrounding environment and land use
• functional and operational capacity requirements
• surrounding catchment demand from the wider
transport network.
Station design shall be undertaken in conjunction with TransLink

and key stakeholders.
TransLink has defined a range of generic bus station layouts

6.6.2 Bus station to suit the needs of both passenger and public transport vehicle
requirements. Each layout defined in this section would need
layouts to be tailored to meet operational and site requirements for
specific stations. The details depicted in the station layout
drawings such as bus layovers, crossings, amenity facility
locations, etc., aim to represent possible best practice outcomes;
however, not all stations will be able to achieve the depicted
desired outcomes given site constraints.
In addition to the bus station layout itself, a range of supporting

infrastructure (for example, pedestrian and cycle components,
kiss ‘n’ ride, and park ‘n’ ride) needs to be incorporated to
complement station functionality. Refer to the PTIM, Supporting
6.6.2.1 Bus linear platform The layout is suited to:
(mono-directional) • standard stations or intra-modal stations with intended

transferring between services
• linear sites with reasonable length and adequate footprint width
• sites with vehicle access and egress locations at either end
of the platforms
• stations located at-grade with lower speed limits and access
from the surrounding road network
• a greater proportion of high frequency services compared to
local and feeder services.
This layout comprises linear bays and passenger loading platforms

located on either side of a through carriageway.
Buses run through the station in a single direction and use one
entry and exit point. In most cases, depending on site constraints,
the platform waiting areas for each bay (including shelters) will run
parallel and have the same directional facing aspect.
Platform areas need adequate room for pedestrian movement,

queueing and waiting areas. Pedestrian crossings will be
positioned behind vehicle movements to minimise impact on
station operations and ensure pedestrian safety.
Station design should use transparent and lightweight structures

to promote passive surveillance.
Buses can either pull up at independent stops along the platform,

or a lead-stop approach can be implemented.
Figure 6.2 –
Bus linear platform schematic layout (mono-directional)
6.6.2.2 Bus linear opposing platform Bi-directional platforms will face and run parallel to
each other, with entry and exit at both ends. These bus
(bi-directional) stations are predominantly located on high-frequency
services corridors and tend to be grade separated.
The layout is suited to:
• linear sites with reasonable length Pedestrian access will primarily be through grade-
and adequate width separated measures such as stairs, lifts and
• sites with vehicle access and egress locations pedestrian overpasses.
at either end of the platforms
Pedestrian access will generally require a site-specific
• predominantly dedicated bus priority corridors (that response due to the lead-stop approach commonly used.
is, transitways, busways) that may feature grade-
separation where high-frequency services operate Pedestrian access will generally be located at the back
• bus routes passing through stations with end of the platform for the morning peak inbound
no intended transferring between services. services to assist with efficient passenger movements.
This layout can offer high passive surveillance
Linear bi-directional stations consist of a linear between platforms when designed with a transparent
formation with bays and platforms located on either median barrier, whilst deterring pedestrians from
side of a through carriageway and services running in crossing inappropriately.
opposing directions.
Figure 6.3 –
Bus linear opposing platform (bi-directional)
6.6.2.3 Bus linear staggered platform The staggered platforms consist of a mid-block
chicane so that the overall cross section requires three
(bi-directional) lanes instead of the more conventional four lanes. This
station is suited to buses running in a bi-directional
manner along a corridor, while a lead-stop approach is
• linear sites with ample length and limited width commonly employed.
• sites with vehicle access and egress locations at
either end of the platforms Pedestrian access is typically at-grade while crossings
are to be located directly in the middle of the station
• typically high-frequency services layout to ensure convenient and safe passenger
• stations located at-grade and/or with access from movements. Effective passive surveillance is considered
surrounding road network to be more difficult to achieve at these stations
• bus routes not intended for high volume passenger because of the greater distance between the ends of
transfers between services. opposite platforms.
This station layout consists of an elongated linear It should be noted that this layout is not compatible with
platform arranged in a staggered configuration, LRT station operation.
and is suitable where space is limited.
Figure 6.4 –
Bus linear staggered platform (bi-directional)
6.6.2.4 Bus island platform — This layout consists of an island platform where
passenger platform areas are located in the middle of
at-grade and grade-separated the station with bus stops located around the island
(mono-directional) perimeter. Independent stops, as opposed to a lead-stop
approach, are generally used.
Depending on the location of vehicle access and egress
• standard stations or intra-modal stations
requiring transfers to the surrounding road network, buses circulate in a
single direction around the island platform and allow
• feeder and terminating services where buses can boarding from both sides.
easily access bus layover areas
• rectangular sites with ample width and limited length Depending on site requirements and number of
services, pedestrian access can be provided with at-
• sites with limited or fixed vehicle access and egress
grade or grade-separated treatments. The layout of the
locations to surrounding road networks
island platform provides for a central waiting point for
• a high proportion of local, feeder and terminating passengers that enhances personal safety with optimal
services, particularly for services needing to passive surveillance, maintains simplicity, and provides
manoeuvre through the station.
for convenient interchanging if required.
Figure 6.5 –
Bus island platform at-grade (mono-directional)
Figure 6.6 –
Bus island platform grade-separated (mono-directional)
6.6.2.5 Bus sawtooth platform Passenger access will predominantly be provided

at-grade due to the slower speeds of buses manoeuvring
(mono-directional) in and out of the station.
The layout is suited to: Pedestrian crossings should be located at safe and
• compact site footprints with inadequate length convenient access points depending on the surrounding
to provide the appropriate number of vehicle bays attractors and direction of bus circulation. Specific
in a linear arrangement shelter design should be taken into consideration
• sites with limited access and egress locations to ensure adequate coverage due to the unique
to surrounding road networks platform layout.
• a high proportion of local feeder or terminating It should be noted that the sawtooth station layout has
services compared to limited or no line haul
the potential for increased manoeuvring times as well
services operating
as posing safety risks for sightlines of bus operators
• standard stations or intra-modal stations where and pedestrians.
passenger interchange occurs in significant volumes.
Providing adequate shelter coverage at this type of
This layout consists of angled bus bays with passenger station layout can be more complicated than more
loading platforms located as either an island or linear conventional layouts due to the nature of the
loading style arrangement where buses manoeuvre sawtooth bays.
forward into and out of bays. Bus circulation will
be determined by the location of stops (around the This station type is TransLink’s least preferred station
island or outer perimeter) and access options from the layout and should only be adopted if other layouts are
surrounding road network. unable to meet the site requirements.
Figure 6.7 –
Bus sawtooth platform (mono-directional)
6.6.2.6 Rail and bus multi-modal Successful integration with regard to connectivity will
give the impression of one integrated station rather than
platform two that have been retro-fitted. While the figure below
shows a layout with both bus and rail stations at the
same grade, multi-level station layouts can be explored
• multi-modal stations offering complementary bus and (such as integrating bus station platforms above rail
rail transfers station platforms).
• bus feeder or high frequency services
Ticketing and information facilities are to be easily
• sites with larger land area availability and/or accessed from station entry points and areas used to
significant surrounding attractors
transfer between services. Platforms supporting peak
• good access to rail corridor and surrounding road inbound services should be given preference for all
network (or dedicated bus corridors). general station facilities (such as ticket window facilities
and toilets).
Any of the previous layouts can be used as a basis
to design a multi-modal facility for bus passengers Pedestrian access around the station should be through
transferring to rail. correct layout of crossings and/or grade-separated
solutions (stairs, overpasses, lifts) where required.
Bus and rail platforms need to be located to allow
seamless transfer between different services. Platforms
should be adjacent to, and preferably parallel to, one
another to minimise connection distances, maintain
easy navigation and enhance passive surveillance.
Figure 6.8 –
Bus linear opposing platform (bi-directional)
The operation type influences the length of the bus stop

6.6.2.7 Bus stop operation zone/bay and the requirements of the bus zone and bus
area. Bus stop operation types are described in Table 6.3.
Unless nose to tail operations (that is, lead stop

operation) have been specifically identified, independent
stop configuration operations should be adopted for bus
stop design purposes.
TransLink should be consulted on the preferred operation

prior to commencing bus stop design.
Table 6.3:
Bus stop operation type
Bus bay operation Description
Single bus • Accommodate at least a single bus manoeuvring

• Typical for low or moderate frequency bus services
Nose-to-tail/platooning • Single boarding point for customers where buses platoon behind each other
at lead stop • Typical for high-frequency services services
• Minimum additional length per bus needs to be added for this type
of manoeuvring to occur
Independent stop • Designed to address one or a pre-designated set of services

configuration • Requires additional minimum length per bus to allow for efficient and safe
independent manoeuvring
The current fleet in service in the TransLink network

6.6.2.8 Design vehicles for varies by operator across the state. Subtle differences
in fleet dimensions are likely and need to be considered
bus stops during the design of accessible bus stops.
For design purposes, a standard rigid bus is typically

12.5 metres in length. Other buses in use include
14.5 metre long rigid buses and 18 metre articulated bus,
and 12.5 metre double-decker buses. An approximate
width allowance is 3 metres and height 3.5 metres
(4.5 metres for double-decker).
Bus door locations must be kept free from all roadside

infrastructure. Signposts, trees, tree-grates, planter
boxes/landscaping, electrical poles/posts, and other
street furniture must be at least 600mm from the kerb,
along the length of the bus stop area.
Table 6.4 illustrates the estimated door position (metres

from the front of the bus) for the different bus types.
This can be used to determine the required length of
hardstand, and position of other bus stop components to
ensure accessible boarding and alighting of passengers.
Table 6.4:
Estimated bus door position
Estimated door position (metres)

Typical bus and length
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
Rigid bus (12.5m)
Rigid bus (14.5m)
Articulated three door bus

(18m)
Rigid bus double-decker

(12.5m)
Source: Estimate based upon typical bus fleet dimensions provided by Brisbane City Council.
Both the bus type and type of stop operation will influence
6.6.2.9 Bus stop length the required bus bay length. For on-road bus stops, the length
should be able to accommodate a standard or long rigid bus,
requirements or an articulated bus, and address adjacent parking abutting
the bus stop so that a bus can pull up parallel to the kerb.
For indented stops, TransLink prefers a 1:7 approach taper

and 1:5 departure taper. Other taper configurations can
be considered on a site-specific basis, and should meet
applicable standards or local government requirements.
It should be noted that a reduction in approach or departure
taper would increase the minimum required length of the
indented bus stop bay.
Table 6.5 outlines the length requirements for on-road

(non-indented) and indented bus stops for a single
bus allowance.
Table 6.5:
Minimum bus stop length requirements
Additional length for

Typical bus type On-road stop 1 Indented stop 2
space between buses
and length (single bus allowance) (single bus allowance)
(multiple bus operation)
Articulated bus (18m) Bus bay length: 30m (L) Taper in: 21m (1:7) Nose-to-tail: 5m (a)
Rigid bus double-decker Bus bay length: 25m (L) Taper in: 21m (1:7) Nose-to-tail: 5m (a)
(12.5m) Departure length: 10m Bus bay length: 15m (L) Independent: 12m (a)
1
Queensland Road Rules (QRR) Section 183 and 195 set a minimum approach length of 20 metres and departure
length of 10 metres, for on road stops. However, TransLink’s preferred length is 25 metres minimum for a
12.5m bus.
2
Refer to current Austroads Guide to Road Design Part 3: Geometric Design, and TMR’s Road Planning Design
Manual: A Guide to Queensland Practice Chapter 20 for guidance for the requirements for partially or fully
indented bus bays.
As noted in Table 6.5, additional length is required to For Indented bus stops (as per Table 6.5):
accommodate multiple buses at the bus stop, either in
The bus bay length (L) – based on a 1:7 approach taper
nose-to-tail or independent operation.
and 1:5 exit taper – is:
The following formula can be used to calculate an initial • 15m for a 12.5m bus
bus stop bay length when considering a multiple bus • 17m for a 14.5m bus
operation. Calculated lengths should be confirmed
through undertaking a vehicular swept path assessment • 20m for a 18m bus.
to take into consideration other site characteristics
(for example, narrower adjacent lane widths). The additional length for other bus stop operations (a) is:
• 5m for nose-to-tail
Length of bus bay =
L + (BL + a) x (n - 1) • 12m for independent operations.
Where: Example:
• ‘L’ is the bus bay length for a single bus Two 12.5m rigid buses using an independent stop
• ‘BL’ is the length of bus configuration. Stop area for a 12.5m bus is 25m and
additional length for independent operations is 12m.
• ‘a’ is the additional length for other
bus stop operations Therefore:
• ‘n’ is the number of buses
Length of bus bay =
25 + (12.5 + 12) x (2 – 1) = 49.5 metres.
For on-road stops (as per Table 6.5):
The bus bay length (L) is:
• 25m for a 12.5m bus
• 27m for a 14.5m bus
• 30m for a 18m bus.
6.7 Functional design

elements for bus stations
Ensuring that the arrangement of key components The TransLink architectural theme provides the
is correctly incorporated will contribute towards framework for establishing a coherent network of public
quality outcomes for the overall facility design. transport infrastructure across the state. Infrastructure
planning and design should:
Each of the following principles described in this
• reflect the relative importance of the infrastructure in
section should be incorporated into the design of public
the overall public transport hierarchy
• comply with network standards for components such
as structures, pavements, signage and
way-finding
6.7.1 TransLink • be based on the use of modular components
architectural theme to reduce cost, as well as for ease of maintenance
and future capacity enhancement
Passengers find it easy to recognise, interpret
• use common materials that emulate a lightweight
and navigate public transport infrastructure. appearance to deliver a modern, open and
safe environment
Public transport infrastructure should be designed to:
• comply with applicable standards and regulations
• be legible within the built environment Including:
• be contemporary –– Disability Standards for Accessible
• have a consistent visual appearance Public Transport 2002 (Cth)
• address climatic conditions –– relevant Australian Standards.
Infrastructure is one of the most recognisable parts of

the TransLink network. A consistent ‘look and feel’ across
the network will increase passenger confidence, with
customers having clear expectations. Design elements
can be tailored to meet specific operational and
functional requirements at individual sites, while still
maintaining a consistent ‘look and feel’ across
the network.
Customers enjoy free flowing movement within the station.

6.7.2 Arrangement Public transport infrastructure can include public and private
of space spaces. Public spaces form the pathway from the point of entry
to the point of departure.
Private spaces should not obstruct paths of travel, sightlines to

points of entry, information and decision points, and waiting and
seating areas. Private spaces can include:
• retail and commercial areas
• maintenance and management facility areas
• communications and electrical cupboards.
6.7.2.1 Sequence of movement

The layout of a transport facility should consider the sequence
of public movement. Public movement is in response to the
progressive sequence of actions and decision points along the
path of travel. Movement should be in a forward direction from
the entry to the platform, as illustrated in Figure 6.9.

Figure 6.9 –
Sequence of movement
6.7.2.2 Circulation within Table 6.6:

Principles of circulation
public transport infrastructure
Direct circulation • Route between entry and boarding points should be as direct as possible.
• Minimise turns in the path of travel and avoid turns greater than 180 degrees.
• Changes of level should be through continuous straight flights of stairs
or ramps and, if appropriate, escalators or lifts.
–– If turning is required, landings are to be provided with necessary room
for appropriate separation and manoeuvring, and
–– Stairs circulating at 90-degree turns must adopt suitable measures
to provide good sightlines for ascending and descending.
See Figure 6.10.
Cross-path circulation • Provide simple and clearly defined paths of travel that avoid conflict and maximise
station capacity.
• Paths of travel should be clearly established to meet the requirements
of passengers on the dominant side of the pathway, away from the opposite
flow path.
• Avoid circulation systems that have people crossing the paths of others to access
information, ticketing, amenities, platforms, ranks, seating, rubbish disposal and
other requirements.
See Figure 6.11.
Left-hand circulation • Dominant movement pattern of pedestrians is based on the majority of travel
undertaken on the left-hand side.
• Circulation within the facility (including around components and amenities)
should follow this convention for predictability and efficiency.
Vertical circulation • Vertical circulation components such as stairs, ramps, lifts and escalators should
be assembled together centrally.
• Centralised location of components assists with convenient placement of
public information.
• All access components must comply with the relevant Disability Standards.
Changing direction • Changes in direction within circulation should only occur where there is sufficient
space to allow passengers to maintain a sense of direction (use of transparent
materials to enable views is preferable).
• Appropriate space should be provided at information and decision points for
people to avoid conflict with the flow path of travel to ensure comfortable and
efficient movement.
Emergency evacuation • Emergency evacuation considerations, including appropriate circulation paths,

circulation exits and assembly points, should cater for the maximum volume of people using
the facility at any one time.
• Effective signage and way-finding is a key consideration for public circulation in
an emergency situation. This must be reviewed in the detailed design stage and
receive approval by an emergency evacuation specialist.
• Facilities which are structurally at-grade, elevated or below grade present
complex emergency and safety requirements that warrant project specific
design investigation.
Note: The Premises Standards and the National Construction Code (NCC) including
the Building Code of Australia (BCA) provide technical emergency and safety
requirements for passenger transport facilities, as well as cross referencing to the
relevant Australian Standards for design guidance.

Figure 6.10 –
Direct circulation

Figure 6.11 –
Cross-path circulation
6.7.2.3 Density of occupation The density of passengers to be accommodated should be within

the range of personal comfort, and passengers should experience
modest restrictions without coming into undesirable contact with
any person. The public level of service (LOS) classification ranges
from LOS A to F (Fruin, 1978, Pedestrian Planning and Design).
Level A is the least crowded environment and Level F is the most
crowded environment (and hence most undesirable). TransLink
requires that an acceptable LOS be achieved for pedestrian areas
to ensure comfortable pedestrian densities are not compromised
during peak periods.
The areas of pedestrian occupation which typically require a LOS
design response include:
• waiting and queuing areas (including ticketing and information
points such as information displays, fare machines, fare gates,
and SACIDS )
• seating
• walkways or other areas of circulation
• stairways
• overpasses
• lifts
• ramps
• escalators and travelators.
Note that the suitable LOS for different pedestrian areas of

a station will warrant a different level of area allocation per
pedestrian (for example, the physical space of LOS C for stairways
will be different from the LOS C for waiting areas). In addition to
appropriate space allocation, all pedestrian areas of a station will
comply with applicable Disability Standards.
For pedestrian horizontal travel (that is, walkways and overpasses)

and platform waiting areas, TransLink typically prefers that a LOS C
(between 0.65–0.9 square metres per person of personal space) be
achieved as a minimum during peak periods.
However, this preference may be subject to change depending on

station and service functional arrangements.
LOS C LOS F
Figure 6.12 –
Density of occupation
Entry and exit points are clearly defined and highly

6.7.3 Identifiable station legible to customers.
entry and exit Clearly defined entry and exit points are essential; not only
providing points of access, but also defining the station
boundaries and where access infrastructure needs to link to the
station from the surrounding built environment.
Design considerations should include provision of entry plazas,

information areas, station concourse, ticket office or facility, and
fare gates.

Figure 6.13 –
Identifiable entry/facility
Infrastructure is designed to provide passive surveillance

6.7.4 Passive surveillance and deter undesirable behaviour.
The physical environment of public transport facilities must be

designed to minimise the possibility of crime, property damage
and anti-social behaviour associated with people gathering
in public spaces. Creating defensible spaces that allow for
surveillance from outside and within the facility will promote
safe environments and will attract greater public use. Refer to the
current version of the Queensland Government’s Crime Prevention
Through Environmental Design (CPTED) guidelines.

Figure 6.14 –
Passive surveillance
Sun and weather protection is to be provided.

6.7.5 Climatic comfort In developing the design of facilities the following
and weather protection should be considered:
• structures must provide sufficient physical width, length and
height to achieve high-quality climatic comfort and weather
protection for passengers to occupy this space
• passengers should be provided with appropriate protection
with enclosed or covered station access points, public
information and decision points, seating and waiting areas, and
boarding and alighting areas
• consideration must be given to the management
of sun, wind, rain, heat, glare and humidity.
An appropriate climate analysis should be included within the

planning and design of public transport infrastructure to inform
appropriate facility orientation and suitability for specific locations.

Figure 6.15 –
Climatic comfort and weather protection
Maintain simplicity and provide a functional station design

6.7.6 Functionality and that passengers can easily interpret and use.
simplicity The design of structures, platforms, ranks, seating, signage,

pavements and other components must be incorporated within
the overall design process to achieve highly functional station
design outcomes.
The design should provide a legible and pleasant environment that

is uncluttered, with minimal concealed spaces.
Sustainability is to be considered in developing

6.7.7 Sustainable energy use all public transport infrastructure.
and design Design and delivery of public transport infrastructure

will focus on sustainability through:
• facility design that is fit for purpose now and into the
future, and adaptable to change
• contributing to attractive community spaces and
a local sense of place
• commitment to a low environmental footprint
and whole-of-life approach through all design,
construction and maintenance activities
• increasing visibility of sustainable features, and
undertaking a participatory approach to design
to improve community awareness and support
Details of TransLink sustainability requirements are

included in Table 6.7.
Table 6.7:
Key sustainability
Consideration
Water management • On-site rainwater collection and reuse

• On-site run-off treatment
(that is, scrubbing using permeable surfaces, detention basins and swales)
• Local flooding mitigation and flow maintenance
Resource minimisation • Water - employ water-saving devices

• Energy - aim for energy-neutral infrastructure through minimisation of energy
use and generation opportunities (for example, solar for feeding back into
electrical supply)
• Materials - apply whole-of-life design approach—construction, operation,
maintenance, cleaning, and decommissioning. Materials should favour
renewables and recyclables
• Processes - avoid operational processes that generate waste, especially toxins
and pollutants
Key sustainability
consideration
Habitat and physical • Protect habitat (that is, space, physical elements such as tree hollows and
environment burrows, movement paths)
• Maintain water flows to aquatic and other habitats
• Avoid acid sulphate soils
• Minimise fugitive emissions of air, surface and groundwater-borne pollutants
Social sustainability • Present minimal harm to employees or public

• Promote social justice, inclusion and equity
• Contribute to improving social capacity and community interaction
• Enhance community experience and integrate facilities with the surrounding
environment to enhance economical viability and social benefits
The components and materials that make up a public transport

6.7.8 Operations and facility should be durable and meet their intended operational
requirements. For further details on requirements refer to
maintenance 2.3.4 Asset Management section of the PTIM, Public Transport
Infrastructure Planning and Design.
Heritage values are protected in the upgrade and

6.7.9 Cultural and delivery of public transport infrastructure.
heritage places Existing sites may contain components or structures of cultural
or heritage significance. Such sites may require particular
investigation and attention in the facility design. For example,
rail stations are commonly listed as having heritage significance
and require careful consideration and approval with respect to
structural design and modification. Sites with cultural features
or significance may require permission or approval prior to
commencement of any planning and design work. TransLink
recommends an appropriate level of assessment is undertaken by
an expert assessor.
6.8 Bus station components

This section details the components that need to be
included at bus stations. The use of quality components
(including materials and furnishing) will support effective
station operation by:
• providing a comfortable and safe passenger
environment
• delivering robust infrastructure that minimises
the need for maintenance.
All building and construction components of station

design are to comply with relevant building codes and
Australian Standard requirements.
TransLink in partnership with Local Government shall be

consulted on infrastructure component inclusions for
each facility.
The correct level of design components making up a

facility will depend significantly on the role of the station
in the TransLink network (that is, TransLink’s hierarchy of
transport facilities).
These are detailed in Table 6.8 where:

• M is mandatory (component must be included)
• P is preferred (component will be included subject to
site constraints)
• S is site-specific response (may be required
depending on the station purpose and requirements).
Table 6.8:
TransLink required components.
Category Station component Facility requirements
Information and signage
Signage (includes all relevant station identification, M

supporting components or infrastructure,
and wayfinding)
Stop identification sign M
Zone information M
Site-specific timetables with route destinations M
Public transport information M

(static timetables, locality maps, interchange
information, other customer information)
Real-time passenger information P
Public transport next service information facility S
Park ‘n’ ride/kiss 'n' ride wayfinding signage S
Public address system S

(including hearing augmentation)
Accessibility
Surface transactions Minimum boarding point, including TGSI M

and access
Tactile Ground Surface Indicators (TGSIs) M
Pavements / hardstand area M
Kerbs M
Accessible clear path of travel M
Kerb ramps M
Ramp access S
Stairs and escalators S
Lifts and overpasses S
Supporting access Cycle parking / storage P

facilities
Park ‘n’ ride S
Kiss 'n' ride and taxi facilities P
Shelters M
Ticketing/information office S
Fare machine (AVVM) P
Public toilets S
Driver amenities S
Stop furniture
Shelters M
Seating and lean rails M
Rubbish bins M
Drinking fountain P
Security and safety
Security cameras * S
Emergency call points (must coincide with CCTV) P
Lighting (bright white) M
CPTED principles M
Fare collection
Ticketing / information office S
Fare machine (AVVM) P
Fare gates S
Optional enhancements
Context material Public art S
* Liase with TransLink on this requirement
Customer facilities Accessible toilet / public toilets S
Shopping trolley bay(s) / storage S
Commercial and ancillary Vending machine (third party) S

services
Customer wireless internet access solutions S
Advertising allowances P
ATM S
Retail S
Landscape treatments Landscape treatment P
Environmentally Energy-efficient applications P

sustainable design
initiatives Water-saving devices P
Renewable and recycled materials used P

for components
Air quality solutions (air pollution) S
Noise quality solutions (noise pollution) S
Operational facilities
Bus layover (bus holding zone) S
Driver layover amenities / storeroom S
Note: All components are to be compliant with applicable Disability and Australian Standards. TransLink, with the
assistance of relevant stakeholders, will determine facility hierarchy and final components required at facilities.
6.9 Choosing station

components
Table 6.9 provides an overview of Table 6.9:
TransLink requirements in choosing station TransLink requirements for station components
components. All station components
must comply with relevant Disability
and Australian standards.
Materials and furnishing • Common visual appearance by aligning structures, pavement, signage way-finding
and other infrastructure with the TransLink architectural theme.
• Design elements to be tailored to meet site-specific operational and functional
requirements within the overarching TransLink theme.
• Components are high quality, easy to use and maintain.
• Modular and consistent facility components are used to facilitate future
maintenance and expansion of infrastructure.
• Materials (such as steel) for structure supports and beams should emulate
a lightweight appearance to achieve a modern, open and safe environment.
• Comply with all applicable standards and regulations.
• Approved by TransLink and relevant stakeholders.
Pavements and access • Address functional requirements of access for both pedestrians and public
transport vehicles.
Pedestrian pavements
• Provide a consistent, attractive, durable, easily-maintained surface that is
appropriately graded and sheltered.
• Suitable for access, waiting and queuing, as well as accommodating the full range
of furniture elements.
• Integrate TGSIs and way-finding aids for persons with a vision impairment and
comply with applicable Disability Standards.
• External access paths and links to and from the transport station should be
reviewed and considered in the planning and design phase to ensure direct and
equitable access for all users.
Crossings
• Design should remove conflicts between pedestrians, general traffic and public
transport vehicles.
• At busy stations, grade-separated crossings between platforms may be needed.
Lifts or escalators are the preferred options, depending on access requirements.
Where possible, the grade-separated structure should be integrated into the
primary facility structure in order to minimise passenger travel.
• Where at-grade, pedestrian crossings will be signed, with good sightlines for
pedestrians and drivers. Signalised crossings may also be considered but are
subject to site-specific requirements.
Cycle access
• Separate or shared pedestrian and cycle paths shall be implemented where
cycle use is promoted.
Other access requirements

• Requirements for service and emergency vehicles should also be considered.
Vehicle pavement design

• Vehicular pavement design must accommodate the loads and turning movements
associated with all vehicle types expected to access the station. Concrete rather
than asphalt should be used to minimise maintenance.
• Overall pavement finish options must be endorsed by TransLink and
relevant stakeholders.
Other
• Footing details for platform shelters and other facility infrastructure, as well as all
pavements, need to meet current regulations and standards and be approved by
a certified engineer.
Kerbs • Provide the transition between the waiting environment and the vehicle pavements
associated with the bus bays, layover areas and road access.
• Will be extruded concrete in square-edged profile with a typical height of 150
millimetres from the road surface. The kerb should be engineered to withstand
vehicle wheel impacts and loads. Refer Typical Single and Double Platform
Arrangements drawing in Appendix 6-A of this chapter.
Ramps • Provide a smooth transition between road and platform surface levels
– and in any other instance where a transition between different levels is required.
• Comply with applicable building and Disability Standards, with adherence
to the particular construction details shown in the Australian Standards.
Stairs and escalators • Escalators and stairs should not conflict with the direction of established horizontal
pedestrian flow for those entering or leaving the flow of vertical travel.
Stairs
• Use where grade-separated treatments are necessary for access or movement
within a station (such as over transit lanes).
• Stairs should provide simple and safe transition between levels and comply with
all applicable design standards (the proportion of treads to risers, landings, slip
resistance, TGSIs, colour contrasts and hand rails/balustrades).
• Stairs are typically accompanied by ramps for compliance, when required.
• TransLink prefers design to accommodate LOS C based on pedestrian flow during
peak periods, allowing for both ascending and descending movement.
Escalators
• Alternative to stairs for stations operating with consistently high volumes
of passengers during peak periods, or stations that feature high levels of
grade separation.
• Should be co-located with stairs to offer passengers both options.
• If the option of including bi-directional escalators is not available (due to site
constraints or station capacity volumes not being sufficient), escalator travel
should be given preference towards ascending passengers or the dominant
peak flow.
• Escalator width should be sufficient for passengers to queue in a single file by
simply standing, while still allowing pedestrians who wish to walk (in the travel
direction) to pass with minimal obstruction.
• Escalators must comply with applicable structural Building And Disability
Standards, and should be consistent with the overall station architectural design.
Lifts and overpasses • Some stations will need a lift and overpass structure to connect platforms.
• LOS C during peak is preferred for overpass walkways.
• LOS D acceptable for lifts during peak periods.
• Comply with applicable Disability Standards and Australian Standards.
• Should appear to be of a lightweight modern structure, transparent to ensure
passive surveillance, durable, easily cleaned (such as stainless steel finish).
• Be consistent with the overall architectural look and feel of the station.
Signage • Signage must comply with TransLink’s signage guidelines.

• Provide logical timetable displays, way-finding signage and overall facility signage.
• Use universal icons, symbols and indicators.
• Consult TransLink on the general inclusions and arrangement of signage
at station facilities.
For further information on TransLink’s infrastructure signage refer to the

PTIM, Branding, Theming and Signage chapter.
Way-finding including • May include non-text or map-based indicators and themes to assist people
tactile ground surface to travel in their preferred direction.
indicators • Can incorporate handrails, tapping rails, building or shore lines, path widths,
lighting, paving patterns, arrows, vistas, colours, shapes and TGSIs.
• Can assist in aiding equitable access for all passengers, especially people with
vision impairment.
• Must comply with applicable Disability Standards and Australian Standards.
• Good facility design will use buildings or shore lines to facilitate clear and direct
access as an effective means to assist way-finding, and minimise the need for other
additional aids.
• TGSIs
–– Warning TGSIs identify hazards such as stairs, change of direction, or
gradients. For bus stations, TransLink requires warning TGSIs to be provided
along the front of each bus platform edge. Contact TransLink for requirements.
–– Directional TGSIs are used as a walking guide to bus stop boarding points
and may be used to show the most appropriate and desirable route of travel
through a station. However, good facility design will provide other preferred
alternatives such as the use of shore lines, and consistent and logical use
of spaces.
–– TGSIs must achieve or better the Disability Standard’s minimum contrast
required from the surrounding pavement surface colour.
–– Designs and layouts should be reviewed by specialist access personnel,
as well as appropriate user groups, to achieve the most suitable outcome
for each location
–– TGSI should not direct a passenger to a bin.
Handrails, balustrades Handrails

and fencing • Handrails are generally used in conjunction with ramps, stairs and walkways.
• Can be used as a form of support and way-finding aid that is compliant with
relevant standards.
Balustrades and fencing

• Provide vital separation between people and hazards where access is
not permitted.
• Should provide a visually attractive, semi-transparent, and functional system.
Fencing can provide a discreet barrier between hazards, such as between two
opposite platforms, to promote safe alternative access routes via dedicated
crossings or overpasses.
• Fencing should not be installed between the vehicle boarding and alighting space
and the connecting platform, as this can pose a potential hazard by restricting
passengers’ ability to move safely between vehicles and platforms.
• Fencing should be used at a minimum, and only installed where necessary while
still able to promote an open station layout.
• Provide a visually attractive, semi-transparent, and functional system, and be
constructed from materials that are robust, contemporary and easily maintained.
• TransLink’s preference is the use of black coloured fencing to promote a discreet
yet functional station facility.
• All handrails, balustrades and fencing are to comply with applicable Disability
Standards and Australian Standards.
Driver layover amenities/ • May be required depending on the function of the station and services operating
storeroom through the station.
• Where needed, these amenities should be integrated within the station design and
located adjacent to bus holding areas. Driver facilities should be separated from
passenger areas.
• Layover amenities should include: separate male and female toilets, seating
and tables consistent with driver demand, a kitchenette and storeroom
(refer to TransLink for typical inclusions and design layout).
• Should appear as a seamless element within the overall composition of the station.
• Consultation with TransLink is recommended to ascertain requirements for
operational layover bays and driver facilities. TransLink will consult with the
relevant operator to confirm current and forecast requirements.
Shelters • Shelters and all facility structures should project a consistent design language that:
–– appears modern, light and spacious
–– is of a high quality and standard
–– is reflective of the Queensland sub-tropical climate
–– is reflective of TransLink’s infrastructure theming and architectural design.
• Structures at platforms must be cantilevered to provide an unobstructed kerb-line
(free from posts or other structural supports) and can be single or double-sided
cantilever, depending on platform layout.
• Structures must provide complete weather protection during all parts of the day.
• Passenger information displays, signage and way-finding can be attached to the
cantilevered structure providing they do not obscure sightlines.
• Shelter structures should include high-quality finishes with modern, durable,
and easily maintained materials that are reflective of the overall station
environment and climatic conditions (that is, sun, rain, natural light and airflow).
• Examples of these materials include stainless and/or epoxy-painted hot-dipped
galvanised steel, glazing, perforated or woven metal and aluminium.
• Liaise with TransLink on the design and specification of existing bus station
shelters that are currently installed and in use throughout the network.
Ticketing and public • Both ticketing and information amenities should be integrated within the design
transport information of the station structure and environment, and in locations that do not impede free
flowing access paths and walkways.
• Fare machines (such as AVVMs) issue TransLink's integrated transport
fares/tickets for use on buses, trains and ferries.
• Stations should have options for customers to purchase paper tickets and
to validate electronic go cards.
• Locate fare machines close to entrance points or nominated boarding points taking
into consideration the sequence of movement and paid/unpaid areas.
• For bus travel, go card scanning devices are located on-board the bus. Some bus
stations may include manned pre-boarding ticketing facilities or staff.
• Passenger transport information can consist of electronic kiosks and static or real-
time displays. Information should be located in waiting areas and decision points
within the station. Information should include bus timetables, maps, services,
special events etc.
• Electronic information displays should face passengers and be positioned at a
comfortable viewing angle and height. Designers will need to determine the most
suitable quantities and locations for electronic displays.
• The location of ticketing and information amenities must be considered early in
the design phase to incorporate appropriate security surveillance and power and
data requirements.
Cycle storage • Secure cycle storage and amenities are to be included in the design and layout
of all stations.
• Secure cycle storage facilities and cycle rails should be close to station platforms
for a safe and easy transfer to passenger transport.
• Cycle storage must be located in a visually-prominent position within or
immediately adjacent to the station environment, to allow passive surveillance.
• Materials used for these facilities should be secure, transparent, durable, easily
cleaned and resistant to vandalism or abuse.
• The amount of cycle storage provided will be determined by the size and location
of the facility and availability of adjoining cycle access paths.
• Consideration should be given to providing appropriate electrical conduits
for lighting and in preparation for electronic card access and other future
electronic requirements.
For further details on cycle amenities, refer to the PTIM, Supporting

Public Toilets • I nclusion of public toilets will depend on the station location, level-of-service,
staffing arrangements, asset management and passenger comfort and safety.
• Toilet amenities must meet Disability Standards and Australian Standards.
• Toilets should be located in visible and practical, yet discreet, locations and
include security requirements.
• Inclusion of toilet amenities must consider construction and installation
requirements within station design, such as plumbing and drainage. Generally,
a storeroom is included in the toilet facility building for storage of cleaning
products and other items needed for station operation and maintenance.
Seating and lean rails • Must be provided in quantities reflective of the expected waiting times and levels
of anticipated patronage for the station.
• Seating should be provided at all allocated waiting areas without impeding free
flowing access paths and walkways.
• Less seating may be provided at high-frequency service locations due to minimal
passenger waiting times and high passenger volumes.
• Seating and lean rails should be provided on platforms where passengers can
easily see approaching public transport vehicles, typically where there is complete
weather protection and where the environment is safe and well lit. They are
typically positioned facing the conveyance and either at the rear of the single-sided
platform and shelter or in the centre of a double-sided platform and shelter.
• Seats should include backrests and armrests and be constructed from durable,
easily cleaned and maintained materials that allow drainage from liquids.
• Seating may be cantilevered to a wall or shelter structure to allow easier
platform maintenance.
• All furniture must offer appropriate contrast in colour with the
immediate background.
• Lean rails provide passengers with a convenient waiting option by allowing
passengers to perch or lean, rather than be seated, when waiting for brief periods
or where waiting space is limited.
• Lean rails generally consist of a horizontal beam supported at either end by
vertical posts, or the beam may be attached directly to a wall or station structure.
Horizontal beams should be positioned at a height appropriate for the
average person.
Bins • Rubbish bins should be provided at all stations.

• Bins are generally located close to waiting or congregation areas, seating, information
displays, boarding points, cycle storage areas, and station entries and exits.
• Use of bins at high passenger volume stations, such as regional facilities,
may warrant careful consideration due to potential security risks.
• Bins at particular stations should be designed to allow for detection of suspicious
objects. They may be constructed from materials with an open gauge to provide
transparency (with a transparent clear plastic liner) that is easy to maintain.
• Bin design should aim to be vandal-proof, water-proof and bird-proof. The
provision of recycling bins may also be an option and should be considered during
the facility detailed design phase.
• Recycle bins may be incorporated adjacent to general waste bins to promote
recycling, with appropriate recycling collection arrangements in place.
Drinking fountains • Drinking fountains may be provided at stations.

• They are generally located close to waiting or congregation areas, seating,
information displays, cycle storage areas, and station entries and exits.
• Drinking fountains should be constructed from materials that are easy to maintain,
and should include stainless steel water catchment and drainage. Furthermore,
they must be designed to be accessible for people with disabilities.
Shopping trolley bays/ • Where bus stations co-exist with shopping centres or other retail outlets, there may
storage be the requirement to include appropriate, discreet, and easy to maintain shopping
trolley bays or storage within or close to the facility.
• The sitting of shopping trolly facilities needs to take into account potential conflict
between buses and shopping trolley collection vehicles.
• An agreement from the retail outlet to collect shopping trolleys on a regular basis
is also required.
Ancillary services • Key ancillary services can include vending machines, ATMs and other third-party
services not directly concerning passenger transport.
• Should be located in visually prominent locations, but not impede a passenger’s
ability to access and move through the station.
• Inclusion and location of these services will depend on agreement with third-
party stakeholders, station asset management and station designers, and will be
determined on a site-specific basis.
• Consideration should be given to the consolidation of ancillary services to reduce
visual clutter and to provide a more integrated service for passengers. Generally,
these facilities are positioned close to other passenger services such as fare
machines, information displays and emergency call points.
• Materials used for ancillary services should be consistent with other passenger
facilities to achieve a visually integrated suite of services. Ancillary services should
be considered early in the detailed design phase to incorporate relevant security,
monitoring, power and data requirements.
Intelligent Transport • ITS functionality should be considered for all public transport facilities within
System (ITS) the context of the broader TransLink network and include security cameras, real-
time information, public address systems, incident management systems, and
monitoring and communications systems.
• ITS hardware and connection points are typically located in a communications room
within the overall facility. These ITS or communications control rooms may adjoin other
facilities within the station, such as toilets or storerooms. They should be located in
discreet locations within the facility environment, not impede public spaces or free
flowing pedestrian access to the station, and be generally signed as ‘staff only’.
• The specific installation (including power, conduits and security) and asset
management schedule requirements for the inclusion of the ITS at each facility
should be investigated on a site-specific basis prior to detailed design.
Specialist ITS personnel should be commissioned when designing the ITS
within the station environment.
Public address system • A public address system should be integrated into the design of all station
facilities. The aim is to provide a robust, functional and visually discreet system
that can provide communicative information and be linked to the security system
for warning in the event of an emergency.
• The public address system is to be clearly audible and reverberate throughout
the passenger waiting areas. Loudspeakers for the system should be distributed
appropriately throughout the station and may be wall or ceiling mounted,
depending on acoustic requirements. Speaker units should be mounted at an
appropriate distance away from direct reach, or sit flush with station structures,
to minimise potential vandalism and damage.
• The possibility of background noise affecting the audibility of the address system
should be treated with appropriate acoustic absorption techniques. Loudspeakers
for the system should be distributed appropriately throughout the station.
• Hearing augmentation or hearing loops should be included and linked
with the public address and emergency systems to assist persons with
hearing impairments.
Security • Security infrastructure refers to security cameras and other items used for the
creation of safe and well-monitored waiting environments.
• Details on the specifications and management schedules for these systems will be
established in collaboration with the facility owner and/or asset manager.
• Appropriate construction and installation requirements must be considered when
planning for the inclusion of security infrastructure. The use of signage informing
people of the presence of security infrastructure within a facility can further
enhance personal safety, and highlight the perceived risk of detection to
potential offenders.
• Security help points are typically located in the centre of platforms or other
key waiting areas. Ultimately, the location of all these elements should be the
subject of station specific design, as each site is likely to have a range of differing
sightlines and movement patterns.
• Counter-terrorism design considerations should be explored where possible on
a site-specific basis, depending on station location, level-of-service and potential
security risk. Where applicable, station design should strive towards universal
standards for security and counter-terrorism measures. Liaise with the Emergency
Management and Transport Security division in the Department for advice on
including security and counter-terrorism measures at the earliest phase in the
station planning.
Lighting • Ambient lighting is to be provided for a safe, comfortable and functional station.
• Feature lighting may highlight architectural features.
• For day-time use, consider translucent materials to allow natural lighting.
• For night-time, bright white artificial lighting should ensure a safe and visually
attractive environment.
• High quality light fixtures and fittings should be robust, tamper-proof, discreet
and complement the station environment.
• Use of common fixtures will improve maintenance and lower ongoing costs.
• Provide lighting on pedestrian areas, roadways and station information.
• Lighting at bus stations must comply with the applicable requirements of lighting
subcategory P6 within AS/NZ 1158.3.1 – Lighting for roads and public spaces.
• For additional disability compliance lighting requirements refer to the Disability
Standards for Accessible Public Transport 2002 (DSAPT).
Graffiti deterrents and • All infrastructure components—furniture, lighting equipment, timetable and
treatments information devices, walls, floors, ceilings, balustrades, glass panels, screens,
elevators, escalators and other components—coming into contact with passengers
must be resistant to acts of vandalism and graffiti. This may involve components
being applied with anti-graffiti coatings or constructed from non-porous graffiti-
resistant materials.
• The design and arrangement of platforms and structures should maximise natural
surveillance in order to minimise the incidence of graffiti and anti-social behaviour.
• In some instances, vegetation may be planted adjacent to structures or walls
to prevent access by vandals.
• The use of appropriate colours or artwork that complements the station architecture
and theming can also deter graffiti.
Animal and pest problems • Within the station there must be minimal horizontal ledges, overhangs,
or concealed spaces where birds and animals are tempted to perch, nest
and pollute the station facility.
• If cavities and horizontal surfaces are unavoidable, then appropriate measures are
to be used to prevent animals and pests congregating and/or nesting. This can
include designing ledges of structures to be angled (approximately 45 degrees or
greater) to make it uncomfortable for birds to perch.
Landscape Treatment • Landscape treatment is to be incorporated (where appropriate) to complement

the station architecture, enhance the identification of a particular location, and
integrate the facility with the surrounding environment. It is preferred that plantings
used for landscaping are:
–– drought resistant
–– consistent with the surrounding natural environment (for example, local flora)
–– unlikely to intrude upon the integrity of the station environment
–– unlikely to interfere with above and below ground services and utilities
–– not toxic, highly allergenic or noxious weeds
–– not known to produce thorns, barbs, stings or noxious secretions
–– not inhibiting sightlines, passive surveillance or allowing for potential
offenders to hide.
Commercial opportunities • Commercial opportunities are typically developed and operated by external
companies under an agreed arrangement.
• It may be appropriate to incorporate:
–– vending machines
–– commercial advertising
–– retail outlets, such as cafes, coffee carts, newsagents and convenience stores.
• Endorsement of commercial facilities is required prior to detailed design to make
allowance for space, power, data and conduits for installation.
Other enhancements rtwork can enhance a station identity and cultural significance of a place,
• A
and should be investigated where appropriate.
• Public art should not conflict with station architecture, colour schemes,
branding and access requirements.
• Wireless internet access options and connections may be investigated
and incorporated.
• The facility owner and/or asset manager, along with relevant stakeholders,
should endorse all enhancements prior to the detailed design stage of the facility.
6.10 Technical details

Appendix 6-A provides design examples of bus station
infrastructure. The specifications of components shown
represent good practice, and consistent and modular
design, as identified by TransLink.
The specifications shown should be interpreted as a

guide, with site-specific attention given to individual
station locations and constraints.
Contact TransLink for design direction and more detailed

specifications, prior to design commencement, to
determine specific location requirements.
Appendix 6-A
Appendix 6-A 58
Typical single and double bus station 59
platform arrangement plans
Typical single and double bus station 60
shelter elevations
Typical bus driver facility 61
Typical secure bike storage facility 62
NOTES
NOTES
SI DI
SI DI
LR
LR
LR
LR ST
ST ST
ST
LR
LR
LR
LR ST
ST ST
ST
ST
ST ST
ST
ST
ST ST
ST 1. 1.
ALLALL DIMENSIONS
DIMENSIONS AREARE IN MILLIMETRES
IN MILLIMETRES UNLESS
UNLESS
NOTED
NOTED OTHERWISE.
OTHERWISE.
REFER NOTES 4
REFER NOTES 4 REFER NOTES 3
WARNING TGSI
WARNING TGSI REFER NOTES 4 2. 2.
ALLALL MATERIALS
MATERIALS ANDAND WORKMANSHIP
WORKMANSHIP SHALL
SHALL BE IN
BE IN
REFER NOTES 3 REFER NOTES 4 DIRECTIONAL TGSI
DIRECTIONAL TGSI
ACCORDANCE
ACCORDANCE WITH
WITH THETHE RELEVANT
RELEVANT DISABILITY
DISABILITY ANDAND
DIRECTIONAL TGSI
DIRECTIONAL TGSI AUSTRALIAN
AUSTRALIAN STANDARDS.
STANDARDS.
YELLOW SAFETY LINE TILE
3. 3. HONED
HONED CONCRETE
CONCRETE FINISH
FINISH ON ON
MAINMAIN PLATFORMS
PLATFORMS & WALKWAYS
& WALKWAYS - -
HANSON
HANSON ‘COLORADO’
‘COLORADO’ COLOUR
COLOUR (OR(OR APPROVED
APPROVED EQUIVALENT)
EQUIVALENT)
FACE OF KERB SEALED
SEALED WITH
WITH MINIMUM
MINIMUM R11R11 SLIP
SLIP RESISTANCE.
RESISTANCE.
FACE OF KERB
WARNING TGSI
WARNING TGSI
4. 4. HONED
HONED CONCRETE
CONCRETE FINISH
FINISH UNDER
UNDER SEATS,
SEATS, BINS,
BINS, ETCETC
- -
HANSON
HANSON ‘RACONA’
‘RACONA’ COLOUR
COLOUR (OR(OR APPROVED
APPROVED EQUIVALENT)
EQUIVALENT) SEALED
SEALED
BUS
BUS STATION
STATION - SINGLE
- SINGLE PLATFORM
PLATFORM WITH
WITH MINIMUM
MINIMUM R11R11 SLIP
SLIP RESISTANCE.
RESISTANCE.
5. 5. YELLOW
YELLOW SAFETY
SAFETY LINE
LINE TILE:
TILE: PLATFORM
PLATFORM DELINEATING
DELINEATING STRIP
STRIP TILETILE
SHALL
SHALL BE ‘CTA
BE ‘CTA SLPDST112’
SLPDST112’ IN 200MM
IN 200MM X 100MM
X 100MM X 10MM
X 10MM FORMAT
FORMAT
MANUFACTURED
MANUFACTURED FROM
FROM TOUGHENED
TOUGHENED GLAZED
GLAZED PORCELAIN
PORCELAIN IN IN
SAFETY
SAFETY YELLOW
YELLOW COLOUR
COLOUR PMS PMS
CODECODE 143C.
143C. LOCATED
LOCATED DIRECTLY
DIRECTLY
BEHIND
BEHIND TGSI.
TGSI.
6. 6. TACTILE
TACTILE GROUND
GROUND SURFACE
SURFACE INDICATORS
INDICATORS (TGSI)
(TGSI) - -
GRANITO
GRANITO ‘CHARCOAL’
‘CHARCOAL’ / ‘BLACK’
/ ‘BLACK’ COLOUR
COLOUR PAVERS
PAVERS (OR(OR
WARNING TGSI
APPROVED EQUIVALENT) SEALED WITH MINIMUM R11R11
APPROVED EQUIVALENT) SEALED WITH MINIMUM SLIP
WARNING TGSI
FACE OF KERB
SLIP
FACE OF KERB RESISTANCE.
RESISTANCE. TGSI
TGSI TO TO MAINTAIN
MAINTAIN MINIMUM
MINIMUM 30%30% LUMINANCE
LUMINANCE
CONTRAST
CONTRAST TO ADJACENT
TO ADJACENT FINISHES.
FINISHES.
YELLOW SAFETY LINE TILE 7. 7. CONCRETE
CONCRETE KERB
KERB TO TO BE MODIFIED
BE MODIFIED TYPE
TYPE 5 KERB
5 KERB
300MM
300MM WIDE
WIDE WITH
WITH NO NO COLOUR
COLOUR ADDITIVE.
ADDITIVE.
DIRECTIONAL TGSI
DIRECTIONAL TGSI REFER NOTES 3 REFER NOTES 4
DIRECTIONAL TGSI REFER NOTES 3 REFER NOTES 4
DIRECTIONAL TGSI WARNING TGSI
WARNING TGSI
LEGEND
LEGEND
ST ST ST ST ST ST LR LR ST ST LR LR
ST ST ST ST
SI DI
ST ST LR LR ST ST LR LR
AD AD ADVERTISING
ADVERTISING (FUTURE)
(FUTURE)
SI DI
SI
SI B B RUBBISH
RUBBISH
BINBIN
REFER NOTES 4 DIRECTIONAL TGSI WARNING TGSI
WARNING TGSI REFER NOTES 4 DIRECTIONAL TGSI WARNING TGSI
WARNING TGSI REFER NOTES 3
REFER NOTES 3 BS BS
BUSBUS STOP
STOP SIGN
SIGN
DI DIDIRECTIONAL
DIRECTIONAL INFORMATION
INFORMATION SIGN
SIGN
SI
SI
SI DI
SI DI
SN SN STATION
STATION NAME
NAME SIGN
SIGN
LR LR ST ST LR LR ST ST ST ST ST ST
LR LR ST ST LR LR ST ST ST ST ST ST
SI SISERVICE
SERVICE INFORMATION
INFORMATION DISPLAYS
DISPLAYS
DIRECTIONAL TGSI
EM EM EMERGENCY CALL POINT
WARNING TGSI DIRECTIONAL TGSI
WARNING TGSI REFER NOTES 4
REFER NOTES 4 EMERGENCY CALL POINT
DIRECTIONAL TGSI
DIRECTIONAL TGSI HC HC HOSE
HOSE COCK
COCK
PIDPID ELECTRONIC PASSENGER INFORMATION DISPLAY
ELECTRONIC PASSENGER INFORMATION DISPLAY
FACE OF KERB SE SE SECURITY

SECURITY CAMERA
CAMERA
FACE OF KERB
WARNING TGSI
WARNING TGSI SC SC STEEL
STEEL SHELTER
SHELTER COLUMN
COLUMN
BUS STATION - DOUBLE PLATFORM ST ST 1750MM

1750MM LONG
LONG SEAT
SEAT WITH
WITH BACK
BACK & ARM
& ARM RESTS
RESTS
BUS STATION - DOUBLE PLATFORM
LR LR 1750MM
1750MM LONG
LONG LEAN
LEAN RAIL
RAIL
MODIFIED
MODIFIED TYPE
TYPE 5 KERB
5 KERB SECTION
SECTION - KERB
- KERB ENGINEERED
ENGINEERED TOTO SUIT
SUIT SITE
SITE CONDITIONS
CONDITIONS
STEP
STEP DOWNDOWNFORFOR
TGSI
TGSI / ‘YELLOW
/ ‘YELLOW LINE’
LINE’ TILES
TILES
40 40 300300
600600 100100
30 30
R2
150
ROAD PAVEMENT 700700

R2
150
ROAD PAVEMENT
5
5
KERB
KERB TO TO EXTEND
EXTEND TO TO
FULL
FULL PAVEMENT
PAVEMENT DEPTH
DEPTH
PTIM,
PTIM, BUS
BUS STATION
STATION INFRASTRUCTURE
CHAPTER
TYPICAL
TYPICAL SINGLE
SINGLE & DOUBLE
& DOUBLE PLATFORM
PLATFORM REQUIREMENTS
REQUIREMENTS
SCALE:
SCALE: NotNot to Scale
to Scale DRG
DRG 6-011
6-011
DATE:
DATE: November
November 2014
2014 AA
ROOF SHEET
ROOF SHEET
5% 5%
ROOF SHEET ROOF SHEET
2.5% 2.5%
800
REAL TIME PASSENGER REAL TIME PASSENGER REAL TIME PASSENGER
STAINLESS STEEL STAINLESS STEEL
INFORMATION DISPLAY INFORMATION DISPLAY INFORMATION DISPLAY
DOWNPIPE DOWNPIPE
3070
3070
STAINLESS STEEL
SEAT WITH BACK
2400
STEEL COLUMN DOWNPIPE
2400
AND ARM RESTS
STEEL COLUMN
Refer to DRG 6-011 Refer to DRG 6-011 SEAT WITH BACK

AND ARM RESTS
FALL FALL FALL
CONCRETE FLOOR SLAB WITH SLIP

& STAIN RESISTANT PAVEMENT FOOTING
FOOTING
800 4000 800 800 4000 3200 4000 800
END ELEVATION END ELEVATION

SINGLE SHELTER DOUBLE SHELTER WITH CENTRAL WALKWAY
ROOF SHEETING
Station Name Station Name

REAL TIME PASSENGER
INFORMATION DISPLAY
SOFFIT LINING
AD PASSENGER SEAT WITH BACK

PASSENGER
3070
STAINLESS STEEL PANEL INFORMATION AND ARM RESTS
INFORMATION
NOTES: DOWNPIPE
STEEL COLUMN
1. COLOUR AS PER TRANSLINK’S INFRASTRUCTURE COLOUR

PALETTE.
2. STATION FACILITIES TO COMPLY WITH CURRENT DISABILITY

STANDARDS.
3. STATION PLATFORMS TO USE CPTED PRINCIPLES.

FOOTING
4. REFER TO PTIM FOR GUIDANCE ON PLATFORM CAPACITY AND LOS
5. PAVEMENT TO BE SLIP AND STAIN RESISTANT. 5885 5885 1345
6. INSTALL APPROPRIATE CONDUITS FOR POWER AND DATA

(INCLUDES SHELTER LIGHTING, REAL TIME INFORMATION DISPLAYS,
SECURITY CAMERAS, SIGNAGE AND ADVERTISING PANELS). FRONT ELEVATION
7. TGSI TO BE INSTALLED AS SHOWN ON TRANSLINK DRAWINGS. LAYOUT TO BE
REVIEWED BY TRANSLINK
8. SEATS, BINS & DRINKING FOUNTAINS AS PER TRANSLINK’S PTIM, BUS STATION INFRASTRUCTURE CHAPTER
GUIDELINES.
BUS STATION SHELTER (TYPICAL)
9. DIMENSIONS IN MM.
SCALE: NOT TO SCALE DRG 6-101
DRAWN: DATE: JULY 2009 A

ALUMINIUM WINDOW FRAME (FROSTED GLASS) WITH VANDAL RESISTANT SECURITY SCREEN / MESH
WINDOW FRAME COLOUR - RESENE ‘NERO’ (OR APPROVED EQUIVALENT) BLOCK WALLS WITH 4 - 6MM ‘QUICK RENDER’
TRANSLINK COLOUR - RESENE ‘RICE CAKE’ (OR APPROVED EQUIVALENT) TRANSLINK COLOUR - RESENE ‘RICE CAKE’ (OR APPROVED EQUIVALENT)
150mm INSULATED ROOF (POLYSTYRENE CORE)
AT 5 DEGREE PITCH, COLOUR - SURFMIST.
PRE-FINISHED COMPOSITE ROOF SOFFIT -

COLOUR ‘OFF WHITE’
STEEL
LOUVRE
DOOR
SOLID CORE DOOR TO MEAL ROOM SOLID CORE DOORS TO COMMS ROOM
DOOR FRAME COLOUR - RESENE ‘NERO’ (OR APPROVED EQUIVALENT) WINDOW FRAMES COLOUR - RESENE ‘NERO’ TRANSLINK COLOUR - RESENE ‘TUNA’ (OR APPROVED EQUIVALENT)
TRANSLINK COLOUR - RESENE ‘TUNA’ (OR APPROVED EQUIVALENT) (OR APPROVED EQUIVALENT) DOOR FRAME COLOUR - RESENE ‘NERO’ (OR APPROVED EQUIVALENT)
FRONT ELEVATION END ELEVATION

150mm INSULATED ROOF (POLYSTYRENE CORE)
BLOCK WALLS WITH 4 - 6MM ‘QUICK RENDER’ AT 5 DEGREE PITCH, COLOUR - SURFMIST.
STEEL ALUMINIUM WINDOW FRAMES (FROSTED GLASS) WITH

LOUVRE VANDAL RESISTANT SECURITY SCREEN / MESH -
CRIMSAFE (OR APPROVED EQUIVALENT)
PANEL WINDOW FRAME COLOUR - RESENE ‘NERO’ (OR APPROVED
EQUIVALENT)
ALUMINIUM WINDOW FRAME (OBSCURE GLASS) WITH

TRANSLINK COLOUR - RESENE ‘TUNA’ (OR APPROVED EQUIVALENT) PERMANENT VENT AND VANDAL RESISTANT SECURITY
DOOR FRAME COLOUR - RESENE ‘NERO’ (OR APPROVED EQUIVALENT) SCREEN / MESH - CRIMSAFE (OR APPROVED EQUIVALENT)
END ELEVATION
REAR ELEVATION
PAVEMENT
1200 MIN.
800
NOTES:
AC
CONDENSER
1. COLOURS AS PER TRANSLINK’S INFRASTRUCTURE COLOUR
PALETTE.
OVERHEAD
2. COMPONENTS TO COMPLY WITH APPLICABLE DISABILITY
AC UNI T
STANDARDS.
COMMS.
MOBI LE
COMMS.
ROOM 3 . COMPONENTS TO USE CPTED PRINCIPLES (WHERE APPLICABLE).
MINIMUM RACK
1200mm WIDE
‘BROOM FINISH’
CONCRETE PATH DI STRI BUTI ON 4. PAVEMENT TO BE SLIP AND STAIN RESISTANT.
TO BUILDING BOARD / METER BOX
PERIMETER
(INCLUDING LIGHTING & SECURITY CAMERAS).
PAVEMENT
1200 MIN.
1000
6. OPTION FOR ALTERNATIVE CONFIGURATION WHERE APPLICABLE
7. WC AREA MUST BE SEPARATED FROM LUNCH ROOM BY AIRLOCK

00 1310
400 400 8. DIMENSIONS IN MM.

1200 MIN. 1200 MIN.
PAVEMENT PAVEMENT
PTIM, BUS STATION INFRASTRUCTURE CHAPTER

DRIVER’S AMENITY ROOM (TYPICAL)
SCALE: Not to Scale DRG 6-201
DATE: JUNE 2014 A B C

NOTES:
1. COLOURS AS PER TRANSLINK’S INFRASTRUCTURE COLOUR

PALETTE.
2. COMPONENTS TO COMPLY WITH APPLICABLE DISABILITY

STANDARDS.
3. COMPONENTS TO USE CPTED PRINCIPLES (IF APPLICABLE).
4. PAVEMENT TO BE SLIP AND STAIN RESISTANT.
5. ENCLOSURE SHOULD BE FULLY SECURED AND VANDALISM RESISTANT.
6. COMPACT BICYCLE RACKS SHOULD ALLOW BICYCLES TO

BE FULLY SECURED. RACKS TO PREFERABLY BE STAINLESS STEEL
OR POWDER COATED FINISH.
7. COMPACT BICYCLE RACKS SHOULD BE SPACED APPROPRIATELY.
8. SHELTER MUST PROVIDE SUITABLE WEATHER PROTECTION
9. FLOOR MUST DRAIN AWAY WITH NO POOLING OF WATER.

(INCLUDING LIGHTING & SECURITY CAMERAS).
11. 75MM INSULATED ROOFSHEETING COLOURBOND SURFMIST.

FASCIA TO MATCH ROOF COLOUR (ROOF PITCH TO BE ORIENTATED TO SUIT SITE).
12. ALL STEEL WORK TO BE POWDER COATED IN DARK GREY OR

APPROVED EQUIVALENT.
13. 2.5 THICK NO.4 FINISH 316 GRADE STAINLESS STEEL WITH ETCHED GRAPHICS
(OR APPROVED EQUIVALENT). NOTE: PANEL MATERIAL AND GRAPHICS TO SUIT
SITE AND DESIGN REQUIREMENTS.
14. SECURIFOR 358 MESH (OR APPROVED EQUIVALENT) TO BE POWDER COATED

BLACK OR APPROVED EQUIVALENT DARK SHADE)
15. DIMENSIONS IN MM.
PTIM, BUS STATION INFRASTRUCTURE CHAPTER

BICYCLE ENCLOSURE (TYPICAL)
SCALE: NOT TO SCALE DRG 6-301
DRAWN: DATE: SEPT 2011 A B

Contents
Chapter 7 – Taxi Facilities
7 Taxi Facilities 2 7.4 Taxi facility planning and design 6
7.1 Introduction 2 7.4.1 Needs assessment 7
7.1.1 Purpose and objectives 2 7.4.2 Demand assessment 8
7.2 Application of the Taxi facilities 7.4.3 Consultation 8

3
chapter
7.4.4 Taxi facility capacity 9
7.4.5 Taxi facility location 9
7.2.2 Application of this chapter 3
7.4.6 Taxi arrival rates 10
Principles of taxi facility
7.3 4
planning 7.4.7 Dwell time 11
7.3.1 What is a taxi facility? 4 7.4.8 Number of taxi bays 11
What are taxi and limousine 7.5 Functional design elements

7.3.2 4 12
services? for taxi facilities
7.3.2.1 –– Taxi services 4
7.3.2.2 –– Limousine services 5
Chapter 7 – Taxi facilities
7.1 Introduction
The Taxi facilities chapter is a referenced component
of the overarching Public Transport Infrastructure 7.1.1 Purpose and objectives
Chapter (PTIM).
The Taxi facilities chapter will inform the design of taxi
This Taxi facilities chapter is to be used in facilities by providing a clear and consistent set of
conjunction with: principles and guidelines.
• PTIM, Background and application, which
establishes the rules for application of the entire The objectives of this chapter are to:
Public Transport Infrastructure Manual • establish guiding principles for the planning
• PTIM, Planning and design, which provides the and design of taxi infrastructure
overarching design guidelines and principles for
• ensure a consistent approach to provide
public transport infrastructure across Queensland
high quality customer access, convenience, safety
• PTIM, Supporting access and infrastructure, and comfort
which details the supporting access infrastructure
• provide an overview of available standards
required to support public transport stops,
for taxi facilities design.
stations and related facilities
• PTIM, Branding, theming and signage, which
provides branding, theming and signage that
should be used for identifying coherent public
transport infrastructure throughout Queensland.
• For information on further resources to support
the planning and design of bus stations, please
refer to the PTIM, References and resources.
7.2 Application of the Taxi

facilities chapter
This chapter is intended for use by professionals in the transport
7.2.1 Intended audience planning and delivery industry. This generally involves, but is not
limited to, designers, planners, engineers, architects and other
professionals involved in the planning, design and delivery of
public transport infrastructure in Queensland.
This chapter must be used in conjunction with overarching

7.2.2 Application applications of the PTIM.
of this chapter This chapter details TransLink requirements for planning and
design, and should be referred to before starting to plan new
taxi facilities.
It is important that taxi facilities are integral to the design of

a development or planning precinct.
TransLink, in partnership with Local Government and in

collaboration with relevant stakeholders and delivery partners,
shall be consulted on the final design for new infrastructure and
upgrade of existing facilities.
7.3 Principles of taxi

facility planning
As a key part of a balanced transport network, taxi
facilities need to be integral to other transport nodes 7.3.2 What are taxi and
such as rail, bus and busway stations, transport
terminals, and sea and air ports. The primary integration limousine services?
issue is to ensure passengers can transfer easily
between transport modes and readily identify the taxi 7.3.2.1 Taxi services
facility location upon exiting public transport facilities.
Taxi services are a critical part of the passenger transport
network, providing flexible, demand responsive 24-hour
service. Traditional taxi services remain an essential
7.3.1 What is a taxi facility? part of a balanced transport system and are a key
form of transport for those who cannot access other
The term ‘taxi facility’ refers to either ‘taxi ranks’ or ‘taxi
forms of public transport or drive independently. Taxi
bays’. For the purposes of this chapter these are defined
services ensure such passengers have access to other
as follows:
areas within their community when they need, and at a
• Taxi ranks are designated pick up and drop off reasonable cost.
locations for passengers using a licensed1 taxi
service provider, and are exclusively for use by taxis. A taxi service can be booked, hailed by the public, or
Taxi ranks are located at specific points on public may ply or stand for hire on a road. Typically, when taxis
road networks where demand warrants. They are vacant and available for immediate hire, taxis stand
provide a safe and identifiable origin and destination at designated taxi ranks located at key points within taxi
location for passengers, and they provide a
service areas.
designated location where taxi operators can
service patron needs.
The department is responsible for determining the
• Taxi bays are designated bays and/or drop-off/pick- maximum fares for Queensland taxis. The department is
up areas (for example, outside hospital entrances, also responsible for the control and licensing of both taxi
clubs and other large public or private facilities) and limousine services.
rather than an actual rank that is located on the
public road network. There may be joint use of taxi Refer to TMR website for Queensland taxi fares, service
bay facilities by other vehicles for the same drop off/ area and maps.
pick-up function.
1 By the Department of Transport and Main Roads
7.3.2.2 Limousine services

A limousine service is an unscheduled
passenger service provided by a luxury motor
vehicle operating under a limousine service
licence. The journey must be pre-booked and
the fare agreed to before the journey begins.
The Transport Operations (Road Use

Management – Road Rules) Regulation 2009
includes a limousine in the definition of taxi;
however the use of taxi ranks by limousines
is prohibited under the Transport Operations
(Passenger Transport) Regulation 2005.
Specifically:
• a limousine for hire must not ply
or stand at a place unless the place
is the limousine owner’s premises
or a limousine standing area or
limousine rank
• a limousine standing area is a place
approved by the department as a place
where limousines may stand while waiting
to attend a booking made earlier
• a limousine rank is a place approved
by the department as a place where
limousines may stand for hire to set
destinations or areas for set fares.
7.4 Taxi facility planning

and design
The process of planning and design for taxi facilities
is illustrated in Figure 7.1.
step step
01
Determine taxi need Identify taxi facility
and demand
04 location
step
step
05
Undertake Establish taxi facility
02 consultation infrastructure requirements
step
step Establish taxi facility
03
Conduct a capacity
assessment 06 infrastructure requirements
Figure 7.1 –
Taxi facility planning process
The demand for taxi services in these locations is based

7.4.1 Needs assessment on a range of factors including:
• the need for short trips not served by
The first step in assessing the need for taxi facilities is alternative means
the land use associated with proposed development. • lack of private transport options
• origin/destination locations are not serviced by
The following list provides an indication of common
scheduled public transport
land uses where taxi facilities are often provided and
where demand is generated. • connection to scheduled bus services and
rail services
• Public transport facilities including rail stations, bus
stations, busway stations, airports and • trips are outside operating hours for scheduled public
ferry terminals passenger transport services
• Major shopping centres (over 10,000m2) • luggage or shopping needs to be carried
• Major sport, recreation and entertainment precincts • personal mobility is difficult
• Medical facilities such as hospitals and It is intended that taxi facilities be located to
medical centres
conveniently service such needs (that is, minimise
• Bus park ‘n’ ride facilities passenger walking distances2 and assist with passenger
• Commercial precincts convenience and safety).
• Food and drink precincts

• Accommodation facilities (for example, motel)
• Residential care facility (for example, nursing home)
• Clubs, casinos
• Tourist attractions
• Hotels
• Function facilities
• Mixed use developments
• Theatres
• Local shops
2 The Australian Taxi Industry Association (ATIA) recommends that the general acceptable standard practice for taxi rank location is a
maximum 400 metres walking distance to a major venue entrance and exit. This distance equates to approximately a five-minute walking
journey, which is a maximum distance that most people will find acceptable, however this distance may also depend on weather,
topography and other characteristics.
The outcomes of this assessment will need to include

7.4.2 Demand assessment possible overall increase in taxi demand in the area,
possible impacts on taxi licence numbers, and impacts
Whilst there is a general understanding of need for on the existing road network.
taxi infrastructure, based on land use characteristics
it is necessary to determine the demand profile for the It is also necessary to include in this assessment
particular location. This is required to forecast taxi facility how taxi operations associated with the proposed
vehicle capacity. The following demand characteristics development have been addressed relative to their
should be analysed: interface with:
• catchment demographics including: • the internal and/or external road network
–– persons per household • other public transport operations
–– age profile of catchment • the entry and exit points of the proposed development.
–– household income
–– private vehicle ownership
7.4.3 Consultation
• development type and operational hours
• density and types of surrounding development Taxi facility assessment requires targeted research
and consultation to ensure site-specific issues
• availability of car parking in the area are addressed.
• availability and frequency of other public
passenger transport options This should include consultation with:
• competing modes • local government
• number of taxi licences in a given service area. • taxi companies
• Taxi Council of Queensland
In all cases, the above factors need to be considered
and a demand profile established to determine ‘peak • Local Government Association of Queensland
passengers per hour’ for the proposed development. • Department of Communities, Child Safety and
Disability Services
Once a demand profile for a proposed development
or changes to an existing development has been • disability sector organisations
established, the impact on existing local factors also • Office of Liquor and Gaming Regulation
needs to be investigated. Factors that need to be
• Queensland Police Service (QPS)
addressed include:
• shopping centre managers.
• existing demand for taxis, including information
obtained from taxi operators regarding current This consultation is undertaken early to inform the
patronage and issues
planning process. Importantly, further consultation
• the location of existing taxi facilities and the number should be undertaken once planning outcomes and
of parking spaces initial designs have been documented.
• characteristics of existing development
(relative to demand)
• number of taxi licences in the catchment area
• traffic impacts.
Location selection should consider:

7.4.4 Taxi facility capacity • proximity of other taxi facilities in the area
• shortest walking distance to the attractor (there
Once the demand for a taxi facility has been established,
should not be barriers or pedestrian pinch points
the number of required taxi parking spaces should be
obstructing the way)
determined. Considerations should be given to the
capacity of any existing facilities and the additional taxi • the possible impact on adjacent properties including
demand that needs to be accommodated. driveways and access points.
Firstly it must be understood that there is no standard The location should:

number of taxi rank spaces that can be applied to a given A taxi facility should be located:
development type, size or location. The expected number
of passengers wanting the taxi service and the expected • as close as possible to the entrance of major
trip generators
number of taxis arriving at the rank in the same period of
time will determine the required capacity of a taxi facility. • close to other passenger transport to facilitate
This queuing system requires individual characteristics interchanging/transfers
of the proposed development to be investigated. • close to key community facilities and services
The two key factors that will determine taxi facility • where on-road, near intersections or side/minor
vehicle capacity are taxi arrival rates and dwell time. roads, where possible, to maximise coverage and
decrease distances that passengers have to walk
• where on-road, preferably on the far side of
intersecting streets to assist with sightlines of
7.4.5 Taxi facility location intersecting vehicles and pedestrians, as well as
assisting in taxi movement, refer to Queensland Road
Once it is established that a taxi facility needs to be Rules stopping prohibition minimum distances.3
included in a development, the optimal location needs
• so that roads and/or driveway access to the facility is
to be determined in consultation with taxi operators
as direct as possible
and TransLink.
• allow priority for taxis exiting a development when
Preferably taxi facilities should be provided parallel carrying passengers
to the kerb and adjacent to the main entrance of a • so as to minimise conflict with parking/queuing
development. Taxis provide an important door to door private vehicles and buses
service for people who are often incapable of driving and
therefore they should be in the most accessible location. Pedestrian access, including disabled access, should
be readily provided to the taxi facility from building
entrances, pedestrian pathways within a development
site, and/or pedestrian footpaths on the road network.
3 Refer to Queensland Road Rules (QRR) Sections 170, 171, 172, 173 and 174.
Taxi ranks should not be located: Demand characteristics influence taxi arrival rates
greatly. For example, where there is a demand for taxi
• where signage indicates the road is reserved for other
services at known peak times (depending on the nature
vehicle classes
of the development) you will often find taxis queued at
• within 0.5m of a fire hydrant or ‘FH’ letter marking a rank ready to pick up passengers. At other times there
or indicators may be a queue of passengers. It is uncommon for these
• near sewer and electricity pits (where possible) two queues to coincide except very briefly. Further, taxis
do not always return to the same rank. The ‘For Hire’
• in or near stormwater drains or pits (to prevent
splashing water and reduce possible drain route choice is driven by least time to the next fare.
surcharge impacts).
Some of the key factors influencing taxi arrival
For additional guidance on the siting of taxi rates include:
facilities consider refering to ATIA Taxi Rank Design • taxi service area
Specification (2012).
• fare trip travel time
• fare trip length
7.4.6 Taxi arrival rates • taxi service operating times

• number of taxi licences in a taxi service area
The taxi industry and supply of taxi services is a
• road network congestion
commercial, demand-based model. It does not operate
on timetables or specified routes. There is some • ‘For Hire’ taxi route choice (to find the next fare)
integration with other transport operations where taxis • location of other ranks
might meet scheduled services such as with air, rail and
• opportunity to layover in non-taxi designated
port services and to a lesser degree, bus services. Taxi
parking spaces.
arrival rates influence both passenger queue lengths and
taxi queue lengths or taxi rank capacity.
Passenger demand also varies between locations,

depending on times of the day or night, weather
conditions, school and school holiday times, and peak
tourist times, to name a few. For example, at airports
or rail stations, racecourses, sporting venues, and
entertainment venues, passenger demand could be
predictable relative to service times or venue events
and timetables.
In other cases, such as shopping centres, demand can

be less predictable. TransLink supports liasing with, for
example, shopping centre management where they can
assist with understanding demand profiles.
7.4.7 Dwell time

The second key factor in determining taxi rank capacity
is taxi dwell time (that is, how long a taxi might spend
at a rank). This, of course, has a direct relationship
with demand. In peak demand periods this might only
be a minute or so. In other times a taxi might wait for
extended periods. The need to be commercially viable
will influence the latter dwell-time profile.
The ATIA Taxi Rank Design Specification (2012) suggests

a reasonable assumption of a taxi dwell time during
the peak hour of 10 minutes at a busy rank. However
this should be used with caution, as every site will have
specific characteristics such as:
• taxi licence area
• location of facility
• number of taxis in licence area.
7.4.8 Number of taxi bays

In establishing the number of taxi bays required
for a development there are two deciding factors:
• peak passenger demand and taxi arrival rate, or
• taxi dwell time and taxi arrival rate.
The larger of the two numbers should be adopted as the

required capacity of the taxi rank.
7.5 Functional design

elements for taxi facilities
A taxi facility has basic requirements that assist Table 7.1 includes details of the functional design
with its effective use and safe operation. Taxi facility elements that need to be considered when designing
design should cater for current capacity and future taxi facilities.
growth requirements.
Table 7.1:
Functional design elements for taxi facilities
Design element Considerations
Designing for vehicle needs Taxis need to be able to stand and pull away from the taxi rank in a safe manner
and have easy ingress and egress to and from the rank. When designing taxi ranks,
the following vehicle needs should be considered:
• The most suitable location is parallel to the kerb, allowing taxis at the head
of the queue to exit easily and for other taxis to move forward.
• Adequate room to access and egress the taxi, including enough space allocated
for luggage to be loaded from the rear of the taxi.
• Adequate vehicle swept paths for the largest-sized taxi anticipated at the facility
(taxi accommodating persons with a disability).
• Design should allow taxis to move in a forward direction at all times
(no reverse movements).
• Ingress and egress routes should cater for the main direction taxis would be
expected to transport passengers to and from the rank. If the direction of the taxi
rank is opposite to the predominant direction, provide safe u-turn facilities for
taxis or a rank on the opposite side of the road with pedestrian access.
• Areas with high taxi demands in a compressed time (for example, airports) may
need a feeder rank and/or taxi holding facility.
• The minimum length of a taxi rank is specified in AS2890.5-1993 Parking facilities
as (5.4n + 1) metres where n is the number of taxis to be accommodated.
• TransLink suggests that the minimum height clearance on taxi routes and
facilities (primarily a concern under buildings or other infrastructure) is at a
minimum height of 2.3m with a suggested preferred minimum of 2.6m to allow
for wheelchair accessible taxis.
• Avoid conflict with pedestrian, cyclist and other traffic.
Passenger and driver safety To ensure safe operation the following needs to be considered:
• Driver and waiting customers need to have clear visibility to each other.
• Maintain clear visibility around the taxi rank (that is, away from dense foliage and
other objects that obstruct direct sightlines) and adhere to CPTED principles.
• Locate the ranks on the left-hand side of the road to facilitate safer loading
of passengers and increase driver security5.
• Locate ranks where footpath widths are sufficient to accommodate passenger
waiting and passing pedestrian traffic, or where footpaths can be easily widened.
Passenger facilities Passenger waiting areas need to consider:

at the rank • Waiting, queuing and boarding areas for passengers.
• Signage6 at the head of the vehicle queue stating it is a taxi rank (could include
operating hours, the location of other nearby ranks, and telephone numbers
of taxi companies serving the rank).
• Pedestrian footpaths adjacent to the taxi rank should provide clear space
allowing adequate width for waiting passengers and passing pedestrians.
• Safe and convenient pedestrian access to the taxi rank clear of immovable
objects that hinder passengers boarding taxis.
• Kerbs adjacent to the taxi rank should be flush to assist passengers, including
those with disabilities, the elderly or frail, to easily access taxis.
• Passenger queuing facilities may be needed at higher demand areas and should
be designed to ensure passengers at the back of the queue cannot enter taxis
from the rear of the rank (queue).
• Weather protection should be considered at taxi ranks on a case-by-case basis.
Considerations should include frequency of taxi service (for example, more
than 30 passenger pick ups per day), nearby land use (for example, transport
interchange, or aged care facility) and existing nearby shelter (for example,
building awnings).
• Priority seating for users such as the elderly or frail, expectant mothers,
parents with young children, and people with disabilities should be provided
where appropriate.
Signage and way-finding • In areas where it is not obvious that taxis ranks are provided, directional signage
should be provided.
• At transport interchanges and major facilities, such as shopping centres and
airports, it is recommended that directional signage be installed within the
facility to direct pedestrians to where a rank is located. Signage could also
include information on walking distance and rank operating hours.
Refer to the PTIM, Branding, Theming and Signage chapter for further details
on signage.
Provision for Taxi facilities (including access paths, manoeuvring areas, ramps, waiting areas
disability access and surfaces) must comply with the requirements of the Disability Standards and
relevant Australian Standards.
When designing taxi ranks the following should be applied:

• space for at least one wheelchair accessible taxi (WAT) located at the front
of the queue. The length of WAT spaces is to be 7.8m7, with appropriate road line
marking and signage to designate this space for a WAT.
• where a taxi rank is more than four spaces (including the WAT space), an
additional WAT space is to be provided at the end of the first four spaces.
This pattern should be repeated for every four additional spaces.
• other functional design elements to be incorporated include:
–– TGSI to direct vision-impaired passengers to the head of the rank
–– facilities designed at-grade (no kerb) to eliminate the need for kerb ramps
–– signage information accessible for people who are blind or have
a vision impairment
–– where kerb ramps are included for wheelchair access requirements, these
shall be located at the rear of a designated WAT space
–– in very high volume sites, such as airports or sporting venues, where
a passenger queuing fence is installed, access to the front of the queue
to access the WAT space is to be provided.
Technical guidance regarding the location and placement of TGSI is provided

in AS/NZS 1428 4 Designing for access and mobility.
Security and safety Site-specific needs will determine security requirements. Some general
considerations include:
• locate the facility at the hub of pedestrian activity for passive surveillance.
• at passenger transport hubs, locate the facility adjacent to the station platforms.
Consider lighting and security cameras provisions for the facility as part of station
design. Requirements for lighting of public areas are outlined in AS/NZS 1158
Lighting for roads and public spaces.
• locate facility so taxi passengers are generally not required to cross a road,
especially at night.
• taxi facilities with high use for late night travel may need to be established as
‘secure’ taxi ranks (usually Friday and Saturday nights and special events such
as New Year’s Eve). These ranks could include:
–– taxi rank marshalls and security guards to supervise passengers to queue
in an environment that is free from unruly and inappropriate behaviour
–– an organised supply of taxis to the rank to meet demand
–– management of the flow of passengers and organisation of share rides
as required
–– answers to customer queries about routes and fares
–– security camera surveillance.
4 Refer to the relevant Australian Standard as referenced in the Transport Standards (AS 1428.4-2002 Designing for access and mobility -
Tactile indicators) or the Premises Standard (AS/NZS 1428.4.1-2009 Design for access and mobility - Means to assist the orientation of
people with vision impairment - Tactile ground surface indicators) as applicable.
5 Locating ranks on the left hand side ensures passengers can access the front seat of the taxi from the footpath. It is also generally accepted
that taxi drivers, for their personal safety, do not want passengers sitting directly behind them out of sight – particularly if there is just one
passenger. It is preferable for a single passenger to occupy either the front seat or, if in the back, to be diagonally opposite the driver.
6 Queensland Road Rules section 182 requires all taxi ranks to have a Taxi Zone sign (R5-21 as described in AS 1742.11 Manual of uniform
traffic control devices: Part 11: Parking controls) located at the head of the taxi rank queue.
7 Refer to Australian Standard AS/NZS 2890.6 Parking facilities - Off-street parking for people with disabilities

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Public Transport

Infrastructure Manual (PTIM)

© The State of Queensland (Department of Transport and Main

This manual is intended to provide good practice guidelines for

In providing these guidelines, the Department of Transport and Main

The Department of Transport and Main Roads – TransLink Division

1 Background and application 2

1.1 PTIM structure 2

1.4 Reference materials and 8

1.5.1 Purpose and objectives of the PTIM 14

1.6 Application of the PTIM 15

The intended audience of the PTIM 15

Using the PTIM 15

1.7 TransLink strategic priorities 17

1.8 Planning and design 18

1.1 PTIM structure

Figure 1.1 below illustrates this structure.

Modal Infrastructure Chapters

Chapter 5 – Chapter 6 – Chapter 7 –

AS Australian Standards NTS Not to scale

AS/NZS Australian/New Zealand Standards PTIM Public Transport Infrastructure Manual

ATIA Australian Taxi Industry Association PWD Person with a disability

ATM Automatic Teller Machine QPS Queensland Police Service

AVVM Add Value Vending Machine QR Queensland Rail

BCA Building Code of Australia QRR Queensland Road Rules

BRT Bus Rapid Transit SEQ South East Queensland

CCTV Close Circuit Television Transit Capacity and Quality

DDA Disability Discrimination Act 1992 WAT Wheelchair Accessible Taxi

Disability Standards for Accessible

HOV High Occupancy Vehicle

ITS Intelligent Transport System

LED Light emitting diode

LRT Light Rail Transit

MBP Minimum Boarding Point

MUTCD Manual of Uniform Traffic Control Devices

1.4 Reference materials

Parking • AS 2890.3-1993—Parking Facilities—Bicycle parking facilities

Cycle • Australian Bicycle Council, Cycling Resource Centre

Refer to the Transport Planning and Coordination Act

Public transport infrastructure is a key component of providing

The objectives of the PTIM are to:

1.7 TransLink strategic priorities

Ideas into actions

Core Strategies Supporting Strategies Drivers Achievement Measures

2.1 Build an investment framework that enables appropriate investment prioritisation

1.8 Planning and design

Element Consideration in public transport infrastructure planning and design

Element Consideration in public transport infrastructure planning and design

Element Consideration in public transport infrastructure planning and design

Element Consideration in public transport infrastructure planning and design

For further information on the Department’s Engineering Innovation guidelines

2 Planning and Design 2 2.4.2.2 –– Circulation within public transport

2.2.1 Public transport infrastructure network 2.4.4 Passive surveillance 16

2.3.2 Bus route infrastructure 6 2.4.10 Signage 19

2.3.3 Operational considerations 6 2.4.11 Intelligent Transport System (ITS) 20

2.3.3.1 –– Demand analysis 7 2.4.12 Real-time information 20

2.3.3.2 –– Other operational considerations for 2.4.13 Security infrastructure 20

The planning, design and implementation of public

2.2 Role of public transport

2.2.2 Access to public

Access infrastructure provides the key connection

TransLink will encourage as many people as possible

Public transport infrastructure should be planned

MUTCD Manual of Uniform Traffic Control Devices