ESB 002 Engineering Standard - Transport for NSW · PDF fileDESIGN PRINCIPLES Engineering...

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DESIGN PRINCIPLES

ESB 002

Engineering Standard Stations and Buildings Station Design Standard Requirements

Version 1.1

Issued May 2010

Owner: Gary Bayman, Chief Engineer Approved Gary Bayman Authorised Jim Modrouvanos by: Chief Engineer by: General Manager

Stations and Buildings Chief Engineers Division

Disclaimer This document was prepared for use on the RailCorp Network only. RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by RailCorp. RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes any liability which arises in any manner by the use of this document. Copyright The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of RailCorp.

UNCONTROLLED WHEN PRINTED of 42

RailCorp Engineering Standard — Stations and Buildings — Station Design Standard Requirements Design Principles ESB 002

© RailCorp of 42 Issued May 2010 UNCONTROLLED WHEN PRINTED Version 1.1

Document control

Version Date Summary of change 1.0 July 2008 1.1 May 2010 Application of TMA 400 format This document is identical in content to previous document entitled

RailCorp Station Design Standards Requirements dated July 2008. It has just been reformatted and minor corrections made where previous numbering or cross referencing have been in error.

Note to User The five volumes ESB 000, ESB 001, ESB 002, ESB 003, and ESB 004 make an integrated whole and must be read in conjunction with one

another



Contents

2 Design principles ....................................................................................................................5 2.1 Safety.........................................................................................................................5

2.1.1 Objective ....................................................................................................5 2.1.2 Overview ....................................................................................................5 2.1.3 Detailed Requirements...............................................................................6

2.1.3.1 Safety In Operation .....................................................................6 2.1.3.2 Safety During Design and Construction......................................7

2.2 Security ......................................................................................................................7 2.2.1 Objective ....................................................................................................7 2.2.2 Overview ....................................................................................................7 2.2.3 Detailed Requirements...............................................................................8

2.2.3.1 Natural Access control ................................................................9 2.2.3.2 Natural Surveillance....................................................................9 2.2.3.3 Territorial Reinforcement ..........................................................10 2.2.3.4 Target Hardening ......................................................................10

2.3 Buildability................................................................................................................11 2.3.1 Objective ..................................................................................................11 2.3.2 Overview ..................................................................................................11 2.3.3 Detailed Requirements.............................................................................12

2.3.3.1 Safety Clearances.....................................................................12 2.3.3.2 Availability of Track Possessions..............................................12 2.3.3.3 Stability .....................................................................................13 2.3.3.4 Construction Staging.................................................................13 2.3.3.5 Power and Water Demand........................................................13

2.3.4 Property Ownership..................................................................................14 2.3.5 Survey Requirements...............................................................................14 2.3.6 Miscellaneous...........................................................................................15

2.4 Maintenance and life cycle ......................................................................................15 2.4.1 Objective ..................................................................................................16 2.4.2 Overview ..................................................................................................16 2.4.3 Detailed Requirements.............................................................................17

2.4.3.1 Building Siting and Configuration..............................................18 2.4.3.2 Selection of Materials and Finishes ..........................................18 2.4.3.3 Lighting .....................................................................................19 2.4.3.4 Mechanical Services .................................................................19 2.4.3.5 Maintenance .............................................................................19

2.5 Accessibility .............................................................................................................19 2.5.1 Objective ..................................................................................................20 2.5.2 Overview ..................................................................................................20

2.5.2.1 Legislative Requirements..........................................................20 2.5.2.2 The Accessible Path .................................................................21 2.5.2.3 General Requirements for Accessible Stations ........................22

2.5.3 Detailed Requirements.............................................................................23 2.5.3.1 Tactile Ground Surface Indicators (TGSIs)...............................23



2.5.3.2 Car Parking and Arrival Areas ..................................................24 2.5.3.3 Family Accessible Toilet ...........................................................25 2.5.3.4 Ticket Sales ..............................................................................25 2.5.3.5 Signs and Signage....................................................................26 2.5.3.6 Doors and Entrances ................................................................26 2.5.3.7 Waiting Areas / Seats ...............................................................27 2.5.3.8 Egress and Emergency Evacuation..........................................27 2.5.3.9 Concessions .............................................................................27

2.6 Environment.............................................................................................................28 2.6.1 Objective ..................................................................................................28 2.6.2 Overview ..................................................................................................28 2.6.3 Detailed Requirements.............................................................................29

2.6.3.1 Land ..........................................................................................29 2.6.3.2 Energy used to operate buildings .............................................29 2.6.3.3 Energy used to Manufacture and Construct

Buildings ...................................................................................29 2.6.3.4 Materials ...................................................................................30 2.6.3.5 Water.........................................................................................30 2.6.3.6 Acoustics...................................................................................32

2.7 Heritage ...................................................................................................................39 2.7.1 Objective ..................................................................................................39 2.7.2 Overview ..................................................................................................39

2.7.2.1 The State Heritage Register .....................................................39 2.7.2.2 Government Agency Management of

Publicly-Owned Heritage Assets ..............................................39 2.7.3 Changes to Items on the Heritage Register .............................................40 2.7.4 Applying for Development Approval.........................................................40 2.7.5 Discussion Prior to the Formal Development Application

Process ....................................................................................................42 2.7.6 What the Heritage Council Considers When Processing

Applications ..............................................................................................42 2.7.7 Publications List - Guidelines and Information Sheets.............................42


2 Design principles 2.1 Safety

The Occupational Health and Safety Act 2000 (OHS Act 2000) relates to workplace safety in NSW. The Act aims to protect the health, safety and welfare of all people in the workplace. It requires that risks to health and safety are identified, assessed and eliminated or controlled. Section 11 of the Act requires designers to ensure that anything they design for use by people at work “is safe and without risk to health when properly used”

The Rail Safety Act relates to the obligations of RailCorp and others as licensed rail operators and their responsibility for safety in an operating rail environment. These have been mentioned previously in the section on Legislative Context. As part of their obligations under the Rail Safety Act, RailCorp has developed a comprehensive Safety Management System (SMS) which must be used in RailCorp operations. Building Designers must ensure that all building designs and elements of building design in the rail corridor facilitate the operational requirements (eg procedures & processes)produced via the SMS and provide consistency with them, as well as ensuring all RailCorp’s corporate aims, policies procedures etc made as a result of obligations under the Rail Safety Act are facilitated by a building design.

Note: This section does not necessarily address issues of security, which are dealt with in Section 2.2 Security, although there are some overlaps.

2.1.1 Objective

It is essential that any station design provides:

• safe operation of designed works by:

– station & train operational and other staff – building & equipment maintenance staff – contractors – passengers & the general public

• safety during design and construction

– for all the above mentioned in ongoing day to day operation – design and investigative work – building construction works & operations – related rail infrastructure and station systems works

2.1.2 Overview

Designers have a legal obligation to:

• take reasonable care of themselves and anyone who may be affected by their actions or inaction

• carry out work in a safe and environmentally responsible manner by following Safe Work Procedures and Instructions

• ensure that they wear the prescribed personal protective equipment (PPE) • identify and report hazards, assess risks and control measures establish on a

continuous basis throughout the design and construction process.

The design and construction of Railway Stations must comply with:

• Occupational Health and Safety Act 2000


http://www.legislation.nsw.gov.au/viewtop/inforce/subordleg+648+2001+ch.1-sec.1+0+N/?autoquery=%22occupational%20health%20and%20safety%20regulation%202001%20AND%20RecordType%3D%22ACTFRAG%22%20and%20Repealed%3D%22N%22%20OR%20RecordType%3D%22SRFR



• Occupational Health and Safety Regulation 2001 • Rail Safety Act and related Regulations • WorkCover Codes of Practice • WorkCover CHAIR (Construction Hazard Assessment Implication Review) • RailCorp Safety and Operating Standards including:

– Safety Management System – System Safety Manual – Customer Services Group Safety and Environment Handbook – Train Services Safety and Environment Handbook – SCARD form – Concept and Design Phase Safety Case / Safety Assessment template – RailCorp Engineering Standards – RTA Publications – Austroads – Australian Standards, including AS 4360 Risk management – Building Code of Australia (BCA) requirements

It is the design team’s responsibility to become familiar with RailCorp’s documents, requirements and ensure that current regulations are adopted for each project.

2.1.3 Detailed Requirements

• Safety In Operation • Safety During Design And Construction

2.1.3.1 Safety In Operation

The Design Team at all stages of the design and construct process should submit for review a Station Specific Risk Assessment document, which identifies hazards, levels of risk and suitable mitigation by the design solution/s, including how the design decisions will affect OH&S issues such as:

• access for general maintenance • access to roofs and gutters for maintenance • accessibility and safety of roofs steeper than 22degrees (even with harness points) • access to all equipment for servicing • access to replace lift shaft glazing • access to general glazing for maintenance • location of hazardous materials, including cleaning products, to facilitate access

and adequate ventilation • indoor air quality (mechanical systems and choice of materials) • potential slips, trips and falls (of people) with precautionary methods for all areas • potential strikes and falling materials/objects • storage areas with regard to manual handling, including the storage of bins and the

path to collection areas • location of equipment that is likely to affect occupational noise and vibration levels • safety/laminated glazing as required • safe distances around live power, including overhead wires, ensuring that these

can be maintained during design and construction • safe distances to platform edges • fire risk management • mitigation of incidents/collisions caused by door swings and restricted circulation

space • mitigation of the transfer of electrical eddy currents in metallic objects caused by

moving electrical trains (ie fences and boundaries) • isolation of stanchions • safe and easy access to maintain plant and equipment

http://www.legislation.nsw.gov.au/viewtop/inforce/subordleg+648+2001+ch.1-sec.1+0+N/?autoquery=%22occupational%20health%20and%20safety%20regulation%202001%20AND%20RecordType%3D%22ACTFRAG%22%20and%20Repealed%3D%22N%22%20OR%20RecordType%3D%22SRFR

http://www.legislation.nsw.gov.au/summarize/inforce/s/1/?TITLE=%22Rail%20Safety%20Act%202002%20No%2096%22&nohits=y



• channels for the correct disposal of chemicals, oils and waste water, including spills and leaks.

• air pollution and odour management (including any tenancies proposed in the design)

• instructions in specifications for the safe removal of hazardous materials, such as asbestos and lead

• access and egress • safe tunnel construction • site specific risk analysis, including RailCorp’s Incident Reports for upgrades to

existing stations

WorkCover’s CHAIR Safety in Design Tool should be used as a reference to construct the Station Specific Risk Assessment. Note that maintenance should be dealt with at all stages of design, not just Chair 3, and it is the design teams responsibility to ensure that the report is updated with any design changes and presented for review.

2.1.3.2 Safety During Design and Construction

The pre-work briefing and/or training is an important means for communicating the hazards and risks associated with a task and the precautions to be taken to ensure the health and safety of those involved. Before going on site, ALL personnel working in or around the station environment, including the design team, are required to:

• complete a level of competency certificate for Track Safety Awareness, which includes health checks, under the Rail Safety Act,

• complete a Station Workplace Induction course • ensure that a high level Safety Protection Officer from RailCorp is available to

accompany the team whilst on site • submit a site specific Safe Working Method Statement (SWMS). This SWMS

considers the environment and hazards unique to each site and outlines the specific safety measures that will be undertaken at that site, in accordance with OH&S Regulations.

• complete WorkCover Accredited OHS Induction Training for Construction Work • complete RailCorp’s Train Services Group Safety and Environment Handbook –

Employee Acknowledgment Certificate and • provide evidence of certification prior to entering site.

2.2 Security

Crime Prevention Through Environmental Design (CPTED) is the concept that good design and effective use of the physical environment can lead to a reduction in the fear and incidence of crime against people or property. Good security design should integrate site and building security requirements and associated technologies into a design that creates high-quality spaces, especially in the public domain. Badly integrated security design can often foster an impression of fear and danger.

2.2.1 Objective

The aim of integrated security design is to:

• Protect the public, staff and RailCorp’s infrastructure assets by reducing the opportunity for crime to occur

• Reducing or minimising the damage from security incidents

2.2.2 Overview

The design and construction of Railway Stations must comply with:

• Rail Safety Act and related Regulations

http://www.legislation.nsw.gov.au/summarize/inforce/s/1/?TITLE=%22Rail%20Safety%20Act%202002%20No%2096%22&nohits=y



• Crime Prevention through Environmental Design (CPTED) C. Ray Jeffrey • AS4360:2004 Risk Management • RailCorp’s:

– Risk Management Framework – Security Risk Assessment Template – Generic Security Design Criteria – Station Security Categories – Station Categories – Passenger Security & Information Program (PSIP)

• Guidelines for Crime Prevention and the Assessment of Development Applications under section 79C of the Environmental Planning and Assessment Act – Department of Urban Affairs and Planning (DUAP)

Basic security requirements and site-specific issues vary from station to station, depending on the Station Category and the Station Security Categories.

The design team must identify and report security hazards and assess risks and control measures continuously throughout the design and construction process. To achieve this, the team should undertake a Security Risk Assessment to identify, assess and minimise the risk of crime, using RailCorp’s Security Risk Assessment Template and RailCorp’s Generic Security Design Criteria in conjunction with other reference material. This should be carried out at the Conceptual Stage, updated prior to Development Application, at 30% and 60% Design Development or after any significant design changes.

The Security Risk Assessment must address all areas of the station design, including forecourts, platforms, associated kiss & ride, bus interchange areas and commuter car parks. As a minimum, the Security Risk Assessment should address potential risks in relation to:

• terrorism • trespassing • personal security (public & staff) • graffiti & vandalism • asset loss +/or abuse

In certain instances where the level of security has been rated high (1 or 2) under RailCorp’s Station Security Categories, additional structural features may be required to meet high level security demands (eg superstructures that prevent progressive collapse, including ‘hardened’ egress routes with higher fire ratings than required). These additional requirements will be identified in the station specific User Requirements Brief. In some instances, e.g. underground stations rated category 1, there may be a requirement for an independent preparation or evaluation of the Security Risk Assessment.


CPTED relies on four overlapping strategies:

• Natural Access Control • Natural Surveillance • Territorial Reinforcement • Target Hardening

Brief overviews of these strategies are provided here, but it must be clearly understood that the design should use passive natural measures as a first principle, and target hardening as additional reinforcement.

RailCorp Engineering Standard — Stations and Buildings — Station Design Standard Requirements Design Principles ESB 002 2.2.3.1 Natural Access control


The aim of Natural Access Control is to decrease crime opportunities by denying access or generating a perception of risk of detection. Some common measures include:

• Provision of paid and unpaid areas • Paid area that can be secured and closed off out of operating hours and during

emergencies • Staff facilities located within the secure environment, where possible • Customer toilets located within the secure environment, where possible • Surfaces and finishes with a high level of vandal resistance • Measures to impede skate boarding, including careful consideration of the use of

items like low set walls, ledges or lips, planter boxes, seats and handrails, which may facilitate skateboarding

• Installations, fixtures and fittings, including service pipes, payphones, lights etc, designed to prevent access to the top, bottom or side so that there are no positions in which to conceal or lodge an unattended item (whilst retaining accessibility for maintenance)

• Ticket Vending Machines recessed and encased in a manner that prevents access to the top, bottom or side such that there are no positions to conceal an unattended item, or lodge an unwanted object (whilst retaining accessibility for maintenance)

• Horizontal surfaces to be avoided, or as a minimum sloped to prevent loitering or the placing of unwanted/unattended objects

• Areas below stairs, existing or proposed, to be closed off in a manner that prevents access or loitering

• Installation of 2.5m high fencing along relevant station boundary lines for 50m from the ends of the platform

• Fencing set back from fixed infrastructure so that the fencing cannot be used to climb onto buildings or structures

• All external doors to be of solid core construction (min 40mm thick) with steel doorjambs and concealed/protected door hinges

• All facility and utility rooms to be numbered, with no external description as to function, unless otherwise required and agreed with RailCorp

• Traffic calming devices installed within bus interchanges and car parks • Perimeter windows (or roof lights) assessed as vulnerable to vandalism or forced

entry to be protected • Measures to be taken to restrict possible forced entry through linked spaces (eg

large roof voids) especially where they span both public and station work areas. • Tamper resistant fixing devices • Roofs on station GAC booths, binnacles or other structures designed to prevent

concealed objects from resting • Current requirements for key locking devices (external and internal) to be checked

as this system is under review by RailCorp: fully integrated Electronic Access Control may be required

2.2.3.2 Natural Surveillance

The aim of Natural Surveillance is to facilitate observation of the site by staff, commuters and the general public so that the risk of detection is reinforced. Some common measures include:

• Clear sightlines, particularly on platforms, along stairs and along the path for cash handling agencies (eg to transfer cash from staff occupied areas and TVM’s to vehicles)

• Elimination of hidden or blind spaces, recesses or voids where an assailant might hide



• Design features that allow staff to validate persons seeking to gain access to the ticket/station office (eg door viewing panels or stand alone voice/video intercom systems)

• Passive surveillance of customer toilets (eg locate entry doors opposite ticket windows or provide convex mirrors when doors adjacent)

• Fencing finished in a manner that facilitates both passive and active surveillance (ie black powder coating or similar). Optically, Black or dark colours, allow the eye to see through a matrix or fabric of a fence, brighter colours like galvanised silver-grey or white are reflective and draw the eye and make it difficult to see through the fence.

• Landscape design, where included, that specifies ground covering plant varieties with a mature height of no more than 900mm, or install mature trees with clear trunks up to 2m

• Good levels of lighting.

2.2.3.3 Territorial Reinforcement

The aim of Territorial Reinforcement is to reinforce psychological ownership of the station and surrounds, in order to increase the vigilance of users. Some common measures include:

• Clearly define and designate areas with respect to their intended use • Clear borders of controlled spaces (public and semi-public). As RailCorp are the

controllers of the space it should be clear to all person accessing the areas that they are in RailCorp ‘space’.

• Use of common site elements like seating, paving, signage, lights etc

2.2.3.4 Target Hardening

The aim of Target Hardening is to make target areas less vulnerable. Generally these are the active measures in addition to the passive measures noted above. RailCorp target hardening measures include:

• CCTV coverage • Help Points • Long Line Public Address (LLPA) • Intruder and Duress Alarms (IAS) • An identified staff cash handling and storage strategy with either a dedicated area

provided, or an area separated from ticket sales such that it is out of public line of sight.

• Identifed specific cash handling requirements (eg a safe + post chute) • Rooms containing cash, ticketing and accountable items to be lockable internally

and provided with a security alarm • Internal access doors may require electronic access control (eg plant rooms, lift

motor rooms, chemical storage areas) • Customer toilets provided with remote electronic locking and CCTV coverage. • Ticket windows fitted with ballistic rated glass and adjacent walls able to impede

the movement of bullets or projectiles from firearms • Ticket office windows capable of being physically secured, sealed or closed (eg

roller shutters or other physical barriers) • Materials and finishes, including lights and light fittings, to be robust, have a high

level of vandal resistance, and minimise fragmentation under failure • Continuous reception of mobile phones and radios used by various stakeholders

and emergency services in the station and interchange areas • Use of buffer zones, bollards, or street furniture to prevent parking at main

entrances • Large receptacles (eg bins) sited away from high volume passenger flows and

located in areas with good lighting and preferably within range of CCTV



• Avoid where possible glazing panels below 1200mm off finished floor level (FFL)

2.3 Buildability

The aim of this section is to identify some common buildability issues, specific to the construction of railway stations, that the design team must address as early as possible. Some of these constraints will have a significant impact on feasible design solutions.

NOTE: This section is not a substitute for the RailCorp Standards, which must be adopted in all circumstances.

2.3.1 Objective

All aspects of station designs must be buildable within the constraints of the operating railway environment. With the exception of new stations built on entirely new lines, station construction will take place while stations and trains continue to operate. It is therefore critical that, except during programmed track closures, designs enable access, safety and customer service to be maintained throughout construction.

2.3.2 Overview

Stations and their surrounds must be designed and constructed in accordance with all pertinent codes and standards as previously called up in Sections 2.1 Safety and 2.2 Security and in particular to Buildability:

• RailCorp’s Station Constructability Checklist (generic) • On-Site Communication and Customer Relations Procedure for Station Upgrading

Works • Australian Standards AS 4674 Construction and Fit Out of Food Premises • RailCorp’s Property: Tenancy Fitout Guide • RailCorps Engineering Standards, including but not necessarily limited to:

– ESC 215 – Transit Space – ESC 300 – Structures Systems – ESC 320 – Overbridges & Footbridges – CSI 031, ‘Engineering Works in the Vicinity of Platforms and Structural

Footings’

Note: that the upgrade of RailCorp bridges etc in bad repair are part of a separate Major Periodic Maintenance program and that “this work” is required to be completed before all other planned works can be constructed and therefore must be identified early enough to ensure that the relevant funds and programming can be secured to ensure that this work goes ahead in a timely manner.

The design team, at all stages of the design and construct process, should submit for review a Station Constructability Checklist using RailCorp’s “Station Constructability Checklist”, the current generic document. This checklist should be signed off by the relevant consultants and submitted with a report that outlines the practical implications of proposed construction techniques. Issues should include, but not be limited to:

• Accessibility for machinery and machine users • Limitations of existing structures, and • The footprint of temporary works (refer to Section 3.10 ‘Temporary Works’) • Safety clearances • Availability of track possessions • Stability • Construction staging • Power and Water demand • Property ownership



• Survey requirements

This checklist is a guide only, and consultants should identify any other areas of risk as part of their Constructability Report.

Upgrading works also cause considerable disruption to the local community so it is essential that the description is minimised and that the public is advised. Before work commences on site a site-specific Communication and Customer Relations Plan must be prepared and approved by RailCorp outlining how the work will be carried out to minimise disruption.

The plan must address:

• Protection of Station staff and passengers. • Communication methodology with Station Manager. • Information dissemination methodology to Station staff, passengers and local

community. • Signage addressing changes to Station access. • Minimising work areas.


2.3.3.1 Safety Clearances

A major design consideration is safe distances to:

• high voltage overhead cables • piers, columns • deflection walls • bridges • edge of platforms

For all of the above, the design team must:

• establish current minimum safe distance requirements and ensure that the design meets those requirements

• if building to minimum dimensions, address how the construction process will meet those minimum clear dimensions (eg operation of cranes and plant), and difficulties maintaining after installation (eg gutters, glazing)

2.3.3.2 Availability of Track Possessions

Because of safety factors, some construction work can only be undertaken during track possessions. Design and construction planning is critical to be able to use these periods efficiently.

Only a limited amount of work can be achieved during possessions and power outages because:

• There are only a limited number of possessions per year (approx 2 per line), and they are non negotiable

• The time required to power down and power up safely means that only 40hr of actual time is available, and individual contractors will only be allowed to work 2x10hr shifts

• Possessions are programmed for RailCorp critical services, so works to existing track or signalling infrastructure in the area may conflict with station building works, further limiting available time



• There are 3 types of lines (mains, suburbans and locals) – and a possession will only ever close one set of lines, ie either mains or suburban or local, but never 2 or more

2.3.3.3 Stability

The following issues must be considered during design with regard to track and structural stability:

• Geotech investigations must be carried out to all areas where excavation is proposed, preferably at concept stage but no later than 30% return tender documents. The number and location of investigations must be agreed with the project manager

• Any works below tracks, including new subways, widening of existing subways, and any services etc, should be avoided where possible due to their complexity, construction difficulty, large cost, and need for multiple possessions. If no other options are feasible any works must be a minimum of 2m below track level, and must have a structural engineering report detailing how the proposed works can be constructed safely and indicating the number and type of track possessions that would be required. NOTE: From a security perspective, RailCorp prefers not to construct subways unless they are part of a large and secure retail concourse.

• Where new works are planned to existing structures, identify relevant load limits and practical limitations for machinery (eg piling rigs may not be a feasible construction technique on some existing platforms )

• Where new connections or resurfacing are planned, the condition of existing structures (including platforms, platform walls, subways, bridges, footpaths etc) must be examined at the concept stage and any remedial works included in the scope of the works where required by RailCorp

• Where new works are planned above tracks, permanent bondeck slabs are NOT PERMITTED due to the formwork corroding caused by proximity to HV lines and eventually failing.

2.3.3.4 Construction Staging

The following construction staging issues need to be considered at design stage:

• The design team must coordinate input from all members of the design team to produce staging drawings for the construction works that enable the station to remain open during those works. The staging plan must account for:

• safety issues (e.g. relocating pedestrian crossings during works) • demolition and removal works • space allocation during temporary works, and the effect on choice of footings,

construction techniques etc • space allocation during temporary works for construction site amenities, materials

storage and staff facilities (refer to Section 3.10 ‘Temporary works’) • updated cost plans that account for temporary relocations of ticket offices, station

managers office etc

2.3.3.5 Power and Water Demand

Requirements for power and water need to be carefully considered during design because:

• the impact on the environment is important • the location of station buildings adjacent to rail tracks and high voltage wires

makes access and maintenance a critical issue • the provision of extra power can have a major effect on project budgets.



The following issues need to be considered during design stage:

• Determine the base building maximum demand (including tenancies, lifts, fire hydrant outlets etc) and ensure that the existing power supply will be adequate

• Provide for grease traps to tenancies, if required (check Tenancy Fitout Guide for all requirements)

2.3.4 Property Ownership

Investigation of property ownership is crucial to station design as it impacts on:

• The legal liability of the property owner and the legal liability of the asset owner/operator/maintainer (in some instances these may be separate roles)

• Maintenance, cleaning and operational arrangements • Retail arrangements and opportunities

Do not assume that land adjacent to railway tracks and stations is RailCorp property. Frequently, adjacent land is owned by local Councils or other authorities such as Department of Defence, Waterways, National Parks & Wildlife. For example, Milson’s Point station, built on the northern approach to the Harbour Bridge, is actually located on property owned by the Roads & Traffic Authority; and frequently commuter carparks have been built on property owned (or partially owned) by local councils.

Do not design in isolation: ownership of adjacent roads, bridges etc (and condition of existing structures) must be resolved before works can start on site. This type of oversight often causes delays and significant cost variations – even if the problem is beyond the design team’s scope of works, flag the problem.

RailCorp Property section can provide assistance to:

• Identify property ownership • Negotiate arrangements for construction on land owned by other government

organisations or local councils • Negotiate the purchase of land, if required.

2.3.5 Survey Requirements

A detailed survey must be procured at the concept stage that confirms and clearly labels the following minimum items:

• the station boundaries • the station rail corridor, • the complete station precinct, including accurate levels for any underground or

overground structures, catenary stanchion locations, station furniture • the location of existing signals (for both train driver and guard) • the levels to the underside of existing overhead structures, including any adjacent

bridges etc where the HV cables pass under. • the finished levels of both tracks, in parallel at each end of the platform, in the

centre of the platform and below any overhead structures (in order to determine the superelevation of curved tracks to establish clearances in line with RIC Standard C2104)

• the location of any overhead services including:

– pole locations – location of contact (eg actual wire location) on pole cross members, – height of services at pole connection, and – height of services at low point in arrangement



• the location of any underground services (including communications, gas, water, mains, sewer) and should that search discover optic fibre tracks (or similar), then a further search is required to locate exact position in order to mitigate potential costs to relocate or redesign (if relocation is not feasible).

In addition: the Tender documents must include that the builder has the boundaries checked by a professional surveyor, immediately before commencing the works, and The Design Team must take into consideration the location of RailCorp services (such as signal lines, communication lines, CCTV lines, HV + LV lines, sewer and stormwater) at the concept stage and the scope of works must coordinate their relocation, if required. This can be a costly exercise, and relocation, if required can delay the programme considerably because of the need to employ railway-qualified teams to do the job. Request input from RailCorp, if not provided with briefing documents.

2.3.6 Miscellaneous

• Tender documents must include a Hazardous Materials Report, in line with WorkCover requirements and OH&S guidelines, to identify both type and extent of hazards in relation to the proposed areas of new works, such that the building programme can account for the process of removal (licensed if required).

• New works to above platform slabs must not cause water to run off into public areas (even if this happens at present )

• All conduit runs (including CCTV) though concealed must be provided in serviceable runs

• Specification must note that builders should utilise temporary lifts to platforms where possible with appropriate hoarding for safety, in order to establish isolated delivery/removal paths and reduce crossing of the tracks

• Ensure all finishes schedules include lead times (materials with long lead times that are unidentified may be substituted in order to meet the programme)

• Visibility to existing RailCorp signals (for both train drivers and train guards) must be maintained: often this issue is not examined until construction works start, and relocation, if required can delay the programme considerably.

• Co-ordination of works to tenancies (power + water) to meet current standards. Even if delivery of fit-out is not part of the scope of works, adequate base building provisions must be made.

• Ensure that letter drops are done to advise residents before construction works take place over the weekend.

2.4 Maintenance and life cycle

Station designs always take into account the cost and ease of maintaining the station and its features. Maintenance is integrally linked to the Station’s Classification (refer elsewhere) which sets out expected maintenance cleaning standards. This section outlines some major issues in the maintainability of stations, which must be considered during design.

It is common to extend the functional life of stations as long as possible because they exist in the fixed context of expensive infrastructure and boundary configurations which is often physically difficult and/or very costly to change to accommodate new station and station building configurations.

The level of required maintenance (both cleaning and servicing) and the life of a building’s component assemblies, parts, systems, materials, finishes or fixings (due to decay, wear and tear) can therefore amount to many times the capital cost of the building over its functional life.



As a result it is essential to consider both ongoing maintenance costs and requirements, as well as related infrastructure change costs when undertaking station design, in order to optimise asset costs for the full station lifecycle and not just consider initial capital cost.

Maintenance planning is an integral part of Railway Station design and can be critical to rail safety. Those items which have a potential to present a safety issue for rail operations, staff or the public must be must be formally documented in a Technical Maintenance Plan (TMP), in a format required by RailCorp Engineering’s Integrated Support Unit.

Some of these issues overlap with other sections.

2.4.1 Objective

Station Designs must provide assets that can be maintained easily, safely and cost effectively over the life of the asset.

• Designs should seek to minimise recurrent cleaning, maintenance and replacement costs by specifying materials, finishes, components, assemblies, systems and the like, with

• long life expectancy, • low operating (and energy consumption) costs, • physical ease of maintenance (see below), • resistance to the anticipated wear and tear, appropriate to the environment • long periods between required servicing, cleaning and/or maintenance

Particular attention must be paid to areas which are costly to maintain such as items which require an expensive “possesion” to access the area and the necessity, period and latitude of required maintence, or operations which require (and therfore staff to manage) disruption of public access to the Railway Station, or similar.

It should also be noted that the life of buildings, building assembllies or systems etc are dependent on the interrelationship of their component parts, so the way in which components are assembled, including their methods of fixing, ease of access for inspection and compatibility can be critical, particularly in the rail environment where stray DC current can cause electrolysis. The weakest part of an assembly may determine its life cycle and therefore contribute to the lifecycle of other assemblies or components to which it is attached.

Lifecycle Costing is required to justify the choice of all building elements.

2.4.2 Overview

Design and material selection should include Life Cycle Costing, which accounts for operational costs such as cleaning, maintenance and periodic renewl of all facilities. All aspects of design choice must be tested against life cycle costing, associated with a Maintenance Plan which incorporates indications of methodologies and costs for all cleaning, ongoing maintenance and replacement of all a station’s component assemblies, parts, systems, materials, finishes or fixings etc over its projected life cycle, appropriate to the design stage at which the design decision is made.

Consideration of life cycle costing requires attention to all aspects of design at all stages of the design process. Issues to be considered include:

• Building siting and configuration • Selection of materials and finishes • Lighting (day-lighting and artificial lighting) • Ventilation (natural and mechanical) • Cleaning requirements for specified materials and finishes



• Ease of maintenance access

The designer should undertake a quantitative life cycle cost analysis of the major elements of the project in order to substantiate design decisions to the level justified by the project expenditure.


The Maintainence Plan, prepared and developed by the design team at each stage of the design process, incorporating:

• How station infrastructure will be safely inspected for maintenance, especially areas in close proximity to the tracks and overhead wires, which may require power outages to access them (refer to OH+S regulations)

• Manufacturers’ recommended maintenance and replacement periods • Replacing /cleaning glazed elements

– Replacing lights (including those on platforms) – Cleaning gutters (avoid concealed or box gutters) – Cleaning floor surfaces and all ‘self’ cleaning materials – Preventing bird nesting

• Cleaning recommendations for roofs. These must be carefully considered, with minimal pitch (<30deg preferred), access points, and safety points as required

• any implications for cleaning/replacement (eg if cherry picker nominated, establish and clearly delineate access path, ensure design loadings and surface finish appropriate for small vehicles and design for appropriate turning circles)

• Report on the exposure condition severe/moderate/benign (ie distance to surf or still water, industrial emissions, fossil fuel combustion) and any installation requirements from manufacturers (eg exposed purlins painted +/or free draining)

• The isolation of different metals, such that corrosion is not aggressively facilitated

The Maintenance Plan should account for maintenance routines as either weekly (daily in some of the larger stations with high patronage) or periodic (either 3 or 5 years) cleaning

NOTE: Protective films for glazing within the touch zone (up to 3m) are currently under consideration, and should be included in the Life Cycle Costing as well as Cleaning/Replacement Plan

Other maintenance design considerations include:

• Finishes should be as vandal resistant as possible (the provision of security and surveillance is a secondary ‘target hardening’ approach to minimise vandalism, whereas good design incorporates passive measures first (Refer to Section 2.2 Security)

• Finishes should not require specialist cleaning • If self cleaning materials are proposed, ensure that they are installed to facilitate

self cleaning • Design to minimise ledges that will collect dust or enable birds (or other vermin) to

nest • Provide adequate, well ventilated, storage facilities for RailCorp cleaning

equipment (Refer to Section 2.1 Safety and 3.4 ‘Station Operational Areas’) and include sufficient area/local areas for spill kits (if required)

• Provide access around the station environs (without special hoists etc) for the necessary cleaning equipment

• All cables are to be accessible for routine and regular maintenance without the need to interrupt train or station operations including passenger circulation areas. Cables are to be installed to permit future flexibility for minor relocation.



• Excavation linings are to be carefully designed to prevent long term water penetration or dampness: suitable drainage must be considered.

• Lifts suffer a lot of accidental and wilful abuse, therefore: • They must be capable of maintenance and/or repairs without significant disruption

to station operations and pedestrian flows • Consider glazing with regard to size and replacement procedure (eg glazing panels

to shaft replaced from inside shaft) • All materials must be readily cleaned without the need for specialist equipment,

where possible • Provide waterproof lift pits, floor grates or similar (to prevent the ingress of water

during hose down) at doors, and protection of doors/openings from driving rain

The design team must initiate Station Handover documents (building contractor to confirm ‘as installed’), which outline the basic maintenance requirements (include the Cleaning/ Replacement Plan) and any specialist installations, including for example:

• Type, location and manufacturer of any:

– specialist glass (especially if mechanical ventilation to lift shaft dependant on low-E glazing

– filters and the frequency with which they need to be cleaned, – special bulbs (include lead time info, if not widely available) – finishes (include recommended cleaning products) – Specialist paint colours (if outside of the RailCorp Colour Manual) and their

location – Anti-graffiti guards as recommended (and installed)

Note: The design and construction-staging program must allow for routine maintenance and cleaning of station and concourse areas during redevelopment of the station. Requirements are to be determined in consultation with RailCorp Asset Management.

Consideration of life cycle costing requires attention to all aspects of design at all stages of the design process. Issues to be considered include:

• Building siting and configuration • Selection of materials and finishes • Lighting (day-lighting and artificial lighting) • Ventilation (natural and mechanical) • Cleaning requirements for specified materials and finishes • Ease of maintenance access

2.4.3.1 Building Siting and Configuration

Issues for consideration include:

• Investigate plans for future development (by RailCorp or others) to ensure that they will not result in change to or demolition of the current project

• Concise building planning to minimise external building envelope costs • Minimise the need for and number of lifts and escalators • Maximise opportunities for natural lighting, natural ventilation and passive solar

shading

2.4.3.2 Selection of Materials and Finishes

The selection of materials and finishes is the key area affecting life cycle costing. Alternatives should be assessed for the principal building materials and finishes to establish the most cost effective selection taking into account the whole of life cost.



Whole of life costs include:

• Initial supply and installation costs • Regular cleaning and maintenance costs • Demolition and replacement costs at the end of the design life (including costs of

access)

Where the Station User Requirements states that quantitative life cycle costing is to be undertaken, these costs should be calculated over the design life of the station.

Where possible, specify self-finished materials or materials with low maintenance finishes.

2.4.3.3 Lighting

Maximum use should be made of natural lighting to reduce the reliance on artificial lighting and the energy and lamp replacement costs that result. Light fittings should be specified with high efficacy and photoelectric cell control to reduce running costs.

2.4.3.4 Mechanical Services

Minimise the need for mechanical ventilation systems and air conditioning in order to reduce capital cost of equipment, energy costs, maintenance costs and equipment replacement costs. Use passive solar shading and orientation to minimise the heat load on occupied spaces where possible.

2.4.3.5 Maintenance

Recurrent maintenance is a major component of the life cycle cost of a building. Emphasis should be placed during the design and documentation phase on minimising maintenance and access costs. Consideration should be given to the following issues:

• Ease of access to plant and equipment requiring regular maintenance • Minimising the risk of vandalism and graffiti and the resulting costs of repair and

cleaning • Where possible, locate equipment in positions where access will not require

specialist equipment • Minimise the need for possessions and power outages to undertake regular

cleaning and maintenance such as lamp changing • Provide means of access to roofs requiring maintenance. Minimise the reliance on

regular gutter cleaning and avoid internal gutters where possible.

2.5 Accessibility

“Accessibility” refers to equality of access for the disabled as defined in Commonwealth Disability Discrimination Act and for the public areas of stations, the specific measures spelt out in the Disability Standards for Accessible Public Transport (DSAPT)

“Easy Access” is a colloquial term used for the removal of barriers that make access difficult and the associated provision of facilities for people with disabilities. The provision of accessibility, mandated since 2002 by DSAPT contains requirements that may previously not have been previouosly required in “Easy Access” programs, but they also provide wider socio-economic benefits for the community. For example, parents with children in prams, elderly or less mobile customers and customers with luggage also benefit from the provision of facilities for the Disabled. Hence the public popularity of RailCorp’s “Easy Access” program, which has often also included a variety of additional station improvements, unrelated to the provision of disabled access.



”Access” can have a number of meanings and connotations including:

• Equality of access by the disabled as indicated above • Facilitation of broader community access to railway stations which is a by-product

of the provision of disabled access • The provision of a legal right of public entry to RailCorp platforms and facilities

(usually denoted by possession of a ticket) • The limitation of entry to authorised personnel or the prevention of entry by non

authorised personnel for safety or security reasons. • The drop-off, interchange or entry point to a railway station or part of a railway

station. • The provision of means of comprehensibility, identification, signage and the like

which is not necessarily mandatory but assists passenger circulation and understanding of the railway station and service. This can also facilitate and supplement essential communication and RailCorp branding.

It is essential, when discussing “access” that its meaning is differentiated.

This section deals specifically with access requirements for people (both the public and staff) with disabilities and other Railcorp required minor and related measures which will provide broader community benefits at the same time.

2.5.1 Objective

Any new or upgraded RailCorp facilities must enable customers with disabilities to:

• Equitably access all public facilities • Move freely and equitably throughout the station precinct and associated

interchange facilities, from their drop-off / interchange point to the designated train boarding point on the platform.

2.5.2 Overview

RailCorp’s ‘Easy Access’ program, which has been in progress for over a decade, is upgrading stations to make them accessible for customers with disabilities. Accessible features also benefit parents with children in prams, elderly customers and customers with luggage.

The Disability Discrimination Act 1992 (DDA) and the Disability Standards for Accessible Public Transport 2002 (DSAPT) provides the framework for this work and specifies dates by which key infrastructure must comply with disability standards. Due to the large number of stations in the RailCorp network and the cost of upgrading, each station has been prioritised in terms of the importance of the access it provides for the disability community. Stations are being upgraded in order of these priorities.

A Station Accessibility Checklist has been provided in this Guide (Refer to Appendix 3). At all stages of the design and construct process, the Design Team should:

• Use this checklist to identify the relevant accessibility issues, and • Submit the checklist to the Project Manager for review.

2.5.2.1 Legislative Requirements

The Commonwealth Disability Discrimination Act 1992 (DDA) provides the framework for eliminating discrimination against people with disabilities and Public Transport is a service covered by the DDA.



The Disability Standards for Accessible Public Transport 2002 (DSAPT) made under the above legislation, provides specific standards for public transport operators “to eliminate discrimination as far as possible” from public transport services.

The timeframe for compliance is mandated in DSAPT. Any new work at stations must incorporate adjacent or related work to comply with DSAPT

To provide Easy Access, stations and their surrounds must be designed and constructed in accordance with relevant codes and standards, which include:

• Disability Discrimination Act 1992 (DDA) - http://www.ag.gov.au/dsfapt/welcome.html

• Disability Standards for Accessible Public Transport 2002 (DSAPT) • Building Code of Australia (BCA) • AS1428.1 (2001) Design for Access and Mobility. Part 1 General Requirements for

access – Buildings • AS1428.2 (1993) Design for Access and Mobility, Enhanced and additional

Requirements – Buildings and Facilities where required by DSAPT • AS1428.4 (1992) Design for Access: Tactile ground surface indicators for the

orientation of people with vision impairments (note the more recent version of this standard is not required to be followed by either BCA or DSAPT due to some issues remaining unresolved)

• AS1735.12 (1999) Lifts Escalators and Moving Walkways: Facilities for people with disabilities

• AS2220.1 + AS2220.2 Emergency warning and intercommunication systems in buildings

• AS2890.3 (1993) Parking Facilities: Pt 1 Off Street Car Parking (parts regarding parking for people with disabilities still apply, in the absence of a disability section in the more recent version of the standard). Note the numbers of carparks for the disabled in public carparks associated with stations are specified in the BCA for class 9(b) buildings.

• DR 04021 (draft publication) Off street Car Parking for people with disabilities • AS2899.1 Public information symbol signs: General Information signs • RailCorp Station Signage guidelines

Where there are conflicts between the minimum required standards, the higher standards will apply.

Any requirements stated below do not obviate the need to comply with any or all legislated requirements.

2.5.2.2 The Accessible Path

New and refurbished stations must provide a continuous accessible path of travel within the site boundary, enabling independent travel for all passengers from drop-off / interchange point to train entry point.

Note: Existing infrastructure may not allow a fully compliant accessible path to be provided (being limited by existing buildings and stanchions, and associated track and signalling infrastructure). In these cases it is necessary to demonstrate that all viable options to provide an accessible path for the full platform length have been exhausted and that all possible measures to provide a compliant accessible path have been undertaken. Of particular import is to provide an adaquate accessible path to where portable ramps must be deployed for wheelchair bound passengers to board and alight the train and to enable adequate space for ramp deployment and wheelchair manoeuving. New stations must provide a fully compliant access path for the entire length of the platform.

http://www.ag.gov.au/dsfapt/welcome.html



The Disability Standards for Accessible Public Transport 2002 refers to various clauses of the Australian Standards and has implications for the design of the following physical elements along accessible paths:

• Paths, ramps and stairs • Manoeuvring and passing areas • Resting points • Hand and grab rails • Gateways, doorways and doors • Allocated space • Waiting areas and boarding points (and devices) • Lifts • Surfaces and Tactile Ground Surface Indicators (TGSIs) • Information, signs and symbols • Hearing augmentation – listening systems • Lighting • Furniture and fitments • Payment of fares • Controls (eg lift controls) • Accessible Toilets (which must contain a fixed baby change bench in addition to

required circulation spaces. • Alarms (eg installation height of help points)

All of these areas are addressed in the referenced parts of AS1428 but also see Section 2.5.3 Detailed Requirements, for application to RailCorp environment.

General requirements for the accessible path include:

• Manoeuvring areas for 180 degree turn (ie half circle, facing opposite direction) shall be 2270mm (in direction of travel) x 1740mm wide, (For turning circle patterns refer to AS1428.1-1993 (Supplement 1).

• Manoeuvring areas for 360degree turn (ie complete circle, facing same direction again) shall provide a minimum 2450mm x 2450mm mm– (For turning circle patterns refer to AS1428.1-1993 Supplement 1).

• The circulation space in front of TVMs, ticket windows, lifts and lift landings, telephones etc must not encroach on the accessible path

• International symbols for accessibility and deafness must be used to identify accessible paths, facilities and boarding points.

• No obstacles are to project into the accessible path • Audio induction loops and appropriate signage are to be provided along the

accessible route to direct people to those locations, are required at: • Enclosed Concourse level (>10% of area) unless otherwise specified, and

Underground Platforms (>10% of area) unless otherwise specified

2.5.2.3 General Requirements for Accessible Stations

In addition to accessible path requirements (above), accessible stations must comply with the following general requirements:

• Always use preferred dimensions where possible (rather than minimum). • International symbols for accessibility and deafness must be used to identify

accessible paths, facilities and boarding points. • Adequate lighting levels (refer to Section 4.6 ‘Lighting’) • It is preferable to provide level access and avoid kerb ramps, unless the direction

of the slope of the ramp can be safely accommodated, without accelerating people towards areas of danger: The exclusion of water can be facilitated with floor



gratings using allowable spaces not more than 13mm wide (in direction of travel) x 150mm along accessible path

• 5mm construction tolerance between abutting edges along accessible path • Unobstructed accessible width (walkways, ramps, stairs etc) minimum 1200mm

(1500mm preferred for medium volume, 1800mm preferred for high volume): passing spaces for wheelchairs must be incorporated as noted below, for any walkways or ramps generally less than 1800mm wide (refer to Section 3.3 ‘Circulation’).

• No cross falls greater than 1:40 (NOTE: fall on new platforms should be away from platform edge)

• Adequate surface slip resistance (refer to ‘Finishes’) • There is currently no requirement under the DSAPT or BCA to install a second

handrail, at a lower height to stairs and ramps, (AS1428.2-1992 NOTE to clause 10).

• Where there are multiple entrances to a station, all entrances should be accessible where possible and useable by people with disabilities, especially during emergency procedures.

• Where kerb ramps are unavoidable, the slope must not direct people to the edge of the platform (eg fall must be parallel to platform edge, not perpendicular)

• Where handrails are attached to walls, they should have 30% luminance contrast to wall

• Public telephones must be accessible (refer to Section 3.5 ‘Passenger Facilities’: Figures 3.5.9 ‘Setout gauge for accessible public phones’ and 3.5.8 ‘Setout for public telephones’).


The following sections must be read in conjunction with the relevant standards for disability access. This section notes specific applications of the standards to the RailCorp environment.

2.5.3.1 Tactile Ground Surface Indicators (TGSIs)

There are three types of TGSIs under AS1428.4-1992:

• Type A + B indicators warn of a pending hazard and • Type C indicators are used to direct the path of travel.

According to the DDA:

• Hazards must be indicated along the path of travel (clause 18.1) • And: • TGSIs must comply in style and dimensions with AS1428.4-1992 (clause 18.2) • However: • The DDA does not state that directional tiles are to be installed along the path of

travel. (The inclusion of directional tactiles as a requirement under the Australian Standards is still pending and until an outcome is reached directional tactiles will generally not be installed.)

a) Warning TGSIs

RailCorp requires that luminance contrasted warning tactile ground surface indicators be installed on all accessible paths to indicate:

• The top and bottom of public stairways, escalators and ramps (Note: it is preferable to provide continuous handrails to landings on stairs and ramps in lieu of warning tactiles at landings)

• Pedestrian crossings at roadways or car parks



• Vehicle pick up and drop off points • Platform edge (refer to Section 3.2 ‘Platforms’) • Overhead obstructions below a height of 2000mm, or adjacent to a path of travel

eg the underside of stairs, but only where the use of TGSIs can’t be avoided by the use use physical objects, furniture, fences and the like which extend to ground in order to block access to areas below the required height

• Where warning TGSIs are used, they are to be installed 300mm from the hazard in a 600mm wide strip along the path of travel.

NOTE: Warning tactile ground surface indicators are not generally required at lift thresholds

Warning TGSIs are required at escalator landings and are often required to be applied to escalator plates at the top and bottom of escalators. They must be located, aligned with and 300mm away from the moving rail in a 600mm band and carefully co-ordinated with the escalator installation. Where necessary the escalator plate should be extended to ensure that the whole of the warning TGSI’s occur on the one background.

b) Directional TGSIs

Directional TGSIs should only be provided at Station Concourse Level, where a simple and direct pattern, which doesn’t intersect with the bulk of pedestrian movement, can be provided. Where possible provide continuous “sure lines” for the sight impaired in preference to continuous Directional TGSI’s. The proximity of direct assistance by a member of staff should also be considered.

Note that currently, directional tactile ground surface indicators are not specifically required by DSAPT or the BCA, reflected by both documents referring to the 1992 version of AS1428.4 and not the more recent 2002 version. This is because agreement has not yet been reached by the various legislators and lobby groups on the appropriate extent or configuration of directional TGSIs in common situations.

It is the responsibility of the design team to stay abreast of amendments to legislation.

2.5.3.2 Car Parking and Arrival Areas

(Refer to Section 3.9 ‘Interchange Facilities’)

At Easy Access stations, dedicated off street car parking is to be provided for disabled drivers, in accordance with BCA requirements, incorporating the following requirements:

• 1 space for every 50 car parking spaces or part thereof. • To be provided close to the station entry • With a level access path to the station entry • Appropriate signage to be provided to identify disabled car parks to direct

customers along access path to station entry • Clear separation of pedestrian and vehicular traffic.

If car parks are provided in parallel, ensure that:

• Accommodation is made such that no width of disabled car park overhangs onto the roadway (refer to DR 04021), and

• Suitable means are provided locally to enable access to the footpath (eg kerb ramps with tactiles, or level access and bollards)

Bus Interchange, Kiss and Ride facilities and Taxi drop off points must:

• Be close to the station entry • Have a level access path to the station entry and



• Have appropriate local means to enable access to the footpath (eg kerb ramps with tactiles)

2.5.3.3 Family Accessible Toilet

Family accessible toilets are to be provided during Easy Access upgrades of stations where there is a provision for public toilets.

Note: Where toilets are being upgraded at a station not designated as Easy Access, an accessible toilet should be provided if possible.

It is preferable that all toilets are located in the same area, to promote equitable access.

General requirements for accessible toilets include:

• A minimum of one accessible unisex toilet cubicle (without airlock) is required • If two or more accessible toilets are provided, then at least one should be opposite

handed • Hand washing facilities, either inside or outside toilet cubicle (inside preferred) • Doors to open outward, or provide means of facilitating emergency access should

someone collapse against door internally as 1428.1-2001 clause 10.2.10(c): door not to open out where it might push or throw someone towards the edge of platform this applies to all toilet doors not just EA/FAT doors… > move to passenger facilites

• Baby change table (operable tables should be avoided) outside of circulation space with min dimensions 800mm x 1200mm minimum (1500 mm preferred)

• Suitable disposal equipment for soiled nappies • Special attention must be given to achieving the clear circulation areas on plan, as

set out in AS1428.1-2001, with regard to actual dimensions of installed fittings and accessories

• Special attention must be given to the choice of the following fittings, if provided, and the installation location and height to meet AS1428.1-2001:

– WCs – Basins – Taps – In-use indicators – Soap dispensers (always install above basin) – Towel dispensers – Mirror (always polished stainless steel)

• Special attention must be given to the choice of the following fittings, if provided, and the installation location and/height to meet AS1428.2-1992:

– Door closers (where unavoidable) – Pull bars (to outward opening doors) – Type of door handles (lever type prefe– 30% luminance contrast of door handl– Operating mechanisms (locks etc).

rred) e against background

2.5.3.4 Ticket Sales

General requirements for ticket sales include:

• Grab rails to be provided at fixed locations where passengers are required to pay fares according to AS1428.2-1992 clause 10.2, the design of which should not interfere with accessibility turning circles (refer to AS1428.2-1992 clauses 6.2)

• Maximum height of public side of ticket counter 1200mm (1025mm preferred) confirm with GB



• Audio induction loops are required at ticket windows • Hearing augmentation with suitable local signage which is indicated on accessible

path maps • At least one ticket barrier should have 850mm clear opening (1000mm preferred)

2.5.3.5 Signs and Signage

Section 4.3 of this Guide ‘Passenger Information’ deals with general signage requirements for RailCorp stations. Accessibility requirements include:

• Signage must generally comply with AS1428.2-1992 clauses 17.1, 17.2, 17.3 + 17.4

• Signage requires illumination of a minimum 200-300 lux for signage (as per general displays Section 4.6 ‘Lighting’)

• Where it is not possible to mount signs at an appropriate height according to AS1428.2-1992 figure 30 and where it’s not possible to read the sign from a distance along the accessible path (eg overhead help point signs to platforms) allowance should be made to increase lettering size such that it is legible from further away, in either a standing or seated position

• Destination signs must be visible from, or available at, boarding points • Use international symbols for accessibility and deafness (as per AS1428.1-2001

clause 14.2) to identify the accessible path of travel • Signs must be located at changes in direction, or where directional decisions are

made • Sign must provide suitable contrast against background wall colour or, and if that’s

not possible or clear enough(eg tiled wall), sign size must be increased.

2.5.3.6 Doors and Entrances

General requirements for doors and entrances include:

• at least one public main entrance to be part of accessible path (all or most preferred)

• doors in accessible path must not present a barrier to independent travel • signs directing people with disabilities to all accessible entries • doors and doorways generally to AS1428.2-1992 clause 11 (except clause 11.5.2) • min clear opening (ie between door leaf and door jamb, when door is open)

850mm • eliminate door thresholds where possible (where kerb ramps are unavoidable, they

should not fall towards any dangerous location, eg edge of platform) • doors clearly defined by contrasting frame or trim • the pressure pad of weight activated doors and sensors must be sensitive enough

to detect 15kg service animal • any other type of sensor on an access path must be able to detect movement

between ground level and 500mm above the access path. • where revolving doors are or turnstiles are used, also provide hinged or sliding

doors • if doorways have two independently operated leaves, at least the active leaf should

comply with the door requirements herewith • where doors are glazed or contain glazed viewing panels:

– the glass must be A-grade safety glass to AS1288 + AS2208 – viewing panels as per AS1428.1-1992 fig 16 (ie max200mm from opening edge,

min150mm wide, bottom sill max1000mm off FFL, header min1600mm off FFL) – frameless glazed doors (and generally any fixed frameless glazed panels, or

large areas of glazing) marked with full line 75mm wide 900-1000mm above FFL

RailCorp Engineering Standard — Stations and Buildings — Station Design Standard Requirements Design Principles ESB 002 2.5.3.7 Waiting Areas / Seats


General requirements for waiting areas and seats include:

• a minimum of 2 allocated spaces or 5% of the waiting area must be available for passengers with disabilities (min 800mm x 1300mm).

• seats generally in accordance with AS1428.2-1992:

– 400-450mm high (450mm preferred), up to 520mm for elderly, down to 350mm for children: where possible a range is desirable

– seat depth 400-450mm, with 20mm backward slope allowing for drainage – front edge min 30mm rad – provide armrests, 260mm above seat

A common mistake is that dedicated spaces are not provided in undercover areas at platforms, bus interchanges, or Kiss and Ride areas for wheelchair passengers.

2.5.3.8 Egress and Emergency Evacuation

General requirements for egress and emergency evacuation include:

• Provision of:

– Dedicated refuge areas within fire rated egress stairs, outside of the required circulation space with a communications system that enables visual and voice communication devices to benefit people with hearing and visual impairments, or

– Appropriate lifts, with UPS, or – An ‘Alternative Solution’ to the Deemed to Safety provisions of the BCA for

egress as set out in NFPA 130 for above ground stations and CityRail standard guidelines for Fire & Life Safety in the Construction of Underground Railway Facilities 1990

– Emergency warning systems, if installed, must include audible alarms >75dB(A) and exceeding noisiest background by 15dB(A) averaged over 60secs and visual alarms to flash in conjunction with the emergency alarm, at approx.1Hz frequency

– Provision must be made for people with vision impairment to locate the exit path in the event of an emergency (eg exit signs to sound audible signal when the fire alarm sounds, as per requirements of AS2220-1989

Refer to: Section 3.3.2.3 ‘Emergency Egress Requirements’

2.5.3.9 Concessions

Operators and providers must ensure that any food or drink service that is provided as part of a public transport service is equally available to all passengers. Concessions should generally be in accordance with AS1428.2-1992, whereby:

• Counter/table heights:

– 850mm where one provided (820mm clear below counter, 800mm wide), and – if two provided then second at 750mm (730mm clear below counter, 800mm

wide) – no obstructions as per AS1428.2-1992 figure 25

• Circulation space in front of counter for min.180deg turn, and • The distance around accessible tables in food and drink service areas must comply

with AS1428.2 (1992) Clause 24.1.7



2.6 Environment

The construction and use of infrastructure can have a detrimental effect on the environment. As a corporate citizen, RailCorp wishes to minimise this impact when constructing or upgrading station facilities, both during construction and as part of an ongoing public facility.

2.6.1 Objective

Station Designs must reflect community concerns with, and RailCorp’s commitment to, minimising the impact of station infrastructure on the environment. Station designs should therefore aim to:

• Use, reuse and conserve resources wisely • Reduce greenhouse gas emissions • Reduce consumption of non-renewable energy needed to manufacture, construct

and operate buildings

2.6.2 Overview

To achieve the above aim, designers need to:

• Investigate and evaluate evolving technologies and identify appropriate opportunities to reduce the impact on the environment

• Deliver a user document that explains the benefits and operational requirements of technologies as installed.

• Develop a station specific checklist from conception phase through to construction phase that:

– facilitates the delivery of green opportunities – reports, tracks and evaluates the appropriate fit of the ‘green’ opportunities.

For each station project, a checklist of Ecologically Sustainable Development (ESD) opportunities should be developed, that identifies viable outcomes, and documents why some ‘green’ options were not deemed appropriate. These station specific checklists will be delivered at every stage (inception/DA/CC/DD/construction) by all design consultants (Arch/SE/HE/EE/ME) and will work towards building RailCorp’s information database reporting on green opportunities.

Currently there are no rating tools for Station Buildings, however this is set to change, and it is the Design Team’s responsibility to ensure that any mandatory rating and targets are complied with. The items noted below are not exhaustive, nor will they necessarily always be current best practice, as technology evolves. The purpose of this self-built checklist is to produce a dynamic framework that:

• Encourages initiatives • Allows for new technologies to be examined, costed, tested for appropriate fit, and

tracked to ensure delivery

Government agencies are now required to incorporate the requirements of the Environmental Performance Guide for Buildings in project delivery briefs for buildings. Issues are defined by four primary resource categories:

• Land (and Landscape) • Energy • Materials • Water



State Government Agencies are also required to develop and implement a Waste Reduction and Purchasing Policy (WRAPP) plan to reduce waste in the construction and demolition of buildings, and provide data on:

• Total quantities of scheduled wastes being generated and recycled; and • Total quantities of materials being purchased which contain recycled content.


2.6.3.1 Land

The amount of land used for buildings and for related developments is an important factor determining the amount of water naturally filtering to ground water reservoirs. Ground water conditions significantly impact the biodiversity and effectiveness of local ecology.

Consider minimising the building footprint and related development where possible.

2.6.3.2 Energy used to operate buildings

Energy associated with the building operation and use (eg lighting, heating, cooling, ventilation etc.) typically represents the largest proportion of life-cycle energy use. The reduction of operating energy potentially is one of the most critical performance requirements of green buildings.

Where possible, designers should:

• Examine/adopt passive design solutions (includes orientation, thermal mass etc) • Identify zones according to operational needs and occupancy patterns, and treat

them separately • Select suitable control systems (eg local switches, time switches, occupancy

sensors, photoelectric switches) • Provide metering and monitoring systems, especially in larger stations, as energy

consumption management tools • Identify/select efficient luminaries, appliances (including hot water), HVAC +

ventilation systems • Consider alternatives to full air conditioning (eg displacement ventilation): ensure

humidity controls are in place, to protect IEQ (indoor environmental quality) • Provide operable windows • Adopt energy-saving devices and systems (eg variable speed drives for fans and

pumps, and waste heat recovery) • Specify high efficiency motors for all fan and pump applications • Maximise energy use from clean renewable sources • Specify appropriate levels of insulation (hot water pipe runs, walls, roof and

ceilings)

The designer should also deliver a:

• User-friendly instruction manual, preferably fixed in a visible location, to assist staff understand what energy efficient principals have been employed, and how best to use them

• Maintenance manual to assist maintenance staff to understand how to ensure performance is maximised.

2.6.3.3 Energy used to Manufacture and Construct Buildings

Energy to manufacture and construct buildings is a relatively new field of inquiry, but one that is increasingly important as operating energy is reduced.



Designers should therefore identify all opportunities to reduce the quantities of new materials by:

• Selecting materials that can be reused or recycled • Selecting materials on the basis of embodied energy / life cycle analysis: report

using Ecospecifier or similar (www.ecospecifier.org) • Reusing or recycling construction and demolition waste, and • Specifying that quantities of waste generated and recycled be reported at the

construction phase.

2.6.3.4 Materials


• Where significant demolition is unavoidable, specify dismantle and recover for reuse or recycling

• Give preference to manufacturers and suppliers who use high levels of recycled content in their product

• Mechanically fix • Select/specify natural fibre alternatives to mineral glass wool insulation • Eliminate the use of CFCs, HCFCs and ODSs (ozone depleting potential

substances) especially in HVAC systems wherever possible. • Avoid use of halogens wherever possible: provide complying alternative methods

of fire suppression such as carbon dioxide, water-spray, foams and powders • Give preference to interior materials and finishes that emit low-zero levels of

VOCs.

2.6.3.5 Water


• Collect roof water for reuse in landscape or toilets • Investigate/specify water-saving devices like dual flush toilets, waterless or

sensored urinals, sensored taps, tap aerators and slow close valves • Provide appropriate metering and monitoring systems, especially in larger stations,

as water consumption management tools • Design landscape layout to slow down run-off and encourage slow release

(swales) • Select native, water resistant hardy plants • Re-stabilise and re-vegetate all areas disturbed by construction activities as soon

as possible • Install pre-treatment systems (eg in-floor dry basket arrestors) to minimise pollution

loads on sewerage system • Control contaminated run-offs from polluting sources such as car parks • Ensure that new works do not discharge stormwater to the track area (although this

occurs in many existing stations) • Label drains “storm water only – fines apply

http://www.ecospecifier.org/



Environmental issues

overview of options

Expansion notes options and outcomes

Return checklist (forms checklist thru all stages arch/PM/builder)

Designers PM PM Inc DA DDD Cons Inst

land / footprint existing station: sprawl options examined at PDR, option 3 smallest footprint, lots of reconfiguration, too expensive (refer to PDR outcomes: date)

x

land / biodiversity 1. reuse local native plants 2. certify proposed plants hardy +

native

constr. energy consumption / recycling (1)

1. list/test what can be saved/reused: eg 75% existing structures retained + reused

2. dismantle + recycle 25% existing ramps, structural steel and concrete slabs – certified disposal to recycling unit: eventual tender costs from builders (date) deemed it cost prohibitive (decision taken by)

State Government: Waste Reduction and Purchasing Policy

construction estimates quantified reported

for waste

water / conservation

1. dual flush toilets

2. water flow control device water / greywater treat and reuse for plant irrigation -

(eg) BIOLYTIX™ current applications are suitable for domestic situations but not commercial: too bulky, no suitable place to install (refer to PDR: date)

x

water / rainwater reuse > possible to collect, store and use for wc’s with top mains top up

op energy / hot water

1. public hand taps only deliver cold water – instruction refer to RailCorp letter: date

2. (gas) solar hot water heater used for station staff hot water areas: temp controlled to

materials / refrigerants

HVAC system uses no banned ODSs: manufacturer certified (name: date)

op energy / general

maximise natural ventilation where possible – reduce need/load on A/C

natural day lighting

1. existing station: provide shading to north facing windows

natural ventilation 2. cross ventilation possible, hybrid vent. system will reduce need for A/C all year (eg) cross ventilation deemed

x



Environmental issues

overview of options

Expansion notes options and outcomes

Return checklist (forms checklist thru all stages arch/PM/builder)

not satisfactory because of air pollution: filters not appropriate for retro-fit (refer to HE letter: date)

new luminaries 3. efficient luminaries selected for new works (refer to HE efficiency reports at 30%DD)

ex luminaries 4. efficient luminaries difficult to retro fit exiting luminaries (refer to HE efficiency reports at 30%DD)

x

appliances water heaters/temp regulation, fridges, microwave all 5 star (eg) D+C installation selected ‘cheaper’ options only 3 star

x

co-generation of energy

PV roof cells that feed energy back into the main grid, helping with peak load issues for main provider: issues of isolation from HV grid difficult to solve in the tight time frame (refer to RailCorp letter: date)

x

materials refer to EcoSpecifier (or sim) report for internal + external finishes

avoid PVC where possible – no cost effective alternative products yet on the market for: water pipes (refer Manu: date) electrical wires (refer Manu: date)

x

avoid glues, mech fix where possible carpet tiles used, no glue mirrors must be glued to prevent

vandalism (refer RailCorp, letter: date)

x

op energy / kitchen plan

3 bin areas in kitchen + external storage area to encourage recycling of materials

water / labelling drains

fines apply

op energy / elect meters

nos fit-for-purpose identified (refer HE report 30%: date)

2.6.3.6 Acoustics

Acoustics is the acoustic response of a space, including the ‘reverberance’ of enclosed spaces and the pattern of sound reflections arriving at a listener. Noise and Vibration control is required to provide occupant safety and comfort and to ensure compliance with environmental requirements.

2.6.3.6.1 Objective

RailCorp require the travelling public to be provided with station acoustics commensurate with a comfortable and safe experience, including user-friendly, audible and intelligible announcement systems. In addition to good business practice, RailCorp have a



legislated requirement to comply with the requirements of the Disability Discrimination Act within the limits of substantiated ‘undue hardship’ and with the Environmental Protection Agency’s Industrial Noise Policy.

2.6.3.6.2 Overview

Many current stations experience train noise levels that are uncomfortably loud and which considerably disrupt announcements. Train noise levels at the newer Airport Rail Link stations are typically 85 to 90dBLAmax and represent a reasonable base standard

Most existing underground stations and large concourses suffer poor quality and speech intelligibility of announcement systems. Systems at the Airport Rail Link stations represent “reasonable” base standards.

In the interest of cost efficiency, the key is to strike a balance between the PA and EWIS system design (type, location and orientation of the loudspeakers), building design with regard to acoustic performance and the use of acoustic treatment.

AS2107-2000 covers quasi steady state noise excluding rail noise, which is best addressed using the criteria of AS1055.2-1997.

2.6.3.6.3 Noise Levels Outside Stations

Noise level limits for building services systems will depend on the outcome of ambient noise monitoring and assessment. Criteria will be established based on the Environment Protection Authority (EPA) Industrial Noise Policy and in parallel with the works brief, Ground-borne Noise and Vibration Criteria and Air-borne Noise Performance.

2.6.3.6.4 Noise Levels within Stations

Proposed ambient noise level limits for building services systems are as follows:

• Concourses NR50 • Platforms NR50 (maximum NR55 near to escalators and plant rooms) • Offices and Retail NR40 • Plant rooms NR75 • First Aid Room NR35.

During the design development stage, details of how these criteria are applied will be defined. In addition any OH&S requirements will be investigated.

• The optimum platform ambient noise level for building services systems is NR50 (maximum NR55) near to escalators and plant rooms

• Train noise level is to be between 85 - 90dBLAmx. Sound absorption devices immediately adjacent to the rail tracks may be required to achieve this level

Recommended train noise levels are:

• 90dBLAmax (with a target of 85dBLAmax where practical) on station platforms; and

• 45dBLAmax to 50 dBLAmax (including structure borne noise) in offices and concourses.

The exact locations where the above criteria apply and the circumstances under which the criteria apply will be defined during design development and noted within the User Requirements Brief.

Refer to Figure 1 - Under Platform Acoustic Absorption Zone

RailCorp Engineering Standard — Stations and Buildings — Station Design Standard Requirements Design Principles ESB 002 2.6.3.6.5 Reverberation Times Within Stations


Suggested design targets for reverberation times are as follows:

• Less than 1.8 seconds for platforms • Less than 2.0 seconds for concourse • 0.6 to 0.8 seconds for offices and staff rooms.

2.6.3.6.6 Speech Intelligibility for PA and EWIS Systems

The essential requirement is the delivery under all normal circumstances of adequate intelligibility to all passengers on the station concourse, entry and platforms, including those passengers with a certain degree of hearing impairment.

A common method of specifying speech intelligibility is to use the Speech Transition Index (STI) parameter. Although current research indicates that the STI alone is not sufficient to ensure that the required speech intelligibility and voice quality will be delivered under normal circumstances. Additional testing criteria such as frequency response, signal to noise ratios and early-to-late should also be considered during the design development. It is recognised that the intelligibility perceived by some hearing impaired passengers will be greatly enhanced within a station environment by attention to these criteria.

In conjunction with the additional criteria, the recommended STI performance is:

• A minimum standard of 0.5 STI (on a scale of 0 to 1) at all occupied locations • A target value of 0.6 STI where practical.

2.6.3.6.7 Under Platform Treatment in Underground Stations

The lack of acoustic absorption by the track formation may be compensated for by additional acoustic treatment on other station surfaces. It is therefore also recommended that provision be made for acoustic treatment to be added to the underside of platform areas and low level platform walls at all station surfaces closest to the train track. Careful consideration will have to be given to the choice of absorptive treatment to avoid dust and dirt affecting the absorptive performance of the treatment. The most likely form of treatment is a perforated metal panel backed with a layer of absorptive material, although the available technologies change rapidly and this should be reviewed during the design.

As Track corridor services are likely to run along the length of this zone, the acoustic panels should be attached to the outside of service conduits and be detachable for required service access. The airspace / service zone between the acoustic panel and the under platform wall area will assist in low frequency train noise absorption.

Refer to:

- Under Platform Acoustic Absorption Zone

2.6.3.6.8 Other Platform Surfaces

Acoustic treatment is also recommended in the following areas:

• On the underside of overhead concourses where they extend over the platform areas below

• On any ceiling facing the concourse floor, which should have at least 50 % coverage of absorptive treatment

• Extending from platform height to a wall height of 3 m to reduce the effect of reflections of sound from platform loudspeakers. Consideration will be given to the location of wall areas for advertising and signage



• On any smoke containment panels in alignment with the platform edge; these should at least be treated with absorptive treatment on the side facing the platform to prevent harmful reflections of sound from loudspeakers, but preferably be absorptive on both sides.

2.6.3.6.9 Acoustic Treatment to Underground Stations

The station walls should be covered with a sprayed concrete. The use of a surface finish product with acoustic and fire protection properties such as Pyrok Pyrocoat (noted as an example only) would provide some benefit in terms of sound absorption in the station areas.

Mid- to high- frequency sound absorption coefficient data for sprayed concrete type products indicates that its performance is comparable to perforated metal panels fixed directly to the wall. The extent of coverage of sprayed concrete on the station walls could include:

• Where there are no conduit runs at low level to platform height, in direct line with expected train noise emissions

• Along selected areas of the tunnel ceiling above a height of 3 m to control reverberant noise levels

• At the end walls of station walls to reduce the effect of late reflections of sound back towards the centre of the station.

2.6.3.6.10 Acoustic Treatment to Station Entrance Areas and Escalator

Another area where acoustic treatment will have to be considered is at station entrance areas and in station escalator enclosures leading from the station entrances to ticket halls.

Strategic placement of acoustic treatment will be necessary to control reverberance and to prevent harmful reflections of sound from surfaces in these areas.

Again, the speech intelligibility of the PA/EWIS system in this area is related to the placement of acoustic treatment and the control of background noise levels.

Further progress of the acoustic treatment strategy will be made in the design development stage, when the architectural design of these areas should be considered.

2.6.3.6.11 Absorptive Treatment Options

The requirements given below should be coordinated with acoustic requirements in the design development stage. It is acknowledged that absorptive treatment options to be used in station enclosure and concourses need to be:

• Hard-wearing • Resistant to dust and dirt build-up • Fire resistant • Resistant to graffiti • Cost effective • Aesthetically acceptable

Investigations into commercially available acoustic products will take place as the design progresses. Generic treatment options include, but are not limited to:

• Perforated metal panels (minimum open area of perforations of 20 %) backed with a 75mm layer of acoustic mineral wool (minimum density 48 kg/m³)

• Expanded metal open mesh panels backed with 75mm layer of acoustic mineral wool (minimum density 48 kg/m³) in areas out of direct line of sight of station users

• Spray-on concrete wall finish.

RailCorp Engineering Standard — Stations and Buildings — Station Design Standard Requirements Design Principles ESB 002 2.6.3.6.12 Air-conditioning, Supply and Exhaust System Design


The design of the systems should incorporate the following noise control principles:

• Fans should be selected to limit noise generation, this generally means large fans with low running speeds

• Provision of space for large cross sectional area ducts to limit air velocities and therefore noise regeneration

• Provision of appropriate primary and secondary attenuation on each of the air-conditioning, supply and extract systems

• Primary attenuation should be positioned as close as possible to the fans, and preferably within the air handling units

• Secondary attenuation may be needed to control duct break-out if duct work has to pass over a noise sensitive space e.g. The concourse supply air duct located in the ceiling above concourse facilities areas

• The design should prevent cross talk between noise producing areas such as station platforms and noise sensitive spaces such as administration offices via riser shafts. This is achieved by not routing ducts serving platforms and concourses through sensitive spaces. In unavoidable circumstances, tertiary attenuation and boxing-in of ducts should be used to prevent cross-talk

• Avoiding sharp turns and branches near terminals and large pressure drops through elements should control air turbulence and associated noise regeneration. Fittings should be separated by several duct diameters

• Self-balancing ductwork should be used to minimise the use of volume control dampers. Unavoidable dampers should be placed on the fan side of attenuators. If dampers must be located on the room side of attenuators, iris type dampers (low noise generation) should be used

• Fire dampers should not protrude into the air stream when in open position.

2.6.3.6.13 Plant Rooms

Plant room noise levels need to be controlled to avoid disturbance to adjacent spaces, including the platform.

The following noise control measures are recommended:

• Low noise or attenuated plant should be selected, with particular reference to the casing radiated noise

• Air handling unit casings should be of insulated double skin construction and duct work may need to be acoustically lagged after the primary attenuator to prevent break-in to the system

• Attention should be paid to duct work and other penetrations of sound insulating constructions such as plant room concrete slabs. All penetrations should be appropriately sized and sleeved, packed and sealed. Each service, duct or pipe etc, should have its own penetration with suitable spacing to allow good sealing.

2.6.3.6.14 Underground Station Mechanical Risers

Riser shafts from the station platforms to ground level will be constructed of concrete or cut into the existing geology where suitable ground conditions exist. No attenuation along the length of the risers is expected due to the hard, reflective surface finish and the large shaft cross-sections proposed.

Noise from tunnel ventilation fans and tunnel exhaust fans installed in risers will therefore need to be controlled with noise control elements such as attenuators (close to the fans) and acoustic louvres (at ground level).

Branch ducts from air handling units and other ventilation fans will connect with risers at various levels in the station, servicing various occupied spaces such as the concourse


© RailCorp of 42 Issued May 2010 1.1 UNCONTROLLED WHEN PRINTED Version

2.6.3.6.16 Current Australian Standards and Codes

In regards to acoustic design reference should be made to the following standards:

AS2107-2000 is applicable for quasi steady-state noise levels within occupied parts of buildings (such as noise generated by services systems). For railway stations the nominated criteria are:

• 45 to 50dB(A) for ticket sales areas • 45 to 55dB(A) for waiting areas.

AS2822 – ‘Methods for assessing and predicting speech privacy and speech intelligibility’ - gives useful guidance on parameters and measurement methods. However the standard does not set design criteria.

AS2220-1989 covers design requirements for EWIS systems but incorporates no objective requirements for speech intelligibility.

EPA Industrial Noise Policy is applicable to noise from station services (sub-stations, air handling plant, and possibly tunnel ventilation systems) affecting surrounding properties. Numerical noise limits are a function of existing and future ambient noise levels – these will require measurement and review as part of any project.

and platform area. The design should prevent cross talk between noise producing and noise sensitive spaces via risers using cross-talk attenuators.

2.6.3.6.15 Lifts and Escalators

Structure borne noise from the operation of lifts is not expected to be significant.

Selection of escalators should include a review of expected radiated noise levels. Consideration should however be given to the specification of escalators to minimise noise disturbance.

2.6.3.6.17 Forthcoming Australian Standards and Codes

It should be noted that AS2220 (regarding EWIS) is to be replaced shortly by AS1670 Parts 4 & 5and AS4428 Parts 3 & 4. The current draft of the replacement standard includes a requirement for intelligibility of speech to be STI >/= 0.5.

ering Standard — Stations and Buildings — Station Design Standard Requirements s ESB 002

RailCorp EngineDesign Principle

© RailCorp of 42 Issued May 2010 Version 1.1 UNCONTROLLED WHEN PRINTED

Figure 1 - Under Platform Acoustic Absorption Zone


2.7 Heritage


The construction of new railway infrastructure can have a detrimental impact on the heritage significance of an asset.

2.7.1 Objective

Station Designers must reflect RailCorp’s commitment to minimising the impact of new station infrastructure on items of recognised heritage value.

2.7.2 Overview

The construction of the NSW railway during the 19th and early 20th century is of major heritage significance and has resulted in RailCorp possessing the largest collection of heritage assets of any State Government Agency. Many of these assets are of such significance that they are listed on the State Heritage Register. Many other heritage items are of local significance and therefore included in local environmental plans. RailCorp has a public responsibility to preserve these assets for future generations.

2.7.2.1 The State Heritage Register

In 1987, section 170 was added to the Heritage Act 1977 requiring government agencies to prepare a register of the heritage assets under its ownership or control.

The completion of these registers has resulted in the State Heritage Inventory, an electronic database of almost 20,000 heritage items on statutory lists. Items, including listed railway stations, can be access via the NSW heritage database on the Heritage Council website at www.heritage.nsw.gov.au.

The State Heritage Register is a special section of the NSW heritage database and lists items of particular importance to the people of NSW. A listing on the State Heritage Register means that: major changes to an asset require the Heritage Council's approval.

Note: If a place is listed as a heritage item, all its parts are intrinsic to its significance. Though parts of a heritage site may have different levels of significance, without them all, the significance of the whole place could be compromised.

2.7.2.2 Government Agency Management of Publicly-Owned Heritage Assets

The NSW Government Total Asset Management Manual requires government agencies to manage heritage items as part of their total asset management responsibility:

“Organizations that have control of heritage assets also have a second service obligation. While they use the assets in delivering their primary service, they are also responsible for the stewardship of the assets and protection of their significance for future generations…The management of heritage issues should be viewed as an essential part of the management of the assets, rather than another problem and cost impost. Sustainable management of heritage values should be treated by an agency as part of its core business.” (http://www.gamc.nsw.gov.au/tam/)

In accordance with the Heritage Act 1977 (NSW), government agencies are required to:

• Compile a register of heritage assets (known as a Section170 Heritage and Conservation Register) and

• Look after their assets on behalf of the community. • Include, in Annual Reports, a summary of heritage items listed in their S170

registers and a statement on the condition of the State significant heritage items in the care of the agency.

http://www.heritage.nsw.gov.au/07_subnav_01.cfm

http://www.heritage.nsw.gov.au/

http://www.gamc.nsw.gov.au/tam/



In 1998, the Board of State Rail (as RailCorp was then known) endorsed a Heritage Management Strategy acknowledging its legal obligations towards its heritage assets and recognising that many of them are held in high regard by the public, employees, former employees, railway preservation groups and historical societies.

RailCorp has developed its statutory Section170 register of heritage items, which can be accessed by contacting RailCorp’s Heritage Officer.

2.7.3 Changes to Items on the Heritage Register

The aim of heritage management is not to prevent change and development, but to ensure that the heritage significance of recognised items is not harmed by these changes.

For an item listed on the State Heritage Register the following activities require application to the Heritage Council:

• Full or partial demolition • Alterations • Extensions • New structures • Change of use • Subdivision • Removal of significant vegetation • Disturbance to relics and historical landscapes • Interiors (It is unusual for building interiors to be listed as heritage items. However,

if an interior is listed under the Heritage Act, alterations to interiors will need approval. This applies to a number of railway interiors e.g. the original booking office at Sydney Central station and the Governor’s Room at Moss Vale station.)

Where the proposed works will have a minimal impact on the heritage significance of the item, approval can be given by the Director of the Heritage Office under delegation from the Heritage Council. This option may be decided during discussion with the Heritage Office prior to the formal development application process.

The Heritage Council has exempted minor maintenance and repairs from this approval process and has issued guidelines on these exemptions for owners of places on the State Heritage Register.

The Heritage Council is required to refuse an application for demolition of a significant item, unless the item:

• Is a danger to the public • Can be relocated to another site (note that relocation of significant items is not

generally supported by the Heritage Council as the location and setting of an item is an important component of its significance)

Some sites are covered by site specific exemptions that have been approved by the Minister. These are listed for the particular site in the Heritage Office website

2.7.4 Applying for Development Approval

The Heritage Council is the joint consent authority with the local council (and sometimes with other State agencies) for approving changes to items on the State Heritage Register.

If the item to be developed or changed is on a the State Heritage Register, the owner must submit a section 60 application form, together with supporting documents and a fee to the Heritage Council. These forms are available from the Heritage Office and can be downloaded from their website.



If an item is listed in a local environment plan and covered by the Heritage Act, the application should be submitted to the local council and the Heritage Council at the same time. The first step is an application for an Integrated Development Approval (IDA) through the local council.

All IDA applications referred to the Heritage Council need to be supported by a statement of heritage impact, which clearly states the impact of the proposal on the item’s heritage significance. This statement should include:

• a statement of heritage significance • an archaeological assessment (where sub-surface works are proposed), and • a conservation policy or conservation management plan

Complex proposals affecting items of state or regional significance must also be accompanied by a conservation management plan.

A statement of heritage significance is central to developing a conservation management plan. Often a statement of significance will have been prepared as part of the heritage listing process. For example, the following statements of significance are listed for Railway Stations on the NSW Heritage Office website:

• “The complex of buildings associated with Central Railway is the most important group of railway structures in the State. Sydney Terminal itself is the most important rail building in the State”

• “Strathfield is a superb example of a large station built at the same time that presents a coherent and uniform set of structures…The quality of the platform structures is high and represents technological achievement that was compatible with design in Britain at the time.”

• “Albury station is one of the major station complexes in the State with one of the major station buildings outside Sydney and Newcastle. The grandeur of the buildings reflects the importance attributed to the location by the Government of the day particularly in relation to State rivalries and competition for trade.”

The level of support information required will vary with each application. For complex issues it may be useful to engage a consultant with heritage conservation experience to prepare a statement of heritage impact. There are now a number of consultants who specialise in heritage work and many are listed on the Heritage Council website (note: this list is not an endorsement by the Heritage Council or Heritage Office).

The critical timing factors from the heritage Office's point of view are:

• The date the Heritage Office receives the application from the local council. Once received, the office has 25 days to request more information. If further information is requested within this time the 60-day clock stops until two days after the Heritage Office receives the required information; and

• The close of the advertising period. The local council then sends any public submissions it receives to the Heritage Office. The Heritage Council must make a decision on the application within 21 days of the receipt of these submissions.

Applicants may ask to see the Heritage Office's report to the Approvals Committee on their IDA application one week before the meeting day. A supplementary one page report to correct factual errors in the report may be submitted no later than 12 noon on the day before the meeting. Response may be made only to factual information in the report, not to any opinions or draft recommendations it contains.

While the Heritage Council must approve a heritage IDA for it to succeed, the local council is the final authority.



Following completion of the IDA process, an application will need to be submitted to the Heritage Council to undertake the actual works, as required by section 60 of the Heritage Act. This application must take account of the Heritage Council's general terms of approval for the IDA application. The section 60 application will need to be received by the Heritage Office one month prior to the Approvals Committee meeting.

An appeal against the decision of either the Heritage Council or the local council on an IDA application can be made to the Land and Environment Court within twelve months from the time notice of the decision is received. An appeal against the decision of the Heritage Council on a section 60 application can be made to the Minister within twelve months from the time notice of the decision is received.

2.7.5 Discussion Prior to the Formal Development Application Process

The Heritage Office works closely with local councils so that heritage matters involved in IDA applications are dealt with in a consistent manner. A member of the Heritage Office staff is assigned to each IDA application. Applicants should contact the Administrative Officer for the Local Government Team on (02) 9849 9555 to find out who has been assigned to their project.

Owners and consent authorities alike may benefit from detailed discussion of any proposals at the concept stage prior to official lodgement of applications. A minimum of three weeks should be allowed between the date of this meeting and the formal lodgement of the application so that the proposal can be modified as a result of these discussions.

The meeting should be arranged through the local council, and should involve the council officer dealing with the application, the council's heritage advisor and the Heritage Office staff member dealing with your application. Detailed plans or drawings are not required at this discussion stage, but it will help to focus the discussion if the concepts can be clearly indicated on a plan or photograph of the item in its current form.

2.7.6 What the Heritage Council Considers When Processing Applications

The most important factor the Heritage Council considers when assessing IDA applications is the impact that the proposed development is likely to have on the heritage significance of the item. The Heritage Office publication Altering Heritage Assets in the NSW Heritage Manual outlines Heritage Council policy on development this can be purchased from the Heritage Office or accessed on the Heritage Council website.

The Heritage Office will not consider applications for extensive alterations to an item of major heritage significance unless it has already approved a conservation management plan.

2.7.7 Publications List - Guidelines and Information Sheets

All publications produced by the NSW Heritage Office are listed on it’s website http://www.heritage.nsw.gov.au/03_index.htm Permits and Application forms are also available at http://www.heritage.nsw.gov.au/03_subnav_01.htm.

http://www.heritage.nsw.gov.au/03_index.htm

http://www.heritage.nsw.gov.au/03_subnav_01.htm

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