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ESB 003 - 1.10 - Station Functional Spaces
ESB 003 - 1.10 - Station Functional Spaces
• TN 003:2016 Collision protection and robustness requirements for lift structures that do not
support overbridge structures
• Parts of TN 044 :2015 Update to ESB 003 and ESB 004, issue of T MU SS 90002 ST
relating to ESB 003.
This technical direction also provides further amendments to ESB 003 Station Functional
Spaces, version 1.1. This technical direction should be read in conjunction with the following:
This technical direction applies to new stations and the upgrade of existing stations. This
technical direction does not apply retrospectively. If a conflict exists between this technical
direction and other ESB standards, this technical direction takes precedence.
Prioritising ease of access to customer-facing information at key decision points within transport
precincts is best practice and supports Transport for NSW (TfNSW) in meeting its statutory
obligations in the provision of safe and well-designed transport precincts.
Information types within transport precincts include but are not limited to: static, dynamic,
permanent, temporary, visual, aural or tactile. Information provision within TfNSW precincts
shall meet relevant legislative obligations.
This document applies to the TfNSW heavy rail network and heavy rail interchange facilities.
Includes, but is not limited to, information and signage required under federal and state
legislation, for example, Commonwealth disability requirements.
Includes, but is not limited to: directional and service information and signage, and
operational messages, for example, TfNSW wayfinding. Wayfinding is a signage system
that aims to make it easier for public transport customers to navigate their journey and
change between transport modes.
Information principles
The visual presentation of information within transport precincts shall be clear, easy to
understand, fit for purpose and easily maintainable. Statutory information and signage shall be
manufactured and installed to meet TfNSW's legislative obligations.
All aspects of accessibility shall be considered and incorporated into the design process, to
meet legislative obligations.
‘Statutory’ and ‘key’ information and signage shall be prioritised within transport precincts.
Information and signage shall be positioned with regard to customer circulation flow, for optimal
comprehension and guidance at the appropriate points in a customer’s journey through a
precinct, a mode or both.
Messages shall be easy to understand, to both customers and staff. Key decision-making points
shall have minimal visual or aural distraction.
‘Statutory’ or ‘key’ information and signage versus that of ‘discretionary’ information and signage
shall be physically, visually and audibly separate. ‘Statutory’ or ‘key’ information and signage
shall take precedence where a conflict exists, with a distinct visual separation to be provided.
In locating or relocating information, the customers expected viewing points for ‘statutory’ and
‘key’ information shall be considered to ensure that any additional information and signage does
not distract, confuse, mislead or otherwise hide the message purpose of required or key
information or signage.
Any ‘discretionary’ information and signage shall be located without impeding customer
circulation, and with regard to customer circulation flow in locations where customers typically
wait. If it is located within circulation zones it shall be excluded from key decision-making points.
Outside of these areas, the activation of underutilised spaces or spaces that would benefit from
visual stimulation within transport precincts is encouraged, provided that locational criteria within
this section are observed.
Transport environments are complex and dynamic. Spatial planning arrangements and the
location of objects within these arrangements are not absolute, but are subject to review and
relocation to produce a balanced planning outcome. Proposals to introduce new elements into a
transport precinct represent an opportunity to assess and modify a precinct, to best meet
Superseded by TS 04951.2:1.0, 31/08/2022
operational, spatial, and customer needs. Trialling such installations with in-situ or digital mock-
up would provide a realistic opportunity to respond to site characteristics and refine individual
precinct design.
Operational implications
Precincts shall be designed to ensure customer needs are met. In regard to locating customer
information, precinct design shall take into account operational requirements, security
requirements or both, including third party access where applicable (operation/maintenance;
ensuring information is current). Some elements within transport precincts have flexibility and
adaptability in where they are located.
Reasonable planning shall dictate that these issues are taken into consideration when new
objects, such as informational signage, are introduced. Allowance for adequate project scoping
and associated minor relocation costs for other objects shall be built into project delivery costs,
to ensure a well-designed transport precinct that fully meets the operational, spatial, and
customer facing needs of TfNSW.
Exceptions
Some locations may have qualities that require further consideration by other guidance
documents such as conservation management plans or the State Heritage Register. This
document still applies in such cases but further consultation with the Wayfinding team of
Customer Experience and Design, TfNSW shall be required to identify other planning
parameters. An example of such planning parameters is heritage site specific exemptions.
a Station platforms in new rail corridors and station platform reconstruction projects shall
comply with the geometry design alignment requirements set out in ESC 210 Track
Geometry and Stability.
b Platform position in relation to adjacent rail tracks will result in the following types of
Superseded by TS 04951.2:1.0, 31/08/2022
platforms:
o Side platform (either 2 way single track + 1 side platform, or 2 side platforms serving 2
central tracks)
At larger stations there may be multiple combinations of side and island platforms.
See Section 1.4 of ESB 001 Design Context and Process for further details.
with
Configuration.
The platform length shall be in accordance with requirements set out in T HR CI 12065 ST
Station Platforms.
The access category for station platforms in new rail corridors shall be level access as defined
in ESC 215 Transit Space.
The platform access category for station platform reconstruction projects shall be determined by
taking into account the site-specific conditions as part of the project development.
Platform gap design shall be in accordance with the requirements set out in ESC 210 - Track
Geometry and Stability.
The requirements for access paths and safety zones are as follows:
a) Access paths
An access path is a path that allows independent travel for all customers within public
transport premises, infrastructure or conveyances as defined under Division 1.2 of
Disability Standards for Accessible Public Transport 2002.
Railway platform access paths shall comply with the following requirements:
1. An access path shall allow unhindered passage along walkways, ramps or landings
and along the length of each platform behind the safety zone. An access path shall not
overlap with a safety zone.
2. The crossfall of access paths shall fall away from platform edges and be no steeper
than 1:40 or 2.5% grade. Asphalt, bitumen surfaces or the like, shall have a crossfall
no steeper than 1:33 or 3% grade. Platform surfaces shall have a levelled finish so not
to allow water to pond.
3. The floor or ground surfaces of an access path shall comply with T MU SS 90001 ST
Safe Pedestrian Surfaces and with clause 9 of AS 1428.2:1992. Pavers shall not be
used on access path surfaces due to its susceptibility to developing undulations.
4. The width of each access path being refurbished shall be not less than 1800 mm
except where physical site constraints are such that achievement of this width would
be impractical or cost prohibitive. Where it is impractical, the width of the access path
may be reduced to not less than 1200 mm.
5. Where the access path is adjacent to a safety zone, the access path shall not form part
of the safety zone.
6. New building work on a platform shall provide passing spaces that have a minimum
width of 1800 mm and be in accordance with clause 6.5 of AS 1428.2:1992.
7. Poles, columns, stanchions, overhead wiring masts, bollards, fixtures and the like shall
Superseded by TS 04951.2:1.0, 31/08/2022
not encroach on an access path.
9. Where required on a platform or within service and waiting areas open for customer
use on the platform, manoeuvring space for a 180-degree wheelchair turn shall comply
with clause 6.2 of AS 1428.2:1992.
10. Resting points are required for customers along an access path if the walking distance
between facilities or services exceeds 60 m. A resting point shall provide seats in
accordance with clause 27.1(a) of AS 1428.2:1992. Seats at resting points and on
platforms in general shall be located at least 500 mm away from an access path so the
legs and feet of a customer sitting down do not clash with customers traversing past
along the platform and behind the safety zone.
11. Where a ramp (including a kerb ramp or step ramp) is on or adjacent to a platform, it
shall not discharge towards the direction of platform track side edges to mitigate the
risk of customers falling down a ramp and onto the railway tracks.
12. To help evacuation, suitable signs shall be provided to show the location of exits to
guide customers to exits. Signs shall be clearly visible to occupants and operate in the
event of a power failure of the main lighting system for sufficient time for occupants to
safely evacuate
Refer to Part E4 of the BCA/NCC Vol.1 for Performance Requirements for visibility in an
emergency and exit signs.
b) Safety zones
The safety zone is the three-dimensional space between the platform edge or coping, and
the platform circulation area. Its purpose is to separate and protect customers from the fall
at the edge of the platform, as well as from moving trains.
Safety zones are not required when platform screen doors are present.
1. The default configuration of railway platform safety zones comprises the following
features in order from the platform edge towards the platform:
Note: Yellow safety lines shall be coloured ‘Y15 Sunflower’ per AS 2700:2011 or
Superseded by TS 04951.2:1.0, 31/08/2022
equivalent.
2. Wherever platform circulation areas and access paths can benefit from having a
reduced safety zone width to satisfy the DSAPT minimum requirements SFAIRP, the
following dimensions for the safety zone may be applied:
Note: TGSI for the yellow safety lines shall be coloured ‘Y15 Sunflower’ per
AS 2700:2011 or equivalent. The safety zone shall extend for the entire length of the
platform. TGSI shall be installed at the edges and railway platform ends in accordance
with the requirements of clause 6.1(a) and clause 6.7 of AS 1428.4:1992.
3. The floor or ground surfaces of safety zones shall comply with T MU SS 90001 ST
Safe Pedestrian Surfaces. Platform surfaces shall have a levelled finish so not to allow
water to pond.
4. Service pit lids on platform surfaces shall be located away from the safety zone to
allow the provision of continuous and uninterrupted TGSI placement along the length of
platforms. Pit lids located within tactile bands shall have TGSI installed.
4. Remove Figure 3.2.5 - Structure Gauge and Canopy / Overhead Set Out and refer instead
to T MU SS 90002 ST Shelter at Railway Stations and Interchange.
5. Remove Figure 3.2.6 - Platform circulation requirements and replace with following figure:
Superseded by TS 04951.2:1.0, 31/08/2022
1. Ramps (including a kerb, step or threshold ramps) on or adjacent to a platform shall not
discharge towards the direction of platform track side edges to mitigate the risk of
customers falling down a ramp and onto the railway tracks.
2. A ramp on an access path shall comply with clause 8 of AS 1428.2:1992 and have a
constant gradient. A landing for a step ramp shall not overlap a landing for another step
ramp or ramp.
3. Ramp handrails and safety screens for stairs shall comply with T HR SS 90002 ST
Barriers, Balustrades, Screens and Handrails. For the protection of visually impaired
customers and those with epilepsy, enclosure material which throw confusing or
4. Ramp walking surfaces shall comply with T MU SS 90001 ST Safe Pedestrian Surfaces
and with clause 9 of AS 1428.2:1992. Pavers shall not be applied to ramps on access
paths surfaces due to its susceptibility to developing undulations.
5. Ramps shall all be adaptable for regular use and emergency egress and be sufficient
to move a stretcher, 2000 mm long and 600 mm wide.
6. Design configuration of underside of the ramps shall prevent customers and staff from
unintentionally accessing areas where the head height is less than 2000 mm.
7. Weather protection for ramps shall comply with T MU SS 90002 ST Shelter at Railway
Stations and Interchange.
8. To help evacuation, signs shall be provided to show the location of exits to guide
customers to exits. Signs shall be clearly visible to customers and staff. Signs shall
operate in the event of a power failure of the main lighting system for sufficient time for
occupants to safely evacuate.
Refer to Part E4 of the BCA/NCC Vol.1 for Performance Requirements for visibility in an
emergency and exit signs.
1. The requirement for access paths means that stairs cannot be the sole means of
access, however, stairs are acceptable as an optional route on an access path.
2. Stairs shall not discharge towards the direction of platform track side edges to mitigate
the risk of customers falling down a stairway and onto the railway tracks.
3. Stairs shall comply with clause 9.1 of AS 1428.1:2001, including the notes.
4. Stairway handrails and safety screens for stairs shall comply with T HR SS 90002 ST
Barriers, Balustrades, Screens and Handrails. For the protection of visually impaired
customers and those with epilepsy, enclosures material which throw confusing or
strobing shadow patterns on adjacent surfaces shall be avoided. Tensioned wire
systems shall not be used.
5. Stair goings and risers shall be constant throughout, and the dimensions of goings and
risers are considered constant if the variation between adjacent risers, or between
adjacent goings, is no greater than 5 mm; and the largest and smallest riser within a
flight, or the largest and smallest going within a flight, does not exceed 10 mm.
6. A stairway shall not have more than 36 and not less than 2 risers in each flight. The
Superseded by TS 04951.2:1.0, 31/08/2022
configuration of steps on stairs shall comply with clause 13.2 and clause 13.3 of
AS 1428.2:1992. Where height of stair rises above 5.4 m a minimum of 2 mid-landings
are required. The length of a mid-landing shall be not less than 1500 mm.
7. The strip of contrasting colour stair nosing profile shall have a sharp intersection and
be made of durable nonslip single-piece element adhesively and mechanically fixed to
the stairs. The strip of contrasting colour shall not be painted, applied with anti-slip
tape, or have any exposed aluminium edges.
9. Stairways shall be safe for regular use and emergency egress and be sufficient to
move a stretcher, 2000 mm long and 600 mm wide.
10. Design configuration of underside of the stairs shall prevent customers and staff from
unintentionally accessing areas where the head height is less than 2000 mm.
11. Advertisements shall not be placed on stair risers as they are distracting and therefore
hazardous to stair users.
12. Weather protection for stairways shall comply with T MU SS 90002 ST Shelter at
Railway Stations and Interchange.
13. To help evacuation, signs shall be provided to show the location of exits to guide
customers to exits. Signs shall be clearly visible to customers and staff. Signs shall
operate in the event of a power failure of the main lighting system for sufficient time for
occupants to safely evacuate.
Refer to Part E4 of the BCA/NCC Vol.1 for Performance Requirements for visibility in an
emergency and exit signs.
Requirements for lifts, lift shafts, lift landings, collision protection and robustness are as follows:
a) Lifts
The requirements for lifts are determined by the user requirement brief, the Disability
Standards for Accessible Public Transport, Australian standards and the standard lift
specification. Where lifts are procured through a procurement and maintenance contract,
this will dictate the particulars of the lift details including mechanism, car and landing doors.
1. Lifts shall offer a smooth, quiet ride at constant speed. All components shall be
Superseded by TS 04951.2:1.0, 31/08/2022
designed to maximise their service life and require minimum maintenance effort
under heavy duty public service and harsh environmental conditions.
3. Fixtures within reach by the public shall be vandal resistant and comply with
Security requirements for lifts as defined within section 9.11.6 of T MU SY 20001 ST
Surface Transport Fixed Infrastructure Physical Security Standard.
4. Where a lift is required for the transportation of goods and supplies it shall be
constructed and licensed as a ‘goods lift’, per AS 1735.2:1997.
5. All lifts shall provide for a minimum capacity of 17 people. Lifts of a larger size and
load capacity may be required at larger stations to achieve increased passenger
capacity and to facilitate the movement of regular cleaning and maintenance
equipment.
8. Note - Stations that have a large/busy retail component may require goods lifts or a
goods capable passenger lift to accommodate frequent deliveries
1. Lift wells, pits and machine rooms shall be designed to meet the fire compartment
ratings per project specific requirements.
3. For MRL lifts, the lift shafts and lift operating equipment need to be maintained at
temperatures in accordance with Part E3.1 of the BCA/NCC Vol.1, the lift code and
manufacturers requirements. This demands that heat gain be controlled, whether by
shading of lift shaft glazing, mechanical or passive cooling and ventilation.
4. Lift cars and shafts should have a high level of visibility for passive surveillance.
7. Glass colour shall match the existing glass colour, heritage requirements or be
designed to complement the surrounding elements. Where existing glass is not
present and there is no design preference to colour, the following glass colour may
Superseded by TS 04951.2:1.0, 31/08/2022
be considered to provide consistency across the network:
L* 85.28, a* -11.0, b* 4.99 for transmittance, per colour space code of ASTM C1649
(note: colour space code based on 6 mm “Viridian SuperGreen”).
8. Both the lift shaft and each landing and the lift car shall have solid, non-glazed,
damage resistant construction to a height of 900 mm off the FFL.
9. Glass panels on lift shafts should be sized consistently to limit the number of
different sizes of glass panels being used per lift. Where there are two or more lifts
at a site, panel sizes should maintain consistency between lift shafts.
10. Where glass panels are used, each panel shall be replaceable from either
the outside or inside (but not both sides) of the lift shaft without causing undue
interruption or inconvenience to customers, operations or other stakeholders such
as nearby tenants (including where access equipment may be required).
11. Patch fittings shall not be used for the fixing of shaft glazing panels.
12. Where graffiti resistant film is being used, the film shall comply with the
following requirements:
ii. Graffiti resistant film shall have consistent appearance and minimise visual
difference between treated and untreated parts.
iii. Graffiti resistant film shall be capable of being replaced when damaged.
13. All glass for lift shafts should be fully framed around four (4) sides with
rebates of 25 mm minimum. Where such framing is impractical or diminishes the
heritage or aesthetic appeal of the lift shaft, then framing around three (3) sides may
be considered. For three-side-framed glazing to be permitted, structural silicone
shall be used at the mid-span joint between two glazing panels and the structural
performance of the glazing shall not be diminished.
15. Glass for lift shaft shall comply with clauses under Section 3.11.3.6.
2. Positive pressure so as to prevent ingress of dirt by leakage air (the lift company
shall be consulted regarding impact of pressure differential on closing doors).
4. Filter to be easily accessed and changed without special tools, equipment (or
Superseded by TS 04951.2:1.0, 31/08/2022
access conditions).
5. Inlet and outlet openings to be protected against the ingress of wind-blown rain
(including doors).
6. Ventilation system also serves to exhaust evaporated condensate from lift car A/C
unit.
1. Waiting space for lifts shall be separate and away from circulation paths.
2. Space for wheelchair manoeuvring to button side shall be minimum 500 mm from
internal corner. Refer to AS 1735.12:2020 for further details.
3. Space for wheelchair waiting shall be minimum 1300 mm x 800 mm. Space for 180
degrees wheelchair approach and turn shall be 2270 mm x 1740 mm (preferred),
where that is impractical, space shall be minimum 2070 mm x 1540 mm. Space for
wheelchair waiting and space for wheelchair approach and turn shall not overlap.
The following requirements define the collision protection and robustness requirements for
lift structures that do not support overbridge structures. Collision protection requirements
are in T HR CI 12030 ST Overbridges and Footbridges and T HR CI 12090 ST Airspace
and External Developments. Lift structures shall not be designed to support overbridge
structures. Lift structures shall be independent of any adjacent overbridge, except when a
concession against the relevant standard is granted from Asset Management Branch.
1. Lift structures
a. is wholly within earth filled platform walls (including end wall) complying with
T HR CI 12065 ST Station Platforms, the lift structure shall be designed for
the following robustness load cases which are applied separately:
ii. is further than 10 m from the nearest track centreline, no collision load
shall be applied; or
iii. the lift structure location and structure is such that the risk of damage to
an adjacent overbridge, to the extent that the overbridge could
collapse, by a derailed train is increased by installation of the lift
structure, then collision protection walls shall be provided to the lift
structure or overbridge supports, as is required for overbridge support
protection in AS 5100 (including lateral distance provisions). Where the
overbridge currently complies with the collision protection requirements
of AS 5100, then no further protection of the overbridge is required and
the requirements of b. i. or ii. shall apply to the lift structure.
A lift structure that is located in the rail corridor, such that it can be struck by
machinery or vehicles such as those carrying out maintenance or similar
activities, shall be designed for a robustness load of 100 kN applied in the
horizontal direction and at a level (between ground level and 3 m above
ground level) to produce the greatest effect. The lift structure should also be
protected by bollards or collision protection barriers positioned to ensure
that the lift structure is protected from accidental damage arising from
corridor maintenance activities.
The robustness loads are notional (ultimate) loads applied to an area of one
square metre, or a linear load of 2 m length acting on the shear centre of
individual structural elements forming the primary steel frame (that is, not to
be taken as an eccentric load applied to just one flange of a beam, for
example). The ultimate capacity of the individual structural element and the
primary steel frame shall not be exceeded under a 'Permanent Effect (PE) +
Robustness Load' load combination, except as noted below.
Note: Failure of the impacted structural element is permitted (that is, where
the robustness load exceeds the ultimate capacity of the individual structural
element), if the structure has alternative load paths, such that the ultimate
capacity of the elements of the primary steel frame forming the alternative
Superseded by TS 04951.2:1.0, 31/08/2022
load path will not be exceeded with the impacted element removed, under
the PE load combinations.
The minimum room size is 12m² (4000mm x 3000mm preferred). Refer to Figure 3.4.11 –
Communications Room 12m² (Min)
Remove Figure 3.4.11 – Communications Room 12m² (Min) and refer instead to
T MU MD 21001 ST Equipment Rooms and Cubicles for Programmable Electronic Systems.
Bicycle parking
Bicycle parking
Temporary hoardings are required for all construction works as defined under Work Health and
Safety Regulation. Hoarding shall provide:
Testing, maintenance or repair work are not covered under this technical direction.
1. Risk assessment
A risk assessment shall be completed which identifies the risks for crime and other threats
that impact the safety of Transport customers and staff or that can cause disruption to the
Transport Network due to the temporary works. A corresponding risk treatment plan shall
be developed to implement the approved treatment strategies.
3. Types of hoarding
The types of hoarding that may be used include solid, overhead protection or mesh fencing
or the like appropriate to the construction environment, local conditions and specific site.
The type of hoarding shall comply with relevant Codes of Practice and Australian standards
including AS 4687, AS 1170 and AS 1720. The hoarding type and proposed positioning of
hoarding shall be approved by relevant TfNSW stakeholders.
4. Performance requirements:
Superseded by TS 04951.2:1.0, 31/08/2022
a. Hoarding height, material and configuration shall comply with relevant standards,
Codes of Practice and manufacturers’ instructions.
d. Hoarding shall protect against debris from handheld power tools at locations where
such activities are reasonably foreseeable.
h. Hoarding shall not provide a ‘climbing foothold’ and shall be free of protruding element
or trip hazard.
i. Hoarding shall be solid from the floor surface up to 150 mm to provide a detectable
surface for customers with vision impairment.
k. Hoarding shall be designed and installed to remain erect and structurally sound.
Where it is non-proprietary, hoarding designed shall be certified by structural engineer
to confirm structural adequacy.
l. Hoarding shall be capable to support crowd load and accidental loads arising from
maintenance equipment as deemed appropriate by risk assessment.
o. Hoarding shall consider noise, dust, light and vibration impacts that are specific to the
construction work, and provide mitigation/control measures.
p. Hoarding shall satisfy all performance, spatial and other relevant requirements as
specified under this section for the duration of the works.
5. Spatial requirements:
a. Hoarding shall be positioned within the TfNSW site boundary. Where such a position is
impractical and hoardings are required to be positioned outside of the site boundary to
ensure safety, agreement from adjoining property owners / government authorities
shall be sought.
b. The position of hoardings shall ensure that egress routes, accessible paths, lift and
Superseded by TS 04951.2:1.0, 31/08/2022
escalator run-off zones, queuing zones and access to all operational facilities are
maintained.
c. The position of hoardings shall ensure that required egress routes are maintained and
maximum exit travel distances are not exceeded. Where it is impractical, alternative
compliant egress path shall be provided. The alternative egress path shall be designed
and certified by an accredited practitioner (fire safety) or registered certifier.
f. The position of hoardings shall comply with crime prevention through environmental
design (CPTED) principles and avoid creation of concealed areas.
g. The position of hoardings shall meet the clearance requirements in accordance with
relevant standards for OHW equipment and transmission line equipment.
h. Where the construction zone is positioned below a stairway, bridge or other space
accessible to the public, the risk of falling objects shall be considered, and appropriate
mitigation strategies shall be adopted.
i. The swing of doors/gates shall not obstruct or encroach into required egress routes.
j. Hoarding that may adversely impact the rail corridor shall be designed/certified by the
AEO.
k. Hoarding shall comply with TfNSW Standard ESC 215 Transit Space.
a. Solid hoarding shall be painted, with a colour that is selected after giving consideration
to customer experience, resistance to graffiti and other relevant factors.
c. All artwork and graphic material shall be submitted to TfNSW for approval. Artwork and
graphics shall cover a surface area approved by TfNSW.
d. Public viewing windows shall be provided for projects involving excavation works
where the worksite has heritage, cultural or significant aesthetic appeal. Public viewing
windows should also be incorporated where the provision of views of the worksite
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would enhance the customer experience.
e. Hoarding finishes shall facilitate the rapid repair of vandalism and the removal of
graffiti.
f. Other forms of hoarding finish that improve, enrich and vitalise the space should also
be considered.
7. Signage
a. Additional signage shall be provided for temporary detour or any other work impacting
customers due temporary works.
b. All use of the TfNSW logo shall be approved by the relevant Project Manager of
TfNSW before erection.
Tactile Ground Surface Indicators (TGSIs) shall comply with the following:
2. TGSI colour and luminance contrast shall meet the minimum requirements under clause
6.1(a) of AS 1428.4:1992.
3. New TGSIs shall be the truncated cone type, not the dome type.
4. TGSI colour shall be consistent throughout the public transport building, premises and
infrastructure.
a. TGSI slip resistance are tested in accordance with section 8.1 of, and meets the test
classification requirements under section 8.1.2 of, T MU SS 90001 ST Safe Pedestrian
Surfaces.
b. TGSI wear resistance meets the requirements under section 8.5 of T MU SS 90001 ST
Safe Pedestrian Surfaces.
Where glass is exposed to sunlight it should be equal to solar control Low-E laminated
annealed or laminated toughened glass.
Each glass panel should have an area not greater than 1.44 m2, however larger glass
panels may be used where the benefits of larger glass panels have been analysed and
their use endorsed by the Asset Custodian.
c. Glass shall be self-cleaning glass where the glass will be subjected to sunlight and
rainfall on a regular basis as needed to enable self-cleaning to perform effectively.
d. Glass shall have low visible light reflectance (VLR) to minimise risk of glare to train
drivers.
e. Where glass is to form enclosed, or semi-enclosed space, the glass shall limit solar
heat gain and UV penetration.
h. Where site is located in bush fire prone land as specified by the local government,
glass shall be designed to meet bushfire protection requirements in accordance with
AS 3959.
i. Design requirements for glass used in protection screens shall comply with the
requirements of T HR CI 12030 ST.
Authorisation:
Superseded by TS 04951.2:1.0, 31/08/2022
Checked and approved by Interdisciplinary coordination Authorised for release
checked by
Director Interchanges & Buildings Director Engineering Director Standards Process
Development & Publishing
Engineering Standard
ESB 003
Version 1.1
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Note to User
The five volumes ESB 000, ESB 001, ESB 002, ESB 003, and ESB 004
make an integrated whole and must be read in conjunction with one
another
3.1.2 Overview
The configuration of the station entry is determined by the:
The siting of a station’s platform(s) in relation to the adjacent track, overhead wiring and
signalling infrastructure will have the most direct impact on the location and configuration
of the station entry. Typically this will result in one of three station entry configurations:
Note - for security reasons subway access is not preferred unless it is part of a larger
more active subway concourse.
The station entry design will need to work within the constraints of the rail alignment and
platform positions to develop:
• The safest, most logical siting of the entry point(s) to facilitate entrance to and exit
from the station
Refer to:
Many aspects of the local context and surrounding urban design will influence the station
entry configuration. A thorough study of the station catchment area is therefore required
to determine the most appropriate placement of the entry in order to:
• Attract patronage
• Encourage use of the station by simplifying connections with existing and future
urban development
• Provide convenience, clarity and quality of arrival to (and departure from) the
station
• Provide safe and attractive public spaces that contribute positively to the local
identity
• Provide for safe, convenient and efficient interchange with other transport modes.
The critical facilities required at the station entry are those associated with:
At larger stations, staff and passenger facilities may also be provided at the concourse
entry.
There may also be a requirement for weather protection or enclosure of the station
entrance.
The User Requirements Brief for a station development or upgrade will specify both
standard requirements and requirements that are specific to that particular station or
project.
The station entry configuration and the facilities to be provided must be designed in
consultation with the Station Operations Regional Business Manager.
Note: Section 3.3 Circulation provides detailed requirements for access, queuing and
circulation aspects of station design.
• Provide a continuous and easy route between station entries, operational and
customer facilities and the platforms
• Incorporate connections between the station and surrounding local context, public
roads and spaces to provide safe and direct pedestrian, bicycle and vehicular links.
• Ensure connections to other modes of transport are as direct as possible.
• Accommodate anticipated queues free of obstructions both in regular and peak
conditions
• Provide sufficient space to allow queuing that doesn’t conflict with passenger flows
and which satisfies the Fruin Level of Service* C and Service Factors* prescribed
in the User Requirements Brief.
Refer also to
This section describes the placement of ticketing facilities in the station entry.
• Away from the circulation paths, vertical circulation elements and queuing areas
• Within view of the station entry points
• Within the ‘unpaid’ area of the station (preferred)
• Under cover so that sunlight does not fall directly on the information display
screens
The correct configuration of the electronic gate array (ticket barrier) and GAC Booth are
critical for the free flow of passengers and the efficient operation of this area by staff. The
general requirements of these elements are:
– RailCorp information (e.g. fares, fare schedule, etc) in close proximity to the
ticket windows and ticket vending machines
– Station identification and maps at the station entries.
– Train running information (e.g. timetables) prior or adjacent to ticketing
– Local area way-finding information, within the unpaid area (including bus
interchange facilities, council chambers etc)
Synchronised clocks are required for staff reference in order to facilitate on-time station
operations. A single sided 100mm high standard RailCorp digital clock is to be located
adjacent to the train information and linear route maps within the ‘unpaid’ area of the
station entry.
Refer to:
3.1.3.4 Security
Help Points may be required within the station entry ‘paid’ area depending on the Station
Category. If required, they should be located:
Refer to
3.1.3.4.2 CCTV
The station entry must be equipped with colour CCTV coverage to maximise passenger
safety and RailCorp asset protection. The extent of CCTV coverage varies with each
Station Category, the User Requirements Brief and the specific station layout. The
minimum requirement for CCTV at station concourse is coverage of:
Refer to
A range of staff and operational facilities may be located within the station entry in order
to manage the station operations and systems.
Refer to
• Section 3.4 Station Operational Areas for detailed requirements for staff and
operational facilities.
The appropriate layout of passenger facilities is critical. The facilities described here are
explained in greater detail in Section 3.5 Passenger Facilities’. The following section
outlines how these facilities relate specifically to the station entrance
a) Customer Toilets
The Station Category and User Requirements Brief define the requirement for customer
toilet facilities. Where toilets are required, they are to be located within the paid area of
the station entry so as to allow for maximum security, unless otherwise specified.
Waiting areas may be provided at a station entry where it is demonstrated that such a
facility will enhance the personal safety of passengers and increase rail patronage (eg at
large interchange stations, seating located on the concourse with a view of interchange
facilities will improve passenger comfort and safety as they wait for interconnecting buses
and trains).
The Disability Standards for Accessible Public Transport requires that resting areas,
including seats, must be provided where circulation distances between the station entry
and platform seating is greater than 60 metres.
Note: seating within the station entry needs to be carefully located so as not to encourage
loitering.
c) Rubbish Bins
Depending on the Station Category and the User Requirements Brief, 1 x set of 3 rubbish
bins (removable or concealable as required by security) may be required. They should be
located within the unpaid area of the station, in sight of passengers entering and exiting
the station.
d) Public Telephones
Where required by the User Requirements Brief, public telephones are to be located
within the unpaid area of the station, in sight of passengers exiting the station. They must
be located away from ATMs, TVMs and ticket windows and must not encroach into
circulation space.
Requirements for retail units, vending machines and ATMs are determined by the User
Requirements Brief and RailCorp Property. Where these facilities are required within the
station entry they must be designed:
Generally, higher patronage stations are likely to require an enclosed station entry. The
extent of weather protection or enclosure required will be determined by the Station
Category and will be specified in the User Requirements Brief.
Where weather protection is to be provided, the following needs to be considered with the
design development:
Refer also to
3.2.1 Objective
Platforms must enable passengers to board and alight from trains in a safe and efficient
manner.
3.2.2 Overview
A critical element in station design is the location and configuration of the platform/s
because this will determine many other aspects of the station design. Basic platform
configuration is determined by:
a) The track horizontal alignment will result in the following types of platforms:
b) Platform position in relation to adjacent rail tracks will result in the following types of
platforms:
At larger stations there may be multiple combinations of side and island platforms.
Refer to:
Refer to
Generally the platform length of a new station will be specified in the User Requirements
Brief. RailCorp currently have several existing stations that have platforms lengths shorter
than the required standard. If these platforms are to be lengthened, this will be specified
in the User Requirements Brief for that particular project.
• Platform length must be at least as long as the passenger rolling stock serving the
platform. Current minimum platform lengths are 168 metres (CityRail Suburban)
and 210 metres (CountryLink)
• When master planning, the User Requirements Brief may require that some
suburban stations be designed to allow for future platform extensions to 210 metres
in either direction along the platform length. If required, clearly mark on all
drawings, including tender and construction sets
• The gap between platform edge and train door threshold must be minimised. The
Principle Engineer of Rolling Stock will determine the platform height and distance
of the platform edge from centreline of tracks, based on the type of trains to be
accommodated: seek clarification early, do not make assumptions. Factors that
effect the gap are:
– rolling stock,
– level access (1200mm off top of rail – train floor same height as platform:
preferred)
– standard access (1065mm off top of rail - train floor higher than platform)
• Figure 3.2.5 – Structure Gauge and Canopy / Overhead Set Out Restrictions
• Section 2.3 Buildability
• Platform capacity allows for safe circulation and waiting space clear from
obstructions (eg escalator, lift, stair or other structure) and the platform safety zone
during disembarkation in peak periods, to achieve a Fruin Level of comfort C.
• Emergency evacuation of the platform including evacuation of an incident train* can
be achieved.
Refer to:
• 3.3 ‘Circulation’
In addition to providing for circulation based on patronage, sufficient platform width must
provide a 1500mm clear safety zone and a preferred 1800mm (minimum 1200mm)
accessible path running the length of the platform, clear of platform fixtures, structure and
furniture. The accessible path is a requirement of the Disability Standards for Accessible
Public Transport 2002 (DSAPT).
The continuous accessible path runs adjacent and parallel to the TGSIs.
Refer to:
The level of service and facilities required at a station will be determined by the Station
Category and the User Requirements Brief. Factors that determine the placement of the
fixtures, fittings and furnishings on the platform are:
Any structures, fixtures, fittings and furnishings required on the platform (e.g. control
room, booking office, fixed equipment, staff areas, waiting rooms, toilets, seats, bins,
vending machines) must be located outside the safety zone, accessible path and
circulation space. Any queuing generated by these facilities (e.g. ticket windows, public
phones and vending machines) must not encroach into the safety zone, accessible path
and circulation space. In addition, these fixtures must not impede the queuing zones of
the vertical circulation.
Refer to:
• Vertical Circulation
• Staff and Operational Facilities
• Passenger Facilities
• Platform Construction Elements
• Infrastructure Requirements
• Services.
Where vertical circulation*is required to provide access to and from platforms, these
elements need to be positioned on the platform before smaller elements because of their
major impact on circulation, safety and walking distances. The forecasted passenger
demand must be defined to determine the vertical circulation capacity requirements and
the optimum combination of walkways/ramps/stairs/lifts/escalators. The considered
placement of vertical circulation elements is critical and needs to allow for:
Refer to
Where operational and staff facilities are required on the platform, they must be located
and sized with regard to the station’s operating requirements, passenger safety and the
need to maximise platform space for passengers.
a) Control Room
The requirement for a control room and the number of staff to be accommodated therein
will be determined by Station Operations, and the User Requirements Brief.
The control room position on the platform must be located in a position that:
Refer to:
b) Ticketing
The User Requirements Brief will specify the required types and number of TVMs. Whilst
it is preferred to have these facilities located within the station entry, where this is not
possible and Ticketing facilities are provided on the platform, they must be located:
• Away from the circulation space, vertical circulation elements and queuing areas
such that any queues generated by the ticket windows and TVMs do not impede
the functional requirements of the platform.
• Within view of the platform entry points.
• Located where they will be under cover and out of direct sunlight on their
information display screens thereby allowing effective usage by intending
passengers.
Refer to:
The Station Category will determine if SPI indicators are required on a platform, and it is
essential to coordinate these requirements as they will affect the minimum height for
canopies.
Refer to
d) Guards Indicators
Guard’s Indicator signals are required to signal equipment provided by the signalling
infrastructure provider / contractor for the safe operation of trains. In all instances, the
view of the Guard’s Indicator signal must not be obstructed.
When locating platform mounted Guards Indicator signals, consideration must be given to
the following:
Refer to
Communications and Data Communications and data services will be required for
effective communications to passengers and staff. These services must be coordinated
to ensure that:
• All exposed fixtures and fittings are integrated with the adjacent
structure/cladding/finishes
• Conduit runs and maintenance access are efficient and meet RailCorp
requirements, particularly with regard to the proximity restrictions as prescribed in
Figure 3.2.5 – Structure Gauge and Canopy / Overhead Set Out Restrictions and
Figure 3.4.2 – Booking and Management Offices Proximity Requirements
• All monitoring and interface requirements integrate with RailCorp station operation
requirements.
Refer to:
f) Synchronised Clocks
Synchronised clocks are required for staff reference in order to facilitate on-time station
operations. A double sided 100mm high standard RailCorp digital clock is to be located
adjacent to the Control Room (approximately centred along the platform length), mounted
perpendicular to the running track and set back from the platform edge.
Refer to:
g) Help Points
‘Help Points’ are a standard RailCorp fixture provided on platforms to provide passengers
with a readily identifiable, easy to use, internal emergency phone. Wherever possible,
help points are to be integrated with other fixed elements. For example they could be
Refer to:
h) CCTV
All platform(s) must be equipped with colour CCTV coverage to maximise passenger
safety and RailCorp asset protection. The extent of CCTV coverage varies with each
Station Category, the User Requirements Brief and the specific station layout.
Refer to
Where the station infrastructure does not enclose the platform ends, a barrier shall be
provided at each open end of the platform to discourage unauthorised entry to the train
tracks and rail corridor. The barrier must be:
Crowd control barriers have been installed at the platform edge at Olympic Park Station
to address station specific station safety issues.
Passenger facilities on the station platform must not impede circulation and safe
operational requirements. The range of customer facilities that may be located on
platforms are:
Refer to:
The physical form of platforms is largely dictated by structure gauge, refuge requirements
and services reticulation in coordination with the Station Category and User
Requirements Brief. Elements to be considered in the design are:
• Structural design
• Services reticulation
• Finishes and surfaces
a) Structural Design
Required loadings for platform structure can vary with station specific requirements and
are set out in the User Requirements Brief. The platform structural design will need to be
developed in coordination with the:
• Track-bed design
• Overhead catenary wiring support structures
• Interface with adjacent structures including portals, cuttings, tunnels, retaining
walls, cut and cover structures
• Retail elements where specified and permitted.
Refer to:
Refer also:
• The platform cross section must have a minimum of 1:100 and a maximum 1:40 fall
from the platform edge to the centre of the platform. The longitudinal gradient of the
platform must also be considered in determining the platforms cross fall
• That generally the platform edge and corresponding rail alignment must be level in
the longitudinal direction.
• Ponding of water on the platform surface is unacceptable. The detailed resolution
of platform structure, sub-base, surface falls, drainage and finish is required as they
are all factors that contribute to the adequate drainage of the platform.
• The platform surface must be slip resistant in both wet and dry conditions as set
out in the relevant slip resistant standards AS/NZS4586, AS/NZS4663 and HB 197.
Evidence of compliance will be required at the time of product selection and
specification, product installation and at on-going post-occupancy testing to ensure
that correct maintenance procedures are in place.
Refer to:
Refer to:
Figure 3.2.5 – Structure Gauge and Canopy / Overhead Set Out Restrictions
3.3.1 Objective
The management of passenger circulation is critical to the safe and efficient operation of
a station. A key factor in the design and management of passenger circulation is the
choice and placement of vertical circulation elements related to the platforms and
entry/exit/interchange points.
- AS1735.02
3.3.2 Overview
Circulation can be divided into:
• Comfortable day to day circulation – critical in peak (am or pm) to be design for
Fruin Level of Service (LOS) ‘C’ and
• Emergency egress/circulation when some vertical circulation elements (lifts) and
escalators may not be operable
All circulation must take into account space required for passengers:
– Ticket offices
– Ticket gates
– Ticketing machines
– Commercial vending machines
• Milling at;
• Waiting at;
– Platform
– Associated facilities
Any station configuration that contains changes in level must have vertical circulation
elements to provide:
The relationship between the station entry and platform(s) will establish the:
In many instances these factors alone will establish the most appropriate modes of
vertical circulation. An indication is given below of the effect that changes in level
between the station entry and platform/s can have on the selection of vertical circulation
elements:
• Walkways and stairs will typically service a change in level of less than 1 metre
• Ramps & stairs will typically service a change in level of more than 1 metre but less
than 2 metres
• Stairs and a lift will typically service a change in level of more than 2 metres
• Escalators should be considered in lieu of stairs where the vertical rise is above
5400mm or where the passenger capacity cannot be satisfactorily accommodated
by stairs, lifts and ramps. Wherever practicable however, and in compliance with
relative codes, stairs and ramps shall be installed in preference to escalators, in
order to reduce life-cycle costing and onerous on-going maintenance
Refer to
The Station Category and patronage in the form of projected demand figures and forecast
train frequency must be reviewed to determine:
– For peak capacity in day to day operations Fruin Level of Service (LOS) ‘C’
– For emergency egress evacuation in conjunction with assessment of the fire risk
Note: Vertical circulation or ticket/electronic gate capacity can be the critical limiting factor
in circulation
Average Pedestrian
The design and arrangement of the facilities within the station areas must accommodate
the anticipated ‘queue’ lengths ‘milling space’ or ‘crowding’ without impinging on
passenger flow through the station.
Desirable numbers and flow rates for TVMs, TVWs, barriers etc must be confirmedand
agreed with the Project Manager and must account for Monday peak AM ticket
purchasing queues.
At peak times, crowding and congestion are most likely to occur at the vertical circulation
elements. This is because the rate of pedestrian movement on vertical circulation
elements is slower than that of pedestrians moving along platforms and concourse areas.
Therefore, the capacity of all modes of vertical transportation needs to be reviewed in
parallel with the development of the platform and concourse areas to ensure that the
system as a whole will meet the forecast station passenger demand. The User
Requirements Brief may require that computer simulations of pedestrian movement be
undertaken to verify circulation capacity.
Refer to
To comply with the law, the design of new train stations must meet the Performance
Requirements of the BCA. Each train station can be designed to meet the Performance
Requirements by either satisfying the prescriptive Deemed to Satisfy (DTS) requirements
or through Performance Based fire engineering.
In general the length of escape routes for train stations do not comply with the Deemed to
Satisfy provisions of the BCA. Egress widths (as opposed to travel distances) will govern
the evacuation time of the station and train platform(s). As previously noted this is
because the rate of pedestrian movement on stairs is slower than that of pedestrians
moving along horizontal surfaces such as platforms and concourse areas.
The objective of the fire safety strategy is to ensure that people can move away from a
potential fire or danger. There are numerous methods to achieve this, some relying on
rules governing escape routes and others emphasising evacuation time. Recent
developments for rail passenger systems have been strongly influenced by the NFPA 130
‘Standard for Fixed Guideway Transit and Passenger Rail Systems’. This standard is
internationally recognised for its fire safety concepts.
NFPA 130 is the primary standard for fire and life safety, developed in USA to address
urban rail systems. It is a standard specifically written to ensure safe egress from all
types of railway stations. The principal of the standard is to establish a reasonable
occupant load, including both the passengers waiting on the station and those on a train,
then design enough means of egress for that population to leave the station platform
within 4 minutes in the event of an emergency. Further the standard requires that the
‘occupants’ should be able to escape to a ‘point of safety’ within 6 minutes.
Under the BCA escalators are not counted as escape routes for commercial buildings or
used in the calculation of escape times as they cannot be relied upon to be available for
use, and the risers and goings may not comply. NFPA 130 however does allow
escalators to be used as a means of escape and recommends they are included in the
exit capacity calculations, provided they do not exceed half the exit width. Note also that
only half the available escalators can be counted in calculations.
The key design aspect for means of escape is to utilise the main entry and exit routes for
escape, not the traditional method of using separated fire isolated stairs, as would be
used in a retail or commercial building. The main entry and exit points of the station are
aimed at moving high volumes of people quickly. In a fire emergency, this is exactly what
is required; people to be moved off platforms as quickly as possible. Therefore, it makes
sense to use the escalators. This is the approach of fire safety that is used throughout
the world on major transport terminal projects.
NFPA is therefore one ‘benchmark’ that can be used. It is not the only one. It is
important that, interpreting codes from other places and using them as ‘benchmarks’ they
should be seen:
All station design should be considered from an overall risk management and Fire
Engineering point of view to comply with:
NFPA 130 is a benchmark that has been accepted that above ground stations must
comply with to achieve the ‘Performance Based’ requirements of the Building Code of
Australia.
Underground Stations
For the design of underground stations RailCorp uses a standard developed by CityRail
in 1990 called Standard Guidelines for Fire and Life Safety in the Construction of
Underground Railway Facilities where the emergency egress requirements are to a
significant degree based on NFPA 130.
For example exit design is based on the ‘calculated train load’ method for platform exits
and the ‘flow method for concourse emergency gate exit design’ as defined in NFPA 130.
Also ‘exit systems’ are required to be designed and installed to meet egress times as per
NFPA 130 being:
These exit times are required to be achieved when calculated in accordance with the
criteria set out in NFPA 130. (Note: Only if using NFPA 130 as a benchmark in a fire
engineered solution).
Also as in NFPA 130 escalators can be used as exits provided they are not the single
means of egress from any platform level and that only half the available escalators are
counted in the calculations.
At new, and easy access*upgraded stations, the vertical transportation elements need to
be designed to facilitate accessibility with specific requirements for mobility impaired
people, in accordance with:
• DSAPT and the BCA. These regulations require specifically quoted clauses of the
following be applied for railway stations.
• AS1428 Design for Access and Mobility Part 1 2001, Part 2 1992 and Part 4 1993.
• Enhanced and Additional Requirements – Building and Facilities AS1735 Lifts,
Escalators and Moving Walks Part 12.
• Facilities for Persons With Disabilities; the Building Code of Australia
• The Disability Standards for Accessible Public Transport, and other relevant
guidelines and codes.
Note: Currently (2006) the latest issue of these standards is not referenced in the BCA or
DSAP. A previous issued is referred.
Refer to
• To enable an orderly sequence for both arriving and departing passengers without
disruption from queues and passenger cross flows. Arriving and departing
passengers will typically follow the entry and exit sequences as illustrated in Figure
3.1.1 – Typical Passenger Circulation
• Avoid contra flows*. Where it is not possible to avoid contra-flows, the sizing of the
circulation elements will need to be increased to take into account the reduced
capacity realised under contra-flow conditions.
• Avoid cross flows*, particularly at the access points to vertical circulation elements
and ticket barriers, as they can result in excessive queuing at these elements.
• Coordinate decision points so that passengers are not confronted with multiple
choices of entry, exit or vertical circulation at any one position.
• Develop easy and clear circulation for the first time user and passengers with
special needs.
• Position meeting points, seating and rest areas so as not to disrupt pedestrian
circulation.
• Minimise the need for Tactile Ground Surface Indicators (TGSI’s) and signage
throughout the entry sequence by providing simple, intuitive circulation and clear
orientation cues. The use of effective colour contrast and continuous handrails and
circulation paths along walls will help visually impaired passengers utilise the
shoreline technique*.
• Vertical circulation elements should be designed so that they are not climbable and
do not provide access to any adjacent canopies, structures or hazards
• Areas of glazing should be used in balustrades, escalators, lift cars and shafts to
increase user perception of security and opportunities for passive surveillance
3.3.3.2 Walkways
Walkways include all horizontal circulation spaces providing access/egress to and from a
station. Walkways, as defined by the BCA and AS1428 are a circulation space with a
gradient less than 1:20, and are only acceptable to a maximum rise of one metre. This
ensures that travel distances do not result in passenger fatigue and inequity.
• Must have landings at the intervals specified in AS1428.1 (2001) clause 5.2 if
gradient is greater than 1:33
• Need not have landings if the gradient is 1:33 or less
• Must have a constant gradient
• Need not have a kerb or rail at its edge – but if it does, the intervals between
landings may be increased as specified in AS 1428.1(2001) clause 5.2
• If it doesn’t have a kerb or handrail, the ground abutting the side of the walkway
must extend horizontally for 600mm
• Must be clearly denoted by a permanent line or change in material which is
luminance contrasted with the ramp surface.
• Not have a cross fall greater than 1:40.
For new structures, it should be noted that accessible paths on platforms must have a
maximum cross fall of 1:40 away from the platform edge.
Refer to
Common gradients:
1:8 7.13 deg 12.5%
1:10 5.71 deg 10%
1:14 4.09 deg 7.14%
1:20 2.86 deg 5%
1:33 1.74 deg 3.03%
1:40 1.43 deg 2.5%
3.3.3.3 Ramps
A Ramp is a circulation space with a gradient 1:20 or greater. All ramps used for access
to stations must have:
Where an alternative and equitable accessible path is provided, ramps can provide a
convenient path of travel for ambulant users. Ramps with gradients up to 1:10 can be
safe and acceptable for daily passenger use.
If a ramp forms part of an “accessible path” then it must comply generally with AS 1428.2
– 2001 clause:
Ramps, as defined by the BCA and AS1428, are only acceptable to a maximum rise of
two (2.0) metres. This ensures that travel distances do not result in passenger fatigue.
Refer to
Note - RailCorp have noted that both BCA and DSAPT currently refer to
selected parts of the 1992 version of AS1428.4 for TGSI configuration and
NOT the most recent 2002 version (current as at 2005).
• Available in two lengths, being 1200mm and 1500mm, depending on the step to
the train that must be negotiated
• Located on the platform, in locked cabinets adjacent to the location of the guard’s
compartment on the train
• Designed for maximum loading of 300kg
• Electrically neutral, to prevent the transfer of stray current from the 1500v system
connected to the train to elements of the station platform. (Currently ramps are
made of fibreglass)
• Installed on all CityRail Stations.
A gradient of 1:6 is the preferred maximum angle of deployment for assisted access in
accordance with AS/NZS 3856.1 (1998). This enables the negotiation of a step of up to
250mm for 1500mm ramps and up to 200mm for 1200mm ramps, with direct assistance
RailCorp’s procedures for deployment of the boarding ramps means that RailCorp station
staff (on staffed stations) and train guards (on un-staffed stations) deploy boarding ramps
for disabled passengers, when given appropriate notification.
Station platform design should enable the manoeuvring of both wheelchairs and powered
buggies on the platform to enable access to the ramp, when deployed. A distance of
nominally 2.8m is required from the platform edge for a 1500mm ramp and 2.5m for a
1200mm ramp.
The platform shall provide adequate space to deploy the ramp, with at least
1500mm clearance to any object to allow manoeuvring on and off the ramp.
The ramp is generally deployed on request to station staff or train guards.
Refer to: RailCorp Boarding Ramps Policy 2001
A cupboard is required to store a boarding ramp for wheelchair access to trains. The
boarding ramp cabinet must:
In accordance with RailCorp Boarding Ramps Policy 2001 the cabinet must include:
The Disability Access Manager of RailCorp can provide additional, detailed boarding
ramp information.
Refer to:
3.3.3.7 Stairs
Stairs are a common means of access between changes in level. One of their
advantages over mechanical means of vertical circulation is that they are continuously
available and not subject to mechanical failure.
It is essential that stairs be safe for both regular circulation and emergency egress.
• Stair flights with vertical level changes exceeding 5.4 metres without a change in
direction will not meet BCA ‘deemed to satisfy’ requirements. However it is
Where compliance for stairs cannot be met due to specific station planning requirements.
Conformance must be addressed by either performance based criteria or pedestrian
simulations.
For consistency around the network and to achieve comfortable, compliant stairs, the
stair configuration and details outlined below must be achieved.
a) Stair Width
Refer to
Boundary layer factors take into account the way people distance themselves
on stairs
b) Stair Flight
Refer to
• Prevent passengers and staff from accessing areas where the head height is less
than 2000mm (although 2600mm vertical clearance is preferred to keep surfaces
beyond easy reaching height)
• Include hand and buffer rails and kerbs at circulation level for improved station
navigation for visually impaired passengers
• Ensure that any enclosure underneath stairs (including doors and hardware) must
be fire resistant in accordance with the BCA requirements including the stair soffit
(note that flammable substances must not be stored under stairs).
• To avoid unnecessary obstructions along the circulation path below, clear span
stair structures with minimum intermediate supports are preferred.
Refer to
d) Stair Details
– Goings - 300mm
– Risers - 150mm
Refer to
Balustrades are protective structures installed at the edge of changes in level to prevent
falls and access to dangerous areas:
Note - RailCorp policy i not to provide TGSI at passenger Lift Entries, nor to
provide Directional TGSI at Stations
3.3.3.8 Escalators
Escalators should be considered in lieu of stairs where the vertical rise is above 5400mm
or where the passenger capacity cannot be satisfactorily accommodated by stairs, lifts
and ramps.
For consistency around the network, escalators must be in accordance with the following:
3.3.3.9 Lifts
The requirements for lifts are determined by the User Requirement Brief, the Disability
Standards for Accessible Public Transport and RailCorp’s Standard Lift Specification.
RailCorp currently procure lifts through a procurement and maintenance contract, which
dictates the lift details including mechanism, car and landing doors.
• Lifts shall be of heavy-duty construction and shall offer a smooth, quite ride at
constant speed.
• RailCorp’s preferred lift type is electro-traction, machine-room-less (MRL)*.
• All fixtures shall be heavy duty, low maintenance, vandal resistant.
• Where a lift is required to be used for transportation of goods and supplies it must
be appropriately constructed and licensed as a ‘goods lift’.
• All lifts must provide for a minimum capacity of 17 people. Lifts of a larger size and
load capacity may be required at larger stations to achieve increased passenger
capacity and to facilitate the movement of regular cleaning and maintenance
equipment.
• Lifts are to be appropriately sized to accommodate wheelchair accessibility and
stretcher access to AS1735.12.
• Controls, lighting, handrails, levelling, doors, floor area, communications, signage
and all operating features shall be suitable for passengers with disabilities to
AS1735.12.
Note - Stations that have a large/busy retail component may require goods
lifts or a goods capable passenger lift to accommodate frequent deliveries
• Lift wells, pits and machine rooms shall be designed to meet the fire compartment
ratings as required by the station specific design.
• Physical waterproofing barriers are required to protect lift shafts.
• For MRL lifts*, the lift shafts and lift operating equipment need to be maintained at
temperatures as required by WorkCover, the lift code and manufacturers
requirements. This demands that heat gain be controlled, whether by shading of lift
shaft glazing, mechanical or passive cooling and ventilation.
• Lift cars and Shafts should have a high level of visibility for passive surveillance.
• All glass for lift shafts should be fully framed (4 sides) with rebates of 25mm
minimum.
• Where glass is used it should be laminated annealed glass.
• Where blast resistance is required it should be provided by means of internal
application of blast resistant film which extends into fixing frame.
Refer to:
• For ease of wheelchair access it is RailCorp’s preference that there are no TGSI
hazard warning indicators at lift car landings
• Waiting Space for lifts shall be separate and away from circulation paths
• Space for wheelchair manoeuvring to button side min 500mm from internal corner
refer AS1735.12
• Space for wheelchair waiting (1300mm x 800mm) and 180deg wheelchair
approach and turn in addition (2270mm x 1740mm preferred) per AS1428.2.
3.4.1 Objective
Station Operational Areas are provided so that Station Operations staff can safely and
efficiently manage the movement of passengers on and off trains and through the station.
3.4.2 Overview
Station Operational Areas typically include:
• Booking office
• Cash counting
• Station Manager’s office
• Meeting room
• Sign-on area
• Meal room
• Staff toilets
• Communications Room* (also known as Apparatus or Equipment Room)
• Garbage rooms
• Store rooms
• Cleaning machine room
• Cleaner’s room.
The station operational areas must accommodate a broad range of equipment, fixtures
and fittings in a configuration that primarily enables the station to operate in a safe,
secure and efficient manner.
The Station Category and User Requirements Brief will identify the operational
requirements of the station, the range of facilities, their minimum sizes and functional
requirements.
Consistent across all station categories and all functional areas is the requirement for the
operational areas to:
The physical relationship between the station entry and platform configuration will
determine the orientation and arrangement of operational areas. For example;
The specific orientation and arrangement will vary from station to station but, at all
stations, these factors will be typically constrained by the priorities of efficient passenger
circulation and safety setbacks from structure gauges.
Refer
• Figure 3.2.5 – Structure Gauge and Canopy / Overhead Set Out Restrictions
Ideally, all station operational areas should be grouped together however, due to
structural and layout constraints, these areas are frequently grouped into a number of
small elements. At the simplest stations, the functional relationship requirements are:
• The booking office must integrate ticket selling facilities, administration and
management facilities, cash counting, archive storage, tea and coffee making
facilities. Staff access must be via a secure corridor.
• A Communications Room* / Apparatus Room is required to accommodate the
termination and incorporation of various cable services, for example CCTV Rack
cabinets and the remote control for vending machines. This room will need to be
accessed independently by service personnel. Access directly off the public areas
will be acceptable provided there is no disruption to critical public circulation paths
when this room is occupied.
• Storerooms with direct access directly off the public areas will be acceptable
provided there is no disruption to critical public circulation paths when this room is
occupied.
• An accessible, staff unisex toilet to meet the requirements of AS1428 parts 1 and 2
accessed from within the secure staff area.
• A garbage enclosure accessible after hours, by independent after-hours garbage
collectors.
Where it is not possible to group these operational areas together and have to be
separated they should be arranged into the following three functional areas:
Booking and management offices include the facilities used by staff for ticket selling and
the daily functioning of the station. These are typically located to straddle the station
entry unpaid and paid areas.
• Booking offices must be easily identifiable and located along the station entry
sequence, within the unpaid area
• Booking offices must be located to maximise staff passive surveillance across the
station entry area
• Public access to the management offices is required while direct access to them
from the unpaid concourse must be controlled and secure
• Staff access to management offices must be secure and efficient, available from
both the paid and unpaid areas of the station.
Refer to:
A station’s back of house (BOH) areas include storerooms, station systems rooms, plant
rooms, goods delivery areas and garbage rooms. Although not continuously occupied,
staff and contractors access them frequently. The efficient organisation of the BOH areas
is therefore critical in order to achieve effective, efficient circulation and adequate station
security.
Refer to
c) Staff Amenities
Staff amenities include lockers, toilets, meal rooms and /or tea and coffee making
facilities. For efficiency and security, these facilities need to be located adjacent to the
booking and management offices. They must be easily accessed by all staff with the
minimum of disruption to their workplace responsibilities.
Refer to
• Wherever practicable, these facilities should utilise daylight and passive ventilation
supplemented with artificial or mechanical ventilation as required to meet code and
comfort requirements.
• All rooms shall restrict access to authorised personnel only
• RailCorp standard requirements for master-keying
• The finishes for each of these areas (colours, materials etc.) are specified in the
CityRail Station Finishes Guide and Corporate Identity Colour Scheme Manual.
Refer to:
The booking office area includes the ticket selling facilities, cash counting areas and a
range of management and operational facilities. The required number of ticket windows,
staffing numbers and station category will determine the size and number of these
offices.
The booking office, and in particular the ticket window, is the first point of personal
contact for passengers and staff. As such, it is important that this area is a comfortable,
efficient and attractive working environment and presents a clearly identifiable, well
maintained and attractive image to customers.
• Integrated ticketing facilities may reduce the need for multiple ticket windows
• Excess booking office capacity may be converted into retail space.
Some station staff members may have temporary or permanent physical disabilities,
unless precluded by their job description. Accordingly, the circulation and office spaces
must be designed to meet:
• AS1428 Design for Access and Mobility 2001, Part 1: General Requirements for
Access – New Building Work
• AS1428 Design for Access and Mobility, Part 2 1992: Enhanced and Additional
Requirements – Buildings and Facilities.
The ticket window and booking office must be designed with both the passenger and staff
in mind. They must meet the requirements of the Disability Standards for Accessible
Public Transport, AS1428 parts 1 + 2 and City Rail’s Ticketing Standard: Guide For The
Installation Of Ticketing Equipment 2003 . This standard not only sets out the Technical
Specifications it also lists, in Appendix A, all relevant drawings required for the installation
• Ticket selling workstation and associated equipment, layout space and shelving
(the requirements are set out in RailCorp Guide for the Installation of Ticketing
Equipment)
• Ticket storage – capacity requirements for will be set out in the User Requirements
Brief
• Associated equipment and desk space for monitoring/accessing train running
information
• Secure doors, and preferably a secure corridor, should separate operational areas
from the public station areas. Keyed access to the ticket selling workstations
should be restricted to authorised personnel only
• Pin board (minimum size 900 x 1200) for RailCorp operations notices. These are
to be mounted out of passenger view
• The view from the ticket selling positions over the unpaid area needs to be
maximised. A one-way film applied to the inside face of a glazed ticketing
enclosure, in conjunction with controlled lux levels to both sides of the glazing can
effectively achieve the one-way view out
• Controls for external tickets ‘open’ and ‘closed’ sign
• Security Duress Alarm button (hold-up button) mounted on the underside of each
ticket window and near the ticket office entry door
• Wall mounted telephone adjacent to the ticket window
• PA equipment as required by the User Requirements Brief
• Wall mounted synchronised clock
• Where public access to a station is not restricted after hours, the ticket windows
must be secured after hours.
Refer to:
In locating the Station Manager’s Office the following requirements should be achieved:
• Public access
The following functions may need to be accommodated in the Station Manager’s Office:
The requirements at any particular station will be specified in the User Requirements
Brief. The typical office requirements are:
Refer to
c) Sign-On Area
A sign-on area must be provided and located so that the Station Manager can easily
supervise it. At stations with large numbers of staff, this may need to be a separate area.
The sign-on area must provide:
Refer to
At larger stations, a Station Support Officer may provide administrative support to the
Station Manager and at some stations, sign-on train crews. Generally this officer requires
a workstation either within the Station Manager’s Office or immediately adjacent to it. At
stations where there is a twenty-four hour requirement to sign-on crews, a separate room
may be specified.
Refer to
The cash counting office is to be an internal room accessed from either the ticket office or
the Station Manager’s Office. The cash counting room must be:
An additional workspace for a ‘Coaching Clerk’ may also be required as specified in the
User Requirements Brief
Refer to
f) Archive Room
Refer to
The meeting/interview room typically needs to be a flexible space that can accommodate
the following activities:
• Staff training
• Meetings/interviews with passengers and staff
• Incident management (including passengers requiring minor first-aid, police
interviews/investigations, etc.)
The size of the room will be determined by the number of staff to be accommodated. At
some stations the meeting room will need to be utilised as a centralised facility, used by
all stations in the area. These specific requirements will be specified in the User
Requirements Brief. Typically requirements include:
Refer to
The Station Category and the User Requirements Brief largely determine the size and
range of back of house requirements. The typical facilities are set out below.
The communications room provides a separate air-conditioned location for services hubs
critical to station operation and may house:
Refer to
b) Store Room
The required size and type of store rooms and shelving therein will be determined by
station category and as specified in the User Requirements Brief. Typically the
requirements are:
• Min. area 6 - 8 m²
• Floor finishes – slip resistant and impervious to attack form concentrated cleaning
chemicals
• Wall finishes – impervious to attack form concentrated cleaning chemicals
Note that flammable goods and dry goods should be kept separate.
Refer to
c) Cleaner’s Room
• 6 - 8 m²
• Cleaners sink
• Hot and cold water
• Floor finishes – slip resistant and impervious to attack from concentrated cleaning
chemicals
• Wall finishes – ceramic wall tiles up to 2100mm high minimum, directly behind
cleaner’s sink/wet area. Adjacent walls to be moisture resistant and impervious to
attack form concentrated cleaning chemicals
• Shelving for storage of cleaning materials
• Space for the storage of various brooms and buckets.
For further details on the storage of flammable goods, refer to: AS1940 -
2004 The Storage and Handling Flammable Liquids
d) Garbage Room
Garbage room facilities range from fully enclosed, weather protected rooms to simple
chain wire mesh enclosures. The size and nature of the required facilities are determined
by a station’s waste generation rate, available collection services, proposed bin sizes and
local authority public health requirements. The typical requirements are:
Refer to
140 litre capacity wheelie bins (925 mm high x 535mm wide x 615mm deep -
overall dimensions) are typically used for station waste collection. Where bins
are located in public areas they shall be housed within an enclosure.
Note - that the selection of bin size needs to address both passenger and staff
requirements.
Passengers require the bin aperture to comply with the accessible reach
distances as prescribed in AS1428.
The floor surface-cleaning machine selected (if required) for each station will depend on
the station category and User Requirements Brief. Where cleaning machines are
required, they will need to be stored, recharged and refilled, emptied and serviced within
a Cleaning Machine Room. In the largest stations, two (2) cleaning machine may be
required to minimise the need for lengthy trips to discharge and refuel the machine.
• 3300mm long x 2600mm wide (based on the above cleaning machine data)
• 900mm wide working space along both sides of the cleaning machine
• Access door 1200mm min (1500mm preferred). There should be a minimum of
3000mm metres clear for circulation immediately outside the room. Where the
machine is to be housed on the platform, entry and exit from the room must be
parallel to the tracks.
• A bunded area running the along the rear of the room, 100mm high and 600mm
wide
• Chemical storage shelves and decanting point over the bunded area
• Cleaners sink and taps
• Buffer strip on side walls, top of strip to be 150mm above finished floor level
• Battery charge point to be located away from taps, sink and bunded area
• Floor finishes – slip resistant and impervious to attack form concentrated cleaning
chemicals
• Wall finishes – moisture resistant and impervious to attack form concentrated
cleaning chemicals
• Power and 1 x GPO, lighting
• Water and drainage
• Ventilation as required to fully exhaust chemical and charger fumes
• Smoke detection, sprinkler, fire extinguisher and services.
Refer to
The staff amenities are to be entirely functional and robust to withstand heavy use. These
functional areas typically include:
a) Locker Room
Whether lockers are provided in an individual room or combined with meal room facilities
their requirements are:
Only at the largest stations will separate male and female locker rooms need to be
provided. Where these are provided the following additional facilities will be required:
• Coat hooks
• Full height mirror
• Bench seating.
Refer to
Note - At some stations, some of the work that is carried out at a particular
location may dictate a requirement for the provision of staff showering
facilities.
b) Meal Room
The maximum number of staff per shift determines the size of this room, the numbers of
tables and chairs.
Small meal room includes jug, eat –in bench, one-way view over ticket area,
passive/mech. heating/cooling vinyl tiles.
Large meal room includes preparation bench and cupboard storage, microwave, fridge,
hot and cold water, boiling water unit, Television aerial connection, 1 x large pinboard
(minimum size 1200mm x 1200mm) and resilient floor finish.
Refer to
c) Staff Toilets
The staff toilet and shower provisions at any station will be established by staffing
numbers as specified in the Station Category and User Requirements Brief, the
requirements of the BCA, AS1428 parts 1 and 2, and RailCorp policy. The minimum toilet
provision is:
The facilities number increase as staffing numbers increase. The next level of toilet and
shower provision is, either:
• 1 x female accessible toilet and shower and 1 x male accessible toilet and shower,
or
At the larger stations there will need to be multiple numbers of male and female toilets
and accessible facilities in accordance with BCA requirements.
Standard RailCorp toilet accessories selected wherever appropriate and shall include:
Refer to:
• Section 3.11 - Materials and finishes for details on Staff Toilets and Shower
Fixtures and Fittings.
• Figure 3.4.18 – 1 x Staff Accessible Toliet (Unisex Min Req)
At stations that service CountryLink and Interstate Rail Services the following passenger
facilities typically referred to as’ traveller facilities’ may also be required: luggage check-in
& collection, locker rooms and traveller’s rest rooms
3.5.1 Objective
Passenger facilities are provided to enhance customer comfort and convenience. They
are not mandatory at every station and are only provided where a requirement has been
identified and can be accommodated without compromising passenger circulation and the
safe operation of a station.
3.5.2 Overview
If additional passenger facilities are required, they will be specified by the Station’s
category or in the User Requirements Brief. The facilities that may be provided are:
Toilets for the use of RailCorp passengers are provided as a customer service at
nominated stations. It should be noted, however, that currently it is not RailCorp policy to
provide toilets for general public use at stations as this increases security and vandalism
incidents as well as cleaning and maintenance costs.
and / or
• Unisex toilets.
The preference is to provide separate designated male and female toilets where space
permits. Where space does not permit this, it may be viable to provide unisex toilets.
The provision of unisex toilets needs to be determined in consultation with stakeholders
to confirm that they will be acceptable.
Refer to
Retail facilities are provided within a station as a passenger service and to maximise
commercial revenue. Integrated, viable retail concessions and advertising can be a
significant source of revenue for stations and can complement and enhance the station
facilities. The User Requirements Brief will specify the retail types, locations and sizes.
Where perimeter development incorporates a station entry with retail, the station entry
must be identified architecturally to take priority. Additionally, where associated with
public transport facilities, all retail facilities must be accessible in accordance with the
Disability Standards for Accessible Public Transport.
Depending on the station category and the viability of retail within the station as
determined by specific local conditions, retail facilities may include:
Where public telephones are required by the User Requirements Brief, they must be:
Where the distances between services exceed 60 metres, opportunities for passengers to
rest and be seated are required by Disability Standards for Accessible Public Transport
The number and spacing of rubbish bins within station entries and along platforms will be
determined by the Station Category* and specified in the User Requirements Brief*.
Refer to
• Section 3.4 Station Operational Areas (3.4.3.2 Back of House Areas) for
coordination with garbage room requirements.
There are certain requirements for luggage handling at busy interchange stations where
CountryLink and interstate rail services are provided. Other traveller’s facilities can
include lockers, showers and a rest area. Should these facilities be required, they will be
specified in the User Requirements Brief.
Passengers travelling on CountryLink and interstate trains can choose to check-in their
luggage rather than taking it on board with them. In order that this service is convenient
for passengers and efficient for station staff, the luggage room must:
At CountryLink stations there may also be a requirement for a canopied area on the
platform at the point which luggage is transferred to and from the train.
Refer to
Note – RailCorp / CountryLink station staff will not handle luggage items over
20kg
Desginers of these areas should consider their fit out to minimise the effects
of lifting over counter tops etc.
The cloak rooms and lockers that were available for passengers at various locations have
since been closed until further notice. This is part of an increased security measure
undertaken to enhance passenger and staff safety (as noted on the CountryLink website
November 2005 - www.countrylink.info/).
At the largest of RailCorp Stations, a suitable First Aid / Rest Room may be provided for
the use of Passengers and Staff. If a First Aid / Rest Room is to be provided they will be
detailed as such within the User Requirements Brief and via a detailed discussion with
RailCorp Design Standards Manager RailCorp Station Capital Works department . Any
First Aid / Rest Room would need to be provided in accordance with the relevant clauses
of the BCA and AS 1428.1 and 2
d) Travellers Aid
The Travellers' Aid Society of New South Wales was officially founded in 1938. Its origins,
however, reach back to the late 1880s when the Young Women's Christian Association of
New South Wales and the Salvation Army jointly formed a Travellers' Aid Committee. It is
a non-profit, independent organisation, providing a range of services and assistance for
travellers, including those with special requirements or in emergency situation. Initially
offering support and protection for women and girls arriving in the city from overseas,
interstate or the country by the late 1960s they expanded their work to include men.
At the largest of RailCorp Stations, a suitable space may be provided for the Travellers
Aid Society. Travellers Aid offers services to tourists and travellers who are frail or have
special needs.
If a Travellers Aid Room is to be provided they will be detailed as such within the User
Requirements Brief and via a detailed discussion with RailCorp Design Standards
Manager RailCorp Station Capital Works department. Any First Aid / Rest Room would
need to be provided in accordance with the relevant clauses of the BCA and AS 1428.1
and 2
The key priority is to make passenger toilets safe and secure for RailCorp customers.
Therefore unless otherwise specified in the User Requirements Brief, passenger toilets
must:
• Be located within the paid area of the station, preferably within view of station staff
• Be designed so that toilets are not accessed off vestibules or have airlocks.
Similarly, modesty screens should be avoided as they limit opportunities for
passive surveillance
• Provide secure, individual, self-contained toilet cubicles located directly off a public
circulation route.
The provision of individual cubicles with remote locking facilities has been found to
reduce the incidence of vandalism, illicit drug taking and anti social behaviour typically
associated with public toilets.
If new passenger toilets are to be provided (in either new station or as part of a major
upgrade to an existing station) they shall include at least one unisex, accessible, toilet
with a baby change table facility as a minium.
Standard RailCorp toilet accessories are to be specified wherever appropriate and shall
include:
Refer to:
• Figure 3.5.3(a) – Unisex Toilet Option 01 and Figure 3.5.3(b) – Unisex Toilet
Option 02
• Figure 3.5.5 – Baby Change Table
• Section 3.11 Materials and finishes
Retail units should be located directly off the unpaid concourse. The unpaid concourse
must present a consistent, high quality and uncluttered image to the public, benefiting
RailCorp, retailers and passengers. Accordingly, high quality retail fit outs are required.
These should be easily identifiable and attractive to passengers as they pass through the
unpaid concourse.
Internal finishes and shop fronts will be provided by the tenant and must meet the
standards set out in the RailCorp Property ‘Tenancy Fit Out Guide’. In addition, the retail
fit out must be coordinated with any station specific cladding details and advertising set
out requirements.
The most appropriate shopfront for the busy rail environment is a glazed operable wall
system (sliding panels to stack out of view). Outside opening hours, heavy weight glass
doors with dead bolt locks will offer a high level of security and passive surveillance.
Details of the operable wall open configuration and preferred system are to be
determined by the tenant in consultation with RailCorp Property.
Retail booths on platforms will be assessed on a station by station basis and, if required
are to be installed in accordance with Rail Estate’s Tenancy Fitout Guidelines. Platform
mounted retail booths shall be located clear of the safety zone, accessible path and
required circulation space.
ATM’s may be installed within the unpaid concourse of a station. Where ATM’s are to be
installed, the station fit out should make provision for secure rear loading of the ATM,
independent of the RailCorp station operation facilities. An opening within the unpaid
concourse station enclosure will be provided for the installation of the ATM. The base fit
out for the ATM tenancy includes:
• Concrete filled block work walls extending to the slab above or concrete filled block
work walls extending a minimum of 100mm above the ceiling structure with steel
security mesh from top of wall to slab soffit or roof above
• Fully sealed, flush jointed ceilings with no access panels
• Solid core door with construction lock.
The ATM installation, cladding and any additional security requirements shall be provided
at the Tenant’s own cost. The following services must be provided as part of the base
building works for each ATM unit:
Refer to
Note – Refer RailCorp Property for the commercial contract requirements for
the installation of Automatic Teller Machines
d) Vending Machines
RailCorp has a commercial contract agreement with vending machine operators for the
supply, maintenance and operation of vending machines located on stations throughout
Retail vending machines are not permitted for security reasons, at some stations. At all
other stations, retail vending machines are to be readily removable or concealable to
meet changing security requirements.
To avoid clutter on the platforms, vending machines are to be integrated with other fixed
elements and:
Refer to:
Note – Refer RailCorp Property for the commercial contract requirements for
the installation of Automatic Teller Machines.
e) Advertising
• Wall mounted
• Wall mounted video / audio
• Plasma type screen television
• Back lit illuminated panels
At some stations, a range of advertising may need to be incorporated into the design.
These could include advertising display posters billboards, video screens (street vision).
These requirements will be specified in the User Requirements Brief.
Where several public telephones are provided at a station, at least one ‘accessible’
telephone shall be provided. Telephones must be installed in accordance with reach
height criteria as set out for disability standards in AS1428.2 (1992).
Designers should be mindful of the needs of people with disabilities in the siting of
payphones, design of equipment and booths, and installation standards.
Telstra gives priority to the provision of these facilities at high usage sites such as major
railway stations where 24-hour access is generally available.
Consultation with RailCorp will be required when determining the location and levels of
servicing required for public telephone installation such as:
• Is the proposed site readily accessible and safe to Telstra staff and contractors
• Will the public telephone be readily visible to passengers but remain clear of the
required RailCorp circulation zones
• Provision of incoming telecommunications and 240 v power infrastructure that is
reasonably accessible and secure
• Is there risk of damage to public telephone from vandalism or vehicular impact
• Is there risk of damage to the public telephone from any other environmental
impacts.
Given that stations can be noisy, busy environments telephones should be wall mounted
and / or within a recessed area. The recess walls should be sound absorptive for
increased passenger comfort. Alternatively they can be mounted within a vandal resistant
cabinet provided by Telstra called a ‘Tele-box’
Where required by the User Requirements Brief, public telephones are to be located
within the unpaid area of the station, in sight of passengers exiting the station. They must
be located away from ATM’s, TVM’s and ticket windows and must not encroach on to the
accessible path.
Refer to:
Where space is at a premium Telstra ‘Slimline Plaza’ may assist. Its compact,
robust appearance makes it ideal for busy indoor locations
Apart from the DSAPT requirements seats shall be evenly distributed along the length of
the platform subject to circulation and queuing analysis. Although RailCorp’s optimum
platform seating spacing is at 20 metre centres, the actual spacing will be determined by
the Station category and the User Brief Rrequirements.
• At least 2 allocated spaces in each area or 5% of seat spaces shall be provided for
wheelchair users or a passenger with perambulators. General waiting areas are to
incorporate a space for a wheelchair user or a passenger with perambulators that
allows a companion to be seated alongside.
• Designated waiting areas on station platforms shall consider the nature of train
configuration and proximity to staff assistance
• Seating (and people sitting on the seats) must not obstruct circulation paths and
queuing zones.
• Seats are to be provided in a three or four person configuration with arm rests
between each seat
• Seats must be securely fixed to the base building structure
• Seats located in a ‘back to back’ configuration must be spaced apart sufficiently for
effective cleaning between the seats, to avoid a clashing of heads and to prevent
young children being stuck between them. A minimum of 300mm separating the
backrests is recommended
• Seats may also be fitted with station identification signage
• Compliance with AS 1428.1 & 2
The requirements for canopies over seats, or weather protected waiting areas shall be
determined by local weather conditions and, if required, will be specified in the User
Requirements Brief.
Refer to:
To minimise clutter within the station, rubbish bins (grouped in threes) should be housed
in bin enclosures. The requirements of the bin enclosures are:
The ’Fire and Life Safety Strategy’ of a specific station may require that the rubbish bins
incorporate a fireguard.
A windbreak is typically a vertical element, set out perpendicular to the prevailing wind
direction, to provide shelter from wind and wind driven rain.
3.6.1 Objective
Canopies and windbreaks not only provide weather protection and may also assist to
achieve the following functional objectives:
3.6.2 Overview
As the majority of RailCorp stations are above ground and exposed to the elements,
there is frequently a requirement to provide weather protection in the form of canopies
and windbreaks.
• Station entries, where they establish station identity and provide weather protection
in areas passengers typically gather as they enter or exit the station
• Waiting and queuing points on the circulation route such as at ticket windows, ticket
vending machines, ticket fare collection points, passenger information panels, lift
landings and public telephones
• Platforms, where they provide increased comfort for waiting passengers
• Circulation routes including stairs, lifts, overbridges, where they assist with efficient
and safe passenger circulation
• Providing shelter to passenger seating areas yet also including adequate protection
to designated wheelchair/ pram parking positions.
At the largest stations, passenger numbers may justify the provision of covered access
from station entry to train boarding points, this will be specified in the User Requirements
Brief.
Prevailing weather conditions will vary from station to station depending on local factors
and the exposure and configuration of the particular station. Detailed local
meteorological data should be reviewed to establish the station specific weather
protection requirements.
Refer to:
• Rail track and safety clearances (for example; distance from the edge of the
platform)
• The requirement to accommodate train operational systems (for example; guards
indicator signals, signage and SPI)
• The requirement to accommodate service routes and systems (for example; CCTV)
• The requirement for minimal obstructions and clear sightlines
• Existing heritage aspects / integration at the location.
3.6.3.1 Canopies
a) Canopy Height
The lowest point on the underside of any canopy structure, including any fixtures and
fittings such as gutters, downpipes, is to be 2700mm above finished floor level.
Exceptions may occur where:
The leading edge of a canopy structure on a platform (including gutters and downpipes)
should be a minimum of 1300mm from the vertically projected line of the edge of the
platform. This will enable maintenance access to the canopy without the need for a track
possession and will avoid disruptions to train running during canopy maintenance.
Exceptions may occur where:
Wherever any of the above exceptions prevail, the minimum distance of the canopy from
the track centreline will be determined by the Infrastructure Transit Space requirements*.
Refer to:
• Figure 3.2.5 – Structure Gauge and Canopy / Overhead Set Out Restrictions and
• Figure 3.6.1 – Platform Canopy Maintenance’
• Section 3.2 Platforms
Note – SPI* indicators and TVM’s are to be always located under the cover of
platform awnings or canopies.
c) Stair Canopy
• Wide enough to provide protection to the stair from the prevailing weather
conditions
• Designed to provide consistent weather protection (canopies that protect the top of
the stair but not the bottom are unacceptable)
• Extend sufficiently over the top and bottom stair landings to avoid congestion (as
determined by the queuing and patronage data).
Refer to
d) Canopy Detail
Large canopy surface areas present opportunities for solar energy and water
harvesting. Appropriate environmental benefits should be pursued where the
User Requirements Brief specifies energy targets such as those identified by
the Government Energy Management Policy and Energy Efficiency Statement
e) Canopy Structure
As prescribed by the BCA, Australian and RailCorp standards, design loadings will also
need to address:
• Wind loads
• Seismic loads
• Collision loads
• Earthing and bonding.
f) Canopy Maintenance
• Vandal resistant
• Vermin resistant (including bird nesting)
• Protected against condensation
• Provided safe work environment for maintenance personnel.
Refer to
g) Canopy Drainage
Roof drainage from canopies should comprise of gutters, spreaders and downpipes.
Down pipes must be of substantial construction to withstand vandalism, passenger and
miscellaneous (goods delivery, cleaning machine, access equipment) impact.
Refer to
3.6.3.2 Windbreaks
In order to avoid clutter within the station, windbreaks are to be integrated with other
required structures wherever possible. Placement considerations include:
• Windbreaks must not impede passenger circulation paths and queuing areas
• Windbreaks must not restrict operational and passive surveillance sightlines
• Windbreaks should coordinate with station seating requirements (in exposed areas,
passenger seating may be arranged behind windbreaks)
• Coordinate with station identification elements where both windbreaks and signage
are required in close proximity.
Refer to
Where canopies and windbreaks are continuous from the platforms to the station entry, or
are located in close proximity to overhead wiring structures or high voltage transmission
lines, isolation gaps are required to limit the both physical extent of conductive material
and current paths and to achieve electrical separation between structures. Detailed
advice must be sought from RailCorp’s Electrical Standards Engineer with regard to
bonding and earthing requirements.
3.7.1 Objective
RailCorp car parking must be
• clean,
• safe
• secure
• and provide an easily negotiated, clean, safe and secure path to the railway station.
3.7.2 Overview
RailCorp car parking should be sealed, spaces marked, fenced, signed and appropriately
landscaped
New RailCorp car parking must be in accordance with AS/NZS 2890.1:2004 Parking
Facilities Part 1: Off Street Parking. Standard of parking provided within these
requirements must be “User Class 2”.
In some locations, parking may be provided for rail customers on others’ property eg
Council, MOT, adjacent commercial sites. If this is the case then it is desirable for
carpaking to be provided to RailCorp standards.
Refer to the Lighting section of this document for guidance on carpark lighting
Provide separate entry and exit points and one way traffic circulation in all new carparks.
Avoid dead ends and the need for turnaround space where possible.
Separate pedestrian and traffic circulation where possible and ensure all pedestrian
movement to, from and within carparks can take place safely with appropriately located
and marked crossings and pedestrian refuges
Parking spaces for the disabled must be provided proportional to the total number of
spaces provided. Required proportions for public carparks are set out in the BCA
requirements for “Class 9b Other Assembly building”.
Disabled parking spaces must be in accordance with the requirements of BCA clause
D3.2 and the requirements of AS1428.1 and AS2890.1 -1993 clause 2.4.5 and 5.3.2.
Note that the closest possible proximity and direct route to a station entry is mandatory.
Note that an accessible path must be provided from any disabled car parking to a station
entry, which includes ramps, walkways lighting and other facilities, all in accordance with
the Disability Standards for Accessible Public Transport 2004. Refer also to the Lighting
section of this document
The provision of secure staff parking will be required where briefed and to the extent
possible. Where separate staff parking is provided, a proportional number of spaces for
Disabled staff car parking spaces must be provided and allocated in accordance with the
BCA requirements for “Class 5” buildings.
3.8 Landscape
Station landscaping can include both soft and hard elements; soft elements include tress
and planting- hard elements may include such items as fencing, seating, kerbing, paths
and feature elements
3.8.1 Objective
Station landscaping elements may include:
• Assist with way finding, delineate the station boundary and accentuate the ‘public’
elements
• Improve station presentation and create a positive image for the RailCorp network
• Soften the impact of the station and rail infrastructure corridor.
3.8.2 Overview
The Station Category* and the User Requirements Brief* will determine the extent and
detail requirements of landscape areas at a station. The station landscape must provide:
• A safe station precinct; e.g. well lit external spaces, accessible paths, good passive
surveillance
• Safe, clear connections between the station and the local community
• Rail corridor safety; e.g. prevent unauthorised access.
• Increase stability of cuttings and embankments
• Secured RailCorp assets e.g. prevent access to vulnerable assets, prevent
trespassing to adjacent properties and delineate property boundaries with fencing,
soft and hard landscaping.
The hard landscaping materials and details will need to be carefully considered. The
consistent treatment of all public domain materials will develop the station theme. For
example:
• Retaining walls and up-stands can be used to define station entries and direct
pedestrian flows
• The position and detail of elements such as totem signage, trees and tree grates to
coordinate with the adjacent paving will help to develop the station geometry,
colour and texture and clarify way finding
Soft landscape (planting) will play an important role in defining the character and setting
to the station precinct. Planting can be designed to soften, highlight, screen and enliven
these spaces to complement the suite of materials and built forms of the station. A
predominant native theme, complemented by varied textures and colour to ensure all
year round interest is preferred.
Plant species should be selected on the basis of climatic conditions, local council’s
approved plant species lists and native indigenous suitability for the site character and
location. The planting design shall use appropriate plant species, sizes and densities to
achieve the following:
Any landscape proposal shall minimise impacts on existing ecosystems and habitats,
enhance remaining ecosystems, conserve the use of resources, non-renewable energy,
A variety of different planting types can be used to achieve different landscape effects.
For example:
• Street Trees - Formal Street tree planting can provide a strong definition to a street
edge and a station entry.
• Native Trees - RailCorp prefers native species rather than exotics. Informal
groupings and spacing of native trees accentuate existing tree stands and promote
an overall native character.
• Screen Shrubs - Evergreen shrubs will provide an effective lower screen to soften
walls, add texture, colour interest.
• Screen Trees - Formal planting of trees in conjunction with lover screen shrub
planting will provide a “buffer” to the rear of walls/building facades.
• Accent Shrubs - Intense changes of colour and texture can be used to highlight
edges and entries.
• Ground Covers - Mass “green carpets’ can provide borders to paved edges and
effective backdrops to other planted areas. They van be used to soften areas
where there are stringent restrictions on plant heights to optimise passive
surveillance.
3.8.3.3 Fencing
• Depending on the individual station context, fencing may be required. As with all
landscaping elements, these must be coordinated with the overall station design.
Typically fencing is required to:
• Delineate boundaries and passenger circulation routes
• Secure RailCorp assets and prevent people from trespassing into the rail corridor
• Pedestrian barriers may be required at the kerbside close to a station entry to
control jay-walking
Prefabricated aluminium or steel security fences will be acceptable where they are
independent of the station structures.
• Wire mesh infill or verticals (minimum diameter 16mm or flat bar 3mm x 25mm)
with a maximum gap of 125mm fixed to top and bottom rails (minimum 40 x 40
SHS) – flat top finish
• Support posts footings are to be designed to meet site-specific conditions. Exposed
base /fixing plates and exposed levelling grouting will not be acceptable so as to
eliminate any potential trip hazards.
• Hot dipped galvanised with/or without black powder coated finish.
Prefabricated aluminium or steel fences will be acceptable where they are independent of
the station structures. Prefabricated fences must be constructed of:
Trench grates will typically be installed at the top and bottom of stairs to control surface
drainage flow. Grates must be set out to align with the stair and paver units.
Refer to
Pits will be installed as required. Their dimensions must be selected to match precast
unit paver geometry.
“Heel proof” grates are required to all pits that fall in circulation paths
The design of the landscape elements is to comply with all relevant design and
construction codes, regulations, and authority requirements.
a) Rail Requirements
c) Construction Standards
This section of the Design Guide only considers facilities to be provided by, or for
RailCorp being adjacent to a railway station to facilitate transfer between rail services and
other modes of transport
As interchange may also occur between rail services, this will be accommodated within
the design of the station concourse and platforms.
3.9.1 Objective
Interchange facilities must provide transfer between services that is efficient, easy, safe
and equitable for all passengers. Interchanging should be made as comfortable as
possible by minimising the:
Note – For major developments much of the investigation and planning work
will have been carried out and incorporated in the User Requirements Brief
before the Station Designer / Architect is engaged.
3.9.2 Overview
The basic physical configuration of an interchange is determined by the following design
factors:
The parameters of these design factors can only be established by carrying out both a
detailed transport movement analysis and site analysis.
• Bicycle racks
• Bus stopping areas ranging from a single on-street bus stop, to dedicated bus bays
or off-street bus/rail interchanges
• Tram zones
• Ferry wharves
• Taxi zones
• Kiss ‘n Ride zones (including accessible drop off areas)
• Car parking ranging from small off-street at-grade car parks to large multi-storey
car parks (including accessible parking zones)
The type of existing and proposed interchange activities must be understood in order to
develop a schedule of operational and functional requirements. The range of interchange
activities will determine the basic requirements for:
The profile of each interchange activity (both existing and proposed) must be analysed in
detail to determine service patterns, dwell times, passenger and transport movements at
peak, off-peak and late night periods.
For inter-modal interchange, the type of information to be analysed includes, but is not
limited too, the following:
• Travel characteristics
• Incoming and outgoing passenger numbers at peak, off-peak and late night times
• Pedestrian circulation routes between interchange services, journey distance and
time taken
• Land form
• Land use 500m radius (4 –5 minute walk)
• Land use 1 km radius (10 – 12 minute walk)
• Existing and future surrounding urban development including residential population,
employment opportunities, retail and commercial facilities within the local
community
• Adjacent land ownership
• Identification of future development opportunities
• Existing and proposed road network operation
• Street alignments
• Existing transport circulation routes including operational issues of each transport
mode – overall route lengths and times, speed and manoeuvre restrictions
• Bicycle routes servicing the area.
Riding a bicycle over 5 mins to a railway station involves less physical effort than walking.
Currently, NSW Government policy is to promote bicycle use as a healthy,
environmentally friendly alternative to car and bus travel.
Dedicated bicycle pathways are therefore being incorporated into transport networks.
This strategy is complemented by the provision of bicycle parking racks or stands at
stations where a need as been identified for them.
This may conflict with current Dept of Trasnport and NSW Government
policies
• Transport circulation
• Minimise time taken enter and exit interchange
• Minimise disruption to through traffic
• Dimensional constraints
• Turning circle/sweep path constraints
• Set down/pick up capacity required for vehicle and passenger accumulation with
each service
• Passenger waiting areas
• Separation of transport and passengers
• Passenger circulation
• Way finding/waiting
• Operational facilities
• Local context.
Where a need has been identified in the User Requirements Brief, bicycle racks / stands
are to be installed in a convenient location near each station entry. They must be located
out of the way of regular pedestrian circulation. It is preferable that bicycle racks / stands
be:
To ensure that bicycle park ‘n’ ride facilities are easy, comfortable and convenient to use.
Bicycle-parking areas need to be:
• Located in open, well illuminated areas that are able to fall under good ‘passive
surveillance’
• Located as conveniently as possible to the station entrance(s) with a maximum
walking distance from parking facilities of 25m
• Located under cover, sheltered from wind and rain– If more than 10 bicycle parking
spaces are provided at least 50% should be under cover of some kind
• Easy to find, well signposted and marked
• Designed for quick and easy maintenance and kept clean along with the
surrounding station area on a regular basis
• Located so as not to obstruct either traffic flows of either pedestrian or motor
vehicles
• Set out of bicycle racks should meet the requirements of AS 2890.3 and
AustRoads – Part 14
Refer to
Refer to:
- www.bicyclensw.org.au
• Enable bicycles to be supported upright in a minimum of two (2) places with the
front wheel prevented from turning and tipping the bicycle over
• Allow for the frame and at least one wheel to be locked to the rack with either a U-
type lock or cable lock
• Where space is available, position racks or stands that allow for both front in or rear
in parking and access
• Be accessible by all sizes and type of bicycles
• Be manufactured to be durable and resistant to heavy usage and attack by vandals
and thieves
• Be manufactured from a suitable material, finish and surface coating which is
corrosion resistant
• Have a concealed fixing method to the substrate
• Be attractive in an urban design sense and/or integrated within the station design
intent.
Refer to
3.9.3.2 Draft Urban Design Guidelines with Young People in Mind, DUAP, September
1999
This draft guideline addresses the problems young people face in using urban centres. It
also raises the issue of the behaviour of young people and design solutions that can be
used to help make the public spaces, such as transport interchanges within the urban
environment, less intimidatory to all users.
Young people are users of public transport and the guideline raises issues of particular
relevance to the design of railway stations and transport interchanges. These are listed
as following:
• Australian Standard 1428.2 – 1992: Design for Access and Mobility; Part Two:
Enhanced and Additional Requirements – Buildings and Facilities
• AS 1428.2 sets out requirements for the design of buildings and facilities for access
for people with disabilities.
3.10.1 Objective
The purpose of this section is to set the minimum standards for temporary facilities, to
understand how relocation of those temporary facilities might interfere with RailCorp
operations and to understand the mechanisms by which the public is informed during
temporary works. It is essential that spatial demands (eg booking office footprint and
location along passenger flow paths) as well as power demands be considered in order to
minimise disruptions. The User Requirements Brief may also outline specific
requirements for temporary works to tracks.
It is also essential for RailCorp to maintain the same levels of safety and security
for/during temporary works, as those that are required for permanent works, including
clearances to track during the installation of such temporary facilities during station
upgrading works.
Note – As Temporary Works are a required part of any station upgrade works.
Designers of these areas should careful plan and stage the proposed works
early in the design process so as to minimise any potential negative effects on
train operations and/or passenger usage of a station.
Note that during most station upgrade works, a station will be required to
remain in operation.
Ensure that all works, including temporary works are co-ordinated with track
possessions and given RailCorp operational concurrence.
3.10.2 Overview
The minimum standards for the following types of temporary installations will need to be
considered:
It is a requirement that all temporary works within the station boundary maintains:
• Adequate, minimum lighting levels to all temporary areas including Stairs, Ramps,
Ticket windows, Passenger WC’s, Circulation Routes and Station Operational
Areas etc. refer to Section 4.6 Lighting for further details
• The same level of passenger information signage to all temporary facilities
(including ticket windows, WC’s, ATM’s etc)
• The existing levels of CCTV coverage
• Reprovisioning of any station facilities required to keep the station operational
during construction works (eg SPI’s, PA, Platform Controllers Booth, Guards
Indicators, Train Indicators)
• Adequate attention to finished floor levels to maintain level access (eg. No
excessively uneven surfaces leading to trips, slips and falls)
• Clear sightlines along platforms to ensure safe train operation and vision to all
required train operation signals
• Fire and Life Safety protection as required.
• Booking Office
• Station Operational Areas
• Staff Amenities
When it is established that a temporary Booking Office will be need to be provided during
the course of works during the project it shall satisfy the following conditions:
Refer to
If temporary staff amenities are required they must be equal to the existing facilities and
satisfy the following conditions:
Refer to
Where temporary passenger facilities are required they must be equal to the existing
facilities and satisfy the following conditions:
Where temporary stairs are required they must be equal to the existing facilities and
satisfy the following conditions:
• Have the same requirements as per a permanent stair (eg riser and tread,
balustrades, crowd loading, lighting)
• Provide the same, or the minimum existing vertical circulation widths
• Be located such that the public are able to see the stairs as they approach the
platform, and vice versa (to increase safety)
• Provide an awning roof and /or walls that facilitate passive surveillance and protect
users from inclement weather
Some stations may require that the overall circulation widths at concourse level are not
reduced: where temporary high level concourse bridges are provided, they should meet
the same minimum requirements as temporary stairs
Dust proof hoardings are required around all areas affected by demolition or building
works. Hoardings shall be the minimum size required to allow access and working space
and shall be stable and adequately secured. External surfaces shall be clean and snag
free and shall be in 17mm thickness Stress Grade F11 waterproof plywood and shall be
painted white and maintained. The Contractor shall plan the configuration of hoardings in
consultation with the Project Manager and Station Management. The construction of the
hoardings shall be in compliance with drawings developed for RailCorp by URS.
3.11.1 Objective
Selected station materials, finishes, fixtures and fittings must withstand extreme wear and
tear, be highly resistant to vandalism, be non-combustible, self finished where possible,
easily cleaned and maintained with minimal disruption to station operations.
Whilst RailCorp reference documents such as the, ‘Station Finishes Guide’ and
‘Corporate Identity: Colour Scheme Manual’ nominate a comprehensive range of finishes,
this does not absolve station designers from the task of reviewing all proposed finishes
for their suitability to a specific station application.
Station designers will need to present their selected finishes to RailCorp for approval prior
to the completion of the station construction documentation.
The finishes selection process must include the critical assessment of each element’s
form, size, material composition, fixing system and detail. The finish of each floor, wall,
column, ceiling and soffit elements must be selected with regards to:
• Fitness for purpose within the rail environment. Considerations must be given to
material resistance to ultra-violet light, high humidity, corrosive environments and
exposure to stray electrical currents.
• Fitness for purpose within the local environment. For example structures on the
Illawarra Line will need to be able to withstand the corrosive coastal environment.
• Durability (with emphasis on vandal resistance and moisture resistance)
• Structural integrity (particularly resistance of materials, fastening devices and
support systems to train-generated vibrations)
• The restrictive size of Galvanising Baths, when specifying Galvanising as a finish
• Colour range, including options for colour contrast as required by AS1428 parts 1
and 2
• A concise palette of station fixtures and finishes, coordinated in colour, texture,
module size; suited to a variety of applications across internal and external
applications
• Materials of integral colour are preferred over those with a surface finish colour.
Material selection may need to consider existing materials in adjacent buildings and
structures.
• Ease of construction
• Ease of cleaning, maintenance and replacement
• Ease of repair and replacement and availability of spare parts
• Life cycle costs
• Environmental impact to reduce point source pollution and minimise resource
consumption through material selection, use and re-use
• Opportunities for local industry participation where a locally manufactured product
compares favourably to an imported product.
Compliance with performance and regulatory criteria for safety, fire resistance and
pedestrian movement must also be determined. These include:
• Australian Standards
• Building Code of Australia
• Station Category* and User Requirements Brief*.
a) Finishes will be non-combustible, easily cleaned, durable and be replaceable with the
minimum of disruption to station operations. Finishes, which minimise the impact of
graffiti and are resistant to graffiti solvents are to be considered.
b) Life Cycle
The general design service life should be 100 years with various parts of the station
having the following design life periods:
Selected materials will be reviewed for corrosion resistance including stray electric
currents and also the effects of air pressure and vibration due to train movements on
materials, fixings and support systems.
d) Moisture Penetration
All finishes will be protected against the effects of moisture penetration from any ground
water, especially in an underground station. In an underground station lining shall be
designed on the basis of a groundwater seepage rate limited to a maximum of 0.75l/s per
10,000m² of excavated surface area.
e) Floor Finishes
Floor finishes in public areas where water or wash down water is present will have a non-
slip textured finish compliant with AS 4586, AS 1428.1 and 2, HB 197.
f) Integral Colours
Wherever possible finishes will have integral colour through the thickness of the material.
Floor finish materials will be of sufficient mass and thickness to resist any possible train
generated vibrations and materials capable of providing large slabs will be used.
Floor finish materials will not be discoloured by materials and chemicals used to clean
adjacent wall surfaces.
h) Stairs
Careful consideration will be given to the selection of materials for nosings and stair
treads, compliance with AS1428.2 should be sought so as to ensure colour contrast and
slip prevention.
For walls and columns consideration will be given to the selection of finishes up to
2600mm above floor level within public reach. Materials will be resistant to vandalism
and wear.
• All materials and surfaces are to be high quality, cost effective over the life of the
station and easily cleaned and managed.
• The following requirements concerning maintenance and maintenance access are
outlined below.
• Standardisation - Standard building and equipment elements will be used for ease
of local procurement and to minimise the inventory of replacement items to be held
in stock.
• Brake Dust - Materials and finishes will be selected to minimise the need for special
cleaning equipment and shall take into account the implications of train brake dust.
Surfaces are to be cleaned without the need for special cleaning equipment or
track possession and in the case of platforms, without traction power outage.
• General Access – All authorised areas of a RailCorp Station shall be covered by a
master keyed system
• Ladders and catwalks - Elevated areas of stations including roofs, ceilings and
soffits will be readily accessible by either moveable ladders, staging or by fixed
installations comprising ladders and as required.
• Access above stairs, escalators and light wells - Access will be provided to lights
and other fixtures in the situations described above.
• Access via the permanent way* - Normal station maintenance, including access for
maintenance equipment, will generally not be conducted from the permanent way.
• Access to all voids and ventilation shafts - Suitable, safe inspection or physical
access will be provided to all voids and shafts. All voids shall be ventilated to the
relevant BCA standard.
• Platform Pits – Access to platform pits will be away from the platform edge where
possible and avoid key circulation routes.
• Storage Areas – will be provided at the particular station for all required specific
access and maintenance equipment
Given the large floor area of all stations, and their heavy use, the selected floor finish can
greatly impact on the overall image of the station and have a huge impact on the on-
going maintenance and cleaning costs of the whole station. Therefore the suitability of
any floor finish needs to be considered with regard to the following general guidelines,
performance criteria and design criteria.
• Design life is 40 years or as specified in the Station Design Guide and the User
Requirements Brief where applicable
• Withstand extreme wear and tear conditions
• Design loads to comply with Australian Standards which apply to heavy crowd
conditions / external environments
• Colour and dimensional stability
• Light reflectance value as required to support the lighting design
• Slip resistance compliant with AS3661, AS4586, HB197, AS1428 parts 1 and 2
• Highly durable, self-finished where possible and with an emphasis on ease of
cleaning.
a) Paving
Any proposed paving finishes should be investigated and assessed against the following
criteria:
• Strength
• Durability
• Slip resistance
• Tile size
• Colour range
• Local vs. Imported manufacture
• Environmental sustainability
• Life Cycle Cost
A possible colour specification combines a light grey matrix with a range of aggregate
colours to give a warm appearance while minimising maintenance.
b) Tactile Paving
Tactile paving must give a minimum 30% contrast to the main colour body of the selected
paver or floor finish as required by AS1428. Proposals for hazard and directional tactile
paving layout will need to be discussed with RailCorp’s access consultant.
c) Asphalt / Bitumen
Station bitumen paving shall comply with the performance requirements AS 2150 Hot
Mixed Asphalt.
Station Asphalt shall be slip resistant in wet or dry conditions, compliant with AS3661,
AS4586, HB197, AS1428 parts 1 and 2.
Care should be taken during station upgrade works to avoid redirection of “as-built
drainage falls” or excessive build up of asphalt at the base of stairs changing the height of
the last stair riser. Best practise would stipulate that if a platform is to be re-surfaced, that
the existing finished should be scabbled back and removed prior to the new finish being
installed. This would contribute to prevent alteration to existing drainage falls or excessive
build up of finish in critical areas, such at the base of stairs
Refer to
The requirements of wall and column finishes may differ over three zones. These three
zones are:
a) Skirting
The skirting zone is highly vulnerable to damage and discolouration due to foot traffic,
floor cleaning methods and vandalism. Therefore the design and selection of the skirting
must consider the following assessment criteria.
Integrate control joints, expansion joints, access covers, air grilles etc, all with their
associated framing and fixings
The heavy use wall zone is highly vulnerable to damage and discolouration due to:
• Intensive use, including the regular ‘wear and tear’ of passengers brushing up
against the wall surfaces as they use the station
• Vandalism
• Infrequent cleaning and maintenance.
The design and selection of the heavy use wall material must consider the following:
The requirements of the high level zone are similar to the heavy use wall zone except
that it is less likely to be subject to vandalism or impact forces. For this reason, the high
level zone is more likely to be lightweight and integrate the functions of acoustic
absorption, services coordination and incorporate fixtures such as EWIS, lighting and PA
speakers. At some stations, this zone may also form part of the smoke management
system.
Refer to
Ceiling design requires a high level of coordination between the station architecture and
services design. A suspended, modular ceiling system with mechanical fixings, access
panels and secure fastenings to withstand uplift and downdrafts is preferred.
The ceiling design requirements vary with each station. For example:
• Where there are high ceiling volumes, or areas where people move through a
station quickly, it may be appropriate to have a very open ceiling, with minimal
screening to any ceiling voids beyond. An open ceiling may be beneficial for
smoke management, acoustics, maintenance and cost.
• Other station areas may demand high quality, fully opaque ceiling linings. This
may be required to conceal services, unsightly ceiling voids and absorption panels.
Full ceilings may also be required to integrate ceiling services and fixtures, provide
a reflective surface to assist station luminance, form a smoke plenum or to achieve
a clean and low maintenance finished surface.
With any ceiling and soffit lining, the following must be considered:
The following must be considered when proposing glass in or adjacent to public areas in
Railway Stations
• Maintenance
– Cleaning
– Replacement
– Repair (including to enclosed elements)
• Passenger comfort
In partial consideration of the above, the following rules have been formulated for all new
installations at Railway Stations:
• All glass within a public reach zone is required to be filmed to prevent scratching
vandalism
• Where glass is exposed to sunlight it is to be Pilkington “Evergreen”
• All glass must be fully framed (4 sides) with minimum 35mm rebates
• Max dimension of any glass pane 1.2m x 1.2m
• Glass located where it cannot be be accessed by ladder must have a means of
access for maintenance (cleaning and replacement) agreed by RailCorp and be
economically justified by life cycle costing
• No glass will be allowed where it requires a track possession for maintenance
(cleaning or replacement).
• No glass will be allowed below 900mm on lift shafts, to limit the effects of impact
vandalism on lift downtime
• Glass below 900mm in other than lifts shafts, will only be allowed where sight lines
are required to facilitate passive surveillance, justified by risk assessment and
agreed by RailCorp
• No opaque glass will be allowed unless fully bonded to a solid backing
– natural light
– perception of space
The onus is with the designer to demonstrate these benefits for RailCorp’s acceptance.