Esb 003

Technical Note – TN 017: 2020
For queries regarding this document

standards@transport.nsw.gov.au
www.transport.nsw.gov.au
Technical Note – TN 017: 2020

Issue date: 10 November 2020
Effective date: 10 November 2020
Subject: Stair nosing configuration in relation to

regulations under the Disability
Discrimination Act 1992
This technical note is issued by the Asset Standards Authority (ASA) as an amendment to
ESB 003 Station Functional Spaces, version 1.1 in relation to stair nosing configuration
requirements.
If a conflict exists between this technical note and other standards, this technical note takes
precedence.
This technical note applies to new work and any completed work where replacement is
undertaken.
Section 3.3.3.7 Stairs

Add the following after the first set of dot points under d) Stair Details:
• Stair nosings dimensions shall be in accordance with Clause 13.2 of AS 1428.2:1992 Design
for access and mobility Part 2 - Enhanced and additional requirements - Buildings and
facilities as required by the current regulations under the Disability Discrimination Act, 1992
and as reflected in Part H2 of National Construction Code, Volume 2.
Authorisation:
Checked and approved by Interdisciplinary coordination Authorised for release
checked by
Lead Engineer Stations and Stops A/Chief Engineer Director
Network Standards and Services
© State of NSW through Transport for NSW 2020 Page 1 of 1

Technical Note - TN 066: 2016

www.asa.transport.nsw.gov.au

Issued date: 07 October 2016
Effective date: 07 October 2016
Subject: Update to ESB 003 and issue of

T HR SS 90002 ST Barriers, Balustrades, Screens
and Handrails
This technical note is issued by the Asset Standards Authority (ASA) as a notification to remove
from use, the following sections and figures from the RailCorp standard ESB 003 Station
Functional Spaces:
• part related to handrails in Section 3.3.3.3 Ramps
• part related to handrails in subsection a) of Section 3.3.3.7 Stairs
• part related to prevention of falling objects in subsection d) of Section 3.3.3.7 Stairs
• parts related to handrails and balustrades in subsection e) of Section 3.3.3.7 Stairs
• notes related to handrail height in Figure 3.3.5 Stair or Ramp Boundary Layers
• notes related to handrail height and continuous central handrail at landings in Figure 3.3.6
Typical Stair Flight Plan and Section
These sections and figures have been superseded by requirements detailed in

T HR SS 90002 ST Barriers, Balustrades, Screens and Handrails, version 1.0.
T HR SS 90002 ST and this technical note should be read in conjunction with the following
RailCorp standards relating to station standard design requirements:
• ESB 000 Introduction
• ESB 001 Design Context and Process
• ESB 002 Design Principles
• ESB 003 Station Functional Spaces
• ESB 004 Station Services and Systems
© State of NSW through Transport for NSW Page 1 of 2

Authorisation:
Technical content Checked and Interdisciplinary Authorised for
prepared by approved by coordination release
checked by
Signature
Date
Name Rodney Howard Gary Bayman Andrea Parker Graham Bradshaw
Position Principal Architect Lead Stations and Chief Engineer Director
Buildings Engineer Network Standards
and Services



Issued date: 23 May 2016
Effective date: 23 May 2016
Subject: Hierarchy of customer information

This technical note is issued by the Asset Standards Authority (ASA) to notify the amendment to
ESB 003 Station Functional Spaces.
TN 037: 2016 now replaces TN 020: 2015.
1. Background
This technical note is intended as an addendum to ESB 003 Station Functional Spaces,
Section 3.1.3.3 Signage and information, to provide direction on provision and placement of
information.
The requirements stated in this technical note will form part of a new standard currently under
development by the Asset Standards Authority (ASA) that will provide direction on object
placement within transport precincts.
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 Transport for NSW
(TfNSW) precincts shall meet relevant legislative obligations.
This document applies to the TfNSW heavy rail network and heavy rail interchange facilities.
The purpose of this document is to foster a best-practice approach for the design of transport
precincts by establishing a hierarchy of customer-facing information. Information has been
grouped into categories to clarify priority status, in order to support and optimise customer
circulation.

2. Hierarchy of customer information

Customer information in transport precincts shall be designed and positioned to enable
customers to easily identify, read, hear, feel, and understand information as applicable, and
where required, to respond promptly.
The hierarchy of customer information within TfNSW’s transport environments is as follows:
i. statutory: meets TfNSW’s compliance obligations
Includes, but is not limited to, information and signage required under federal and state
legislation, for example, Commonwealth disability requirements.
ii. key: essential information for a customer’s journey
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.
iii. discretionary: non-essential information that may be helpful to a customer’s journey and
includes but is not limited to:
o TfNSW promotional material – marketing material produced by TfNSW or TfNSW led

promotions or campaigns, and may be produced in conjunction with external parties
o non-TfNSW promotional material – marketing material produced by external parties for

community interest promotions or campaigns
o non-TfNSW information and signage – may include locality information, retail signage,
historical interpretation
o commercial advertising – paid marketing material designed to promote products or

services
2.1. Information principles

The visual presentation of information within transport precincts shall be clear, comprehensible, 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 in to 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 comprehensible 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 shall
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. It may be located within circulation zones but 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 document (Section 2.1 and Section 2.2) are observed.
2.2. Operational implications

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
operational, spatial, and customer needs. Trialling such installations with an in situ mock up
would provide a realistic opportunity to respond to site characteristics and refine individual
precinct design.
Precincts shall be designed to ensure customer needs are met and in locating customer
information, 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.
CCTV is an example of this; it is possible to meet operational requirements whilst installing it in a

variety of locations. However other elements, such as wayfinding, will have natural locations
generated by station design and crowd circulation that do not have inherent flexibility in where
they are located. Similarly lighting shall be considered as to how it affects information and
signage, and may require refinement during the design and installation process.
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.

2.3. Exceptions
Some locations may have qualities which need to be considered in greater detail by other
guidance documents such as conservation management plans or the State Heritage Register.
This technical note still applies in such cases but further consultation with the TfNSW Wayfinding
and Customer Environments team shall be required to identify other planning parameters, for
example; heritage site specific exemptions.
Authorisation:
checked by
Signature
Date
Name Alison Starr Gary Bayman Andrea Parker Graham Bradshaw
Position Heritage Specialist Lead Stations and Chief Engineer Director
Buildings Engineer Network Standards
and Services



Issued date: 17 March 2016
Effective date: 17 March 2016
Subject: Update to ESB 003 Station Functional Spaces

The Asset Standards Authority has issued two new standards in place of ESC 350 Platforms and
Retaining Walls. ESC 350 has been withdrawn. The new standards are T HR CI 12060 ST
Retaining Walls and T HR CI 12065 ST Station Platforms.
The content of T HR CI 12065 ST Station Platforms requires the following changes to be made to
ESB 003 Station Functional Spaces.
1.2. Platforms
3.2.2.1 Track geometry
Replace bullet point a) with the following:
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.
3.2.2.2 Clearances to rolling stock and infrastructure
Replace Section 3.2.2.2 with the following:
3.2.2.2 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 requirements shall be in accordance with the requirements set out in
ESC 210.

ESB 002 Station Design Standard Requirements provides guidance on buildability requirements.
3.2.4 – Platform gaps terminology.
This figure is deleted.
3.2.6 Platform circulation requirements
Replace Figure 3.2.6 – Platform circulation requirements with the following figure:
Figure 3.2.6 – Platform circulation requirements
Authorisation:
checked by
Signature
Date
Name Vithya Senthilrajan Gary Bayman John Paff Graham Bradshaw
Position Senior Engineer Lead Stations and A/Chief Engineer Director

Stations Stops Engineer Network Standards
and Services



Issued date: 10 March 2016
Effective date: 10 March 2016
Subject: Changes to ESB 003 Station Functional Spaces

This technical note has been issued by the Asset Standards Authority to notify the changes to
ESB 003 Station Functional Spaces, Version 1.1.
Section 3.9.2.4 and Section 3.9.3.1 of ESB 003 are no longer applicable and the content in these
sections are incorporated in the new standard T MU SS 90007 ST Bicycle Facilities, Version 1.0.
T MU SS 90007 ST partially supersedes ESB 003. The remaining contents of ESB 003 are still in
use.
Authorisation:
checked by
Signature
Date
Name Vithya Senthilrajan Gary Bayman John Paff Graham Bradshaw
Position Senior Engineer Lead Stations and A/Chief Engineer Director
Stations Buildings Engineer Network Standards
and Services



Issued date: 22 January 2016
Effective date: 22 January 2016
Subject: Collision protection and robustness

requirements for lift structures that do not
support overbridge structures
This technical note is issued by the Asset Standards Authority to define the collision protection
and robustness requirements for lift structures that do not support overbridge structures.
These requirements supplement the requirements of ESB 003 Station Functional Spaces
Section 3.3.3.9.
The collision protection requirements for lift structures that support overbridge structures are
defined in T HR CI 12030 ST Overbridges and Footbridges Section 12.8.1.
Lift structures shall not be designed to support overbridge structures, but shall be independent of
any adjacent overbridge, except when a concession is granted by the Lead Civil Engineer.
1. Collision protection and robustness requirements

1.1. Lift structures
Where a lift structure:
a. is wholly within earth filled platform walls (including end wall) complying with ESC 350
Platforms and Retaining Walls, the lift structure shall be designed for the following
robustness load cases which are applied separately:
i. a force of 200 kN applied in the horizontal direction and at a level (between adjacent
rail level and 2 m above rail level) to produce the greatest effect
ii. a force of 100 kN applied in the horizontal direction and at a level (between platform
level and 3 m above platform level) to produce the greatest effect
b. is outside (either wholly or partially) the platform walls (but within the rail corridor) and:

i. is within 10 m of the centreline of the nearest track, then the lift structure shall be
designed for a minimum collision load of 500 kN in accordance with AS5100.2 Bridge
Design – Design loads Cl.10.4.4; or
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 Bridge Design (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 Section 1.1b i or ii shall apply to the lift structure.
1.2 Lift structures within the rail corridor

A lift structure that is located in the rail corridor, such that it can be struck by vehicles 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. Alternatively the lift structure can 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.
1.3 Guidelines for application of robustness loads

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 to be exceeded under a 'PE + Robustness Load' load combination, except
as noted below.
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 load path will not be exceeded with the impacted element removed, under the PE load
combinations.

Authorisation:
Technical Checked and Checked and Interdisciplinary Authorised for
content approved by approved by coordination release
prepared by checked by
Signature
Date
Name Kevin Lai Gary Bayman Richard Hitch John Paff Graham Bradshaw
Position Principal Lead Stations Lead Civil A/Chief Engineer Director
Engineer and Buildings Engineer Rail Network Standards
Buildings, Engineer and Services
Stations & Yards


standards@.transport.nsw.gov.au

Issued date: 28 July 2015
Effective date: 28 July 2015
Subject: Update to ESB 003 and ESB 004, issue of

T MU SS 90002 ST
This technical note is issued by the Asset Standards Authority as a notification to remove from
use the following sections, figures and references of legacy RailCorp standards ESB 003 Station
Functional Spaces and ESB 004 Station Services and Systems:
• ESB 003 - reference to Figure 3.2.5 Structure Gauge and Canopy / Overhead Set Out
Restrictions at the end of Section 3.2.2.2 Clearances to Rolling Stock and Infrastructure
• ESB 003 - Figure 3.2.5 Structure Gauge and Canopy / Overhead Set Out Restrictions
• ESB 003 - whole of Section 3.6 Canopies and windbreaks
• ESB 004 - references to Figure 4.3.4.6 Suspended SPI Platform Set Out Gauge in Section
4.2.2.4 Detailed Requirements for Station Passenger Information (SPI) System
• ESB 004 - Figure 4.3.4.6 Suspended SPI Platform Set Out Gauge
The sections, figures and references identified above have been superseded by requirements
detailed in ASA standard T MU SS 90002 ST Shelter at Railway Stations and Interchanges.
T MU SS 90002 ST and this technical note should be read in conjunction with the remainder of
the five-volume legacy RailCorp standards relating to station standard design requirements, as
follows:
• ESB 000 Introduction
• ESB 001 Design Context and Process
• ESB 002 Design Principles
• ESB 003 Station Functional Spaces
• ESB 004 Station Services and Systems

Authorisation:

checked by
Signature
Name Rodney Howard Gary Bayman John Paff Graham Bradshaw
Position Principal Architect Lead Engineer A/Chief Engineer Rail Principal Manager,
Stations and Network Standards
Buildings and Services

Engineering Standard
Stations and Buildings
Station Design Standard Requirements
Engineering Standard
ESB 003
STATION FUNCTIONAL SPACES
Version 1.1
Issued May 2010
Owner: Gary Bayman, Chief Engineer

Approved Gary Bayman Authorised Jim Modrouvanos
by: Chief Engineer by: General Manager
Stations and Buildings Chief Engineers Division
Disclaimer
This document was prepared for use on the RailCorp Network only.
RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be
sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the
copy of the document it is viewing is the current version of the document as in use by RailCorp.
RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes
any liability which arises in any manner by the use of this document.
Copyright
The information in this document is protected by Copyright and no part of this document may be reproduced,
altered, stored or transmitted by any person without the prior consent of RailCorp.
UNCONTROLLED WHEN PRINTED Page 1 of 127

RailCorp Engineering Standard — Stations and Buildings — Station Design Standard Requirements
Station Functional Spaces ESB 003
Document control
Version Date Summary of change
1.0
1.1 May 2010 Application of TMA 400 format
This document is identical in content to previous document entitled
RailCorp Station Design Standards Requirements dated July
2008. It has just been reformatted and minor corrections made
where previous numbering or cross referencing have been in
error.
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
© RailCorp Page 2 of 127

Issued May 2010 UNCONTROLLED WHEN PRINTED Version 1.1
Contents
3 Station functional spaces.......................................................................................................6

3.1 Station entry...............................................................................................................6
3.1.1 Objective ....................................................................................................6
3.1.2 Overview ....................................................................................................6
3.1.2.1 Platform and Track Configuration ...............................................6
3.1.2.2 Station Context and Urban Design Factors ................................8
3.1.2.3 Station Entry Facilities ................................................................8
3.1.3 Detailed Requirements...............................................................................9
3.1.3.1 Access, Queuing and Circulation................................................9
3.1.3.2 Ticketing Facilities.......................................................................9
3.1.3.3 Signage and Information...........................................................10
3.1.3.4 Security .....................................................................................11
3.1.3.5 Staff and Operational Facilities.................................................11
3.1.3.6 Passenger Facilities..................................................................12
3.1.3.7 Weather Protection and Enclosure ...........................................13
3.2 Platforms..................................................................................................................15
3.2.1 Objective ..................................................................................................15
3.2.2 Overview ..................................................................................................15
3.2.2.1 Track Geometry ........................................................................15
3.2.2.2 Clearances to Rolling Stock and Infrastructure ........................16
3.2.2.3 Patronage and Capacity ...........................................................17
3.2.2.4 Safety Zone and Accessible Path.............................................17
3.2.2.5 Structures, Fixtures, Fittings and Furnishings ..........................17
3.2.3 Detailed Requirements.............................................................................18
3.2.3.1 Vertical Circulation ....................................................................18
3.2.3.2 Operational and Staff Facilities.................................................19
3.2.3.3 Passenger Facilities..................................................................24
3.2.3.4 Platform Construction Elements ...............................................24
3.3 Circulation................................................................................................................34
3.3.1 Objective ..................................................................................................34
3.3.2 Overview ..................................................................................................34
3.3.2.1 Spatial Relationship Between Station Entry and
Platform(s) ................................................................................35
3.3.2.2 Station Category and Patronage ..............................................35
3.3.2.3 Emergency Egress Requirements ............................................37
3.3.2.4 Equitable Access ......................................................................39
3.3.3.1 Requirements for All Circulation Elements ...............................39
3.3.3.2 Walkways..................................................................................40
3.3.3.3 Ramps.......................................................................................40
3.3.3.4 Kerb Ramps and Step Ramps ..................................................41
3.3.3.5 Threshold Ramps......................................................................42
3.3.3.6 Train Boarding Ramps ..............................................................42
3.3.3.7 Stairs .........................................................................................43

3.3.3.8 Escalators .................................................................................46

3.3.3.9 Lifts............................................................................................47
3.4 Station Operational Areas .......................................................................................56
3.4.1 Objective ..................................................................................................56
3.4.2 Overview ..................................................................................................56
3.4.2.1 Station Category and User Requirements ................................56
3.4.2.2 Station Entry and Platform Configuration .................................57
3.4.2.3 Functional Relationships...........................................................57
3.4.3.1 Booking and Management Offices............................................61
3.4.3.2 Back of House Areas ................................................................65
3.4.3.3 Staff Amenities..........................................................................67
3.5 Passenger Facilities.................................................................................................76
3.5.1 Objective ..................................................................................................76
3.5.2 Overview ..................................................................................................76
3.5.2.1 Passenger Toilet Facilities ........................................................76
3.5.2.2 Retail Facilities Configurations .................................................77
3.5.2.3 Public Telephones ....................................................................77
3.5.2.4 Seating and Waiting Areas .......................................................77
3.5.2.5 Rubbish Bins.............................................................................78
3.5.2.6 Traveller Facilities .....................................................................78
3.5.3.1 Passenger Toilets .....................................................................80
3.5.3.2 Retail Facilities..........................................................................81
3.5.3.3 Public Telephones ....................................................................84
3.5.3.4 Seating and Waiting Areas .......................................................85
3.5.3.5 Rubbish Bins.............................................................................86
3.6 Canopies and windbreaks .......................................................................................95
3.6.1 Objective ..................................................................................................95
3.6.2 Overview ..................................................................................................95
3.6.2.1 Patronage, Passenger Circulation and Waiting
Patterns.....................................................................................95
3.6.2.2 Local Weather Data ..................................................................96
3.6.3.1 Canopies...................................................................................96
3.6.3.2 Windbreaks ...............................................................................98
3.6.3.3 Construction Elements..............................................................99
3.7 Parking.................................................................................................................. 104
3.7.1 Objective ............................................................................................... 104
3.7.2 Overview ............................................................................................... 104
3.7.3 Detailed Requirements.......................................................................... 104
3.7.3.1 Parking Standards ................................................................. 104
3.7.3.2 Carpark Circulation ................................................................ 104
3.7.3.3 Parking for the Disabled......................................................... 104
3.7.3.4 Staff Parking .......................................................................... 105
3.8 Landscape ............................................................................................................ 105

3.8.1 Objective ............................................................................................... 105

3.8.2 Overview ............................................................................................... 105
3.8.3.1 Hard Landscaping.................................................................. 106
3.8.3.2 Soft Landscaping (Planting)................................................... 106
3.8.3.3 Fencing .................................................................................. 107
3.8.3.4 Trench Type Drainage Grates ............................................... 108
3.8.3.5 Drainage pits.......................................................................... 108
3.8.3.6 Anti Skateboard Devices........................................................ 108
3.8.3.7 Code Requirements ............................................................... 108
3.9 Interchange facilities ............................................................................................. 109
3.9.1 Objective ............................................................................................... 109
3.9.2 Overview ............................................................................................... 109
3.9.2.1 Type of Interchange Activity .................................................. 110
3.9.2.2 Level of Interchange Activity.................................................. 110
3.9.2.3 Urban and Physical Context .................................................. 111
3.9.2.4 Bicycle Parking ...................................................................... 111
3.9.3.1 Bicycle Parking ...................................................................... 112
3.9.3.2 Draft Urban Design Guidelines with Young People
in Mind, DUAP, September 1999........................................... 113
3.9.3.3 Code Requirements ............................................................... 114
3.10 Temporary works .................................................................................................. 116
3.10.1 Objective ............................................................................................... 116
3.10.2 Overview ............................................................................................... 116
3.10.3 Detail Requirements.............................................................................. 117
3.10.3.1 Minimum Requirements for Temporary Booking
Offices.................................................................................... 117
3.10.3.2 Minimum Requirements for Temporary Staff
Amenities ............................................................................... 118
3.10.3.3 Temporary Passenger Facilities ............................................ 118
3.10.3.4 Temporary Passenger Stairs ................................................. 118
3.10.3.5 Temporary Works Construction Hoardings............................ 119
3.10.3.6 Temporary Works Standards and Regulations...................... 119
3.11 Materials and finishes ........................................................................................... 119
3.11.1 Objective ............................................................................................... 119
3.11.2 Overview ............................................................................................... 120
3.11.3.1 General Requirements........................................................... 121
3.11.3.2 Floor Finishes Selection......................................................... 122
3.11.3.3 Walls and Column Finishes Selection ................................... 123
3.11.3.4 Ceiling and Soffit Lining Selection ......................................... 125
3.11.3.5 Slip Resistance of Floor Finishes .......................................... 125
3.11.3.6 The Use of Glass In Stations ................................................. 125

3 Station functional spaces

A station entry is a clearly identifiable location that provides legal entry to a station and
enables safe access to platform(s).
3.1 Station entry

3.1.1 Objective
A station entry must provide:
• An identifiable, legal entry point to the station.

• Safe access to station platforms
• Security for staff and passengers
• Ticket purchasing facilities (unless provided on the platform
• Directional, way finding and statutory signage
• Timetable and associated RailCorp information
• Clear identification of the point at which passengers transition from the unpaid to
paid area of the station (and must therefore be in possession of a ticket)
• Clear connection to other modes of transport for exiting and interchanging
passengers
• Staff and passenger facilities, as determined by the Station Category and/or User
Requirements Brief.
3.1.2 Overview
The configuration of the station entry is determined by the:
• Platform and track configuration

• Station context and surrounding urban development
• Facilities required at the station entry.
3.1.2.1 Platform and Track Configuration
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:

• Direct access at grade onto a side platform(s)
– This configuration is common at smaller suburban and country stations where

the track infrastructure is less complex.
• Concourse, footbridge or subway access to surface platform(s)
– As the infrastructure becomes more complex (multiple tracks and platforms) so

generally will the station entry. Stations with multiple tracks will require an
overhead concourse footbridge, or subway so that passengers can safely
access platforms.
• Subway access to underground platform(s).
– This type of entry is common at underground stations in the Sydney CBD,

Airport Link and Eastern Suburbs Rail stations and at some larger suburban
stations.
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

• The most efficient circulation path from entrance to platforms, with the minimum
vertical travel and walking distances
• A coherent interface between the station entrance and adjacent interchange
facilities and local community facilities.
Refer to:
• Section 1.4 Station Types and Classifications

• Section 3.2 Platforms
• Section 3.3 Circulation for further detail on vertical alignment and platform position.
3.1.2.2 Station Context and Urban Design Factors
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.
Refer also to:
• Section 1.5 Station Context
3.1.2.3 Station Entry Facilities
The critical facilities required at the station entry are those associated with:
• Access and circulation from the station boundary to the platforms

• Ticket purchasing and validation (at smaller stations these may be located on a
platform)
• Signage and information (at smaller stations these may be located on a platform)
• Security.
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 Station Category assigned to a particular station will:
• Broadly indicate the required levels of service to be provided, and

• Nominate the minimum facilities required to achieve the assigned service level.
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.

3.1.3 Detailed Requirements

Note: The requirements and facilities described here are explained in greater detail in
other sections of this Guide. The following sections outline how these facilities relate
specifically to the station entrance.
3.1.3.1 Access, Queuing and Circulation
Note: Section 3.3 Circulation provides detailed requirements for access, queuing and
circulation aspects of station design.
The entry configuration must be designed to:
• 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
• Figure 3.1.1 – Typical Passenger Circulation

• Section 3.3 Circulation
• Section 1.5 Station Context
3.1.3.2 Ticketing Facilities
This section describes the placement of ticketing facilities in the station entry.
Ticketing facilities at a station entry must be located:
• 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

• So as to provide staff selling tickets with an unobstructed view of the adjacent ticket
vending machines, (TVM) the concourse and preferably the station entry points.
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:
• Ticket barriers (manual/automatic ticket collection, or integrated ticketing barrier)

• Gate Area Control booth (GAC Booth)
For details of ticketing systems, refer also to:
• Section 3.4 Station Operational Areas

• Section 4.2.1 Ticketing
3.1.3.3 Signage and Information
Signage requirements at station entries are:
• Building Code of Australia statutory signage

• RailCorp Statutory, mandatory & safety signs (eg RailCorp conditional entry
signage ‘no smoking’, ‘this station is under constant CCTV surveillance’ must be
visible to passengers immediately upon entry onto RailCorp property
• RailCorp way finding signs
• RailCorp Information Displays (portrait 750mm x 1050mm) including cases for:
– 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:
• Section 4.2.2 Passenger Information

• RailCorp Station Signing Guidelines
• RailCorp Corporate Identity Standards

Designers should also liase with RailCorp Communications Group for specific
requirements.
3.1.3.4 Security
3.1.3.4.1 Help Points
Help Points may be required within the station entry ‘paid’ area depending on the Station
Category. If required, they should be located:
• In a central position along the typical passenger circulation route

• Immediately adjacent to the passenger toilets at the station entry.
Refer to
• Section 4.2.3.2Em ergency Situations – Help Points
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:
• Legal station entry points

• Lifts (internal and external)
• Help Points
• The circulation route taken to collect cash from the booking office and ticket
vending machines
Refer to
• Section 4.2.3 Security Systems – CCTV
3.1.3.5 Staff and Operational Facilities
A range of staff and operational facilities may be located within the station entry in order
to manage the station operations and systems.

All facilities must be located and sized with regard to the priority for unimpeded
passenger circulation and operational requirements.
Refer to
• Section 3.4 Station Operational Areas for detailed requirements for staff and
operational facilities.
3.1.3.6 Passenger 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.
b) Seating and Waiting Areas
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.

e) Retail Facilities, Vending Machines and ATMs
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:
• Without obstruction to station operations

• Without degradation of security, safety, circulation and passenger facilities
• So as to ensure accessible entry configuration
• So as to provide a retail shell/base building as part of the station construction (with
the internal fit out to be designed and constructed by the tenant)
• In conjunction with RailCorp Property (eg provide capped off services and
metering), with reference to RailCorp Tenancy Fitout Guide.
3.1.3.7 Weather Protection and Enclosure
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:
• Maximise the opportunities to use the weather protection structure to create a

sense of public space
• Create a continuity of architectural expression in architectural form, structure and
detail
• Express the functional components of the station
• Maximise the penetration of daylight into public areas and station facilities, with
careful consideration to protect against glare on TVMs, ticket windows and VDUs.
• Create an environmentally responsive design
• Create a generous space with high ceilings and wide concourses where possible
• Create clear, open spaces without dead ends, blind corners or structural elements
infringing on passive and active surveillance
• Avoid concealment and entrapment opportunities and minimise climbable elements
• Make provision for after hours security and, if required, lock-down of the station
• Provide a minimum dimension of 3000mm from finished floor to underside of the
ceiling.
Refer also to
• Section 3.6 Canopies and windbreaks

Figure 3.1.1 – Typical Passenger Circulation

3.2 Platforms
A platform is a raised surface running parallel to a rail track that enables passengers to
board and alight from trains safely and efficiently.
3.2.1 Objective
Platforms must enable passengers to board and alight from trains in a safe and efficient
manner.
Platforms must also provide sufficient space for:
• Passengers to wait for trains in relative comfort

• Passenger circulation to, from and along the platform
• A range of operational and passenger facilities.
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:
• Constraints of track geometry and station siting

• Clearances in relation to the operation of Rolling Stock* and Infrastructure
• Clearances of fixtures, fittings and furnishings to be provided, as determined by the
Station Category* and the User Requirements Brief*
• Dimensions of the platform safety zone, accessible path and circulation space
• Patronage
3.2.2.1 Track Geometry
a) The track horizontal alignment will result in the following types of platforms:
• Straight platform (preferred)

• Curved platform (issues arise with gap to platform)
b) Platform position in relation to adjacent rail tracks will result in the following types of
platforms:

• Side platform (either 2 way single track + 1 side platform, or 2 side platforms
serving 2 central tracks)
• Island platform (single central platform serving 2 tracks)
At larger stations there may be multiple combinations of side and island platforms.
Refer to:
• Figure 3.2.2 – Basic Island Platform Set Out

• Figure 3.2.3 – Basic Side Platform Set Out
c) Platform vertical plane, which is to be considered in two aspects:
• Lengthwise (dependant on track vertical alignment)

• Cross-section (fall away from platform edge)
Refer to
• Section 1.4 Station Types and Classifications for further details
3.2.2.2 Clearances to Rolling Stock and Infrastructure
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)
• Refer to Figure 3.2.4 – Platform Gaps Terminology

• The required safe distance from any overhead structures (eg overhead concourse
areas), platform canopies, stair canopies or structures to the catenary* and OHW
must be achieved, and must also consider how this is to be achieved during the
construction process, as well as during maintenance.

Refer to:
• Figure 3.2.5 – Structure Gauge and Canopy / Overhead Set Out Restrictions
• Section 2.3 Buildability
3.2.2.3 Patronage and Capacity
An assessment of peak patronage loads is to be undertaken to ensure that:
• 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’
3.2.2.4 Safety Zone and Accessible Path
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 safety zone is the platform edge detail that includes:
• 800mm wide white coping

• Plus 100mm wide yellow safety line
• Plus 600mm wide contrasting coloured tactile ground surface indicator (TGSI).
The continuous accessible path runs adjacent and parallel to the TGSIs.
Refer to:

• Figure 3.2.6 – Platform Circulation Requirements
• Section 2.5 Accessibility
3.2.2.5 Structures, Fixtures, Fittings and Furnishings
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:

• Safe clearances from all track operations

• Requirements for the safety zone, accessible path and circulation space
• The need to maintain clear sightlines along the platform to facilitate passenger
way-finding, security and the guards observation of boarding passengers
• The need to provide drivers with clear sightlines to speed boards* and signals*.
• The need to provide guards with clear sightlines to guard indicator lights
Platforms must be free of unnecessary fixtures, fittings and furnishings.
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.
Passenger facilities on platforms (including vertical circulation, platform canopies, seats,

public phones and vending machines) must be distributed to avoid congestion at the
centre of the platform and to encourage passengers to spread out more evenly along the
platform. The judicious placement of platform fixtures can help to alleviate congestion in
the central carriages of a train.
Refer to:


The facilities to be provided on platforms must be limited to those required for the safe
and efficient operation of trains and the management and amenity of passengers. The
required placement of operational facilities will always take priority over any other facility
on a platform. The Station Category and the User Requirements Brief determine the
range, type and number of facilities to be provided on the platform.
Elements to be designed or coordinated on platforms are:
• Vertical Circulation
• Staff and Operational Facilities
• Passenger Facilities
• Platform Construction Elements
• Infrastructure Requirements
• Services.
3.2.3.1 Vertical Circulation
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:
• The safe delivery of passengers onto the platform

• The safe evacuation of passengers from the platform
• Circulation to and from the platform without congestion or conflict

• The formation of queues at the base of vertical circulation elements without

impeding the accessible path and safety zone
• The even distribution of passengers along the platform
• Effective passive surveillance
Optimal passenger safety requires that:
• Lift doors must not open facing the platform edge

• Stairs must run in the same direction as the platform length (i.e. they must not
discharge facing the platform edge).
Refer to
• Section 3.3 Circulation for further detail.
3.2.3.2 Operational and Staff Facilities
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:
• Provides a view of approaching trains

• Is as close as possible to the alignment of the train guard’s compartment
• Is clear of passenger circulation zones
• Provides a clear view, as far as possible, of intending passengers approaching the
platform via stairs, ramps, lifts, escalators etc
• Is in a position that makes it readily identifiable by passengers to ensure that those
requiring assistance are attended to as efficiently as possible.
The design of the control room must provide:
• Maximum surveillance of the platform

• Allow for the coordination of SPI*
• Maximum transparency (clear laminated glass installed above desk height is
recommended)
• After hours security (roller shutters, screens, grilles or similar may be required to
protect the room when the station is not staffed)
• A weather protected enclosure including door thresholds designed to prevent water
ingress
• Level access from the platform into the control room plus doorways that allow for
easy and efficient access to the platforms. Control rooms on island platforms will
typically require a doorway facing each track

• Doors that do not impede circulation on the platform or within the Control Room
when either closed or held open
• Doors that close shut in a single action, in case of a perceived security risk
• Circulation and seating for the number of persons as specified in the User
Requirements Brief
• A worktop large enough for computers and communications equipment as
specified.
• A below desk equipment hanging rack to house computer hard drives etc. to
remove clutter from work tops and floors.
• Equipment for local control of platform indicators, public address, platform lighting,
station monitoring and communications
• Shelving for storing flags, whistles and passenger information leaflets
• 2400mm minimum ceiling height
• Passive and/or mechanical environmental control to maintain a comfortable work
environment
• A boarding ramp cupboard (for the assistance of people with disabilities) integrated
with the external cladding of the Control Room for station staff or train guard
access.
Refer to:
• Figure 3.2.7 - Typical Control Room

• Section 3.3.3.6 Train Boarding Ramps
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:
• Section 4.2.1 ‘Ticketing‘

c) Station Passenger Information (SPI) Indicators
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
• Section 4.2.2 Passenger Information
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:
• That indicators will not be placed in clearly vulnerable vandal locations

• Depending on the location / platform configuration, indicators will be mounted at a
minimum of 2600mm off the finished floor level (FFL)* by the signalling contractor
• All conduits must be vandal resistant. It is preferable that all conduit runs are
concealed
• Concealed conduit runs should be coordinated with the conduits of other required
station services during to the design and construction phase
• The signalling contractor will ensure that the Guard’s Indicators are mounted in
such a way so as to avoid bird nesting
• The signalling contractor shall co-ordinate with the station designer on the provision
of all platform located indicators so that they are integrated with the building fabric,
canopy awning, structural columns where possible
• Depending on the platform location / configuration, the signalling contractor shall
locate all indicators to avoid interference / glare from direct sunlight. Some platform
configurations may have several guard’s indicator signals installed
• At some locations two (2) indicators may be installed at the same point on the
platform for bi-directional train running and clear sightlines for train guard in both
directions will need to be provided.
Refer to
• Figure 3.2.8 – Guards Indicator Signal Set Out

e) Communications
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.
Typical communications and data services to be coordinated include:
• Telecommunications and data cabling containment system

• PA System and EWIS. Refer to RailCorp Specification No. C98/1508
The PA system is required to broadcast live and pre-recorded announcements to
passengers and staff. The PA system will be used as the main means of
controlling evacuation in an emergency. The PA system will need to interface with
the EWIS system, station management control system (SMCS) and the fire alarm
system. All PA speakers must be wired in fire resistant cabling.
• Station Passenger Information (SPI) electronic indicator boards
• Audio Frequency Induction Loop System (AFILS)
• Help Points.
• Station Management Control System (SMCS)
• Access Management System
Refer to:
• Section 4.2.4 Communications
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:
• Section 4.2.2.6 Detailed Requirements For Synchronised LED Clocks
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

integrated with other customer facilities or station operational requirements such as

passenger information panels.
The requirements for Help Points are:
• 1 or 2 help points per platform (depending on Station Category), these must be

adjacent to the night safe zone*
• Mounted off a solid vertical element at least as wide as the Help Point
• Mounted parallel to the platform and accompanied by locating signage
• Dedicated CCTV coverage that is co-ordinated with Help Point activation
• Where the platform configuration is an island platform, the two Help Points can
serve both platforms, with only one help point facing each platform.
Refer to:
• Figure 3.2.2 – Basic Island Platform Set Out and

• Figure 3.2.3 – Basic Side Platform Set Out for preferred help point locations.
• Section 4.2.3 Security Systems – CCTV for further details.
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.
The minimum requirement for CCTV coverage of platforms is:
• Vertical circulation elements

• Help Points
• The circulation route taken to collect cash from the booking office and ticket
vending machines
• Entry doors to passenger toilets.
Refer to
• Section 4.2.3 Security Systems - CCTV for further details.
i) Platform End Barrier and Gates
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:
• A minimum of 1200mm high

• Include gate access with a minimum 600mm wide opening
• Designed if possible to coordinate with the balustrade and handrail type used
elsewhere in the station
• Sign posted as per the RailCorp Station Signage Manual: Pt 1 CityRail Stations
Signing Guidelines.
As specified in the User Requirements Brief, at stations where increased security

measures are required, the platform end barriers must have CCTV coverage and the
access gates must be alarmed.
j) Platform Screen Doors and Crowd Control Barriers
Crowd control barriers have been installed at the platform edge at Olympic Park Station
to address station specific station safety issues.

At present, due to the wide array of rolling stock, RailCorp does not generally require
platform screen doors or crowd control barriers at stations. However, the design of new
station platforms must not preclude their installation at a later date. If they are required at
a particular station, this will be specified in the User Requirements Brief.
3.2.3.3 Passenger Facilities
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:
• Boarding ramp cabinets

• Passenger Toilet Facilities
• Seating and waiting areas
• Public telephones
• Rubbish bins
• Retail vending machines
• Canopies and wind breaks
Refer to:
• 3.3.3.6 Train Boarding Ramps

• 3.5 ‘Passenger Facilities’
• 3.6 ‘Canopies and Windbreaks’
3.2.3.4 Platform Construction Elements
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.
As prescribed by the BCA, Australian Standards and RailCorp specifications, design

loadings will also need to address train derailment, floor loadings, wind loadings, air
pressure, seismic loadings, crowd loadings and collision loads.
Refer to:
• Section 2.3 Buildability for further details.
Refer also:
- Rail Infrastructure Corporation, C2108, Clearances at Platforms
- Rail Infrastructure Corporation, CSI 031, Engineering Works in the Vicinity

of Platforms and Structure Footings

- Rail Infrastructure Corporation, TS 30000 301 SP, Structures – Design

Standards
b) Platform Finishes and Surface
The safety of the platform surface is paramount. Critical requirements are:
• 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:
• Figure 3.2.9 – Platform Fall Requirements

• Section 3.11 Materials and finishes
• Colour contrast of the safety zone must be achieved in accordance with:
• DSAPT Part 10 – Surfaces
• AS1428 Design for Access and Mobility, Part 1 (2001): General Requirements for
Access – New Building Work
• AS1428 Design for Access and Mobility, Part 2 (1992): Enhanced and Additional
Requirements – Buildings and Facilities.
Refer to:
- AS4586: 1999 Slip Resistance Classification of New Pedestrian

Surface Materials
- AS4663:2002 Slip Resistance Measurement of Existing Pedestrian

Surfaces
- HB197:1999 An Introductory Guide to the Slip Resistance of

Pedestrian Surface Materials

Figure 3.2.2 – Basic Island Platform Set Out

Figure 3.2.3 – Basic Side Platform Set Out

Figure 3.2.4 – Platform Gaps Terminology

Figure 3.2.5 – Structure Gauge and Canopy / Overhead Set Out Restrictions

Figure 3.2.6 – Platform Circulation Requirements

Figure 3.2.7 - Typical Control Room

Figure 3.2.8 – Guards Indicator Signal Set Out

Figure 3.2.9 – Platform Fall Requirements

3.3 Circulation
Circulation elements allow people to move safely, efficiently and comfortably around a
station. Vertical circulation elements (walkways, ramps, stairs, escalators and lifts) allow
people to move safely and efficiently between different levels of a station.
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.
All vertical access elements need to be designed in accordance with:
- Disability Standards for Accessible Public Transport
- AS1428 parts 1 (2001) + 2 (1992),
- AS1735.02
- Building Code of Australia
- A/NZS 3000 – 2007 Electrical Installations
- A/NZS 3008 –Electrical Installations
- Dept. of Transport Interchange Design Guidelines, September 2000
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:
• Queuing, ordered waiting at;
– Ticket offices
– Ticket gates
– Ticketing machines
– Commercial vending machines
• Milling at;
– Passenger info (train running and timetable)
• Waiting at;
– Platform
– Associated facilities
Any station configuration that contains changes in level must have vertical circulation
elements to provide:
• A connection between the station entry and platform levels

• Safe and efficient circulation
• Equity of access.

The vertical circulation capacity, arrangement and detail will be determined by an

evaluation of the following factors:
• The spatial relationship between the station entry and platform(s)

• Station category and patronage
• Emergency egress requirements
• The requirement for equitable access.
3.3.2.1 Spatial Relationship Between Station Entry and Platform(s)
The relationship between the station entry and platform(s) will establish the:
• Vertical travel distances

• Optimum location of vertical circulation elements to minimise walking distances and
changes in circulation mode
• Location of vertical circulation elements to achieve an even distribution of
passengers along the platform.
• Constraints regarding the placement of vertical circulation for example, setback
distances from the catenary supported, platform edge and accessible path not
taking passengers directly from unpaid to paid areas.
• Type, capacity and location of the vertical circulation elements to achieve safe
emergency exit routes.
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
• Figure 3.3.1 - Appropriate Circulation Modes
3.3.2.2 Station Category and Patronage
The Station Category and patronage in the form of projected demand figures and forecast
train frequency must be reviewed to determine:
• The most demanding capacity requirements at peak times

• The split of passengers boarding and alighting trains
• Virtical circulation capacity:
– 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
• Ticket barrier (Electronic Gate) thruput
Note: Vertical circulation or ticket/electronic gate capacity can be the critical limiting factor
in circulation
Fruin Level of Service C

Personal Comfort Zone
Average Pedestrian
Area Occupancy 0.65 m²-0.93 m²
Average Inter-Person Spacing – 914 mm
At queuing Level – of - Service C, space is provided for standing and

restricted circulation through the queuing area by disturbing others. It is within
the range of the personal comfort body buffer zone established by
psychological experiments. Applications would include ordered-queue ticket
selling areas, lift waiting areas, top and base of stairs and escalators.
An assessment of AM and PM peak passenger loads must be undertaken to determine

the required circulation width and queuing areas within the entry configuration and at
ticket windows, ticket booths and ticket barriers (electronic gates).
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.
Note: ‘Queuing’ can be defined as a line of passengers to access a particular service.

This is different from ‘milling space’ which is caused by people needing to slow or stop to
undertake an activity such as reading train running information. ‘Crowding’ at vertical
circulation points such as stairs and ticket barriers falls somewhere between.
‘Crowding’ can generally be expected to form at:
• vertical circulation elements (stairs, ramps, escalators and lifts),

• station information displays
• ticket office windows, ticket vending machines and ticket barriers/electronic gates
Reasons for crowd forming include:
• Passenger surges with train arrivals

• Modal interchange arrival surges (e.g. bus loads of passengers transferring to
trains)
• AM and PM peaks for both arriving and departing passengers
• Peak events such as the Monday morning weekly ticket purchase
• Reduced vertical circulation capacity (e.g. lift/escalator breakdown)
• Train delays
• Passengers seeking weather protection.
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.
Flow rates previously used include:
ticket barrier/electronic gate existing retrofitted gates 30ppm

new SmartCard readers (SAFPD Stand alone fare
payment devices) 40ppm
wide access gate 50 ppm
ticket window 6 ppm
ticket vending machine 4 ppm
escalator (moving) 2 persons per alternate step = 90ppm
stairway 33 people/metre/minute (pmm)
entrance, passageway 66 pmm
lift 0.18m²/person/cycles

Where mechanical means of vertical circulation are relied upon to meet peak capacity
requirements, allow for additional vertical circulation capacity to accommodate demand
when mechanical elements are out of order or undergoing maintenance.
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
• Figure 3.3.2 - Vertical Circulation Funnelling
3.3.2.3 Emergency Egress Requirements
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 130 encourages the use of the public stairs and escalators as part of the egress
system. In this regard NFPA 130 departs from the provisions of the BCA for Access and
Egress as non fire isolated stairs and escalators are not permissible as a means of
egress from a subgrade space under the BCA.
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:
• As a whole. Individual measures should not be adopted by themselves, without

consideration of related issues and measures.
• In the context of the system they are regulating and its characteristics.
All station design should be considered from an overall risk management and Fire
Engineering point of view to comply with:
• The performance objectives of the BCA and

• The additional objectives of RailCorp not covered by the BCA.
Above Ground Stations
‘Performanced Based’ fire emergency is therefore required to be undertaken to meet the

deemed-to-satisfy provisions for above ground stations with reference to Building Code of
Australia with particular reference to:
• D1.4 Exit travel distances

• D1.5 Distance between alternative exits
• D1.6 Dimensions of exits and path of travel
• D2.13 Length/height of stairs without change in direction
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:
• Station platforms – not more than 4 minutes (most remote part)

• Concourse levels – not more than 6 minutes (including platform)
• Electronic gates – not more than 40 seconds waiting time
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.

3.3.2.4 Equitable Access
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
• Section 2.5 Accessibiity
Tactile ground surface indicators must be designed in accordance with the

Disability Discrimination Act - Disability Transport Standard (DDATS) part 18
and AS1428.2 and AS1428.4.

3.3.3.1 Requirements for All Circulation Elements
The general requirements for all circulation elements are:
• 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*.
Requirements for vertical circulation elements:
• 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

• Potential vandalism should be minimised by providing heavy duty, robust elements,

good lighting, passive and active surveillance at all vertical circulation elements
• Full CCTV coverage of the vertical circulation element is preferred. If this is not
practicable, CCTV cameras are to have views at entry and exit points, at changes
in directions, and at junctions with other vertical circulation elements
• Single height handrails* only are to be provided.
• For the protection of visually impaired passengers and those susceptible to
epilepsy, wire mesh, perforated metal, expanded metal balustrades and stair in-fills
which throw confusing or strobing shadow patterns on adjacent surfaces must be
avoided
• Kerb heights of a minimum of 65mm at walkways* and ramps* are preferred
• Effective lighting of vertical circulation is an important safety and security factor.
Refer to Section 4.4 Lighting for detailed requirements
• There must be at least one “accessible path” from each station entry to the train.
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.
If a walkway forms part of the “accessible path” then it:
• 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
• Figure 3.2.9 – Platform Fall Requirements
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:

• A constant gradient
• A maximum gradient up to 1:10 only where an alternative and equitable “accessible
path” is provided in compliance with DSAPT. (Note the absolute maximum for a
ramp serving as a required exit (according to the BCA clause D2.10) is 1:8
however this is considered too steep for everyday public use except in short
lengths as noted below in Kerb Ramps and Step Ramps)
• Landings at nominally every 9m except when a platform accessible path
• The top and bottom of ramp to have the landing set back from any cross circulation
by minimum 900mm
• Where a ramp (including a kerb ramp or step ramp) is on or adjacent to a platform,
it shall not slope towards the platform edge.
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:
• A maximum gradient of 1:14

• Not have a cross fall greater than 1:40
• Vertical clearance 2000mm
• Landings provided every 6m if gradient is 1:14 as required by DSAPT
• Landings minimum 1200mm in length including at the top and bottom of the ramp
although preference is for 1500mm
• Preferred minimum ramp clear width of 1800mm to avoid the need for passing bays
at landings
• Provide kerbs and rails at edge of ramps in accordance with AS1428.1
• Handrails provided on both sides to ramps, extend end of handrail parallel to
surface below for minimum 300mm (450mm preferred) and turn down to finish
• Warning TGSI’s at the top an bottom of ramps as required by AS1428.4 (1992) but
not at landings
• Luminance contrast at the edge of the ramp to denote its extent
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
• Figure 3.3.3 – Typical Ramp Plan and Section
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).
3.3.3.4 Kerb Ramps and Step Ramps
A short ramp of gradient 1:8 is permitted on an accessible path, over distances of

1540mm max (or max height 190mm), provided a there is a level landing of 1330mm
clear (or greater as required by door circulation space) at the top and bottom of the ramp.
Such a ramp must have:
• Graduated transitions at its edges where there is a likelihood of transverse traffic;

and space to accommodate the 1:8 transitions, except where the kerb ramp or step
ramp abuts a wall or kerb
• A handrail which complies with the requirements below where graduated transitions
are not provided
• Luminance contrast the edges of the kerb ramp of step ramp and transitions where
provided

• Where such a ramp is on or adjacent to a platform it must not slope towards the
platform edge
• Where landing is at a door required to be accessible, the landing must provide the
required circulation space according to AS1428.1 (2001) for a door of minium clear
width of 850mm in accordance with DSAPT
• No part of a kerb ramp or step ramp (including transitions) is allowed to slope
towards a platform edge.
3.3.3.5 Threshold Ramps
A short ramp of gradient 1:8 is permitted on an accessible path, over a distance of

450mm max (or max height 56mm), where a door is directly adjacent (refer AS1428.1
(2001) such a ramp must have:
• Graduated transitions at its edges where there is a likelihood of transverse traffic;

and space to accommodate the 1:8 transitions, except where the threshold ramp
abuts a wall or kerb
• Luminance contrast the edges of the kerb ramp of step ramp and transitions where
provided
• No part of a threshold ramp is allowed to slope towards a platform edge, within
3.3m of that platform edge.
3.3.3.6 Train Boarding Ramps
Passenger train Boarding ramps are typically:
• 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
A gradient of 1:8 is the maximum angle of deployment for unassisted access in

accordance with AS/NZS 3856.1 (1998) and AS1428.1 (2001). This enables the
negotiation of a step of up to 187mm for 1500mm ramps and of up to 150mm for
1200mm ramps, without 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
Boarding Ramp Cabinet
A cupboard is required to store a boarding ramp for wheelchair access to trains. The
boarding ramp cabinet must:
• Be located centrally along the platform length or

• Align with the most likely position of the train guard on a typical train service.
• Be adjacent to, or as part of, the Control Room. In order to minimise clutter on the
platform(s) it is preferential that the boarding ramp cabinet is built-in to the exterior
wall of the Control Room.
In accordance with RailCorp Boarding Ramps Policy 2001 the cabinet must include:
• Master key lock to ensure staff use only

• Quick release strap within the cabinet to secure and release the ramp as
appropriate
• Vision panel for easy confirmation that the ramp is stored and available.
The Disability Access Manager of RailCorp can provide additional, detailed boarding
ramp information.
Refer to:
• Figure 3.2.7 - Typical Control Room

• Figure 3.3.4 – Passenger Train Boarding Ramp
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.
Stairs are a preferred and appropriate means of vertical circulation when:
• Sufficient passenger capacity can be achieved

• Lifts, walkways or ramps are also provided to achieve equal access for mobility-
restricted passengers
In some configurations stairs may need to be supplemented and replaced by other

means of vertical circulation. For example:
• 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

preferred that straight flights of stairs are provided and justified on a performance
basis.
• Platform width and circulation requirements may restrict stair widths to such an
extent that alternative vertical circulation, such as escalators, may be more
effective.
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
Stair widths must:
• Accommodate normal passenger movement in two directions – RailCorp

prefers that a minimum of 1.8m – 2.0 mm clear width between handrails is
provided, (where possible) then if stair is wider provide handrail(s) as per BCA
clause D2.17 preferably in multiples of 600-630mm for comfort (Note: Unit
widths of 559mm are used in NFPA 130 for emergency egress).
• Facilitate emergency egress.
• Provide a centre double handrail if the stair width is over two metres as per BCA
clause D2.17.
• Be dimensioned on the basis of capacity requirements, taking into account the
way that people normally distance themselves from walls, handrails and other
people. These factors are known as boundary layers and determine the
effective stair width.
Refer to
• Figure 3.3.5 – Stair or Ramp Boundary Layers for further detail.
Boundary layer factors take into account the way people distance themselves
on stairs
b) Stair Flight
The configuration of the stair flight must:
• Not include winding, curved and spiral configurations.

• Where height of stair rises above 5.3m a minimum of 2 mid landings are
required.
• Provide an equal number of treads for each flight, or as close as possible.

• Provide minimum stair landings 1500mm long, although at wider stairs, it is

preferred that the stair landings increase in length to match the stair clear width.
• Where a stair is required to have more than 36 risers in total a straight stair is
preferred to ensure good passenger orientation and comprehensibility.
Additional landing(s) should be provided at every 13-14 risers to enable more
regular rest points to facilitate customer comfort and mitigate risk.
Refer to
• Figure 3.3.6 - Typical Stair Flight Plan and Section
c) Underside of Stair Flight
The configuration of the underside of the stairs must:
• 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
• Figure 3.3.6 - Typical Stair Flight Plan and Section
d) Stair Details
The stair details must be designed with the following considerations:
• RailCorp requires a stair going and riser dimension of:
– Goings - 300mm
– Risers - 150mm
• Open risers are not permitted.

• A solid barrier in the vertical plane and no gaps in the horizontal plane is required
to prevent objects from falling off the edge of stairs or ramps.
• Non slip – luminance contrasting nosings vertical 25-50mm and horizontal 50-
75mm with permanent colour (not a painted finish).
• Existing Stairs may be retrofitted with aluminium nosings, with inset colour strips
luminance contrasted to meet compliance. No joints in the nosing, concealed
screw fixings or cast in fixings only.
• Ensure that stair drainage is facilitated – provide fall towards nosings @ 1:40 Max.
or fall to a side @ 1:40 Max.
• Advertisements on the risers of stairs must not be installed, as they are distracting
and therefore hazardous to stair users.
• Kerb upstand or extended balustrading at the edge of stairs to prevent objects
falling off the edge of stairs to the platform.
Refer to
• Figure 3.3.7 - Typical Stair Detail
e) Handrails and Balustrades

Handrails are provided on stairs, steps, ramps and walkways to assist people’s passage
from one level to the other. Generally RailCorp has adopted the following standards,
which comply with the various legislative requirements:
• Height is to be 900mm from finished level of walkway, ramp, landing or stair

nosing.
• Single hand rails only to be provided.
• Hand rail is to be fabricated out of stainless steel grade 316 (unless approved
otherwise) and should have luminance contrast with the background (Note
background should be varied as rail should not be coloured).
• Handrails must project beyond the end of stair/ramp as required by AS1428.1
(2001). Extend handrail one tread beyond last step and the parallel to surface
below for a minimum 300mm (450mm preferred) and turn down to form end. End
of handrail must return to adjacent rails, wall, balustrade or to the ground. No
vertical type hook ends are to be created, to ensure passenger safety.
• Handrails should be continuous at mid landings, thus obviating the need for
warning TGSI’s in these areas, except where there are doors or openings at mid
landings, making the continuity of a handrail impossible.
Note – RailCorp prefers alternative handrail termination types, other than a

vertical 180 degree return as these may inadvertently create a ‘hook’ hazard
to users
Balustrades are protective structures installed at the edge of changes in level to prevent
falls and access to dangerous areas:
• Balustrades at the perimeters of overbridges and concourses over railway lines

must be a minimum of 1200mm high off the finished floor level
• Balustrades to prevent public access below handrail and access above, where
danger exists, particularly access to canopies and overhead wiring or where height
of a potential fall is greater than 1m.
• Balustrades must be designed to meet crowd loading requirements according to
AS5100.
• Full Height screens may be required as nominated in the User Requirements Brief
at locations where high risk to the public or rail system operation is identified.
• Where balustrades don’t extend to the floor level, a kerb must be provided to
prevent objects falling from to areas below where the drop is greater than 1m or the
area is above railway operational areas.
Refer to RailCorp Structures Design Standard TS 30 000 3 01 SP – for

balustrade height conditions
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.
a) Escalator General Requirements
For consistency around the network, escalators must be in accordance with the following:
• Reversible (up or down).

• Heavy-duty to meet the operating railway requirements of 20 hours per day, 365
days per year.
• Minimum 1000mm step width (minimum 2 people width).
• Standard escalator angle of 30° is preferred.

• Escalators are required to have four (4) flat treads at both the top and bottom
where feasible.
• Provision of a variable speed drive motor to allow for slower speeds.
• Maximum speed of 0.65m per second.
• To avoid unnecessary obstructions along the circulation path, clear span escalator
trusses with no intermediate supports are preferred where the rise is less than 8
metres..
• Clear glass balustrades.
• Provide continuous illumination at either the skirting or handrail level, depending on
ambient lighting conditions.
• Satin stainless steel skirting panels and truss cladding.
• Hand and buffer rails located beneath escalators as required for hazard control
where head height is limited.
• Warning tactiles should be applied to the cover plates at the top and bottom of
escalators per AS1428.4.
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.
a) Lifts General Requirements
• 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
b) Lift Shaft Requirements
• 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.

• Glass colour should be “Pilkington Evergreen” to provide consistency.

• Both the lift shaft and each landing and the lift car shall have solid, non glazed,
damage resistant construction to a height of 900mm off the FFL.
• Use a maximum of 5 standard sized glass panels per project, removable from
outside the shaft to facilitate easy replacement with minimum downtime. Provide
one spare of each size to be stored at the station.
• No patch fittings are to be used for the fixing of shaft glazing panels, All glass to be
fully framed with film applied to edge of glass beyond retainer, glass rebate
minimum 20mm.
• Application of graffiti resistant film to external glass and reachable from low level or
where vandals could stand, whichever is the greater. Graffiti Resistant film should
match that applied to lift cars under the lift supply contract (3M SCLARL 400). This
is considered a ‘sacrificial’ layer to prevent damage to annealed glass.
Refer to:
- Building Code of Australia and where relevant, Station Guidelines for

Fire and Life Safety in the Construction of the Underground Railway
Facilities (SGFLS)
- AS 1428 Part 1 – Design Access and Mobility – New Work Building

(2001)
- AS 1428 Part 2 – Design for Access and Mobility – Enhanced and

Additional Requirements (1992)
Lift shaft detail requirements include:
• Filtered mechanical ventilation.

• Positive pressure so as to prevent ingress of dirt by leakage air (lift company to be
consulted re impact of pressure differential on closing doors).
• Magnehelic gauge to indicate need for filter change.
• Filter to be easily accessed & changed without special tools, equipment (or access
conditions).
• Inlet and outlet openings to be protected against the ingress of wind blown rain
(including doors).
• Ventilation system also serves to exhaust evaporated condensate from lift car A/C
unit.
• Extraction system must avoid negative pressurisation.
• Fan/system to be easily accessed and maintained.
• Separate comms and lift control gear, including access control.
c) Lift Landing Requirements
• 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.

Figure 3.3.1 - Appropriate Circulation Modes
Note – Diagrammatic Only – Not to Scale

Figure 3.3.2 - Vertical Circulation Funnelling

Figure 3.3.3 – Typical Ramp Plan and Section

Figure 3.3.4 – Passenger Train Boarding Ramp

Figure 3.3.5 – Stair or Ramp Boundary Layers

Figure 3.3.6 - Typical Stair Flight Plan and Section

Figure 3.3.7 - Typical Stair Detail

3.4 Station Operational Areas

Station Operational Areas comprise facilities required for day-to-day Station Operations
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.
When designing Station Operational Areas, a number of competing objectives need to be

resolved with the minimum of compromise. These include:
• The constraints of the station entry and platform configuration

• The requirement to provide a compact arrangement of operational facilities
• Maximising passive surveillance
• Developing efficient passenger and staff circulation.
The specific configuration of Station Operational Areas is determined by:
• Station Category and the User Requirements Brief

• Station entry and platform configuration
• Effective functional relationships between operational areas
3.4.2.1 Station Category and User Requirements
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:
• Provide a comfortable, efficient and safe workplace

• Maximise the opportunity for passive surveillance of public areas
• Manage the interface between public and staff areas
• Manage the interface between operational areas and private contractors,
emergency services providers and adjacent commercial facilities/operators
• Provide for secure, vandal resistant and low maintenance facilities

• Provide adaptable operational areas to accommodate changing station and

passenger facilities
• Consider opportunities for ‘green building’ including natural day lighting and
passive ventilation to minimise greenhouse emissions, resource and energy
consumption.
3.4.2.2 Station Entry and Platform Configuration
The physical relationship between the station entry and platform configuration will
determine the orientation and arrangement of operational areas. For example;
• A single island platform accessed by an overbridge may have operational facilities

located on the platform.
• Island and side platforms accessed by an overbridge may have the operational
facilities located on the overbridge.
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
3.4.2.3 Functional Relationships
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

• Back of house areas (e.g. garbage areas, storage etc)
• Staff amenities
a) Booking and Management Offices
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.

The design factors that typically take priority are:
• 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:
• Figure 3.4.1 – Booking and Management Offices Proximity Requirements and

Figure 3.4.2 – Booking and Management Offices Proximity Requirements for
passive surveillance and proximity requirements of this area.

b) Back of House Areas
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.
• Generally it is preferable to group the BOH elements together. The following

functional requirements must be considered:
• Provide staff with access to BOH from both the paid and unpaid concourse
• At larger stations, staff are to access all the back of house areas from a secure
corridor
• Independent garbage collection during station operation hours without interruption
to passenger flows, station amenity or safety.
• Independent garbage collection after hours without compromising station security.
• Station cleaning tasks are carried out outside peak times, generally very early in
the morning or late at night. This creates unique staff security issues, which can be
minimised by the appropriate BOH layout. Cleaning tasks require frequent
circulation between the cleaning machine room, garbage room, storerooms and
wash-down areas. Ideally this circulation between rooms should occur in a staff
only corridor rather than from a public accessible area.
Refer to
• Figure 3.4.3 – Back of House Areas – Proximity Requirements of this area.

Figure 3.4.3 – Back of House Areas – Proximity Requirements
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
• Figure 3.4.4 – Staff Amenities – Proximity Requirements of this area.
Figure 3.4.4 – Staff Amenities – Proximity Requirements


The arrangement and provision of Station Operational Areas needs to balance
operational requirements with convenience, facility security and safety. Careful planning
is required to avoid duplication of facilities.
All operational facilities must be designed to meet the following requirements:
• 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:
• Section 4.2.1 Ticketing for ticketing requirements

• Section 4.2.4 Communications
• Section 4.3.2.9 Lighting for illumination requirements
• Section 4.3.2 Electrical
• Section 4.3.3 Hydraulics
• Section 4.3.1 Mechanical
3.4.3.1 Booking and Management Offices
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.
The booking office should be adaptable to future changes. For example:
• 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.
a) Ticket Windows and Booking Office
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

of the ticketing system including booking office workstations, ticket windows and glazed
screen details, BOM’s, TVM’s, ATM’s, EG’s, WEG’s, GAC’s etc.
For the passenger, the ticketing area must provide:
• Effective queuing area adjacent to the windows

• Adequate signage indicating travel fares, ticketing, timetable and general RailCorp
information
• Electronic signage over the windows indicating ‘open’ and ‘closed’ ticket windows
• Ticket counter profiled for equitable access
• Ticket window and coin change detailed in accordance with RailCorp Guide for the
Installation of Ticketing Equipment
• The dispensing tray for cash/EFTPOS handset and ticket exchange must provide
easy access for people with limited hand and finger dexterity
• Ticket windows shall incorporate assistive hearing devices
• Clear views into the ticket office limited to the ticket window area
• Restricted ‘presentation’ view over the booking office. Passengers should not be
able to view the cash drawers, cash counting area and RailCorp operational
notices.
For staff selling tickets, the ticket area must provide:
• 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:
• Section 4.2.1 Ticketing
Refer to RailCorp ‘Ticketing Standard’- Guide for the installation of the

Ticketing Equipment V 6.0 2003
b) Station Manager’s Office
In locating the Station Manager’s Office the following requirements should be achieved:
• Public access

• Proximity to other staff areas

• View over the station entry and platforms.
The following functions may need to be accommodated in the Station Manager’s Office:
• Monitoring of station operations

• Interviewing staff
• Briefing/handovers to one or more staff members
• Witness staff sign on procedure
• Coordinate emergency control procedures / observation of the Fire Indicator Panel
The requirements at any particular station will be specified in the User Requirements
Brief. The typical office requirements are:
• Min. area 12m²

• 1 x work station
• 1 x large pin-board (minimum size 1200mm x 1200mm)
• 1 x photocopier (and shelving for related paper, cartridges etc…)
• 1 x fax machine (and shelving for related paper, cartridges etc…)
• 1 x lockable cupboard for training manuals
• Shelving for CCTV monitors, PA announcement equipment, train indicator control
panel, emergency control and communication
• Wall mounted synchronised clock.
Refer to
• Figure 3.4.5 – Station Managers Office 12m²
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:
• Min. area 4m²

• Pin-board space for rosters and staff information
• Pin-board space for union notices (minimum size 900mm x 700mm)
• Sign-on bench (minimum size 1200mm x 500mm)
• Pigeon holes where there are two or more staff
• Inter-departmental phone line
• Wall mounted synchronised clock
Refer to
• Figure 3.4.6 Sign-On Area 4m²
d) Station Support Officer Administrative Area
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
• Figure 3.4.7 - Station Manager Admin Support Area

e) Cash Counting Office
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:
• Out of public view

• Provided with a restricted access door. It is also preferable that access to the room
is via a secure internal corridor
• Minimum of 2m² for floor mounted safes
• 1 x work area for totalising ticket window taking, minimum 5m²
An additional workspace for a ‘Coaching Clerk’ may also be required as specified in the
User Requirements Brief
Refer to
• Figure 3.4.8 – Cash Counting Office 7m² (Min)
f) Archive Room
The requirements for the archive room are:
• Min. area 4m² required for general storage.

• Floor space for storage is to be configured as a single zone (minimum size
2000mm x 1000mm).
• Shelving units are required as specified in the User Brief Requirements. Shelf
heights must be within the reach heights recommended by OHS and WorkCover.
• Key locked room with direct access by the Station Manager is preferred
• Resilient floor finish
• Archive rooms must be constructed in accordance with BCA fire-resistance
requirements for store rooms.
Refer to
• Figure 3.4.9 – Archive Room
g) Meeting Room/Interview Room
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:
• 1 x large pinboard (minimum size 1200mm x 1200mm)

• Table and chairs (size and number requirements will be specified in the User
Requirements Brief).
Refer to
• Figure 3.4.10 – Meeting Room

3.4.3.2 Back of House Areas
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.
a) Communications Room (also known as Apparatus or Equipment Room)
The communications room provides a separate air-conditioned location for services hubs
critical to station operation and may house:
• Data and communications rack

• CCTV rack
• SPI equipment
• PA equipment (typically 3 x 19” racks)
• DUA* equipment
• Ticketing hub
• Train radio equipment
• Guards indicator equipment
• Clock equipment and modem\EWIS and alarms hub
• UPS where applicable
The minimum room size is 12m² (4000mm x 3000mm preferred).
Refer to
• Figure 3.4.11 – Communications Room 12m² (Min)
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
• Figure 3.4.12 – Store Room 6-8m²
c) Cleaner’s Room
The typical requirements of the Cleaners Room are:
• 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.

Refer to
• Figure 3.4.13 – Cleaners Room 6-8m²
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:
• The room/enclosure needs to be large enough to accommodate the easy

manoeuvre and sorting of full and empty bins.
• Garbage and recycling is typically collected in ‘wheelie bins’.
• Bin wash down area including cold water and drainage
• Non-slip floor surface, with good drainage to a floor waste with no liquid ponding
• Easy to clean wall, floor and ceiling surfaces
• Shading over the bin area is preferred to prevent the build-up of foul smells
(refrigerated garbage rooms are not usually required)
• Natural or mechanical ventilation is required to prevent the build-up of foul smells
• Direct, secure access from station operational area is preferred for staff safety.
Separate, independent access for private waste contractor pick-up without the
need to access station operational areas or obstruct public circulation routes is
preferred
• Enclosed garbage rooms must be constructed in accordance with BCA fire-
resistance requirements.
Refer to
• Figure 3.4.14 – Garbage Room
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.

For the efficient operation of the station, bins are to be as large as possible
whilst being easily manoeuvrable by staff. General waste and recycling bins
are not emptied from one bin to another.
e) Cleaning Machine Room
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.
The typical cleaning machine data is listed below:
• Widths 720mm (body)

870mm (body and scrub head)
1065mm (body and squeegee)
• Length 1600mm
• Height 1090mm
• Weight 500kg (fully loaded)
• Battery charger
Room requirements are:
• 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
• Figure 3.4.15 – Cleaning Machine Room 8-9m²
Dirty concourse and platform cleaning machine water can be discharged

directly (without treatment) to sewer, as it is not considered as trade waste.
An agreement is in place between RailCorp and Sydney Water
3.4.3.3 Staff Amenities
The staff amenities are to be entirely functional and robust to withstand heavy use. These
functional areas typically include:
a) Locker Room

The number and type of lockers required at each station will be specified in the User
Requirements Brief. Depending on staff numbers, lockers may not need to be located in
a separate room. At most stations, staff will use the locker room for secure storage only;
staff wanting to change their clothes will use the toilet and shower facilities.
Whether lockers are provided in an individual room or combined with meal room facilities
their requirements are:
• Locker configuration to be in accordance with the reach heights recommended by

OHS and WorkCover requirements
• Lockers are to be secured to prevent tipping i.e. bolted to the wall or floor where
free standing
• Resilient floor finish.
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
• Figure 3.4.16 – Staff Locker Room
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.
The User Requirements Brief will indicate if this is to be the case.
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
• Figure 3.4.17 – Staff Meal Room
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:
• 1 x accessible unisex toilet with shower
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

• 1 x female toilet, 1 x male toilet and 1 x unisex accessible toilet, with shower.
At the larger stations there will need to be multiple numbers of male and female toilets
and accessible facilities in accordance with BCA requirements.
The following wet area features are preferred:
• Individual, full height toilet (and shower cubicles where provided)

• Materials, finishes, fixtures and fittings are to be highly durable, vandal resistant,
self-finished where possible and with an emphasis on ease of cleaning
• Partition and ceiling panels shall be flush-jointed, fully sealed and moisture-
resistant
• Floor mounted ceramic toilet suite and concealed cisterns, accessed from a
maintenance duct behind the toilets (eliminating internal access panels). Where
access panels cannot be avoided; they shall be secured with flush, tamper-proof
fixings
• Ceramic basins shall be wall mounted with concealed, heavy duty, non-corrosive
fixing brackets
• Flow restricted, temperature controlled pneumatic taps
• Depending on ceiling type, light fittings shall be either surface mounted of
recessed, vandal resistant, tamper-proof fixings, fully sealed and moisture resistant
fittings
• Utilise natural lighting and ventilation wherever practicable.
Standard RailCorp toilet accessories selected wherever appropriate and shall include:
• Wall mounted, lockable toilet paper dispenser

• Wall mounted, lockable soap dispenser located directly over hand basin to avoid
drips on floor
• Wall mounted full height mirror shall be fully backed and integrated into the wall
finish system with a continuous silicone seal to all edges
• Wall mounted rubbish bin, that is removable to assist in emptying / cleaning
• Sanitary disposal bin (unisex and female toilets)
• Hand dryers shall be wall mounted with concealed fixings and concealed
hardwiring
• Only ironmongery that is heavy duty, non-corrosive, tamper and vandal resistant
shall be specified.
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)

Figure 3.4.5 – Station Managers Office 12m²
Figure 3.4.6 Sign-On Area 4m²
Figure 3.4.7 - Station Manager Admin Support Area
Figure 3.4.8 – Cash Counting Office 7m² (Min)

Figure 3.4.9 – Archive Room
Figure 3.4.10 – Meeting Room

Figure 3.4.11 – Communications Room 12m² (Min)
Figure 3.4.12 – Store Room 6-8m²

Figure 3.4.13 – Cleaners Room 6-8m²
Figure 3.4.14 – Garbage Room

Figure 3.4.15 – Cleaning Machine Room 8-9m²

Figure 3.4.16 – Staff Locker Room
Figure 3.4.17 – Staff Meal Room

Figure 3.4.18 – 1 x Staff Accessible Toliet (Unisex Min Req)
3.5 Passenger Facilities

The following passenger facilities may be required at CityRail Stations: toilets, public
telephones, rubbish bins, seating and waiting areas and a range of retail elements.
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:
• Passenger toilet facilities

• Retail facilities
• Public telephones
• Seating and waiting areas
• Rubbish Bins
• Locker rooms
• Luggage rooms
• Traveller’s rest rooms.
3.5.2.1 Passenger Toilet Facilities
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.

Where toilets are to be provided, the number and mix of facilities will reflect the
patronage. The required facilities will be specified in the User Requirements Brief and
may include various combinations of the following:
• Accessible toilet (with baby change facility)

• Designated female toilet
• Designated male toilet
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.
While it is necessary to accommodate an adequate number of passenger toilets, space

restrictions, especially on platforms, will be critical to the final configuration.
Refer to
• Figure 3.5.1 – Typical Passenger Toilet Layout
3.5.2.2 Retail Facilities Configurations
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:
• Retail units - non cooking

• Retail units - cooking
• Retail units - platform mounted
• Automatic teller machines (ATM)
• Vending machines
• Public telephones.
3.5.2.3 Public Telephones
Where public telephones are required by the User Requirements Brief, they must be:
• Located out of required circulation areas

• Integrated wherever possible with other fixed elements in order to avoid clutter at
station entries and on platforms
• Positioned to meet the reach height criteria as set out for disability standards in
AS1428.2.
3.5.2.4 Seating and Waiting Areas
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

(DSAPT). The Station Category and the User Brief Requirements will determine seating
requirements over and above the DSAPT requirements.
The location of passenger seating areas on platforms will encourage

passengers to wait away from circulation areas, as well as allowing adjacent
clear space for prams and wheelchairs to also be accommodated safely
3.5.2.5 Rubbish Bins
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*.
Generally bins need to be:
• Removable or concealable to meet changing security requirements

• Integrated with other fixed elements, where possible to avoid clutter within stations
• ‘Wheeled’ type bins are preferred to satisfy OHS requirements as staff and
cleaners are unable to empty from one bin in to another.
Refer to
• Section 3.4 Station Operational Areas (3.4.3.2 Back of House Areas) for
coordination with garbage room requirements.
3.5.2.6 Traveller Facilities
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.
a) Luggage Check In & Collection
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:
• Be located immediately adjacent to the platforms serving the CountryLink/interstate

trains
• Provide check-in desks and associated luggage weighing equipment
• Provide sufficient queuing area in front of the check-in desks for passengers and
their luggage as specified in the User Requirements Brief
• Provide a luggage storeroom immediately behind the check-in desks, sufficiently
large to separate arriving and departing luggage. The required size of the
storeroom will be specified in the User Requirements Brief.
• Provide a passenger luggage pick-up point.
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

• Figure 3.5.2 – Luggage Room Functional Requirements
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.
If cloakrooms and lockers are to be provided as a service to RailCorp

passengers they will be detailed within the user Requirements Brief.
b) Cloak and Locker Rooms
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/).
c) First Aid / Rest Room
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


3.5.3.1 Passenger Toilets
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.
Passenger toilets must also:
• Have a design life of 40 years

• Accessible toilets shall be designed in accordance with AS 1428.2 (1992)
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.
Passenger toilets must include the following features:
• Individual cubicles with full height walls of solid construction

• Entry doors must be fitted with remote electronic locks for increased security and
staff control
• Materials, finishes, fixtures and fittings are to be highly durable, vandal resistant,
self-finished where possible and with an emphasis on ease of cleaning
• Partition and ceiling panels shall be flush-jointed, fully sealed and moisture-
resistant with no access panels
• Floor mounted ceramic toilet suite and concealed cisterns, accessed from a
maintenance duct behind the toilets (eliminating internal access panels). Where
access panels cannot be avoided; they shall be secured with flush, tamper-proof
fixings
• Ceramic basins shall be wall mounted with concealed, heavy duty, non-corrosive
fixing brackets
• Depending on ceiling type, light fittings shall be either surface mounted of
recessed, vandal resistant, tamper-proof fixings, fully sealed and moisture resistant
fittings
• Natural lighting and ventilation wherever practicable. All toilets and changing room
facilities shall be ventilated in accordance with code requirements
• Flow restricted, temperature controlled pneumatic taps

• Wherever accessible toilets with baby change facilities are provided the design
shall incorporate circulation space to enable a wheelchair user entry in addition to
the usual requirements for the parent facilities.
Standard RailCorp toilet accessories are to be specified wherever appropriate and shall
include:
• Wall mounted, lockable toilet paper dispenser

• Wall mounted, lockable soap dispenser located directly over hand basin to avoid
drips on floor
• Wall mounted full height mirror shall be fully backed and integrated into the wall
finish system with a continuous silicone seal to all edges
• Wall mounted rubbish bin, that is removable to assist in emptying / cleaning
• Sanitary disposal bin (unisex and female toilets)
• Hand dryers shall be wall mounted with concealed fixings and concealed
hardwiring
• Only ironmongery that is heavy duty, non-corrosive, tamper and vandal resistant
shall be specified.
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
3.5.3.2 Retail Facilities
a) Concourse / Station Entry Retail Units
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.
Preferred operable wall features are as follows:
• First glass panel installed as an access door

• Heavy weight doors with a high degree of quality and precision (maximum door
weight 400kg)
• Smooth and quiet operation
• Installation without bottom track is preferable (reduced trip hazard)
• 2 wheel running gears and high capacity top suspension profile
• Stainless steel running track’
• Clear anodised aluminium suspension rails; and running gear with steal wheels.

Typically the following services need to be coordinated as part of the station base
building works:
• Capped-off electrical services to be provided

• Metered electrical isolator provided rated at 100 amp three phase
• 1 x basin with cold water tap. (basin must able to take a hot water tap, installed by
tenant if required)
• Communications connection frame
• Smoke detection system
• Sprinklers installed to base retail unit if required for part of the overall station fire
services strategy. Additional sprinkler heads, or any adjustments to the layout as
required by the fit out design shall be provided at the tenant’s own cost
• All retail areas must be capable of connection to a filtered outside air supply as per
BCA and AS1668, part 2. Each tenant may extend the system to water cooled air
handling plants as required, at the tenant’s cost
• Additional requirements for retail units where food is prepared and cooked are
prescribed in the RailCorp Property ‘Tenancy Fit Out Guide’.
b) Platform Mounted Retail Units
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.
c) Automatic Teller Machine (ATM)
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:
• 10A 240 V single switched socket outlet

• Single communications outlet
• Sprinkler installed to base retail unit. Additional sprinkler heads, or any adjustments
to layout as required by fit out design shall be provided at the Tenant’s own cost
• Air-cooling to meet the operational requirements of the ATM.
Refer to
• Figure 3.5.6 – ATM Room
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

the network. Retail vending machines are not essential and should only be provided
where specified in the User Requirements Brief. They must not detract from, or impede,
the essential station operations. As part of the public transport system, vending
machines are required to comply with the Disability Standards for Accessible Public
Transport. As such, there are requirements regarding the acceptable height and type of
operating buttons, vending machine profile and adjacent circulation space.
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:
• Located clear of vertical circulation and station operational facilities

• Provided with power, data, water and drainage.
It is preferable that vending machines are to be located within recesses. Vending

machine recesses are to be:
• 3000mm long x 1100mm deep x 2100mm high

• They should be readily lockable by drawing down a roller shutter across the front of
the machines. Typically, the recess will accommodate three ‘standard’ vending
machines as per currently available models. Alternatively, one wide and one
standard machine may be accommodated. For security reasons, oversized and
highly profiled ‘bulging’ models may not be suitable as the vending machines are to
fit wholly within the recess provided.
Refer to:
• Figure 3.5.7 – Vending Machine Alcove – 3.3m²
the installation of Automatic Teller Machines.
e) Advertising
No matter the station type, advertising will:
• Be confined to locations (such as on walls) where they do not compete with or

compromise the effectiveness of station orientation signage
• Be contemporary in design and function
• Be integrated with all services
• Not be fixed to the face of stair risers
• Not obscure passenger / pedestrian movement or station surveillance and
operations in anyway
• Be able to withstand wind loading caused by train movements, particularly in
underground or confined locations
Potential media techniques may include:
• 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.

the installation of Advertising.
3.5.3.3 Public Telephones
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.
Refer to RailCorp Property / Telstra for detailed installation requirements for

Public payphones
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’
• If platform mounted, Telephone cabinets should be placed perpendicular to the

platform edge outside of the required circulation zones.
• The fixing plates for free standing Telstra payphones should be concealed so as
not to promote any trip hazard or accumulate waste matter
• Where more than one public telephone is to be provided they can either be
grouped together or placed individually
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:

• Figure 3.2.2 – Basic Island Platform Set Out and Figure 3.2.3 – Basic Side Platform
Set Out for preferred public telephone locations
• Figure 3.5.8 – Set out for Public Telephones
• Figure 3.5.9 – Set Out Gauge for Accessible Public Telephones
Where space is at a premium Telstra ‘Slimline Plaza’ may assist. Its compact,
robust appearance makes it ideal for busy indoor locations
3.5.3.4 Seating and Waiting Areas
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.
Seating requirements are as follows:
• 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:
• Figure 3.5.10 – Platform Seating Zone

• Figure 3.5.11 – Seat Fixing Types
• Figure 3.5.12 – Wall Mounted Seat Fixing Types

Example station platform mounted seats with incorporated station

identification signage – Dedicated seating areas encourage passengers to
wait away from circulation zones.
3.5.3.5 Rubbish Bins
The basic configuration for rubbish bins is:
• Located adjacent to vending machines and seating areas on platforms

• Located along exit routes within station entry area
• Grouped in to threes to allow for 1 x rubbish bin and 2 x recycling bins.
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 rubbish chutes should be clearly labelled (rubbish/paper/glass and cans)

• The bin enclosure should be locked, with passenger access limited to the rubbish
chutes at the top of the bin. The chute needs to be designed to achieve accessible
reach heights as prescribed by AS1428 parts 1 and 2
• The bin enclosure needs to be of robust construction, with an easily cleaned
surface finish
• Staff access to the bins should allow for quick and easy swapping of empty and full
bins without staff needing to bend over, overreach or lift heavy items
The ’Fire and Life Safety Strategy’ of a specific station may require that the rubbish bins
incorporate a fireguard.
Figure 3.5.1 – Typical Passenger Toilet Layout

At higher patronage stations

Figure 3.5.2 – Luggage Room Functional Requirements
Figure 3.5.3(a) – Unisex Toilet Option 01

(or male / female) – 3m²
Figure 3.5.3(b) – Unisex Toilet Option 02

(or male / female) – 3m²

Figure 3.5.5 – Baby Change Table

Figure 3.5.6 – ATM Room
Figure 3.5.7 – Vending Machine Alcove – 3.3m²

Figure 3.5.8 – Set out for Public Telephones

Figure 3.5.9 – Set Out Gauge for Accessible Public Telephones

Refer to AS 1428.2

Figure 3.5.10 – Platform Seating Zone

Figure 3.5.11 – Seat Fixing Types

Note – Types of seats shown are examples only

Figure 3.5.12 – Wall Mounted Seat Fixing Types

Note – Type of seats shown are examples only

3.6 Canopies and windbreaks

A canopy is a supported structure that provides overhead protection from prevailing
weather including wind, rain, snow, dust and direct and indirect sunlight.
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:
• Reduce alighting and boarding times by distributing waiting passengers more

evenly along the platform
• Reduce the risk of injury to staff and passengers by protecting walking and waiting
surfaces from prevailing weather
• Enhance customer service by improving passenger comfort
• Reduce on-going maintenance costs of station facilities by protecting station
elements and facilities from adverse weather.
Note – Canopies and windbreaks providing shelter to passenger seating

areas must also include adequate protection to designated wheelchair / pram
parking positions
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.
Canopies and windbreaks can be used in the following areas:
• 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.
Key considerations in determining the configuration and extent of canopies and

windbreaks are:
• Patronage, passenger circulation and waiting patterns

• Local weather conditions.
3.6.2.1 Patronage, Passenger Circulation and Waiting Patterns
When determining the extent of canopies or windbreaks, an assessment of peak

circulation and waiting patterns must be carried out. As a general rule, canopy areas may
be developed on the basis of providing a weather protection area of 0.5m² /person for a
maximum number of passengers waiting in a 15 minute peak period.
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.

3.6.2.2 Local Weather Data
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:
- Bureau of Meteorology, Sydney Climatic Survey NSW 1991
- R.O. Phillips, Sunshine and Shard in Australasia, Department of Works

– Commonwealth Experimental Building Station, Sydney, 1963

Canopies and windbreaks must be integrated with the overall station architecture. The
unique requirements of the various weather protection elements within a station must be
resolved with a consistent architectural language. Canopies and windbreaks that
complement the new or existing station architecture as well as providing good weather
protection can significantly enhance public perception of the station facility.
The canopy profile and windbreak design will be constrained by:
• 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
Where canopies are provided they need to incorporate the following:
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 underside of a canopy structure is required to accommodate SPI* indicators.

This may increase the min. height requirement to between 3000mm to 3200mm
min above finished floor level, depending on the station specific SPI requirements
(2400mm minimum to the underside of the SPI Indicator)
• Clear sightlines to train running signals cannot be achieved due to proposed
canopy location.
b) Platform Canopy Width
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:
• A 1300mm setback will not achieve adequate weather protection (particularly at

narrow side platforms)
• The line of an existing canopy is less than 1300mm from the edge of the platform,
thus requiring a track possession for maintenance

• The canopy roof edge has no gutter and therefore minimum maintenance
requirements.
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.
Refer also to Railcorp C2104 Structure Gauge 1994, C2105 Application of

Kinematic Envelope and C2107 Safe Clearances.
c) Stair Canopy
Where canopies are provided over stairs, they must be:
• 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
• Figure 3.6.2 – Weather Protection Over Stairs
d) Canopy Detail
Canopies must be designed to:
• Complement any adjacent existing canopies

• Integrate with adjacent structures including balustrades, handrails and other station
enclosures
• Integrate with lighting, speakers, CCTV, SPI and associated conduit and support
brackets
• Incorporate soffit lining where required to conceal services, conduits, fixtures or
fittings
• Provide unobtrusive and accessible maintenance access
• Incorporate acoustic soffit linings where required to achieve acoustic properties as
specified in the User Requirements Brief
• Be non-climbable, with special attention given to junctions with adjacent structures
to prevent unauthorised access to RailCorp property.
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
The canopy structure must be designed to:
• Minimise column supports and associated visual obstructions

• Coordinate with the circulation requirements of the station entry and platform
• Conceal base plates below finished floor level to avoid trip hazards

• Support operational equipment.
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
Canopies must be designed to minimise maintenance requirements. They must therefore

be:
• Vandal resistant
• Vermin resistant (including bird nesting)
• Protected against condensation
• Provided safe work environment for maintenance personnel.
Refer to
• Figure 3.6.1 – Platform Canopy Maintenance
For further information on safe work environment requirements refer to:
- RailSafe Network Rules
- OHS Act 2000, OHS Regulations 2001
- WorkCover Code of Practice – Safe Work on Roofs Part 1
- WorkCover Code of Practice – Working at Heights Guide 2004
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.
Downpipes to new canopies must discharge into grated sumps.
Refer to
• Figure 3.6.3 – Canopy Drainage Requirements.
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.
For maximum security, windbreaks should be designed to be as transparent as possible.

Additional detailed design considerations are:

• Minimum 2400mm high

• Allow for ease of floor cleaning around the windbreak and any adjacent seating
• Be robust and vandal resistant
• Prevent footholds and handgrips that encourage climbing
• Providing shelter to passenger seating areas yet also including adequate protection
to designated wheelchair/ pram parking positions.
• Coordinate with the station canopies to form an integrated element wherever both
elements are required.
Refer to
• Figure 3.6.4 – Platform Windbreaks.
3.6.3.3 Construction Elements
a) Earthing & Bonding
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.

Figure 3.6.1 – Platform Canopy Maintenance

Figure 3.6.2 – Weather Protection Over Stairs

Not to Scale

Figure 3.6.3 – Canopy Drainage Requirements

Figure 3.6.4 – Platform Windbreaks

3.7 Parking
Car Parking, provided adjacent to railway stations, helps to promote use of the railway
and provides convenience for RailCorp customers. Long term commuter car parking is
generally provided by RailCorp for this purpose where land is available and
demographics and demand dictate. In particular situations, staff car parking may also be
required.
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

3.7.3.1 Parking Standards
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.
CCTV will be provided at commuter carparks at the discresion of RailCorp’s Security

Division, on the basis of a security risk assessment.
Refer to the Lighting section of this document for guidance on carpark lighting
3.7.3.2 Carpark Circulation
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
3.7.3.3 Parking for the Disabled
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 carparking must be in accordance with the requirements in AS 2890.1 –1993

Parking Facilities Part 1: Off Street Parking. Note that this is a requirement of the BCA
due to the more recent version of the standard not yet containing requirements for
Disabled Parking.

Disabled parking spaces, whether perpendicular or parallel with vehicular circulation (or
any angle between), must provide loading and unloading area beside and to the rear of a
vehicle at the same level as the carpark and for safety, separate from the vehicle
circulation area. Note that all Disabled car parking spaces and their associated loading
and unloading areas must be level to the extent required in the above mentioned
standard.
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
3.7.3.4 Staff Parking
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:
• External approaches to a station

• External environment surrounding the built elements of a station, and in some
instances
• On platforms, rear of platform edges. (Opposite to train boarding edge)
Landscape elements can:
• 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.

• A moderated environment; e.g. provide shade trees to reduce heat gain, dense
plantings for protection against prevailing winds, reduce the extent of hard surfaces
to minimise water run-off and maximise water absorption

3.8.3.1 Hard Landscaping
• Good station presentation will be enhanced by a landscape design utilising low

maintenance, robust, quality materials and details that are fit for purpose and cost
effective. Consideration must be given to:
• The strength and durability of each element
• Limiting opportunities for graffiti and vandalism
• Developing a minimal and consistent palette of materials selected for their robust
and durable characteristics
• The incorporation of vehicular access for emergency and routine maintenance work
• Durability to allow vehicle access
• Coordination of service pit locations and cover set outs with hard and soft
landscaping works
• Minimisation of maintenance requirements.
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
3.8.3.2 Soft Landscaping (Planting)
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:
• Trees with high crowns to optimise passive surveillance opportunities

• Plant shrubs and native ground covers to minimise weed invasion
• Establish quickly a mature landscape that has good visual impact and is suitably
robust
• Low maintenance, native indigenous drought resistant species
• Minimal leaf and fruit dropping species
• Retain and protect existing significant trees wherever possible and appropriate
• Significant trees and landscape elements are to be set back from road
carriageways and rail corridors
• Provide an integrated, automatic and even system of water supply and drainage to
landscaped areas, utilizing grey water or tank water wherever possible.
Any landscape proposal shall minimise impacts on existing ecosystems and habitats,
enhance remaining ecosystems, conserve the use of resources, non-renewable energy,

topsoil and minimise the use of construction materials that deplete natural resources or
create toxic pollution in their manufacture.
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
The following fence types and details may include:
a) Fences or walls along boundaries to adjoining private properties. It is RailCorp

preference that these are of solid construction, a minimum1800mm high, with materials
and detail to coordinate with the overall station design. Consultation and coordination
with the relevant property owners will be required to develop a fence design acceptable to
both property owners.
b) Secure fences are required to prevent access to RailCorp infrastructure as prescribed

in the User Requirements Brief. These must be a minimum of 1800mm high. Fences
adjacent to station structures such as canopies, balustrades or operational facilities must
be designed to coordinate with the material and details established therein.
Prefabricated aluminium or steel security fences will be acceptable where they are
independent of the station structures.
Prefabricated fences must be constructed of:
• 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.

c) Pedestrian fences are required to delineate boundaries and discourage access. These
must be a minimum of 1100mm high. Where these are in close proximity, or adjacent to,
station balustrades or canopies they must be designed to coordinate with material and
details established therein.
Prefabricated aluminium or steel fences will be acceptable where they are independent of
the station structures. Prefabricated fences must be constructed of:
• Weld mesh fence with a 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.
3.8.3.4 Trench Type Drainage Grates
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
• Section 3.3 Circulation.
3.8.3.5 Drainage pits
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
3.8.3.6 Anti Skateboard Devices
Anti-skateboard devices should be recessed into walls and up-stands vulnerable to

damage by skateboards. Typically these are to align with the geometry generated by the
adjacent paving units.
3.8.3.7 Code Requirements
The design of the landscape elements is to comply with all relevant design and
construction codes, regulations, and authority requirements.
a) Rail Requirements
• CityRail Crime Prevention through Environmental Design Standards

• DDA Disability Transport Standard (DTS)
• Approved Railway Station Access Strategy.
b) Government and Authority Requirements
• Local Council, Local Government Authority and DIPNR requirements

• DUAP Guideline Document ‘Environmental Planning for ESD’ July 1995
• RTA standards and requirements
• Relevant Council Standards and Plant Lists.
c) Construction Standards
• AS/NZS 4586 ‘Slip resistance classification of new pedestrian surface materials’

• AS 3661.1 ‘Slip Resistance of Pedestrian Surfaces – Requirements’ (Partly
superseded by AS/NZS 4586)

• HB 197:1999 ‘An Introductory Guide to the Slip Resistance of Pedestrian Surface

Materials’
• AS 3661.2 ‘Slip Resistance of Pedestrian Surfaces – Guide to Reduction of Slip
Hazards’
• AS 1428 Parts 1-4 ‘Design for Access and Mobility’
• Natspec guide – Purchase of Advanced Trees
• Relevant BCA Standards for egress and access
• Austroads ‘Guide to Traffic Engineering Practice – Parking’
• Austroads ‘Guide to Traffic Engineering Practice – Pedestrians’
• Austroads ‘Guide to Traffic Engineering Practice – Bicycles’
• RTA ‘Road Design Guide’.
3.9 Interchange facilities

Interchange Facilities are provided to assist passengers to change from one mode of
transport to another. Such facilities may be simple or complex depending on the
patronage and demand for services. Note:
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:
• Length of time taken to interchange

• Walking distance between services
• Complexity of navigating an unfamiliar interchange
• Security risk of changing between services
• Discomfort of waiting in the heat/cold/rain/sun/wind for connecting services.
Interchange facilities must:
• Accommodate current capacity and future growth

• Integrate with the surrounding urban environment.
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.
An understanding of the following overview is still required to develop a station

design.
3.9.2 Overview
The basic physical configuration of an interchange is determined by the following design
factors:
• The type of interchange activity

• The level of interchange activity
• The context of the interchange.
The parameters of these design factors can only be established by carrying out both a
detailed transport movement analysis and site analysis.

3.9.2.1 Type of Interchange Activity
The type of interchange facilities that may be provided at a station include:
• 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:
• Transport circulation routes (e.g. bus, taxi, kiss-n-ride)

• Passenger circulation routes
• Passenger facilities associated with interchanges (e.g. signage, canopies, seats)
• Operational facilities associated with interchanges (e.g. bus bays, timetables, driver
toilets)
Passengers dislike having to interchange for many reasons. These include:
- The length of time taken to interchange
- the inconvenience of long walking distances between services
- The confusion of navigating unfamiliar interchanges
- The security risk of waiting between services
- The discomfort of waiting in the heat/cold/rain/sun/wind or connecting

services.
3.9.2.2 Level of Interchange Activity
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.
a) Inter-modal Interchange Analysis
For inter-modal interchange, the type of information to be analysed includes, but is not
limited too, the following:
• Number of services/peak, off-peak and late night

• Number of passengers/per service
• Dwell times
• Service accumulation
• Set down/pick up requirements (bus stand or platform)
b) Individual Transport Interchange Analysis
Each individual transport interchange mode will need to be analysed to establish:
• 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

• Transport circulation routes entering and exiting the interchange

• Frequency and timing of interchanging services
• Timetable restrictions
3.9.2.3 Urban and Physical Context
An integrated interchange can only be developed on completion of a thorough site

analysis. Critical aspects of this analysis include the research and review of:
• 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.
3.9.2.4 Bicycle Parking
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.
Example bicycle network feeding into other public transport

Note – RailCorp’s current policy indicates that Bicycle rack / stands should be
selected in preference to Bicycle lockers in all instances.
This may conflict with current Dept of Trasnport and NSW Government
policies

The critical design factors at an interchange are those associated with:
• 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.
3.9.3.1 Bicycle Parking
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:
• Located externally, but undercover

• Securely fixed through the pavement to the substrate
• Provided with an appropriate level of associated signage
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
• Figure 3.9.1 – Typical Plan Bicycle Rack Installation’

Refer to:
- Bicycle Storage and Parking Facilities; Their Provision and

Management, Bicycle New South Wales, 1988 for additional guidance
on the provision of bicycle parking.
- www.bicyclensw.org.au
- Australian Standard – AS 2890.3 Parking Facilities – Bicycle Parking

Facilities.
The Bicycle Rack parking elements to be used should:
• 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
• Figure 3.9.1 – Typical Plan Bicycle Rack Installation
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.

The draft guideline is divided into eight sections; each addressing different issues relating
to young people and the urban environment. Design solutions are proposed for each of
the issues raised.
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:
• Be manufactured to be durable and resistant to heavy usage and attack by vandals

and thieves
• Pick-up drop off points should be well lit. They should be positioned in active
locations where casual surveillance opportunities exist
• Provide walking and/or cycling links along routes which are well lit and where
surveillance opportunities exist
• Provide services such as public phones and public toilets where they are easy to
find and where surveillance opportunities exist.
3.9.3.3 Code Requirements
• 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.

Figure 3.9.1 – Typical Plan Bicycle Rack Installation

3.10 Temporary works

Temporary Works may form an essential part off a station upgrade project to allow a
station to continue operating and providing the same levels of service to passengers.
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:
• Station Operation and Station Staff facilities

• Passenger Facilities
• Construction of required station infrastructure items such as platforms, stairs etc.
• Construction hoardings, Project information boards
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.

3.10.3 Detail Requirements

Station designers should be aware that during any temporary works project that there will
be various stakeholders that are interested in the levels and standards of temporary
accommodation provided to the following areas:
• Booking Office
• Station Operational Areas
• Staff Amenities
Minimum requirements are to be agreed and signed off by:
• RailCorp Project Manager

• RailCorp Design Standards Manager – Station and Buildings
• RailCorp Station Capital Works Program Manager – Station Operations
• RailCorp Station Manager
• Station Staff Union representation
3.10.3.1 Minimum Requirements for Temporary Booking Offices
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:
• Same number of Ticket Windows as per the original booking office

• RailCorp Standard Ticket windows with security roller shutters (external) and
Venetian blinds (internally)
• Standard Booking office Machine (BOM) workstations to all ticketing windows, with
mobile units as required
• Fully secure (roof, ceiling, walls and floors), vandal proof and lockable with
additional built-in security measures at least equal to existing permanent booking
office requirements (eg. G2 bullet proof windows and protective steel plates to
ticketing areas, staff panic buttons, IAS etc.)
• Fully secure cash handling facilities (eg. out of line of sight, security to windows,
installation of safes as per existing with suitable floor strength)
• Existing or temporary station PA / LLPA systems to be redirected
• All existing communication lines (phone/fax/data) to be redirected and / or an
increase in the level of communication types (level of service) if required
• Fully air conditioned / mechanically ventilated
• Minimum 2000mm x 2000mm awning as weather protection to the ticket window(s),
main entry door from excessive sun / heat entry and from driving rain / inclement
weather
• All external doors are to be solid core type, passive surveillance capable (vision
panel) as per a permanent installation
• Suitable floor finishes to the various back of house areas (eg carpet tiles to
ticketing area for sound quality and vinyl to staff amenities for cleaning purposes)
• Location of temporary booking office should be within the station boundary, and in
a position where it should not have to be moved again during the works until it is
decommissioned if possible
• The Booking Office should be located, if possible along side an existing or, a to be
maintained circulation route in the unpaid area of the station. The location of the
temporary booking office may need to be co-ordinated with the provision of
temporary hoardings and /or fences during the works.
• Be electrically bonded and earthed as per RailCorp electrical standards where
required
Refer to
• Section 3.4 Station Operational Areas for further details.

3.10.3.2 Minimum Requirements for Temporary Staff Amenities
If temporary staff amenities are required they must be equal to the existing facilities and
satisfy the following conditions:
• Existing permanent toilets are to be used (where practical) in lieu of temporary

toilets or the works staged in such a way to maximise the use of existing toilets for
the longest amount of time possible and then use the new facilities (if new staff
toilets are to be provided in upgrade works?)
• If temporary toilets required, provide at least 1x female + 1x male unless otherwise
suggested / directed by Station Manager, with a hand basin contained within each
cubicle and connect to sewer where practical
• Meal room / kitchenette (if applicable), will require a small sink (hot and cold water)
/ cupboard storage with an instant water boiling unit
• Sign-on Area
• Staff Lockers
• Fully secure (roof, ceiling, walls and floors), vandal proof and lockable with
additional built-in security measures at least equal to existing staff amenities area
requirements (eg. G2 bullet proof windows and protective steel plates to ticketing
areas, staff panic buttons, IAS etc.)
• All external doors are to be solid core type, passive surveillance capable (vision
panel) as per a permanent installation
Refer to
• Section 3.4 Station Operational Areas for further details.
3.10.3.3 Temporary Passenger Facilities
Where temporary passenger facilities are required they must be equal to the existing
facilities and satisfy the following conditions:
• Existing permanent toilets are to be used (where practical) in lieu of temporary

toilets or the works staged in such a way to maximise the use of existing toilets for
the longest amount of time possible and then use the new facilities (if new
passenger toilets are to be provided in upgrade works?)
• At some smaller stations identified by the Station category, it may not be practical
or a requirement to provide temporary passenger toilets
• If temporary toilets required, provide at least 1x female + 1x male unless otherwise
suggested / directed by Station Manager, with a hand basin contained within each
cubicle and connect to sewer where practical .
• Works should be staged in such a way to avoid excessive disruption to passengers
nor impede train operations
• Ticket Barriers are to be co-ordinated with RailCorp Communications and RailCorp
Ticketing
• Existing or temporary station PA / LLPA systems to be redirected
3.10.3.4 Temporary Passenger Stairs
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

• If the temporary stair passes over electric train running lines, that they be fitted with
RailCorp standard overhead catenary shields where required.
• Be electrically bonded and earthed as per RailCorp electrical standards where
required
• Be located on a station platform so as to provide adequate space on platforms etc.
during works such that all staff access doors to retained station operational areas
are still accessible
• Be located on a station so as to maintain all required and existing circulation paths
minimum widths
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
3.10.3.5 Temporary Works Construction Hoardings
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.
3.10.3.6 Temporary Works Standards and Regulations
It is essential to prepare an outline of the temporary works, as part of the Specification,

that will be required during station upgrade works to ensure that adequate provisions are
made for station operations to run safely and continuously through out those works,
without any disruptions. These documents will be provided at all stages of the tender
return documents, for sign off with station staff.
Reference documents include:
• WorkCover Codes of Practice

• Australian Standards, including AS/NZ 1170 & AS1720
• RailCorp Standards including:
– Typical Construction Hoarding Design

– Construction Passenger Information Board Design
– Customer Facing Aspects of Temporary Works at Stations
3.11 Materials and finishes

The appropriate selection of materials & Finishes is critical to achieve a calm, bright, light
and clean station, consistent with RailCorp’s corporate identity. The CityRail / RailCorp
brand must always be seen to be improving its standards through the presentation of its
trains, stations and services.
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.
Note – Numerous proprietary finishes/ elements have been previously trialled,

used and proven to be acceptable within the RailCorp railway environment.
Reference should be made to the CityRail Station Finishes Guide – December

2000.

3.11.2 Overview
The careful selection of all finishes is critical to achieve a standard of station presentation
and quality consistent with that of a public building and RailCorp’s corporate identity.
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*.

Further to the guidelines set out in the CityRail ‘Station Finishes Guide’ and the CityRail
‘Corporate Identity: Colour Scheme Manual’ and the critical assessment factors set out
above, additional selection criteria for floors, walls and ceilings within the public areas of
the station follows.

3.11.3.1 General Requirements
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:
Drainage elements that are not accessible 100 years

Drainage elements that are accessible for refurbishment 20 years
Sign faces 20 years
Support structures 50 years
Other station furniture 40 years
Lighting 20 years
General structures 100 years
Architectural linings 40 years
Retaining walls 100 years
Mechanical and electrical equipment 40 years
Fire protection equipment 50 years
Floor finishes 40 years
c) Corrosion, Air Pressure and Vibration
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.
g) Thickness of material finishes for floors
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.

i) Walls and columns
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.
j) Maintenance and Access
• 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
3.11.3.2 Floor Finishes Selection
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.
Floor finishes must meet the following performance 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.
Floor finishes must meet the following design criteria:

• Designed to suit the station planning module

• Provide finish continuity from station entry to platform
• Co-ordinated with tactile ground surface indicators, stair nosings and platform
safety zone
• Co-ordinated with such items as entrance mats, drainage grilles and channels,
control joints, expansion joints, access covers, air grilles, floor spigots etc, all with
their associated framing and fixings
• Co-ordinated with the station colour palette, balancing functional requirements of
durability and ease of maintenance, with the overall design concept of a clear, calm
and clean environment.
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
• Figure 3.2.9 – Platform Fall Requirements.
3.11.3.3 Walls and Column Finishes Selection
The requirements of wall and column finishes may differ over three zones. These three
zones are:
• Skirting (from floor finish to a minimum of 150mm high)

• Walls within reach (between the top of the skirting and 2600mm above floor finish)

• Walls out of reach (above 2600mm).
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.
General skirting assessment must include:
• Design life as specified in the User Requirements Brief

• Resistance to damage from cleaning machines and skateboarders)
• Options for colour contrast to the floor as required by AS1428 parts 1 and 2
• Visibility of accumulated dirt, grease and scuff marks
• Coordination with door hardware, stair details stairs and skirtings
• Coordination with kerb up-stands as part of any adjacent balustrade
Integrate control joints, expansion joints, access covers, air grilles etc, all with their
associated framing and fixings
b) Walls Within Reach
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:

• Visual contrast and surface reflectance requirements as prescribed by AS1428
parts 1 and 2
• Avoidance of distracting or disorientating patterns, texture and glare
• Sub-structure and framing requirements
• Ease of integration with balustrades, glazing and canopies
• Integrate access covers, air grilles etc, all with their associated framing and fixings
• Light reflectance values as required to support the lighting design
• Sound absorption where required to support the overall station acoustic design
• Ease of replacing individual damaged panels
• Coordination with station operational requirements including signage, door
hardware, PA speaker mounting etc.
c) Walls Out Of Reach
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
• Figure 3.7.1 – Wall and Column Finishes Zones

3.11.3.4 Ceiling and Soffit Lining Selection
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:

• Suitability of pre-finished products
• Available colour and light reflectance value as required to support the lighting
design
• Sound absorption properties to meet the requirements of the station acoustic
design
• Services coordination as specified in the Users Requirements Brief, including
lighting, EWIS, PA speakers, smoke detectors, sprinklers
• Coordination of services maintenance access
• Some station designs may also require that the ceiling lining forms part of the
smoke management system. Depending on the particular smoke management
system, this may require that the ceiling lining is shaped in a particular way,
perforated or sealed to draw smoke into a plenum.
3.11.3.5 Slip Resistance of Floor Finishes
• AS4586: 1999 Slip Resistance Classification of New Pedestrian Surface Materials

• AS4663: 2002 Slip Resistance Measurement of Existing Pedestrian Surfaces
• HB197: 1999 An Introductory Guide to the Slip Resistance of Pedestrian Surface
Materials.
Evidence of compliance with these standards will be required at:
• The time of product selection and specification

• Prior to product ordering and installation
On-going post-occupancy testing to ensure that correct and economical maintenance

procedures will be implemented after hand over.
3.11.3.6 The Use of Glass In Stations
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)

– The effect of means and likely frequency of maintenance on operational cost

– Security & Safety
– CPTED/passive surveillance
– Vandalism – impact – kick – propelled object
– Vandalism – scratch
– Blast
– Accidental damage
– Screening or enclosure (to prevent unlawful access, exposure to danger etc)
– Structural stability / crowd loading
• Passenger comfort
– protection from weather

– thermal effects
– enable natural light entry
– enhance the quality and perception of the space
In partial consideration of the above, the following rules have been formulated for all new
installations at Railway Stations:
All glass must be annealed laminated with 1.5mm PVB interlayer
• 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
Glass should only be used where
• required for passive surveillance

• provides a demonstrated environmental improvement by enhancing:
– natural light
– perception of space
The onus is with the designer to demonstrate these benefits for RailCorp’s acceptance.

Figure 3.7.1 – Wall and Column Finishes Zones


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Technical Note – TN 017: 2020

For queries regarding this document

Technical Note – TN 017: 2020

Effective date: 10 November 2020

Subject: Stair nosing configuration in relation to

Section 3.3.3.7 Stairs

© State of NSW through Transport for NSW 2020 Page 1 of 1

For queries regarding this document

Technical Note - TN 066: 2016

Effective date: 07 October 2016

Subject: Update to ESB 003 and issue of

• part related to handrails in Section 3.3.3.3 Ramps

• part related to handrails in subsection a) of Section 3.3.3.7 Stairs

• part related to prevention of falling objects in subsection d) of Section 3.3.3.7 Stairs

• parts related to handrails and balustrades in subsection e) of Section 3.3.3.7 Stairs

These sections and figures have been superseded by requirements detailed in

• ESB 000 Introduction

• ESB 001 Design Context and Process

• ESB 002 Design Principles

• ESB 003 Station Functional Spaces

• ESB 004 Station Services and Systems

© State of NSW through Transport for NSW Page 1 of 2

© State of NSW through Transport for NSW Page 2 of 2

For queries regarding this document

Technical Note - TN 037: 2016

Effective date: 23 May 2016

Subject: Hierarchy of customer information

TN 037: 2016 now replaces TN 020: 2015.

© State of NSW through Transport for NSW Page 1 of 4

2. Hierarchy of customer information

The hierarchy of customer information within TfNSW’s transport environments is as follows:

i. statutory: meets TfNSW’s compliance obligations

ii. key: essential information for a customer’s journey

o TfNSW promotional material – marketing material produced by TfNSW or TfNSW led

o non-TfNSW promotional material – marketing material produced by external parties for

o commercial advertising – paid marketing material designed to promote products or

2.1. Information principles

© State of NSW through Transport for NSW Page 2 of 4

2.2. Operational implications

CCTV is an example of this; it is possible to meet operational requirements whilst installing it in a

© State of NSW through Transport for NSW Page 3 of 4

© State of NSW through Transport for NSW Page 4 of 4

For queries regarding this document

Technical Note - TN 001: 2016

Effective date: 17 March 2016

Subject: Update to ESB 003 Station Functional Spaces

Replace bullet point a) with the following:

3.2.2.2 Clearances to rolling stock and infrastructure

Replace Section 3.2.2.2 with the following:

© State of NSW through Transport for NSW Page 1 of 2

3.2.4 – Platform gaps terminology.

This figure is deleted.

3.2.6 Platform circulation requirements

Figure 3.2.6 – Platform circulation requirements

Name Vithya Senthilrajan Gary Bayman John Paff Graham Bradshaw

Position Senior Engineer Lead Stations and A/Chief Engineer Director

© State of NSW through Transport for NSW Page 2 of 2

For queries regarding this document

Technical Note - TN 015: 2016

Effective date: 10 March 2016

Subject: Changes to ESB 003 Station Functional Spaces

© State of NSW through Transport for NSW Page 1 of 1

For queries regarding this document