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Contents

Chapter 9 – Rail station infrastructure

9 Rail station infrastructure 3 9.3.2.2 – Interchange 11

9.1 Introduction 3 9.3.2.3 – Commuter 12

9.1.1 Overview of the Rail station 3 9.3.2.4 – Local 13

infrastructure chapter
9.3.2.5 – Regional 14
9.1.2 Purpose and objectives 4
9.3.3 Rail services 15
9.1.3 Roles and responsibilities 4
9.3.4 Who uses the rail service 15
9.2 Application of the Rail station 6
infrastructure chapter
9.3.5 Access 15
9.2.1 Intended audience 6
9.3.5.1 – Accessibility and compliance 15
9.2.2 Application of this chapter 6
9.3.5.2 – Universal design 15
9.2.3 Planning, legislation, policies and 6
guidelines
9.4 Rail station environment 17

Principles of rail station infrastructure 7 9.4.1 Understanding existing and future 17

9.3
planning customers

9.3.1 What is the rail station precinct? 7 9.4.1.1 – Customer outcomes 17

9.3.2 Rail station categories 9 9.4.1.2 – Customer needs 17

9.3.2.1 – Premium 10 9.4.2 Understanding the site 21

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Chapter 9
8 – Rail
Ferrystation
facilityinfrastructure
infrastructure
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9.4.2.1 – Existing and future demands 22 9.5.7 Cultural and heritage places 32

9.4.2.2 – Integration with land use 22 9.5.8 Functionality and simplicity 32

9.4.2.3 – Integrations with other modes 23 9.5.9 Wayfinding and signage 32

9.4.2.4 – Land constraints 25 9.6 Specific considerations for rail stations 33

9.5 Functional design guidelines for rail 26 9.6.1 Rail station platforms 33
stations
9.6.2 Fare collection 35
9.5.1 Sequence of movement 26
9.6.3 Arrangement of space 35
9.5.2 Circulation within rail stations 27
9.6.4 Flexible design 36
9.5.3 Identifiable station entry and exit 29
9.6.5 Asset management 36
9.5.4 Safety and security 29
9.6.6 Rail station operations 37
9.5.4.1 – Active surveillance 29
Appendix 9-A 38
9.5.4.2 – Passive surveillance 29
Design Considerations
9.5.4.3 – Anti-social behaviour, graffiti 30
deterrents and treatments

9.5.5 Climatic comfort and weather 30

protection

9.5.6 Sustainable assets 31

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 Chapter 9 – Rail station infrastructure

9.1 Introduction
The Rail station infrastructure chapter is a referenced component
9.1.1 Overview of the Rail of the overarching Public Transport Infrastructure Manual (PTIM).

station infrastructure This Rail station infrastructure chapter is to be used in

conjunction with:
chapter • PTIM, Background and application, which establishes the
guidelines for application of the entire PTIM
• PTIM, Planning and design, which provides the overarching
design guidelines and principles for public transport
infrastructure across Queensland
• PTIM, Supporting access infrastructure, which details the
supporting access infrastructure required to support public
transport stops and stations
• PTIM, Branding, theming and signage, which provides branding,
theming and signage that should be used for identifying
coherent public transport infrastructure throughout
Queensland
External to the PTIM, the following documents should be referred
to when planning and designing new or upgraded rail stations:
• Queensland Rail, Station Design Manual, which details general
and specific design requirements for new and upgraded rail
stations across Queensland Rail’s City Network.
• Department of Transport and Main Roads (TMR), Guide to Development
in a Transport Environment: Rail, which provides important
information for those involved in the planning, design
or delivery of development in the vicinity of railways in
Queensland.
For information on further resources to support the planning and
design of rail stations, including specifically the integration with
other modes please refer to PTIM, Background and application.

Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020 3
Chapter 9 – Rail station infrastructure

The Rail station infrastructure chapter will inform infrastructure

9.1.2 Purpose and design by providing a clear and consistent set of principles and
guidelines for stations on the rail network.
objectives
It will ensure that a high standard of infrastructure is planned
and delivered to meet the needs and objectives of the TransLink
passenger transport system and passenger expectations.
Ultimately, high-quality and consistent rail station infrastructure
will provide customers with a transport system that is safe,
convenient, coherent, functional and encourages passenger use.

The objectives of this chapter are to:

• ensure design incorporates a focus on achieving customer
needs and enhancing their experience
• ensure a consistent approach to maximise customer access,
convenience, safety, comfort, efficiency, reliability and
accessibility
• ensure best practice infrastructure design is applied
consistently across the rail network
• consolidate and standardise the existing guiding principles for
the planning and design of rail station infrastructure
• provide an overview of available standards for rail station
design
• detail TransLink’s requirements for compliance with relevant
standards and regulations
• ensure the delivery of quality, accessible and compliant rail
stations
• to promote rail station design principles which achieve
sustainability, inclusiveness and flexibility.

The roles and responsibilities of the key stakeholders for the

9.1.3 Roles and planning and design of rail stations are described in Table 9.1.
As shown, the planning, provision, management and operation
responsibilities of public transport is the core responsibility of the State
government, with most responsibilities carried out by TransLink (a
division of TMR).

TransLink will work in partnership with and assist the asset owner,
Queensland Rail, and local governments to:
• reviewing the Chapter to ensure it remains up to date and
relevant
• supporting and communicating the importance of customer
focussed features of the Chapter to relevant stakeholders
• providing recommendations to ensure compliance with the
Chapter.

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 Chapter 9 – Rail station infrastructure

Table 9.1:
Roles and responsibilities

Organisation Key public transport responsibilities

TMR • responsible for the coordination of transport services, infrastructure,

management, transport policy and planning in Queensland
• manages the Rail Transport Service Contract with Queensland Rail, on behalf of
the State of Queensland.
TransLink’s role within TMR is to:
• plan and design an accessible, efficient and connected passenger transport
network that is simple for customers to identify, understand and use
• be responsible for enhancing customers’ experience, ticketing, public
transport information and infrastructure.
TransLink has State-wide responsibility for managing service contracts to deliver
public transport services for:
• trains, buses, ferries and light rail across South East Queensland
• active transport, such as walking and cycling
• taxi regulation
• long distance rail, coaches and regional air services
• buses in Cairns, Mackay, Toowoomba and Townsville
• regional services
• demand responsive transit.

Queensland Rail • statutory authority established under the Queensland Rail Transit Authority Act
2013 (Qld)
• under the Transport Infrastructure Act 1994 (Qld), Queensland Rail performs
the role of railway manager and railway operator.
Queensland Rail has the following principal functions:
• managing railways
• delivers passenger and rail infrastructure services across the State funded
through the Rail Transport Service Contract
• responsible for upgrading and maintaining existing rail stations.
Refer to the Queensland Rail Transit Authority Act 2013 (Qld) for further details.

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Chapter 9 – Rail station infrastructure

9.2 Application of the Rail

station infrastructure chapter
This chapter is intended for use by professionals in the transport
9.2.1 Intended audience planning and delivery industry. This generally involves, but
is not limited to, designers, planners, engineers, architects,
developers, contractors, private operators and others involved
in the planning, design and delivery of rail station projects
in Queensland. This may involve professionals charged with
protecting the State’s existing and future transport infrastructure
assets.

This chapter must be used in conjunction with overarching

9.2.2 Application of this applications of the PTIM.

chapter This chapter details TransLink requirements for planning and

design and should be referred to before starting to plan new
rail stations or upgrades, including intermodal connections,
neighbourhood and active transport connections, and safety
improvements, to existing rail stations. This is particularly
important where rail stations are affected by, or a catalyst for,
urban development.

For existing sites, direct application of the approaches outlined

in this chapter may not be feasible due to existing physical site
constraints. The application of PTIM may therefore vary to achieve
TMR’s customer outcomes when undertaking an upgrade.

TransLink, in partnership with Queensland Rail, local

governments and in collaboration with relevant stakeholders
and delivery partners, shall be consulted on the design for new
infrastructure and upgrade of existing rail stations.

TMR provides specific guidance through Guide to Development

9.2.3 Planning, in a Transport Environment: Rail (2015) for those involved in the
planning, design or delivery of development in the vicinity of
legislation, policies and railways in Queensland.

guidelines Queensland Rail is to be included in the detailed design process,

with reference to its guideline Station Design Manual.

See PTIM, Background and application for specific detail on

relevant planning references, and relevance to rail station
infrastructure and rail corridors.

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 Chapter 9 – Rail station infrastructure

9.3 Principles of rail station

infrastructure planning
The rail station precinct comprises three distinct zones including:
9.3.1 What is the rail 1. Local precinct: where the rail station integrates with the
surrounding land uses and street context.
station precinct?
Rail stations should not sit in isolation to the community,
they should be considered in the context of their surrounding
precinct, including how they will be accessed by all transport
modes. Rail stations, successfully integrated with the
community, can create precincts that are attractive places for
economic development and social interaction.
The planning and design of rail station infrastructure should
reflect the local precinct in which it resides. This includes
connections to its cultural or heritage significance, the
surrounding physical environment and integrate well with the
adjacent land uses.
2. Access and interchange: location that passengers use to gain
access to/from the rail station and transfer between other
transport modes such as bikes, buses, taxis etc.
Supporting access infrastructure is required to ensure
passengers can interchange seamlessly between the
rail station and different modes. Where accommodating
customer transfers at street level, an unobstructed
accessible route and close proximity of other modes to a rail
station’s entry and exits will improve the ease and comfort of
these movements. For rail stations with concourses, ticketing
areas and platforms underground, the location and design
should ensure these are easily recognisable and identifiable
as part of the public transport integrated network.
3. Rail station: where passengers dwell at a platform, use
amenities, buy tickets, board and alight public transport
vehicles etc.
Once within the rail station, consideration of the “paid
areas” as well as the “unpaid areas” is essential to aid
in defining the spatial requirements to accommodate
customer, and staff needs and the legibility of the passenger
movements between these zones.
The zones comprising the rail station precinct are illustrated
in Figure 9.1.

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Chapter 9 – Rail station infrastructure

Toilets

Staff/station management

Ticketing / fare gates

Retail/food & drink

Waiting area
Information

2
Rail station

Core zone

Access

Pedestria
Bus fee Ta n
der/ interc xi rank
hange

Kiss ‘n’ R
Park ‘n’ R ide
ide
Cycle

Access and
interchange

Land use
integration

Community
facilities

Surrounding physical
environment

Cultural and heritage

Local precinct significance

Figure 9.1 –
Rail station precinct

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 Chapter 9 – Rail station infrastructure

The five categories of rail station provided by Queensland Rail

9.3.2 Rail station Station Design Manual, are identified below, and for the purposes
of the PTIM have been defined below in terms of the level of
categories infrastructure and multi- modal connections:
1. Premium – key destination rail stations with multi train line
and multi-modal connections, high level of facilities and
finishes
2. Interchange – multi-train line and multi-modal connector rail
stations for high priority services located in principal and
major activity centres
3. Commuter –multi-modal access infrastructure including bus
feeder, kiss ‘n’ ride and park ‘n’ ride, station designed to
provide efficient peak commuter demand
4. Local –minimal rail station infrastructure and facilities with
limited multi-modal connections
5. Regional - limited rail station infrastructure and facilities with
multi-modal connections including long distance coach.

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 Chapter 9 – Rail station infrastructure

9.3.2.1 Premium
The key elements that define a premium or flagship rail station are described as follows:

Description

Customer commuters, off-peak, first-time, infrequent, long-distance, tourists, events

persons with disability, travelling with children, travelling with luggage
high patronage

Precinct key destination place within metropolitan city centre, for example South Bank and
Roma Street stations
commercial (and retail) opportunities
large residential communities
clusters of knowledge, tourism, entertainment, health, creative and cultural activities

Operation high frequency services

intramodal interchange
intermodal interchange
24 hour or first-to-last service staff presence

So that customers can get to their destinations using

4. customer services and general information booths
the rail network with minimum difficulty and stress, they
can expect the following conditions when accessing a 5. ticket purchasing facilities / gates
premium rail station: 6. passenger security
Must haves
Desired
1. high quality, accessible, efficient and direct access
7. place making elements in the context of the local
to connecting modes and between platforms
environment
2. legible, clear and consistent way-finding and
8. convenient retail/food and drink shop/facilities
information
9. luggage storage
3. timetable information for multiple lines and feeder
connections 10. comfortable waiting areas

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 Chapter 9 – Rail station infrastructure

9.3.2.2 Interchange
The key elements used to describe an interchange rail station are:

Description

Customer commuters, off-peak, first-time, infrequent, long-distance, tourists, events

persons with disability, travelling with children, travelling with luggage
high patronage

Precinct end-of-line destination/departure point

principal and major activity centres, for example Helensvale, Caboolture and
Springfield Central rail stations
commercial and retail opportunities
enhances connectivity for surrounding precincts

Operation high frequency services

intramodal interchange
intermodal interchange
may include 24 hour or first-to-last staff presence

Customers can expect the following conditions when 5. customer services and general information booths
accessing an interchange rail station:
6. ticket purchasing facilities
Must haves
7. passenger security
1. high quality, accessible, efficient and direct access
to connecting modes and between platforms Desired

2. minimal physical barriers to interchange 8. convenient retail/food and drink facilities

3. legible, clear and consistent way-finding and 9. comfortable waiting areas

information for stop and interchange facilities
4. timetable information for multiple lines and feeder
connections

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 Chapter 9 – Rail station infrastructure

9.3.2.2 Commuter
The key elements that define a commuter rail station are described as follows:

Description

Customer commuters, off-peak, first-time, infrequent, tourists

persons with disability, travelling with children
higher patronage during peak periods

Precinct local suburban catchment area

commercial and retail opportunities
district and neighbourhood activity centres, for example Albion and Newmarket rail
stations
enhances connectivity of local community

Operation higher frequency of services during peak hour

intermodal interchange
weekday staff presence

Customers can expect the following conditions when

accessing a commuter rail station: 5. customer services and general information booths
Must haves 6. ticket purchasing facilities
1. high quality, accessible, efficient and direct access 7. passenger security
to and within rail station
Desired
2. legible, clear and consistent way-finding and
8. convenient retail/food and drink facilities
information for rail station
9. comfortable waiting areas
3. efficient ticket/gate access
4. timetable information for multiple lines and feeder
connections

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 Chapter 9 – Rail station infrastructure

9.3.2.4 Local
The key indicators of a local rail station are described as follows:

Description

Customer commuters, off-peak, first-time, infrequent, long-distance

persons with disability, travelling with children, travelling with luggage
low patronage

Precinct suburban and regional areas

neighbourhood and local activity centre, for example Mango Hill East, Wulkuraka and
Ascot rail stations

Operation low frequency

weekday part-time staff presence or unattended

The conditions that customers expect at a local station Desired

are: 6. integration into local environment
Must haves 7. convenient retail/food and drink facilities
1. high quality, accessible, efficient and direct access
8. comfortable waiting areas
to and within rail station
2. legible, clear and consistent way-finding and
information for rail station
3. timetable information
4. ticket purchasing facilities
5. passenger security

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 Chapter 9 – Rail station infrastructure

9.3.2.5 Regional
The key indicators of a regional rail station are described as follows:

Description

Customer off-peak, first-time, infrequent, long-distance

persons with disability, travelling with children, travelling with luggage
low patronage

Precinct regional centre, for example Townsville and Longreach rail stations
remote and rural areas, for example Maryborough West

Operation low frequency

weekday part-time staff presence or unattended
long distance rail services
connections to long-distance coach services
rail connection buses

Customer conditions that are expected at a regional

station are:
Must haves Desired
1. high quality, accessible, efficient and direct access 6. integration into local environment
to and within rail station
7. convenient retail/food and drink facilities
2. legible, clear and consistent way-finding and
8. comfortable waiting areas
information for rail station
3. timetable information
4. ticket purchasing facilities
5. passenger security

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 Chapter 9 – Rail station infrastructure

• Disability Standards for Accessible Public Transport

9.3.3 Rail services 2002 (DSAPT or Transport Standards)
• Disability (Access to Premises – Buildings)
The existing Queensland service categories and routes Standards 2010 (Premises Standards)
across the state are:
For new stations it is not enough that a rail station is
• Queensland Rail Travel network (long distance compliant, or has compliant elements. The design of
routes including coastal and outback services) and the rail station precinct should be accessible to all of its
tourist trains customers and accommodate them without the need for
[https://www.queenslandrailtravel.com.au/ adaptation or specialised design.
Planyourtrip/networkmap]
• Citytrain network (commuter services) When upgrading existing stations, minimising barriers
[https://www.queenslandrail.com.au/forcustomers/ to the provision of direct and equitable access should
stationsmaps/maps] be pursued.

9.3.5.2 Universal design

9.3.4 Who uses the rail service Public transport infrastructure should consider
universal design to support and enable a diverse range
of customers to access and use the public transport
TransLink customers using rail services across the rail
network. The philosophy of universal rail station design
network include frequent and infrequent users (for
considers the access outcomes for TransLink customers:
example, commuters/full-time workers, students,
tourists, retirees, long distance travellers, and • the whole journey for the customer, regardless of
customers using the service for recreational purposes preference or ability, to and through the rail station
and events). is continuously accessible
• customers have direct access to the rail network
Customers may solely use rail stations for non-travelling
• customers have confidence that the rail station will
purposes such as retail, cross-corridor access, meeting
provide what they need for a seamless, continuous
travelling users and other activities, and as such journey with no barriers to access.
should be considered in the planning and design of a
rail station and the rail station precinct. How TransLink TransLink also recognises the importance of providing
customers access this mode of travel varies by location, appropriate accessibility for customers as part of their
adjacent land use, rail station facilities (e.g. mobility door-to-door journey. Enabling a customer to navigate
and accessibility) and trip purpose. a continuously accessible path as part of the ‘Journey’
helps to create an accessible network.

The Whole Journey: a guide for thinking beyond

compliance to create accessible public transport
9.3.5 Access journeys (Commonwealth of Australia, 2017) assists in
enabling people with disability to genuinely participate
9.3.5.1 Accessibility and in the community by promoting the importance of
considering the accessibility of the whole of the
compliance passenger transport journey. TransLink sees this guide
as a very important document and application of the
TransLink requires that the relevant standards and
principles presented in the guide will help to improve
guidelines for disability access are followed, along with
the accessibility of our customers’ passenger transport
the engagement of relevant disability reference groups,
journeys.
where required. The legislative requirements of the
Commonwealth Disability Discrimination Act 1992 (DDA) Key accessibility and disability access design
sets out the responsibilities of the Department with considerations are described in PTIM, Supporting
regards to access to public transport, with the specifics access infrastructure Section 3.3. The principles of
and details given in the Disability Standards: universal design are provided in PTIM, Background and
application.

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 Chapter 9 – Rail station infrastructure

Station precinct amenities and facilities are to be • clear wayfinding through use of colour contrast and
designed to cater for a range of different customers with tactile ground surface indicators (TGSI)
different needs and level of experience. For example • access to audible messaging of information .
Customers who use a wheelchair: Customers travelling with luggage:
• provision of lifts and ramps • provision of lifts and ramps
• accessible fare gate openings • accessible fare gate openings
• platform height allows for ease of access into train • platform height allows for ease of access into train
at core zone.1 at core zone
• unisex accessible toilet • clear information for onward journey
Customers who are elderly or use mobility aids: • luggage storage areas.
• short distance from accessible bays or kiss ‘n’ drop Customers who are unfamiliar with the rail station or have
facility to the rail station and platform mental health or anxiety issues or cognitive impairment:
• hearing loops • clear lines of sight
Customers who are blind or have low vision • orientation of signage and progressive/relevant
signage for navigation through station and onward
• remove hazards/obstacles from path
journey to the wider precinct
• uncluttered and open environment
• consistent wayfinding
• consistent look and feel across rail network.

1 The core zone is a designated and identifiable area on the platform that includes, but is not limited to, an assisted boarding point,
priority seating area, lighting, emergency phone, next train information, and enhanced CCTV coverage. Core zones also provide shelter
and are identifiable by blue and white striped markings.

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 Chapter 9 – Rail station infrastructure

9.4 Rail station environment

9.4.1.1 Customer outcomes
9.4.1 Understanding existing
TMR is focussed on achieving the following customer
and future customers outcomes:

1. Accessible, convenient transport: access and use of

the rail network should be accessible, convenient,
direct and legible
2. Safe journeys for all: customers should feel
comfortable and safe when using and accessing
the rail network
3. Seamless, personalised journeys: rail stations are
to be designed for the customer and need to be
convenient and responsive to their individual
needs and expectations. Rail stations to consider
all modes of access to ensure a seamless
interchange and journey for the customer
4. Efficient, reliable and productive transport for people and
goods: ensures local access and integration with all
modes is achieved and customers are able to move
efficiently through the rail station. The station
design balances in-service efficiency and on-time
running with customer needs
5. Sustainable, resilient and liveable communities:
providing a balance between movement and place
can create vibrant places for the community. Rail
stations should be designed as sustainable, long
term assets that are fit-for-purpose now and into
the future, and adaptable to change.

9.4.1.2 Customer needs

The expectations or needs of different customer types
must be recognised and ideally validated for the
location using customer research. As a minimum, all
users, regardless of their ability or how frequently/
infrequently they use the public transport network,
customers require the following:

• short and direct paths to and within the station

• minimal barriers between the station and each
access mode
• Crime Prevention Through Environmental Design
(CPTED)/personal safety
• legible, clear and consistent wayfinding and
information.

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 Chapter 9 – Rail station infrastructure

Table 9.2:
Customer expectations and needs

Customer type Example(s) Customer expectations or needs

Regular peak-hour Customers who travel every • legible/direct movement through rail station
commuters business day to work or education
• efficient transfer between platforms
frequently using the rail network
and have strong familiarity with • efficient ticket/gate access
rail station and routes through/via
• convenient retail food and drink facilities
development.
• information on service disruptions and
ability to access alternative modes
• dependability of escalator/elevators.

Off-peak travellers May include retired passengers, • easy, accessible, legible access and
university students, families interchange
travelling with children, employees
• comfortable waiting areas
working shift or outside of regular
business hours. • infrastructure supporting lower service
frequency (e.g. seating, shelter)
• personal safety in unmanned locations.

Infrequent users/first- May include tourists, business • easy to navigate

timers travellers, parents travelling with
• direct access to taxi, kiss ‘n’ ride and park ‘n’
children, Interstate guests visiting
ride facilities
family (e.g. typically includes
discretionary travellers). • comfortable waiting areas including luggage
facilities
Customers might have luggage,
prams or items unable to move • ramps and lifts etc. to navigate level changes
easily.
• convenient retail/food and drink facilities.

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 Chapter 9 – Rail station infrastructure

Customer type Example(s) Customer expectations or needs

Interchangers/transferring Regular peak-hour commuter • easy, legible interchange

customers switching between modes.
• multi-modal, real-time information and
Might need to accommodate wayfinding
customers impacted due to a
• minimal physical barriers to interchange/
service disruption, or alighted at
transferring between modes
wrong rail station.
• relationship between modes minimises
delay, diversions and need to cross roads.

People with a disability Customers who are deaf, hard of • system that ensures equitable and direct
hearing, blind or have low vision, access
customers with cognitive disability,
• allow users to get to their destination with
permanent or temporary mobility
minimum difficulty or stress
disabilities.
• direct access to lifts/escalators to platforms
• direct access to core zone and assisted
boarding point
• direct access to amenities.

Station visitors/passers by May include non-travellers who • Retail opportunities

use or pass through rail station/
• Access to short term parking, kiss ‘n’ ride
interchange. e.g. Buying a
facilities
magazine from the kiosk, passing
through the rail station, meeting a • Real time information
relative or friend.
• Quality rail station amenity
• Avoidance of obstructions, public transport
infrastructure impeding movement routes
• Comfortable waiting areas and meeting
points.

The rail station needs to provide an appropriate mix • more lines utilising the rail station
of functional elements to meet the needs of these • more multi-modal connections
customers (refer Table 9.2) and reflect the site-specific
requirements of the rail station while still aligning • greater demand for non-travelling customers who
with consistent design standards. For example, a large move through the rail station i.e. transit-oriented
development (TOD) and mixed-use developments
inner city may have the following needs over a regional
facility: • maintenance and end-of-life replacement
• greater passenger capacity • to address specific community complaints.
• consideration to passenger growth and peak travel
times

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 Chapter 9 – Rail station infrastructure

In addition to the customer’s needs and expectations,

service providers for the rail network also have
requirements that will need to be considered when
planning and designing a rail station. These are
demonstrated in Table 9.3.
Table 9.3:
Stakeholder expectations and needs

Stakeholder type Example(s) Stakeholder expectations or needs

Property owner Owner of land/development • high quality design/visual outcome

rights
• rail station contributing to development
outcomes
• allowance for loading/servicing, or operational
access (building maintenance statements may
be required)
• maintain economic feasibility of integrated
commercial opportunities.

Service providers Public transport operator • allowance for loading/servicing, or operational/

maintenance access
• future proofing for operational changes and
construction access for future upgrades
• facilities for staff
• clear maintenance and other responsibilities
identified where station components are
integrated (for example, shared spaces,
escalators, lifts, access roads etc.).

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 Chapter 9 – Rail station infrastructure

This section provides guidance on the rail station environment

9.4.2 Understanding the considerations in the early planning and design phase. With each
site having unique characteristics, a site-specific response needs to
site consider:
• understanding existing and future passenger demands
• the surrounding land uses
• integration with other modes
• land constraints.
The detailed design of rail stations should be based on the
Queensland Rail publication, Station Design Manual, in conjunction
with TransLink and key stakeholders.

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 Chapter 9 – Rail station infrastructure

9.4.2.1 Existing and future 9.4.2.2 Integration with land use

demands As with other public passenger transport infrastructure,
integration with land use is critical in supporting the
The planning and design of rail stations should
following outcomes:
accommodate future growth and opportunities for the
local and wider community. Demand analysis should • adequately catering for customer needs
be used to inform staging opportunities for the delivery • ensuring essential community access to services
of access infrastructure, as well as protect for any land
requirements to cater for future customer demand. • supporting pedestrian and cycle movement
networks
Depending on the site consideration and long- • contributing to reducing dependency on cars
term rail network plans, planning should consider
• support economic development of communities.
provision for future expansion to increase capacity.
Forecast patronage increases may potentially require Due to the mass transit role of trains, rail stations
public transport facilities to be able to accommodate are often used as the backbone of public transport
additional future services (for example, new networks. Rail stations can be fed into by bus, light rail,
interchange services, higher frequency services, ferry, and other private and public transport networks,
express services etc.). providing an interconnected network for passengers.
The rail station precinct must have ample space Given that an established rail network is already
and be appropriately designed to accommodate a in place for Queensland, the majority of works are
range of passenger movements and the volume of expected to relate to upgrades of existing rail stations.
anticipated passengers, including those waiting/
dwelling, accessing public transport services (boarding/ TransLink recognises that a major consideration for rail
alighting), through movements and queuing. station infrastructure in the near future is likely to be
the urban redevelopment around existing rail stations.
Footpath space should cater for the anticipated As such, a key focus for the future should consider
pedestrian demands, movements and amenity, positive change of land use in precincts surrounding rail
including congregation at surrounding intersections stations to complementary hub developments with a
and around the entrances to the rail station. greater integration between different land uses. Many
communities also have or develop strong connections
Refer to Queensland Rail’s Station Design Manual
with rail stations, reflecting the contribution and
for specific design requirements and technical
role the rail station and adjacent land uses offer (for
specifications of the platform, including the core zone,
example, community services, social interaction etc.).
and access paths.
Development surrounding rail stations should support
For further information in determining capacity and
access for all users to the public realm, increase
Levels of Service requirements refer to PTIM, Planning
street activation and passive surveillance of these
and Design and Queensland Rail Station Design
spaces, and contribute to the vibrancy of the street.
Manual.
Additionally, where appropriate, development should
provide high-quality lighting that reinforces daytime
and night-time presence and surveillance.

Refer to PTIM, Planning and design for further detail

regarding integration with land use, including TOD.

22 Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020
 Chapter 9 – Rail station infrastructure

9.4.2.3 Integrations with Planning and design must consider how passengers will access
the infrastructure with consideration to the TransLink access
other modes hierarchy presented in Figure 9.3, and incorporate appropriate
access facilities and infrastructure. This includes pedestrian and
Access connections to rail stations should
cyclist facilities, interchange and bus feeders, taxi, kiss ‘n’ ride
be accessible, convenient, direct and
and park ‘n’ ride facilities.
legible.
The design should consider protecting the integrity of entry and
exit points by:
• managing congestion and inter-modal conflict at key access
points
• appropriately designing decision points at transition zones,
with a focus on legibility and ease of navigation
• simplicity and economy of movement to, from and through the
rail station and access infrastructure
• minimise barriers to appropriate movement along:
– desired travel paths for design of new stations
– primary travel path when upgrading existing stations.
Rail stations are to be designed so that they are easily identifiable
as a station by customers. This is achieved through clearly
defined entry and exit points, defining the rail station (or where
applicable, interchange) boundaries and clearly demonstrating
where access infrastructure links to the rail station from the
surrounding built environment.

Design considerations should include provision of entry plazas,

information areas, rail station concourse, ticket office or facility,
and fare gates (where relevant to the size/scale of the rail station
and its integration with other modes).

The design of rail stations should allow for seamless passenger

movement between modes and services to encourage public
transport use and to maximise the quality of the customer
experience, in accordance with TransLink stop and station policy
and guidelines.

Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020 23
 Chapter 9 – Rail station infrastructure

Pedestrians
Pedestrians should have clear and direct access to supporting
infrastructure and surrounding facilities.

Pedestrian infrastructure should be considered in terms of:

• interface between the rail station and the wider pedestrian
network
• pedestrian access through the rail station, including
vertical circulation (i.e. stairs, ramps, lifts, escalators etc.)
and grade-separation (to be integrated into the primary
Pedestrian
facility structure where possible to minimise passenger
travel)
• existing and future pedestrian volumes and pedestrian
Cycling
paths of travel to/from adjacent land uses and attractors
and events, using methods previously agreed with
TransLink and key stakeholders
Feeder services
• provision of a safe and convenient path of travel to/from
station (i.e. minimise conflict with other access modes and
minimise need to cross roads).
Taxi
Pedestrian demand assessment:
• is to be carried out to determine spatial requirements (for
Kiss ‘n’ ride example, width of unobstructed paths and movement
corridors at surface or below ground levels, design of rail
stations paid/unpaid areas)
Park ‘n’ ride • may include access paths, vertical transport, corridor
widths, gatelines, concourse sizing, run off requirements
and location of ticketing facilities/retail uses etc.
Figure 9.2 –
TransLink’s access hierarchy • to consider desire lines, through movements, conflicts with
other demand (particularly in mixed-use developments/
TOD) and how it interfaces with public transport passenger
demand
• is to consider how underground transfer of passengers
between rail services may result in a reduction in surface
transfer pedestrian demand to other surface modes (i.e.
bus, light rail etc.).
Refer to PTIM, Planning and design, Section 2.3.3.1 for further
detail regarding demand analysis.

Micro-mobility
Design of rail stations should consider accommodating
journey start and end trip solutions, including micro-mobility.
Designated storage areas may be required around rail stations
for docked and undocked micro-mobility/rideable technology.

24 Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020
 Chapter 9 – Rail station infrastructure

Cycling Kiss ‘n’ ride

Integrating cycling access with public transport Passenger set-down facilities maximise access to
dramatically increases the catchment areas of the rail the rail station for all users. Design of kiss ‘n’ ride
network. infrastructure within the rail station precinct should:

When planning and designing cyclist infrastructure, the • minimise potential for vehicle/pedestrian conflict
following should be considered: • provide accessible, direct and legible connections to
• all interface points between local bicycle networks rail station facilities
and TransLink infrastructure must be functionally • not interrupt bicycle movements
seamless
• incorporate CPTED principles
• cycle infrastructure to integrate with existing
infrastructure • minimise the need to cross cycle paths.

• cycle connections must be direct, and legible with

safe and convenient crossings
Park ‘n’ ride
• minimise pedestrian access path conflict with The integration between park ‘n’ ride infrastructure and
cyclists rail stations is to consider the following:
• specialist cycle design advice should be sought • direct access to and from arterial, sub-arterial and
when designing cycle amenities including end-of- distributer roads is preferred
trip facilities.
• park ‘n’ ride should incorporate clear and legible
wayfinding and signage to demonstrate that car
Feeder services parks are provided for public transport users
Design of rail stations should consider nearby bus • customers are expecting more digital/real-time
stops, light rail stops and feeder services to ensure offerings from car park design. For example,
that passengers can access the wider public transport incorporation of access control to existing park ‘n’
network conveniently and safely and to their end ride facilities or digital occupancy information for
customers
destination.
• park ‘n’ ride access to minimise disruption to
For transferring and destination customers, bus stops pedestrian and cycle movements
should be close to the rail station entry/exit (ideally • vehicular demand may require upgrades to road
visible or within line of sight) and limit the need to cross infrastructure on streets feeding the site. This
roads. may include intersection upgrades, carriageway
reconfigurations, traffic calming or resurfacing.
Taxi facilities Analysis should also consider impacts from school
peak (and associated bus movements).
As a key part of a balanced transport network, taxi
facilities need to be integral to rail infrastructure. They 9.4.2.4 Land constraints
are a key form of transport for those who cannot access
other forms of public transport or drive independently. Design needs to consider land constraints in
Taxi services ensure such passengers have access to determining size, configuration and function of the
other areas within their community when they need. infrastructure. Where land is available (for example
greenfield sites) it should be preserved to provide for
The design of taxi facilities within the rail station short and long-term demand. Consideration should
precinct must ensure passengers can transfer easily also be made for the use of suitable brownfield sites
through the rail station and readily identify the taxi rank particularly where land is the property of the State.
location upon exit.
The location of the facility should ideally also consider
on-street designs where the rail station forms part of
the normal main street setting in a city or town centre,
particularly where this offers significant operational
benefits for customer and operator.

Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020 25
 Chapter 9 – Rail station infrastructure

9.5 Functional design

guidelines for rail stations
The layout of a transport facility should consider the
9.5.1 Sequence of movement sequence of public movement. Public movement is in
response to the progressive sequence of actions and
decision points along the path of travel from the entry
to the boarding point on the platform, as illustrated in
Figure 9.4.
The growth of integrated facilities can lead to conflicts
between public and private spaces and the components
needed to allow a clear movement sequence for
travelling customers. The planning stage of a facility
should acknowledge this conflict and aim to reconcile
the different elements within an integrated facility,
with clear signage and wayfinding, to allow for efficient
public movement for both travelling and non-travelling
customers.

Figure 9.3 –
Sequence of movement

26 Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020
 Chapter 9 – Rail station infrastructure

9.5.2 Circulation within rail

stations
Table 9.4:
Circulation within rail stations

Type of circulation Principles

Direct circulation • route between entry and boarding points should be as direct as possible
• minimise turns in the path of travel and avoid turns greater than 180
degrees
• changes of level should be through continuous straight flights of stairs or
ramps and, if appropriate, escalators or lifts.
Further:
• if turning is required, landings are to be provided with necessary room for
appropriate separation and manoeuvring
– stairs and underpasses circulating at 90-degree turns must adopt
suitable measures to provide good sightlines for ascending and
descending.

Figure 9.4 –
Direct circulation

Cross-path circulation • provide simple and clearly defined paths of travel that avoid conflict and
maximise rail station capacity
• paths of travel should be clearly established to meet the requirements of
passengers on the dominant side of the pathway, away from the opposite
flow path
• avoid circulation systems that have people crossing the paths of others
to access information, ticketing, amenities, platforms, ranks, seating,
rubbish disposal and other requirements.

Figure 9.5 –
Cross-path circulation

Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020 27
 Chapter 9 – Rail station infrastructure

Type of circulation Principles

Left-hand circulation • dominant movement pattern of pedestrians is based on the majority of

travel undertaken on the left-hand side
• circulation within the facility (including around components and
amenities) should follow this convention for predictability and efficiency.

Vertical circulation • vertical circulation components such as stairs, ramps, lifts and escalators
should be assembled relative to the platform type, length of platform
and location of the platform core zone, and may require multiple vertical
transport ‘banks’ along a busy platform
• co-location of components on a platform assists with convenient
placement of public information and navigation
• all access components must comply with the relevant Disability Standards
• best practice rail station design has demonstrated the need to provide
run-off spaces away from escalators, lifts, and stairways (as well as
ticket gatelines) to ensure a clear landing area is provided that allows
passengers to orientate themselves; make decisions/act; and where
needed provide a reservoir for queuing in the event of a system failure/
delay. The length of runoff required is dependent upon demand.

Changing direction • changes in direction within circulation should only occur where there is
sufficient space to allow passengers to maintain a sense of direction (use
of transparent materials to enable views is preferable)
• appropriate space should be provided at information and decision
points for people to avoid conflict with the flow path of travel to ensure
comfortable and efficient movement
• as with vertical transport, best practice assessment has also
demonstrated a need to provide for run-off spaces before any direction
change.

Emergency evacuation circulation • emergency evacuation considerations, including appropriate circulation

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

28 Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020
 Chapter 9 – Rail station infrastructure

9.5.3 Identifiable station entry 9.5.4 Safety and security

and exit Safety and security of customers and other users of
the station, particularly at night may see the need to
Entry and exit points are clearly defined and highly consider in addition to appropriate lighting levels, well
legible to customers. monitored waiting environments, and access paths to
and from the station to supporting access infrastructure
Clearly defined entry and exit points are essential; that offer sufficient active and passive surveillance.
not only providing points of access, but also defining
the rail station/precinct boundaries and where access
infrastructure needs to link to the station from the built 9.5.4.1 Active surveillance
environment.
The safety and security measures employed to
Design considerations should include provision of entry maximise actual and perceived safety for customers
plazas, information areas, stop/station concourse, may consider the use of the following:
ticket office or facility, and fare gates (where relevant
• security cameras in operational areas
to the size/scale of the station and its integration with
other modes). • adequate lighting appropriate to the type/category
of rail station
• visual monitoring of the station/precinct.

9.5.4.2 Passive surveillance

Infrastructure is designed to provide passive
surveillance and deter undesirable behaviour.

The physical environment of public transport facilities

must be designed to discourage the possibility of
Figure 9.6 –
crime, property damage and anti-social behaviour
Identifiable entry/ facility
associated with people gathering in public spaces.
Creating defensible spaces that allow for surveillance
from outside and within the facility will promote safe
environments and will attract greater public use. Refer
to the current version of the Queensland Government’s
Crime Prevention Through Environmental Design
guidelines.

Figure 9.7 –
Passive surveillance example

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 Chapter 9 – Rail station infrastructure

9.5.4.3 Anti-social Public transport facilities are vulnerable to unwanted offences

such as vandalism, abuse and careless use of infrastructure
behaviour, graffiti components. In line with specifying durable, self-cleaning and
deterrents and treatments easily maintainable materials and finishes, all infrastructure
components - furniture, lighting equipment, information devices,
walls, floors, ceilings, balustrades, glass panels, screens,
Components are durable and resistant to
elevators, escalators and other components - coming into contact
graffiti and vandalism.
with the public must be resilient to acts of vandalism and graffiti.
This may involve terminal components being protected with anti-
graffiti coatings or constructed from non-porous graffiti-resistant
materials.

Other options include specific design and arrangement of waiting

areas and structures to maximise natural surveillance in order
to minimise the incidence of graffiti and anti-social behaviour.
In some instances, appropriate planting of vegetation may
be used, adjacent to structures or walls, to prevent access by
vandals. Furthermore, the moderate application of artwork that
complements the terminal architecture and theming can also be
used to deter graffiti.

Sun and weather protection is to be provided. In developing the

9.5.5 Climatic comfort design of facilities and their access, the following should be
considered:
and weather protection • structures must provide sufficient physical width, length and
height to achieve high-quality climatic comfort and weather
Resilience to weather and climate should protection for the anticipated number of passengers expected
be considered when planning and to occupy this space
designing rail stations, with high-quality
climatic comfort and weather protection • passengers should be provided with appropriate protection
with enclosed or covered rail station access points, public
for customers to be provided.
information and decision points, seating and waiting areas,
and boarding and alighting areas
• consideration must be given to the management of sun, wind,
rain, heat (including heat spots particularly on platforms or
waiting areas), glare and humidity.
An appropriate climate analysis should be included within the
planning and design of rail stations to inform appropriate facility
orientation and suitability for specific locations.

Figure 9.8 –
Climatic comfort and weather protection

30 Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020
 Chapter 9 – Rail station infrastructure

Design and delivery of rail stations will focus on sustainability

9.5.6 Sustainable through:

assets • facility design that is fit for purpose now and into the future, and
adaptable to change
• contributing to attractive community spaces and a local sense of
place
• commitment to a low environmental footprint and whole-of-life
approach through all design, construction and maintenance
activities
• increasing visibility of sustainable features, and undertaking a
participatory approach to design to improve community awareness
and support
• identification and implementation of ecologically sustainable
development initiatives.
Refer to Queensland Rail’s Station Design Manual for further details
regarding Environmental Planning and Management Framework used
to verify and validate environmental design outcomes.
Table 9.5:
Sustainable considerations

Key sustainability consideration Requirement where possible

Water management • on-site rainwater collection and reuse

• on-site run-off treatment (that is, scrubbing using permeable surfaces,
detention basins and swales)
• local flooding mitigation and flow maintenance.

Resource minimisation • water - employ water-saving devices

• energy - aim for energy-neutral infrastructure through minimisation of energy
use and generation opportunities (for example, solar for lighting and for
feeding back into electrical supply)
• materials - apply whole-of-life design approach—construction, operation,
maintenance, cleaning, and decommissioning. Materials should favour
renewables and recyclables
• processes - avoid operational processes that generate waste, especially toxins
and pollutants.

Habitat and physical • protect habitat (that is, space, physical elements such as movement paths)
environment • maintain water flows to aquatic and other habitats
• avoid acid sulphate soils
• minimise fugitive emissions of air, surface and groundwater-borne pollutants.

Social sustainability • present minimal harm to employees or public

• promote social justice, inclusion and equity
• contribute to improving social capacity and community interaction
• enhance community experience and integrate facilities with the surrounding
environment to enhance economic viability and social benefits.

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 Chapter 9 – Rail station infrastructure

The PTIM recognises that there are numerous sites throughout

9.5.7 Cultural and the rail network which have cultural or heritage significance,
and as such, liaison with the State and Queensland Rail shall
heritage places be undertaken at all stages of planning, design and delivery of
rail station infrastructure as outlined in Queensland Rail Station
Design Manual. Refer also to PTIM, Planning and design for
further details.

Maintain simplicity and provide a functional rail station design

9.5.8 Functionality and that minimises conflicts between users and ensure passengers
can easily interpret and use the space/transport infrastructure.
simplicity
The design of structures, platforms, concourses, waiting areas,
seating, signage, pavements and other components must be
incorporated within the overall design process to achieve highly
functional rail station design outcomes.

The design should provide a legible and pleasant environment

that is uncluttered and easy to understand and navigate.

Logical information, wayfinding signage and overall facility

9.5.9 Wayfinding and signage is important to achieving a consistent and recognisable
public transport system.
signage
Rail station design should incorporate signage and wayfinding:
Signage forms a major component of • to ensure customers can easily recognise and find their way to
design to assist with navigation to and rail stations, including fare machines and ticket offices
around rail stations. • where line-of-sight to nearest decision point can be achieved
considering signage height, colour contrast and orientation
• for multi-modal integration, maps and landmark information
of wider precinct
• using universal/international symbols and indicators.
For further details of TransLink’s signage requirements, refer to
the PTIM, Branding, theming and signage.

32 Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020
 Chapter 9 – Rail station infrastructure

9.6 Specific considerations

for rail stations
Platforms generally provide for inbound or outbound
9.6.1 Rail station services, and should:

platforms • consider functional paths of travel connecting

multiple transport modes
Once passengers are over the paid • allow for appropriate and safe customer movement
threshold of the rail station, the design and waiting areas
needs to consider how customers will
• include a core zone
access and use the platform.
• when directed, allow for future implementation of
platform screen doors at the boarding and alighting
points (for example, at event stations and inner-city
stations).
The location and sizing of platforms are to be
determined and confirmed through liaison with
TransLink and Queensland Rail.

There are three main types of rail station platforms

which are summarised below and should be selected
based on track configuration, local topography, rail
station category, customer demand and customer
needs in relation to the surrounding land uses/types.
Figure 9.9 –
Single-side platform
Further information on platform design can be found
in the Queensland Rail publication, Station Design
Manual.

Figure 9.10 –
Island platform

Figure 9.11 –
Feeder interchange platform

Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020 33
 Chapter 9 – Rail station infrastructure

Table 9.6:
Rail station platform type

Platform type Description

Double-side platform(s) • a platform(s) positioned to the side of a single or pair of rail tracks
Single-side platform • good access/egress:
– direct access from adjoining street or precinct, with opportunity for
at-grade access
• requires duplication of vertical transport for grade separated platforms

Island platform • a single platform is positioned between two rail tracks

• facilitates cross-platform transfers
• acceptable access/egress:
– requirement for track crossing or bridge overpass from adjoining
street or precinct

Feeder interchange platform • interchange between rail, bus and/or light rail networks
• facilitates reduced transfer times between different modes
• acceptable access/egress:
– generally has a requirement for network crossing from adjoining
street or precinct

34 Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020
 Chapter 9 – Rail station infrastructure

The method of fare collection affects the operational capacity

9.6.2 Fare collection of rail station design. Automatic fare collection can be carried
out through the incorporation of Stand Alone Card Interface
Device (SACID), Add Value Vending Machine (AVVM) and fare
gates. The provision of ticketing systems and ticket offices will
be determined by rail station type, size, public comfort, level-
of-service requirements, and revenue protection strategies.
The facility layout must consider the appropriate location of
the paid/unpaid threshold (position of fare collection barriers-
gates) as part of ensuring sufficient and safe circulation
and queuing of passengers particularly in peak operational
periods.

Liaison with TransLink shall be undertaken to identify the

requirements for installation of ticketing infrastructure at
the rail station. This is required to address existing and
future ticketing infrastructure needs (including the ability to
incorporate fare gates at a future date, and smart ticketing),
and installation requirements (for example, power, conduits,
cabling, connections, and so on). Final approval of the design
and installation of ticketing infrastructure must be sought
from TransLink.

Liaison with TransLink and other stakeholders will also

be required to determine the appropriate assessment
methodology and level of service for the operation of the
ticket gates (e.g. static or dynamic assessment to best practice
standards).

Rail stations can include public and private spaces. Public

9.6.3 Arrangement of spaces form the pathway from the point of entry to the point
of departure. Rail station elements such as concourses,
space underpasses and overbridges can also form part of the
public walking and cycle movement network. The boundaries
Customers enjoy free flowing movement between private and public spaces within the rail station can
within the rail station. be blurred and will require sensitive approaches to planning
for circulation, waiting and accommodation of private and
public activities. This may require promoting appropriate
through pedestrian traffic where capacity, behavioural
conflicts and the integrity of pre-paid ticketing zones can be
managed.

Private spaces should not obstruct paths of travel, sightlines

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

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 Chapter 9 – Rail station infrastructure

The design of rail stations and associated infrastructure needs

9.6.4 Flexible design to consider current and future capacity requirements. Some of
the key issues to consider include:
• prioritising investment to protect for future public transport
connections
• consider additional kerbside space to accommodate
additional/future public transport services
• design for development integration so that rail station
capacity, operations and internal circulation requirements
can be maintained or enhanced
• future passenger volumes may require grade-separated
pedestrian walkways, separated entry/exit vehicle
crossovers etc.
• ensuring the location of permanent elements does not
impede plans to upgrade or expand rail stations or the rail
network.
There are several emerging technologies that change
Queenslanders’ reliance on personal cars and offer more
integrated mobility solutions.
These emerging technologies and trends offer choice and
dynamic travel options which need to be considered when
designing rail stations:
• incorporate proof-of-concept and other agile design
approaches in a time of high change
• ensure rail stations are designed in an agile manner that
ensures it will be suited for changed transport customer
behaviours.

Rail stations are major elements of passenger transport

9.6.5 Asset management infrastructure and they need to be managed and maintained
to be fit-for-purpose, providing consistent customer
communication, service standard and sufficient operational
conditions suitable for passenger comfort and safety.

The rail station components need to be maintained and

managed on an ongoing basis to ensure the effective
operation of a rail station. The framework for how a rail station
will be managed after the delivery of infrastructure needs to be
considered within the planning and design process.

Relevant operational stakeholders should be engaged in the

planning and design process to ensure that the requirements
of asset management by operators and/or owners have been
considered.

All components of rail station infrastructure should use

materials and finishings consistent and compatible
with existing infrastructure of an approved standard. In

36 Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020
 Chapter 9 – Rail station infrastructure

consultation with relevant operating and maintenance

stakeholders, detailed maintenance manuals should be
developed for all components and operation schedules within
a rail station. These should be prepared as part of the rail
station project.

For further details on asset management requirements refer to

PTIM, Planning and design. For specific guidance with respect
to rail stations, please refer to Queensland Rail publication
Station Design Manual.

Rail station design should not compromise the physical

9.6.6 Rail station operations condition or operating performance of rail transport
infrastructure and associated rail networks.

The following rail station operations can impact the design

and layout of rail station infrastructure:
• Frequency - the peak and off-peak frequency of services
needs to be considered
• Hours of operation - consider any additional requirements
(i.e. lighting, security etc.) for rail stations whether they
have 24/7 opening hours or first to last service hours of
opening
• Operational impacts - mobility aids, wheelchairs, prams
and bicycles increase boarding times and can impact
operational capacity of rail stations and platforms.
Additionally, insufficient pedestrian capacity or
obstructions to pedestrian movements on platforms can
affect on-time running
• Rail replacement bus - arrangements for replacement
services during interruptions (e.g. planned maintenance,
track closure, or unplanned disruption) or to supplement
rail services
• Event services - during events, passenger demands can
be high with a number of these being first-time visitors
to the rail station. As such, the planning and design of
rail stations that are envisaged to be used during events,
should consider how comfort and security for passengers
during peak event travel can be achieved; and ensure
signage and wayfinding is clear and legible
• Revenue protection - fare collection equipment (for
example, gatelines, SACID, AVVM) to be provided at
entry/exit points to rail station. Location of fare collection
equipment to consider passenger queuing and run-off.

Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020 37
 Chapter 9 – Rail station infrastructure

Appendix 9-A
The use of quality components (including materials and
Design Considerations furnishing) will support effective rail station operation
by:

• providing a comfortable and safe passenger

environment
• delivering robust infrastructure that minimises the
need for maintenance.
TransLink in partnership with Local Government and
Queensland Rail shall be consulted on infrastructure
component inclusions for each rail station. The correct
level of design components making up a station will
depend significantly on the role of the rail station in the
TransLink network (that is, TransLink’s hierarchy of rail
stations).

Table 9.8 provides an overview of the requirements in

choosing rail station components. All components must
comply with the relevant Disability Standards to the
maximum extent possible, Australian Standards and
relevant building codes.

A detailed list of the standards and other references

applicable to the components listed in Table 9.8 can be
found in the PTIM, Background and application.

38 Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020
 Chapter 9 – Rail station infrastructure

Table 9.8:
Design considerations for rail station components

Element Consideration

Information and signage

Signage and • station design must demonstrate consistency with TransLink and Queensland Rail
wayfinding design, branding and signage. Refer to PTIM, Branding, theming and signage and
Queensland Rail’s Station Design Manual, and ensure compliance with applicable
Disability Standards and Australian Standards
• incorporate signage and wayfinding:
– to ensure that public transport information is provided in advance of decision
points
– to ensure customers can easily recognise and find their way to and within the
station
– to assist in aiding equitable access for all passengers, especially people with
vision impairment
• identify need for wider precinct wayfinding signage to enhance legibility of access to the
station
• consider signage height, colour contrast and orientation
• consider use of universal / international symbols, icons and indicators
• wayfinding may include non-text or map-based indicators and themes to assist people
to travel in their preferred direction
• physical infrastructure should be designed to be intuitive and minimise the need and
reliance on extensive signage i.e. wayfinding can incorporate handrails, tapping rails,
building or shore lines, path widths, lighting, paving patterns, arrows, vistas, colours,
shapes and TGSIs
• TGSIs:
– warning TGSIs identify hazards such as stairs, change of direction, or gradients.
For rail stations, TransLink requires warning TGSIs to be provided along the front of
each platform edge and may be used to represent the yellow safety line. Contact
TransLink for requirements
– directional TGSIs are used as a walking guide to rail station platforms and may
be used to show the most appropriate and desirable route of travel through a rail
station. However, good facility design will provide other preferred alternatives such
as the use of shore lines, and consistent and logical use of spaces
– TGSIs must achieve or better the Disability Standard’s minimum contrast required
from the surrounding pavement surface colour
– designs and layouts should be reviewed by specialist access personnel, as well as
appropriate user groups, to achieve the most suitable outcome for each location
– TGSI should not direct a passenger to obstructions.

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Element Consideration

Public transport • information amenities should be integrated within the design of the rail station
information structure and environment, and in locations that do not impede free flowing access
paths and walkways
• passenger transport information can consist of electronic kiosks and static or real-time
displays. Information should be located in waiting areas and decision points within
and on approach to the rail station. Information should include rail timetables, maps,
services, special notices etc. with the message displayed appropriate for where the
customer is within the precinct and relevant to where they are on their journey. For
example, next service departure time displayed is directly related to the travel time
required to walk to the platform for boarding
• electronic information displays should face passengers and be positioned at a
comfortable viewing angle and height. Designers will need to determine the most
suitable quantities and locations for electronic displays
• the location of information amenities must be considered early in the design phase to
incorporate appropriate security surveillance and power and data requirements.

Station precinct

Architecture • while rail travel is typically more about the journey (and destination), it is important
to consider the form, function and its relationship to the local community and wider
precinct. Creation of an architectural landmark can promote sense of ownership, pride
and joy to the community and users of the station
• stations must not be designed to be purely functional
• designers must attempt to create visual interest by integrating:
– colour significant to the area
– design elements from local flora and fauna
– design elements highlighting site’s cultural heritage and significance
– the site’s significance of place
• station design should promote improved customer satisfaction.

Retail • during design all opportunities to integrate or co-locate retail facilities must be explored
in conjunction with TMR. These facilities must be designed so that they provide an
enhanced user experience while prioritising public transport
• retail facilities could be included where opportunity exists and be designed to provide
an easily accessible and affordable shopping experience offering merchandise or
services that users might require while traveling
• facilities designed may range from space provision for future private investment or
complete development with and opportunity to rent space for private operation
• retail facilities may provide passive surveillance, activation and assistance while
improving precinct safety
• facilities may range from:
– small news agent/coffee shop
– small grocery store / mixed retail store
– mixed-use development
– Transit-Oriented Development (refer to PTIM, Planning and design Appendix 2-A).

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Element Consideration

Pavement and access • Pedestrian pavements:

– to be compliant with Austroads Guide to Road Design and AS1428.1
– provide a consistent, attractive, durable, easily-maintained surface that is
appropriately graded and sheltered
– suitable for access, waiting and queuing, as well as accommodating the full range
of furniture elements
– integrate TGSIs and way-finding aids for persons with a vision impairment and
comply with applicable Disability Standards
– external access paths and links to and from the rail station should be reviewed and
considered in the planning and design phase to ensure direct and equitable access
for all users.
• Crossings:
– design should remove conflicts between pedestrians, general traffic and public
transport vehicles, if any
– at-grade pedestrian crossings are preferred where safety and relative priority can
be maintained. Refer to TMR Manual of Uniform Traffic Control Devices, Part 10,
Pedestrian Control and Protection, Austroads Guide to Traffic Management, and
Australian Standards etc. for design requirements
– uncontrolled crossings (i.e. zebra crossings and shared zones), are preferred
except where safety or capacity concerns exist
– traffic should be diverted or de-prioritised where there are pedestrian
concentrations. Where controlled crossings are necessary, this can be achieved
by giving priority to the pedestrian movement and minimising waiting times for
pedestrians
– refer to Austroads Australasian Pedestrian Crossing Facility Selection Tool [v2.1.2]
to inform pedestrian crossing facility type
– grade-separated crossings between platforms may be needed. Lifts or escalators
are the preferred options, depending on access requirements. Where possible, the
grade-separated structure should be integrated into the primary facility structure in
order to minimise passenger travel.
• Vehicle pavement design:
– vehicular pavement design must accommodate the loads and turning movements
associated with all vehicle types expected to access the rail station. Concrete
rather than asphalt should be used to minimise maintenance
– overall pavement finish options must be endorsed by Queensland Rail and relevant
stakeholders.
• Other:
– footing details for platform shelters and other facility infrastructure, as well as all
pavements, need to meet current regulations and standards and be approved by a
certified engineer.

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Element Consideration

Materials and • common visual appearance by aligning structures, pavement, signage way-finding
furnishings and other infrastructure with the TransLink branding and theme (or as agreed with
stakeholders)
• design elements to be tailored to meet site-specific operational and functional
requirements within the overarching TransLink theme
• components are high quality, durable, easy to use and maintain
• modular and consistent facility components are used to facilitate future maintenance
and expansion of infrastructure
• materials (such as steel) for structure supports and beams should emulate a
lightweight appearance to achieve a modern, open and safe environment.
• comply with all applicable standards and regulations including Australian Standards
and the National Construction Code
• approved by Queensland Rail and relevant stakeholders.

Handrails, • Handrails:
balustrades and – handrails are generally used in conjunction with ramps, stairs and walkways
fencing
– can be used as a form of support and way-finding aid that is compliant with
relevant standards
– a grabrail or handrail must be provided at fixed locations where passengers are
required to pay fares, for example, AVVM and ticket window
• Balustrades and fencing:
– provide vital separation between people and hazards where access is not
permitted
– Fencing can provide a discreet barrier between hazards to promote safe alternative
access routes via dedicated overpasses. Fencing can also be used to protect and
secure Queensland Rail assets including the rail corridor and restricted areas
– fencing should be used at a minimum, and only installed where necessary while
still able to promote an open station layout
– provide a visually attractive, semi-transparent, and functional system, and be
constructed from materials that are robust, contemporary and easily maintained
– consult Queensland Rail Station Design Manual for detail regarding fencing
requirements at rail stations
• all handrails, balustrades and fencing are to comply with applicable Disability
Standards and Australian Standards

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Element Consideration

Access and interchange

Supporting access • Walking: when designing pedestrian infrastructure, reference to Austroads, Australian
facilities Standards, National Construction Code, Disability Standards and PTIM, Supporting
access infrastructure, Section 3.3 Pedestrian infrastructure should be made.
• Cycling: refer to PTIM, Supporting access infrastructure for further detail regarding cycle
infrastructure. Refer to Austroads guidelines and the TMR Technical Information for
Cycling for further information about cycle demand and forecasting.
Specialist cycle design advice should be sought when designing cycle amenities
including end-of-trip facilities. Advice on standards and current best practice can
be sought through TransLink, other relevant government stakeholders and the TMR
Technical Information for Cycling.
• Bus stop and interchange: design of rail stations should consider nearby bus stops
and bus feeder services to ensure that passengers can access this public transport
infrastructure conveniently and safely. For transferring and destination customers, bus
stops should be close to where they want to go and limit the need to cross roads. Refer
to PTIM, Bus stop infrastructure for detail on designing bus stops.
• Taxi: as a key part of a balanced transport network, taxi facilities need to be integral
to rail stations. The primary integration issue is to insure passengers can transfer
easily through the rail station and readily identify the taxi facility location upon exiting
public transport facilities. Refer to PTIM, Taxi facilities for detail on designing and
incorporating taxi facilities.
• Personalised Public Transport (PPT): [placeholder]
• Kiss ‘n’ ride: direct vehicle access to and from arterial, sub-arterial and distributor roads
is preferred. Connections between kiss ‘n’ ride infrastructure and rail station facilities
should be accessible, direct and legible, and incorporate CPTED principles.
Kiss ‘n’ ride activity should be accommodated within a formalised facility. Informal kiss
‘n’ ride activity should be discouraged, particularly where safety issues are likely to
occur.
Kiss ‘n’ ride infrastructure should not interrupt cycle movements, and should minimise
the need to cross cycle paths.
Refer to PTIM, Supporting access infrastructure for further detail regarding passenger
set-down infrastructure.
• Park ‘n’ ride: refer to PTIM, Park ‘n’ ride infrastructure for further detail regarding the
planning and design of park ‘n’ ride facilities. Well-designed park ‘n’ ride facilities can
improve access and customer reach to the rail network.
• Other access requirements: requirements for service and emergency vehicles should also
be considered. Refer to Queensland Rail, Station Design Manual for Queensland Rail
service vehicle requirements.

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Element Consideration

Cycle storage • secure cycle storage and amenities are to be included in the design and layout of all
rail stations. These facilities must be scalable and accommodate future demand as
required
• secure cycle storage facilities and cycle rails should be close to rail station platforms for
a safe and easy transfer to passenger transport
• cycle storage must be located in a visually-prominent position within or immediately
adjacent to the rail station environment, to allow passive surveillance
• materials used for these facilities should be secure, transparent, durable, easily
cleaned and resistant to vandalism or abuse
• the amount of cycle storage provided will be determined by the size and location of the
facility and availability of adjoining cycle access paths
• cycle storage/enclosure may be required on either side of the rail corridor
• consideration should be given to providing appropriate electrical conduits for lighting
and in preparation for electronic card access and other future electronic requirements.
• For further details on cycle storage facilities and amenities, refer to the PTIM,
Supporting access infrastructure, Austroads Cycling aspects of Austroads Guides, TMR
Supplement Traffic and Road Use Management Volume 1, Manual of Uniform Traffic
Control Devices and technical notes.
• Liaison with TMR and Queensland Rail should be carried out to confirm type and
location of facilities. Cycle enclosures, if included, shall be designed in accordance with
Queensland Rail Station Design Manual.

Station and platform

Automatic Fare • TransLink will provide and install electronic ticketing system (ETS)/ Automatic Fare
Collection equipment Collection (AFC) equipment and is responsible for: the provision, installation, testing
and commissioning of AFC equipment
• ticketing amenities should be integrated within the design of the rail station structure
and environment, and in locations that are easily accessible and visible, and do not
impede free flowing access paths and walkways
• the location of ticketing amenities must be considered early in the design phase to
incorporate appropriate security surveillance and power and data requirements
• fare machines issue TransLink’s integrated transport fares/tickets for use on buses,
trains, light rail and ferries:
– Add Value Vending Machine (AVVM) - A self-serve electric ticketing fare machine
consisting of a touch screen display, card reader and cash payment options, used
to purchase paper tickets or perform a limited range of go card functions including
displaying the card balance, transaction history, or adding value to the go card
– Stand Alone Card Interface Device (SACID) – An electronic device (usually placed
at the entry/exit and key decision points of rail stations) used by passengers to
validate a go card at the commencement and end of their trip so that their trip fare
can be calculated
• locate AVVMs and SACIDs close to entrance points or nominated boarding points taking
into consideration the sequence of movement and paid/unpaid areas, and maintaining
a safe distance from any stairs or ramps. Locate AFC clear of other obstructions on the
platform to maintain visible connectivity and access along the path of travel

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Element Consideration

Automatic Fare • SACIDs are to be located:

Collection equipment – away from platform access ramps to ensure there is a level queuing area for
(continued) customers
– clear of boarding and alighting queuing areas
• locate AVVMs near the Help Point, within CCTV coverage and underneath canopy /
shelter to provide weather protection for customers
• a grabrail or handrail must be provided at fixed locations where passengers are
required to pay fares, including AVVMs and ticket window
• when fare gates are to be provided, they are to be located to control, in a single line,
all customer flows at all entry and exit points within a rail station precinct. Design to
consider a suitable location of a gate attendant so they have visual oversight along the
length of the barrier line
• should fare gates be installed on overpasses, subways or on platforms, consider space,
capacity and queuing requirements
• location of fare gates should also consider adequate provision of space for passenger
run-on and run-off
• the ticket office allows customers to purchase paper tickets, purchase / validate
electronic go cards and provides a customer service function
• liaison with TransLink shall be undertaken to identify the number, type and location
of ticketing infrastructure needed based on current and forecast demand. TransLink
will also provide the requirements for installation of ticketing infrastructure at the rail
station. This is essential to address ticketing infrastructure needs, and installation
requirements (for example, power, conduits, cabling, connections, and so on). Final
approval of the design and installation of ticketing infrastructure must be sought from
TransLink.

Public toilets • inclusion of public toilets will depend on the rail station location, level-of-service,
staffing arrangements, asset management and passenger comfort and safety
• toilet amenities must meet Disability Standards and Australian Standards
• toilets should be located in visible and practical, yet discreet, locations and include
security requirements
• inclusion of toilet amenities must consider construction and installation requirements
within rail station design, such as plumbing and drainage.

Staff amenities / • depending on the rail station, staff amenities (kitchen and toilets) may need to be
cleaning room provided. Consultation with Queensland Rail is required to ascertain the need and
requirements for these staff and operational facilities
• refer to Queensland Rail’s Station Design Manual for specific design requirements of
these rail station components.

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Element Consideration

Stairs and escalators • escalators and stairs should not conflict with the direction of established horizontal
pedestrian flow for those entering or leaving the flow of vertical travel.
• Stairs
– use where grade-separated treatments are necessary for access or movement
within a rail station (such as over rail lines)
– should provide simple and safe transition between levels and comply with all
applicable design standards (the proportion of treads to risers, landings, slip
resistance, TGSIs, colour contrasts and hand rails/balustrades)
– typically accompanied by ramps/escalators/lifts for compliance, when required
– TransLink prefers design to accommodate LOS C based on pedestrian flow during
peak periods, allowing for both ascending and descending movement.
• Escalators
– alternative to stairs for rail stations operating with consistently high volumes of
passengers during peak periods, or rail stations that feature high levels of grade
separation
– should be co-located with stairs to offer passengers both options
– if the option of including bi-directional escalators is not available (due to site
constraints or rail station capacity volumes not being sufficient), escalator travel
should be given preference towards ascending passengers or the dominant peak
flow
– escalator width should be sufficient for passengers to queue in a single file by
simply standing, while still allowing pedestrians who wish to walk (in the travel
direction) to pass with minimal obstruction
– escalators must comply with applicable structural Building Standards and should
be consistent with the overall rail station architectural design.

Ramp • comply with applicable Building and Disability Standards, with adherence to the
particular construction details shown in the Australian Standards and National
Construction Code

Lifts and over/ • some rail stations will need a lift and over/underpass structures to connect platforms.
underpasses The number and size of lifts will need to be determined with consideration to likely
pedestrian demands
• minimum LOS C during peak is preferred for over/underpass walkways
• LOS D acceptable for lifts during peak periods
• comply with applicable Disability Standards and Australian Standards
• should appear to be of a lightweight modern structure, transparent to ensure passive
surveillance, durable, easily cleaned (such as stainless steel finish)
• be consistent with the overall look and feel of the rail station
• design of lift areas should also consider adequate provision of space for passenger run-
on and run-off
• design of lifts should consider a through-lift alignment that does not require passengers
with a mobility aid to turn around to exit lift.

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Element Consideration

Platform • platform design should be uncluttered and sized to suit demand, pedestrian access
and circulation requirements, seating needs and operational needs
• design of station platform to consider the potential for future implementation of screen
doors
• refer to Queensland Rail Station Design Manual for detail regarding the design of rail
station platforms.

Core zone and priority The core zone is a designated area on rail station platforms that include, but is not limited
waiting to, priority seating area, an assisted boarding point, emergency phone and service
information.
Refer to Queensland Rail Station Design Manual for specific design requirements for core
zones and priority waiting areas at rail stations.

Shelters • shelters and all facility structures should project a consistent design language that:
– appears modern, light and spacious
– is of a high quality and standard
– is reflective of the Queensland sub-tropical climate
– is reflective of TransLink’s infrastructure theming and architectural design.
• structures at platforms must be cantilevered to provide an unobstructed kerb-line (free
from posts or other structural supports) and can be single or double-sided cantilever,
depending on platform layout
• structures must provide complete weather protection during all parts of the day to
minimise head island effect on platforms and to improve customer waiting experience
• passenger information displays, signage and way-finding can be attached to the
cantilevered structure providing they do not obscure sightlines (including CCTV
sightlines)
• shelter structures should include high-quality finishes with modern, durable, and easily
maintained materials that are reflective of the overall rail station environment and
climatic conditions (that is, sun, rain, natural light and airflow)
• the following areas to be sheltered and under cover:
– all fare gate infrastructure other than SACIDs
– core zone as defined in PTIM, Rail station infrastructure Section 9.3.5
– circulation space in front of the ticket counter and AVVM
– circulation space in front of each lift door linking through to the boarding point
– path of travel from platform access to core zone.
• liaise with Queensland Rail on the design and specification of existing rail station
shelters that are currently installed and in use throughout the rail network.

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Element Consideration

Seating and lean rails • must be provided in quantities reflective of the expected waiting times and levels of
anticipated patronage for the rail station
• seating should be provided at all allocated waiting areas without impeding free flowing
access paths and walkways (i.e. set back from the path of travel by 500mm)
• seating and lean rails should be provided on platforms where passengers can easily
see approaching rail services, typically where there is complete weather protection
and where the environment is safe and well lit. They are typically positioned facing
the conveyance and either at the rear of the single-sided platform and shelter or in the
centre of a double-sided platform and shelter
• seats should be designed as per AS 1428.5, include backrests and armrests and be
constructed from durable, easily cleaned and maintained materials that allow drainage
from liquids
• all furniture must offer appropriate contrast in colour with the immediate background
• lean rails provide passengers with a convenient waiting option by allowing passengers
to perch or lean, rather than be seated, when waiting for brief periods or where waiting
space is limited
• liaise with Queensland Rail on the design and specification of seating at rail stations
and platforms.

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

Drinking fountains • appropriate water supply and drainage to the drink fountain required
• they are generally located close to waiting or congregation areas, seating, information
displays, cycle storage areas, and rail station entries and exits
• drinking fountains should be constructed from materials that are easy to maintain, and
should include stainless steel water catchment and drainage. Furthermore, they must
be designed to be accessible for people with disabilities.

Shopping trolley bays • where rail stations co-exist with shopping centres or other retail outlets, there may be
/ storage the requirement to include appropriate, discreet, and easy to maintain shopping trolley
bays or storage within or close to the facility
• an agreement from the retail outlet to collect shopping trolleys on a regular basis is also
required.

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Element Consideration

Safety and security

Intelligent Transport • ITS functionality should be considered for all public transport facilities within the
Systems (ITS) context of the broader TransLink network and include security cameras, real-time
information, public address systems, incident management systems, and monitoring
and communications systems
• ITS hardware and connection points are typically located in a communications room
within the overall facility. These ITS or communications control rooms may adjoin other
facilities within the rail station, such as toilets or storerooms. They should be located in
discreet locations within the facility environment and not impede public spaces or free
flowing pedestrian access to the rail station
• design of the facility must not attract attention
• the specific installation (including power, conduits and security) and asset
management schedule requirements for the inclusion of the ITS at each facility should
be investigated on a site-specific basis prior to detailed design
• refer to Queensland Rail, Station Design Manual for design and installation
requirements of ITS within the rail station environment.

Public address system • a public address system should be integrated into the design of all rail station facilities.
The aim is to provide a robust, functional and visually discreet system that can provide
communicative information and be linked to the security system for warning in the
event of an emergency
• the public address system is to be clearly audible throughout the passenger waiting
areas. Loudspeakers for the system should be distributed appropriately throughout the
rail station, including the core zone, and may be wall or ceiling mounted, depending on
acoustic requirements. Speaker units should be mounted at an appropriate distance
away from direct reach, or sit flush with rail station structures, to minimise potential
vandalism and damage
• the possibility of background noise affecting the audibility of the address system
should be treated with appropriate acoustic absorption techniques. Loudspeakers for
the system should be distributed appropriately throughout the rail station
• hearing augmentation or hearing loops should be included and linked with the public
address and emergency systems to assist persons with hearing impairments. These are
to be located at ticket office, core zone, internal waiting areas and as per AS 1428.5.

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Element Consideration

Security • security infrastructure refers to security cameras (CCTV) and other items used for the
creation of safe and well-monitored waiting environments
• details on the specifications and management schedules for these systems will be
established by Queensland Rail.
• appropriate construction and installation requirements must be considered when
planning for the inclusion of security infrastructure. The use of signage informing
people of the presence of security infrastructure within a facility can further enhance
personal safety, and highlight the perceived risk of detection to potential offenders
• security help points are typically located in the core zone. Ultimately, the location of
all these elements should be the subject of rail station specific design, as each site is
likely to have a range of differing sightlines and movement patterns.
• counter-terrorism design considerations should be explored where possible on a site-
specific basis, depending on rail station location, level-of-service and potential security
risk. Where applicable, rail station design should strive towards universal standards
for security and counter-terrorism measures. Liaise with the Emergency Management
and Transport Security division in the Department for advice on including security and
counter-terrorism measures at the earliest phase in the rail station planning.

Lighting • ambient lighting is to be provided for a safe, comfortable and functional rail station
• feature lighting may highlight architectural features
• for day-time use, consider translucent materials to allow natural lighting
• for night-time, bright white artificial lighting should ensure a safe and visually attractive
environment
• high quality light fixtures and fittings should be robust, tamper-proof, discreet and
complement the rail station environment
• use of common fixtures will improve maintenance and lower ongoing costs
• provide lighting on pedestrian areas, roadways and rail station information
• refer to Queensland Rail Station Design Manual and AS/NZS 1158.3.1 for minimum
lighting requirements
• for additional disability compliance lighting requirements refer to Disability Standards
for Accessible Public Transport (2002).

Graffiti deterrents • all infrastructure components—furniture, lighting equipment, timetable and information
and treatments devices, walls, floors, ceilings, balustrades, glass panels, screens, elevators, escalators
and other components—coming into contact with passengers must be resistant to acts
of vandalism and graffiti. This may involve components being applied with anti-graffiti
coatings or constructed from non-porous graffiti-resistant materials
• the design and arrangement of platforms and structures should maximise natural
surveillance in order to minimise the incidence of graffiti and anti-social behaviour
• in some instances, vegetation may be planted adjacent to structures or walls to prevent
access by vandals
• the use of appropriate colours or artwork that complements the rail station architecture
and theming can also deter graffiti.

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Element Consideration

Animal and pest • within the rail station there must be minimal horizontal ledges, overhangs, or concealed
problems spaces where birds and animals are tempted to perch, nest and pollute the rail station
facility
• if cavities and horizontal surfaces are unavoidable, then appropriate measures are to
be used to prevent animals and pests congregating and/or nesting. This can include
designing ledges of structures to be angled (approximately 45 degrees or greater) to
make it uncomfortable for birds to perch.

Optional enhancements

Commercial • commercial opportunities are typically developed and operated by external companies
opportunities under an agreed arrangement
• the placement of commercial opportunities needs to consider the active transport
requirements of the station which should have first priority
• it may be appropriate to incorporate:
– vending machines, self-serve kiosks
– commercial advertising
– shared cycle, micro-mobility devices etc.
• endorsement of commercial facilities is required prior to detailed design to make
allowance for space, power, data and conduits for installation.

Landscape treatment • landscape treatment is to be incorporated (where appropriate) to complement the rail
station architecture, enhance the identification of a particular location, and integrate
the facility with the surrounding environment. It is preferred that plantings used for
landscaping are:
– drought resistant
– consistent with the surrounding natural environment (for example, local fora)
– unlikely to intrude upon the integrity of the rail station environment
– unlikely to interfere with above and below ground services and utilities
– not toxic, highly allergenic or noxious weeds
– not known to produce thorns, barbs, stings or noxious secretions
– not inhibiting sightlines, passive surveillance or allowing for potential offenders to
hide.
• integrate subsoil and surface drainage with the landscape design.

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Element Consideration

Ancillary services • key ancillary services can include vending machines, ATMs and other third-party
services not directly concerning passenger transport
• should be located in convenient locations, but not impede a passenger’s ability to
access and move through the rail station
• inclusion and location of these services will depend on agreement with third-party
stakeholders, rail station asset management and rail station designers, and will be
determined on a site-specific basis
• consideration should be given to the consolidation of ancillary services to reduce
visual clutter and to provide a more integrated service for passengers. Generally, these
facilities are positioned close to other passenger services such as fare machines,
information displays and emergency call points
• materials used for ancillary services should be consistent with other passenger
facilities to achieve a visually integrated suite of services. Ancillary services should
be considered early in the detailed design phase to incorporate relevant security,
monitoring, power and data requirements.

Other enhancements • artwork can enhance a rail station identity and cultural significance of a place, and
should be investigated where appropriate
• public art should not conflict with rail station architecture, colour schemes, branding
and access requirements
• wireless internet access options and connections may be investigated and incorporated
• the facility owner and/or asset manager, along with relevant stakeholders, should
endorse all enhancements prior to the detailed design stage of the facility.

52 Public Transport Infrastructure Manual, Department of Transport and Main Roads, June 2020