Pages From Rowville Rail Study Station Layout and Urban Design Report Part1

Station
Layout and
Urban Design
Report
Draft
March 2012
This document forms part of the Rowville Rail Feasibility Report and should
be read in the context of the broader report. The study team, including SKM,
Mott MacDonald, Hassell and Phoenix Facilitation, have prepared this report
following appointment by the Victorian State Government.
The Rowville Rail Feasibility Report is a study investigating the feasibility of
a heavy rail line from Rowville connecting into the existing train network at
Huntingdale Station on the Pakenham/Cranbourne lines. This is Phase 1 of a
two part study investigating initial engineering, architectural, environmental
and operational considerations. It has also included consultation with the
community and stakeholders through various methods.
The overall Rowville Rail Feasibility Report is made up of 8 parts:

Main report
Preliminary rail design report
Travel demand modelling report
Sustainability considerations report
Environment and planning investigation report
Station layout and urban design report
Consultation report
Concept timetabling and operations report
Content
Section
05
Mulgrave Station
Existing Site Analysis
Proposed Urban Design Response
Station Design
Access and Mobility Plan
Neighbourhood Character and Visual Impact - 3d
Huntingdale Station
Station Design
06
Waverley Park Station

Station Design
Monash Station
Station Design
07
Rowville Station
Station Design
Rowville Alternatives
08
Conclusion
01
Introduction
02
Urban Design
Melbourne Map
Line Wide Approach
Line Wide Summary
03
04
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Rowville Rail Study - Feasibility Report
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01
INTRODUCTION
v
INTRODUCTION
01
Introduction
Overview of project and report
Project vision and objectives
Glossary of terms
Rowville Rail Link is a proposal for a new rail line running from Huntingdale to Rowville
via Monash University. The line will provide a heavy rail service from Rowville to the city
centre forming an important public transport alternative for a large area of the eastern
suburbs of Melbourne.
Rowville Railway line has the potential to provide a high quality heavy rail link for the
Monash and Knox communities servicing major employment, education and recreation
centres. While this could form an integrated part of the existing public transport
network, it may be constructed in stages. A Rowville Rail Line project has the potential
to be a significant catalyst in transforming public transport services or potential
land-use development in the Knox and Monash areas.
Rail terminology
Up track - rail lines that are heading towards Melbourne CBD
Down track - rail lines that are heading away from Melbourne CBD
The concept includes:

_A new set of dedicated heavy rail tracks from Rowville that run approximately along
the alignment of Wellington road connecting to the existing City to Pakenham line at
Huntingdale
_Replacement of Huntingdale station
_Four new stations: Monash, Mulgrave, Waverley Park and Rowville.
This strategy document describes the concept for urban design and environmental
impacts resulting from the new Rowville Rail track alignment and includes:
_ A review of existing urban characteristics
_Urban design impacts resulting from the proposed rail link
_Functional and operational aspects of each station
_Access and multi-modal interchange considerations at each station
This document is a strategic overview of the Rowville Rail urban design concept such
that the feasibility of the construction of the rail link can be assessed. The concepts
are preliminary and subject to more detailed analysis and public consultation should
the project be considered feasible.
For the other technical assessments that make-up the rest of the feasibility study
refer to the preliminary rail design report, public consultation report, sustainability
considerations report.
Project history overview
The Rowville Railway Line has been previously proposed in the 1969 Melbourne
Transportation Plan. The plan proposed a railway from Huntingdale through Rowville to
Ferntree Gully on the Belgrave line. Known in this report as Route 10c, this proposal
provided a link from Huntingdale to Ferntree Gully via the, at the time, unserved areas
of Monash University, Waverley Park, Stud Park and Rowville.
The project was not considered viable at the time and was not constructed.
Subsequently there have been numerous calls for the construction of a heavy railway
line to Rowville. Various options have been suggested including the extension of the
Glen Waverley line crossing through the now EastLink corridor through to Stud Park
shopping centre. Other options that have been suggested include a railway line along
the median of North-Wellington Road to Stud Road and potentially beyond.
Investigations have also previously been conducted as part of the Southern and
Eastern Integrated Transport (SEITA) corridor study such as the potential for light rail
(LRT), or Bus Rapid transit (BRT). More recent studies such as the Knox City
Councils Pre-feasibility study have suggested an option (amongst others) with a single
track rail configuration to Stud Park shopping centre via North-Wellington Road.
Platform Configuration - there are two types:

Island platform a platform with two sides that is located between 2 rail lines
Side platform - a single platform served by only one rail line
The key project objectives are to:

_Cost effectively meet patronage demand in the medium and long term within the
Monash and Knox municipalities
_Provide a frequent, clean, reliable, and higher capacity mode of public transport
service, for the Knox and Monash communities
_Explore improved integrated transport and land use opportunities, and broader social
and environmental outcomes
_Provide a concept for the proposed Rowville Railway line interfacing with the existing
Dandenong Rail corridor at Huntingdale station
_Ensure that the interface to the Dandenong Rail Corridor integrates with all
operational and strategic plans for the existing and future rail network.
Stakeholder input
The project team obtained input from the community and stakeholders at workshops
early in the feasibility study. This feedback has been used to shape key initiatives
detailed in this urban design study. As part of our commitment to the 360 degree
feedback loop, further consultation will be undertaken.
Referenced documents
The following documents have been used to inform the design proposals in this report.
This is not a comprehensive list but a selection of the key documents that have
influenced design outcomes:
_Metropolitan Station Design Guidelines, April 2010
_VRIOG 002.1 2011 - Railway Station Design Standard and Guidelines
_Good Station Design Guide - Victorian Government Architect
Acronyms
_CPTED - Crime Prevention Through Environmental Design
_DDA - Disability Discrimination Act
_DOT - Department of Transport
_DPCD Department of Planning and Community Development
_PBN - Principle Bicycle Network
_PedShed - Existing Pedestrian Networks
_TBM - Tunnel Boring Machine
_VRIOG Victorian Rail Industry Operators Group Standards
_WSUD Water Sensitive Urban Design
_VT - Vertical Transportation
Kiss and Ride is a short stay parking/drop-off area for vehicles on the roadside.
Typically located near station entrances, it is for dropping off and picking up
commuters.
Authorised Officer - staff employed by public transport operators to ensure that
passengers comply with ticketing and behavioural requirements while using public
transport. *
Paid/Unpaid barrier line the threshold between the outside/Unpaid and inside/Paid
areas of the stations and access to the platforms. This is a feature of all stations where
there will be a number of ticket validation barriers (also with MYKI) and will include a
wider barrier for accessibility, large luggage and bicycles. There is also typically a gate
for emergency exit and staff usage.
Premium Station - a station that is staffed from first train to last, every day of the year.
Premium Stations have a customer service centre, where passengers can get tickets,
timetables, information and change for vending machines and payphones. Most
Premium Stations have passenger facilities such as enclosed waiting areas and
toilets.*
Host Station - a railway station with customer service staff during the morning peak
period. *
*Source - http://www.metlinkmelbourne.com.au/using-public-transport/symbolmeanings-glossary/
Bus terminology
NightRider: the after midnight bus service running between Melbourne city centre and
the outer suburbs.
Telebus: a local suburban bus service run by private bus operators Grenda. TeleBus
passengers can use the service in two ways. Firstly, they may board or leave the bus at
one of the Telebus fixed stops in the area, and pay the normal MET fare. Alternatively,
they may telephone and request to be picked up from home, or may ask the driver to be
dropped off at home.
Source: http://www.grenda.com.au/default/telebus
Tunnel and excavation terminology
Cut and Cover Box - a simple method of construction suited to shallow excavation
depths. A trench is excavated down from ground level the full depth and width required
for the underground station or rail track with clearances and a lid constructed back
over the top.
Cavern stations - a slightly more expensive method where TBM - Tunnel Boring
Machines are used to excavate the rail running tunnels, and deep excavation caverns
are excavated below the surface strata level. Cavern Stations are suited to rail depths
greater than 9m below ground and short tunnel lengths due to the expense of the TBM.
Viaduct - an elevated structure above ground level.
Vertical Transport System (VTS) the active equipment needed for commuters to
move from one level of a station to another and can include lifts and escalators.
02
URBAN DESIGN
3
URBAN DESIGN
02
4
Urban Design - Melbourne Map
Geographic location
The Rowville Rail Line is located between
18 km to 28 km from the Melbourne CBD.
It diverts from the Pakenham/Cranbourne
(Dandenong) Line at Huntingdale and
heads due east towards the Dandenong
Ranges.
There is a significant gap in the rail
network between the Belgrave Line and
the Pakenham Line that could be filled by
a rail line to Rowville.
Figure 1_Existing Melbourne metropolitan network.
02
Urban Design -Line Wide Approach
Urban design overview
Key characteristics of the alignment
The potential Rowville Rail alignment

could impact upon a large number of
established communities including
residential, commercial, industrial and
university districts. A new public transport
corridor could provide a direct link
between the outer eastern suburbs, with
its car orientated infrastructure to the
urban high density environment of the
CBD. Just as the extensive road
infrastructure has shaped the districts
along the alignment, the introduction of a
rail corridor could greatly influence the
future growth and redevelopment of this
area of the city.
The potential rail alignment between

Huntingdale and Rowville has several key
features:
_Open space - the potential railway
extends across the wide expanse of
Dandenong Creek valley and flood plain.
_Topography - the Wellington Road
alignment for the potential Rowville Rail
Line is undulating with small hills located
along the length of the road, until it
meets the Dandenong Creek valley and
flood plain. Stud Park Shopping Centre
at the proposed Rowville Station is also
located on a pronounced hill on the other
side of the valley.
_Lack of cross corridor connectivity
- Wellington Road has brought with it
great connectivity for private car users to
the inner suburbs and the Dandenong
Ranges. Paradoxically this connectivity
has created a barrier between the
communities north and south of the
road. The residential areas are self
contained each side of the road with
little pedestrian movement between
them.
_Regeneration -investment in
infrastructure and associated urban
interfaces present an opportunity for
urban renewal. Improvements to
connectivity, upgrading of public spaces
and the creation of new focal points in
the landscape can attract inward
investment and a positive cycle of
growth. This will need careful
consideration so that growth is
controlled and is complementary to the
needs of existing communities.
_Diversity - each railway station has very
different urban interfaces and the
railway will connect differing
communities: residents that walk to the
stations, students and academics
commuting to and from the University,
workers commuting to the industrial
areas, shoppers accessing the retail
centre of Rowville and interchanging
commuters from further afield arriving
by car, bicycle or bus.
The urban characteristics change along

the potential alignment and the design
proposals would need to respond to these
differing circumstances.
Figure 2_Rowville - line wide walkable catchments
Urban design objectives

In preparing our urban design response
for the potential Rowville Rail Line we
developed the following key urban design
objectives which have been explored.
Connectivity
The urban interface of each station needs
to promote multi-modal connectivity.
Station forecourts should be designed to
promote passive way-finding, promoting
interchange with buses and taxis as well
as promoting walking to adjacent activity
centres. This connectivity can occur at
several levels. Creating reliable multimodal transport interconnections
improves passenger mobility, provides
choice and flexibility. This makes the
passenger journey less stressful and
more enjoyable, which brings with it an
increase in patronage. This increased
collective human activity then enables
greater community connectivity through
day-to-day contact and incidental or
spontaneous events.
Identity
Each station should respond to its own
locality by making reference to local
cultural characteristics either through art,
selection of material or colour. Common
threads of identity can be developed that
visually link each of the stations on the
alignment. This can be done by using a
consistent palette of materials and
consistent architectural features such as
entrance canopies and a consistent
approach to detailing ventilation shafts. A
consistent use of street furniture and
signage can develop a common identity
between stations that can assist with
way-finding and create a sense of place
for each station as a destination.
Community
Stations are too often designed around
hard infrastructure rather than their
human interfaces. Stations are places of
great human activity that provide a focal
point for communities. The design of the
stations and their interface with the
surrounding urban fabric should respect
pedestrian needs and promote a sense of
place that is safe and attractive. People
will only travel on public transport if they
feel safe to do so. These public interfaces
need to be well lit, active and promote
passive surveillance. Where possible the
hard infrastructure needs to be
subservient to people movement. Where
this is not possible, clear and effective
way-finding and real-time information
needs to be provided. When passengers
are expected to have to wait then
adequate facilities should be provided
supported where possible by retail
activity.
Regeneration
Investment in infrastructure and urban
interfaces can bring with it substantial
inward investment and regeneration.
Public transport that is safe, reliable and
accessible can reduce reliance upon
private car use. This enables an increase
in population density. If this is combined
with an increase in built urban density, a
positive cycle of regeneration can result.
Stations can be the focal point of this
regeneration activity, becoming
landmarks that symbolise the civic pride
and aspirations for positive change. The
creation of new station forecourts can be
used to create new urban interfaces with
active street frontages.
02
6
A consistent approach to design features

can give the stations a common identity.
The Rowville Rail extension can be seen
as a positive investment in civic
infrastructure to communities in the
eastern suburbs. The physical
appearance of new infrastructure has the
potential to become the brand identity
for civic investment. It is therefore
important for it to have a consistent
appearance such that it becomes
instantly recognisable and associated
with positive change.
_Station designs: A consistent approach

to the organisation of stations, finishes
and way-finding systems can assist
passengers as they navigate spaces and
promote passive way-finding.
Identity
A line identity can be achieved through
multiple environmental aspects that
impact on the passenger journey. Floor
and wall finishes, lighting, signage and
station layouts when brought together
can formulate an identity or brand that
The four urban design themes; Identity,
can distinguish a Rowville Rail extension
Connectivity, Community and
as being a beacon of new investment in
Regeneration can come together in the
the network. A consistent approach to
way each station addresses its immediate environmental aspects along the line
environment. Each station entrance can
helps passengers with way-finding and
have its own site specific characteristics
the smooth the safe flow of passengers
yet a consistent line-wide approach to
travelling on the infrastructure. Precedent
urban interfaces can give the Rowville Rail from other networks indicates that there
Link a consistent identity:
are two ways in which the design can be
addressed:
_ Beacons in a landscape: Each station
entrance can be housed in a steel and
_Common a common treatment of all
glass structure with a distinctive roof
floors, walls, lighting and signage across
canopy. The entrances can be orientated
all station interfaces and entrances
towards the pedestrian access and
_Individual unique treatment of finishes
station forecourts. These beacons of
and fittings to differentiate the
light can become elements visible to
entrances and passageways
local communities as bright, safe secure
access points to a new reliable public
The contrast between a common
transport connection
appearance and an individual approach
_Landscape treatment: Station
can be taken to extremes. An example
forecourts can have a consistent
of a metro system with a very consistent
approach to use of high quality paving
approach to pedestrian tunnels can be
with areas of planting of native species
found in Bilbao. Treatment of wall floors
of trees and grasses. Integration of
ceiling systems, signage and lighting are
robust street furniture, good quality
heavily regulated for consistency (Figure
lighting and signage can make station
3).
entrances places that the communities
will want to inhabit and identity with.
In contrast to Bilbao one of the new lines
_Multi-modal interchange: Organisation on the Munich Metro has been designed
of public transportation interfaces at
on the principal that each station has its
each station can encourage passengers own identity yet there are some consistent
to interchange with bus, taxi, cycles and themes such as dynamic use of colour
private cars. Station entrances should
and light that creates a brand that is
have local way-finding signage and
easily identifiable to the line (Figure 4).
real-time bus and train information
displays.
Figure 3 Bilbao metro commonality
Figure 4 Munich Metro individuality
02
Signage and way-finding

Passengers will use a new Rowville Rail
Link as a part of a passenger journey that
will interface with many aspects of the
Melbourne train system. The way-finding
approach for the link needs to be integral
to that of the rest of the network so as not
to confuse passengers.
There may be many types of passenger
using the link, commuters, shoppers,
students, tourist, business visitors,
mobility impaired, visually impaired,
hearing impaired and tour groups. The
majority of users will be familiar with the
station and its entrances and will be less
reliant upon way-finding information.
Others will be less familiar and in need of
guidance. These passengers tend to be
slow moving and congregate in groups
with the capacity to disrupt the free flow
of others.
destination. More intuitive examples

include curved cladding at corners to
indicate pedestrian flow, roof lights to
help orientate passengers, articulation of
passageways using cladding ribs to create
rhythm, changes in light and colour to
signify points of change or arrival (Figure
6)
Figure 5 Pedestrian tunnels Bangkok, China and Sydney
One of the key factors that determine

passenger satisfaction is good wayfinding and the ready availability of
real-time information. Stress points occur
at decision making nodes where
passengers unfamiliar to the station
pause to reorientate themselves and more
familiar commuters clash in their hurry to
get by.
The potentially claustrophobic,
subterranean nature of metro systems
often presents the most stressful types of
environments for passengers. More often
than not pedestrian tunnels are bland and
featureless. Poor use of materials and
fixtures makes it difficult to judge
distance or mark points of change or
signal a destination. The passenger is fully
reliant upon signage (Figure 5)
The most successful precedent for
pedestrian tunnels are environments that
optimise passive or intuitive way-finding
where the architecture of the environment
is designed to guide passengers to their
Figure 6 architectural devices to articulate intuitive way-finding
02
8
Vertical circulation and entrances
Entrance security
Vertical movement can be via stairs, lifts

or ramps. Good examples of these can be
found on metro systems around the world
(Figure 7). Good practice includes:
The station entrances and forecourts

should be monitored as part of the station
CCTV security system.
_All vertical movement should be located

together. Sending a mobility impaired
passenger on an indirect route can be
seen as discriminatory
_An alternative lift should be provided
adjacent or close by to allow for mobility
impaired access during maintenance.
Alternatively a ramp should be provided
_A stair should also be provided when only
one or two escalators are used. This will
enable two way flow during maintenance
of an escalator. If three escalators are
provided the stair can be omitted
(subject to passenger flow
requirements).
_Lifts should be partially or fully glazed to
enable passive policing and security
surveillance.
The entrances need to have a means of

being closed off securely, usually by
means of a shutter, when the station is
out of operation at night or during a strike
or an emergency. Depending upon the
ventilation strategy for the station the
shutter may need to be perforated to
allow free flow of air. There are three
principle means used in metro stations for
closing off entrances: a sliding collapsing
gate, sliding folding vertical shutter doors
or roller shutters. Where a roller shutter is
used an additional ordinary door is
required to enable access when the
shutter is down. The designs of station
entrances are often largely determined by
the constraints of providing a security
shutter line. Figure 8 shows how the need
to create a secure barrier can limit the
architectural form to an enclosed box.
The best examples of vertical circulation

in station entrances celebrate the
technology and movement of people.
Dramatic use of glass, natural light and
structural forms make access to the
station inviting, engendering a sense of
safety and security, reducing passenger
anxiety.
To mitigate some of these constraints the

shutter can be set back or be located at
the bottom of the escalators at the
entrance to the pedestrian tunnel freeing
up the canopy to float above the entrance
(Figure 9).
Figure 7_ Lifts and escalators London, Hong Kong, Sydney and Copenhagen
Figure 8_ Secure boxed off station entrances in Madrid and Barcelona
Figure 9_ Floating canopy entrances Washington, Sydney and London
02
Urban Design -Line Wide Connectivity
Existing Pedestrian Network (PedShed)
Existing motor vehicle network
Existing bus routes
Principal bicycle networks
Analysing the Walkable Catchment. For

each station in this feasibility study we
will be analysing walkability of the
surrounding neighbourhood.
The walkable catchment is a technique for
comparative evaluation of how easy it is to
move through an urban area to get to and
from centres or facilities. These maps are
best estimates of walkability.
Along Wellington Road between

Huntingdale Station and Rowville (Stud
Park Shopping Centre), motor vehicles are
the predominant mode of transport.
The bus network runs east-west along

Wellington Road and north-south along
arterial and suburban roads.
Refer Figure 10.
The Principal Bicycle Network (PBN) is

a network of cycle routes identified by
Vicroads. They provide access to key
destinations within the Melbourne
metropolitan area. The PBN is one of a
number of cycling networks that make
up the cycling infrastructure of
metropolitan Melbourne.
Refer to Figure 11.
Other bicycle networks of interest to

this study include the Metropolitan
Trail Network.
Along Wellington Road there are several
new shared paths located on the footpath
to take cyclists off this particularly busy
arterial road.
City of Monash
The PBN identified is mainly on-road
cycling paths in the vicinity of the
proposed Rowville Rail Line. Off-road
trails that have an interface with the
Rowville Rail Line include:
_Station Trail - This trail extends from
Oakleigh via Hughesdale Station to
Centre Road, Clayton, adjacent to the
Pakenham/Cranbourne Rail Line.
_Dandenong Creek Trail -This lies
between Monash and Knox
municipalities and is an important
recreational and ecological corridor.
_Knox City Council - The PBN and
municipality cycle maps identify
predominantly on-road cycling paths in
the vicinity of the proposed Rowville Rail
Line.
Off-road trails that could have an
interface with the Rowville Rail Line
include:
_Ferny Creek - This trail is approximately
1 km away from the Rowville Shopping
Centre
Figure 11_
Figure 10_Existing Bus Network. Source: Metlink
VicRoads principal bicycle network - Source VicRoads

The Knox Bicycle Network - Source Knox City Council
City of Monash Bicycle Network - Source city of Monash
02
10
Urban Design -Line Wide Summary
A Rowville Rail Line would be a major

investment that could have a profound
and lasting effect on the communities in
the eastern suburbs of Melbourne. The
project has the potential to bring about a
cycle of positive change resulting from
improvements to multi-modal
connectivity. Using the four key themes
outlined in Section 01 earlier, the benefits
can be summarised as follows:
_ Identity: New focal point entrances with
dramatic canopies and high quality
landscape finishes could make the
station entrances bright new beacons in
the landscape. The repletion of these
entrances at stations on the alignment
could provide a common identity for
public multimodal transport interchange
from Huntingdale through to Rowville.
_Connectivity: The addition of a railway
line into the city centre will greatly
increase public transport options for a
large area of the eastern suburbs
previously excluded from the Melbourne
Metro network. Connectivity to the city
could be supported by improved
interchange between all modes of
transport at the station. Safer more
reliable interchange makes the
passenger experience more enjoyable
and promotes an increase in the usage of
public transport. In most instances the
stations can provide safe, secure grade
separated pedestrian access across the
road/rail corridor improving connectivity
between communities north and south
of the alignment.
_Community: Rail infrastructure has the

potential to be dehumanising because of
its scale and the way in which it can
bisect communities. The approach taken
wherever possible is to improve sight
lines across public spaces. This supports
passive surveillance, improving public
sense of security. The introduction of
landscape furniture within station
forecourts can provide a sense of place
and the use of way-finding signage
enables orientation to places of
importance. The stations can become
new focal points for communities on
both sides of the alignment to identify
with and the improvements to cross
corridor connectivity could bring
together previously divided areas.
_Regeneration: A major investment into
public infrastructure can improve
connectivity, public amenity and provide
a fresh new look to the urban landscape.
This may attract inward investment and
willingness for people and businesses to
want to become a part in the positive
growth of some key areas of the eastern
suburbs.
The addition of a rail corridor can

establish the line as a new identifiable
component of the metropolitan network.
The experience of travelling in this
corridor with its potential for major new
subterranean or elevated stations will be
different from travelling in any other part
of the metropolitan network and much
more akin to passenger experiences on
other metros such as Hong Kong or
Munich. This heavy rail metro extension
could make a new connection to Rowville
a positive passenger experience that
many in the east of Melbourne will want
celebrate and engage with.
03
Huntingdale
Station
11
HUNTINGDALE
STATION
03
12
Huntingdale Station - Existing Site Analysis
Identity
Huntingdale Village is located on
Huntingdale Road adjacent to the
prominent North Road flyover and
Dandenong Rail corridor. Huntingdale is a
well known suburb due to the Huntingdale
Golf Course which hosts the Australian
Masters Golf Tournament.
Walkable Catchment Analysis

The typical analysis of reasonable walking
distances around a transport node
includes 400m (5minute walk), 800m (10
minute walk) and 1600m (20 minute walk)
distances.
These specific walkable distances
present around Huntingdale Station are
illustrated in Figure H1, H2 and H3.
Connectivity
The majority of pedestrian links around
Huntingdale are street-side footpaths.
Pedestrian crossings are either traffic
lights or zebra crossings. Access across
the rail corridor and through the
underpass does not currently adhere to
DDA requirements and there are no lifts.
Figure H1_Pedestrian Catchment around Huntingdale Station
Existing Bus Interchange

The major off-road bus interchange at
Huntingdale is nearby and consists of 2
bus stops on Huntingdale Road and 2 bus
stops further away along North Road/
Wellington Road. The Huntingdale
community is serviced by several bus
routes:
_704 - East Clayton to Oakleigh via
Huntingdale
_601 - Huntingdale to Monash
_900 Smart Bus - Stud Park Shopping
Centre to Caulfield via Monash University
_630 - Elwood to Monash University via
Gardenvale, Ormond + Huntingdale.
Existing Parking
The main station parking is currently
located to the north of the station on the
corner of Railway Avenue. The parking
access slip lane is particularly
troublesome as it is accessed off
Huntingdale Road below the North Road
flyover and also has angled parking within
a very narrow piece of land.
There is also a parking area south of the
rail corridor off Haughton Road and an
informal (unmarked) parking area within
the North Road/Huntingdale off-ramp
loop.
Existing Kiss and Ride/Taxi
Currently Kiss and Ride is not in a
designated area, but it does occur
informally in the slip lane that comes
underneath the North Road flyover.
Existing Cycling
There are mainly on-road cycling links in
the Huntingdale Station precinct.There is
also the Station Trail : cycling / shared
path link to the north-west of the station
that goes from Huntingdale to Centre Rd,
Clayton.
Community/Regeneration
Existing Development
The land use diagram (Figure H2)
illustrates the current zoning in the
vicinity of Huntingdale Station.
Source: Monash Planning Schemes
suburbs and adjacent to an existing

primary school.
_North West - Residential and industrial.
The retail/ business centre adjacent to
Huntingdale Station is an established
shopping strip on Huntingdale Road
_North East - Industrial and residential
mix. The residential community is within
the typical 10 minute walkability
catchment
_South East - Industrial and residential
mix. The residential community is
beyond the typical 10 minute walkability
catchment.
Major landmarks around Huntingdale

Station include:
_South West - Huntingdale Golf Course
and Melbourne Metro Golf Course are
located here, surrounded by residential
Figure H2_Land Use (Planning Scheme) analysis around Huntingdale Station
Figure H3_Neighbourhood landmarks around Huntingdale Station
03
Huntingdale Station - Proposed Urban Design Response
Identity
The identity of Huntingdale Station could
be enhanced by the new station facilities,
improvements to security and circulation.
Connectivity
Proposed Bus Interchange
The bus interchange at Huntingdale
Station is proposed to remain unchanged,
given that the number of passengers
currently transferring between modes of
transport to get to Monash University will
be reduced once Monash Station is
operational.
Proposed Cycling
Upgrade of the existing footpaths on
North Road to be part of a continuous
shared path has been proposed for this
project, that would link to the new station.
Upgrading other bicycle routes in the
vicinity of Huntingdale Station to provide
stronger and safer link to the local
community is also envisaged.
The existing underpass functions as a
cross rail corridor connector. An upgraded
and expanded station could include a
more generous underpass than the
existing one, with the same linkage.
Cycling facilities will be improved at
Huntingdale Station with the addition of a
Parkiteer and bicycle loops
G
N
TI G
IS IN
EX RK
PA
An off-road bus interchange loop into the

existing north car park could improve the
inter-modal interchange at the station
entrance. However, the current traffic
congestion and limited parking spaces in
this area could make this option difficult
to resolve. Further analysis with the bus
operator could verify which option is the
most appropriate. In the future, with
changes in community travel habits,
employment opportunities and population
growth, the bus interchange could be
expanded. Walkways from the bus
interchange to the station entrances
could remain unchanged as paths of
travel, but could be re-paved and
upgraded.
13
Kiss and Ride/Taxi

This could remain unchanged
Future development in Huntingdale could
be driven by population growth and
changes to employment opportunities in
this suburb.
The car park to the north of Huntingdale
Station has potential for mixed-use retail
development that could integrate the
station with the Huntingdale Village
shopping strip.
Proposed Parking
Potential patronage demand increases
and current parking congestion at
Huntingdale could mean a small
expansion of the total number of station
designated parking. The existing parking
could also be formalised, with unsealed
areas upgraded to current standards.
EX
IST
ING
G
IN
RK
PA
ED
OS G
OP IN
PR RK
PA
G
N
TI
IS
EX
The additional area of parking could be

located on spare Victrack land either
through an expansion of the Haughton
Road car park further south or within the
rail boundary on the north.
PA
RK
ING
Figure H4_Huntingdale Station - Urban Design
03
14
Huntingdale Station - Station Design
Existing Station
Huntingdale Station is on the boundary between
Zone 1 and Zone 2 and is therefore very popular
for park and ride commuters. Huntingdale is
currently an island platform located on the
Pakenham/Cranbourne line. Access to the existing
station is via a non-DDA compliant pedestrian
underpass. The existing facilities are of host
status and are located on the above ground
island platform. These include:
_Waiting Areas on platform
_Public toilets (staff hours only)
_Bike lockers (no cage)
_Bike racks
_273 car spaces
Station Status
Huntingdale Station would be completely rebuilt
to premium status and remain on the cusp of Zone
1 and Zone 2.
Station Configuration
The proposed configuration of a new Huntingdale
Station is defined by the following elements:
Figure H5_Cross Section - Scale 1:250 @ A3
_The shallow depth of the Rowville rail alignment,

and the limited rail corridor width indicate that a
cut and cover station is appropriate.
_The concept that the existing Dandenong/
Cranbourne line is not to be realigned, therefore
a new station would be located in the existing
corridor. A new above ground platform will
potentially be increased in length to 230m.
_A new underpass, which is wider and safer than
the existing underpass, could be provided. This
could include DDA compliant ramps. An
overbridge could be considered but is not
preferred for two reasons, a) the excessive height
of an overbridge means more stairs and longer
ramps, and b) the limited land available on the
north and south of rail corridor for accessing the
entrances.
will be easier for commuters. This is because of

the central location of the vertical transport.
_The centralised vertical access would be less
expensive because a side platform requires
twice the numbers of lifts and stairs.
_Interchange between the up and down lines will
be easier for commuters. This is because side
platforms would require additional stairs, lifts
and tunnels.
_Another reason that an island platform is
preferred is that staff are able to monitor entry
into the station at a single point of access. Side
platforms would require two unpaid/paid barrier
gates, therefore doubling the security needs and
staff numbers.
_Greater feeling of safety and space for
commuters
Platform configuration - Island or Side

A new underground Rowville platform at
Huntingdale Station could be an island
configuration because:
_The existing Pakenham platform above ground is
an island.
_Transfer between Rowville and Pakenham lines
which are situated directly on top of each other
Way-finding
New station entrances could be provided in the
same general position as the existing. New station
entrances could be covered with new canopies
that act as a beacon and improve its visibility,
way-finding and civic presence. The stacked
island configuration and single point of entry into
the paid area of the station makes way-finding
simple, i.e. one choice of direction only.
Safety and security

A new pedestrian underpass could be wider than
the existing, with chamfered ends to increase
daylighting and improve passive surveillance. The
island platform and cut and cover cavern could
provide good visibility from the concourse (station
facilities) and on to the platform. CPTED (Crime
Prevention Through Environmental Design)
guidelines have been considered and need to be
applied in the design development of the station.
Sustainability
Underground stations provide many opportunities
for sustainable design. Those considered
appropriate for Huntingdale Station include:
_Exposure to thermal mass, and connectivity to
the soil provides opportunities to reduce heating
and cooling needs within the station,
_High quality passive design utilising radiant
heating and cooling. Combined with natural
ventilation these can produce major savings in
energy use by reducing the needs for mechanical
cooling/heating.
_Natural ventilation utilising the stack effect.
Station depths and vertical circulation shafts for
escalators provide ideal opportunities for
increased passive ventilation. Piston effect from
the trains pushing air through the tunnels can be

utilised to assist in the stack effect for removing
stale air out of the space, although it does
provide for some design challenges such as
excessive wind.
_Displacement ventilation at platforms.
_Location of extract / exhaust air vents at low level
at the ends of the platforms to draw pollutants
and heat away from trains
_Maximise the use of daylight. Light wells and
skylights could be considered wherever possible
for channelling daylight down into the
underground station
_Acoustic treatment for decreased noise and
reverberation levels.
_Locate plant rooms above ground, or near the
surface to improve the ease of ventilation and
cooling, maintenance and accessibility.
_Rainwater harvesting and recycling.
_On-site energy production should be considered
in design development, including solar PV for
station lighting in parking areas and on station
entrance roof canopies for powering the station
facilities.
03
Station Concept Plans

The specific features of the proposed
upgrade to Huntingdale Station include:
_Replace existing at-grade island
platform in same location
_Two new underground platforms located
underneath the existing at-grade island
platform
_A new pedestrian underpass
_Premium station facilities located at
underpass level
_VT vertical transport including ramps,
lifts and stairs to enable access across
the corridor, up to the Pakenham
platforms and down onto the Rowville

underground platforms
_Ramps have been designed to provide
maximum accessibility and safety, while
also enabling better cycling connectivity
across the rail corridor
_Demolition of the existing Huntingdale
Station platform building
_New platform canopies (60% coverage)
and enclosed waiting room for the
existing at-grade island platform
_New allocated DDA shelters at each end
of the at-grade island platform (the
underground platforms are intrinsically
sheltered)
_Safety Zones will be designated onto

existing and new platforms as per VRIOG
standards including the provision of
Customer Help Points along with an
overall CCTV strategy for the station.
_Emergency, fire and egress have been
considered and are identified in the
_Ventilation/fire escape blocks are shown
indicatively on adjacent land
_Opportunities for skylights into the
platform caverns have been identified
for natural day-lighting
Station facilities
Space has been allowed for in the concept
layout for new public and staff facilities.
As stipulated in the Metropolitan Station
Guidelines and the VRIOGs for a premium
station status these include:
Back of house (staff and services)
_Station Masters office
_Staff kitchenette and lockers
_Staff toilets
_Secure storage (cleaners)
Secure services (comms and signalling)

Public
_Ticket booth
_Ticketing and vending machines
_Public toilets (male, female and DDA)
_Space for a kiosk has been allowed for
on the concourse/underpass level
_Enclosed waiting area on the above
ground island platform (Pakenham Line)
Figure H6_Ground Floor Plan - Scale 1:1000 @A3
15
03
16
Figure H7_ Platform plan - concourse/underpass level - Scale 1:1000 @ A3
Figure H8_ Platform plan - underground - Scale 1:1000 @ A3
Figure H9_ Longitudinal section - Scale 1:1000 @ A3
03
Huntingdale Station - Concept access and mobility plan
Access
The proposed station can be accessed via a new underpass
beneath the rail corridor. This underpass may also serve as a 24
hour community link. The underpass could be designed with a
generous width and use opportunities to gain natural lighting
and passive surveillance as much as possible.
Entrances
The primary station entrance could remain on the north side of
the corridor adjacent to Huntingdale Road. A secondary
entrance to the station could be located in the wedge on land
beneath the North Road bridge. This is a very constrained area,
and an additional footpath would be needed.
As such,Haughton Road would need to be reduced in width.

Equal access from these entrances is provided by:
_DDA compliant ramps down to the underpass from the street
_DDA compliant ramps up to the Pakenham (above ground)
island platform and down to the Rowville (underground) island
platform
_Lifts at each end of the underpass and centrally to access
between platforms
Fire exits, maintenance access and emergency egress

Fire stairs, service plant areas and service access can be
provided at each end of the platform. Separated tunnels would
be required so that escape can occur out to the surface.
Bus interchange
The existing bus stops could remain unchanged and the existing
pedestrian traffic light could be considered sufficient
Parking
Pedestrian links to existing parking could remain unchanged and
a new parking area could be accessed from existing footpaths.
Cycling
Links to the existing cycling network could be enhanced with
increased facilities and shared connectivity through the
underpass.
Kiss and Ride/Taxi

This could remain unchanged
Figure H10_ Cross section - access circulation arrows illustrated - not to scale @ A3
Figure H12_ Ground level - station forecourt - access circulation arrows illustrated
- not to scale @ A3
Figure H11_ Ground level - access circulation arrows illustrated - not to scale @ A3
17
03
Huntingdale Station - Concept access and mobility plan
18
Figure H13_ Platfrom plan - concourse/underpass level - access circulation arrows illustrated - Scale 1:1000 @ A3
Figure H14_ Platfrom plan - underground - access circulation arrows illustrated - Scale 1:1000 @ A3
Figure H15_ Longitudinal section - access circulation arrows illustrated - Scale 1:1000 @ A3
03
Huntingdale Station - Built form, neighbourhood character and visual Impact
Neighbourhood Character
The upgraded station entrances would be
only a small glimpse of the scale of the
civil infrastructure that it links to
underground. These entrances could act
as beacons in the landscape, attracting
commuters day and night. New entrance
canopies can combine passive and active
solar principles such as natural lighting,
and ventilation and solar panels.
19
Visual Impact
The architectural and urban design
elements associated with Huntingdale
Station are of low impact to the aesthetics
of Huntingdale Village. New entrances
could be located in very similar positions
to the existing. Way-finding could be
enhanced on both sides of the rail corridor
with the creation of the new entrances
designed to be visual markers. New
platform canopies on the island platform
would not impact any neighbouring
residents and the new facilities could
enhance and promote development.
There are no overlooking issues identified.
Heritage
There are no known heritage issues with
the station changes.
Property Acquisition
Review of Victrack property boundaries
may be necessary for the location of:
_A ventilation/fire escape block to the
west of the station
_Potential parking within the rail corridor
to the south-east of the station
Development Opportunities
Higher density development could occur
in various locations around Huntingdale
Station, particularly the industrial/
commercial sites.
Properties identified as future
development potential are privately
owned. They are not part of the station
concept plan, rather they are part of a
more aspirational master-plan where new
retail frontages could be created opposite
those already on Railway Avenue.
Figure H16_ Artists impression of upgraded Huntingdale Station
20
04
Monash
Station
21
MONASH
STATION
04
22
Monash Station - Existing site analysis
Identity
Connectivity
A Monash Station could be located

immediately adjacent to Monash
University on Wellington Road. Monash
University has a very strong reputation in
research and education, particularly with
its links and proximity to other research
facilities including the CSIRO, Monash
Medical Centre and the Synchrotron. It is
the second oldest university in Melbourne
and currently has the highest student
enrolment of any Australian University.
Monash University campus is surrounded
on one side by residential housing and on
other sides by industrial and research
facilities. The campus and Wellington
Road frontage are populated with well
established mature native trees.

distances around a transport node
includes 400m (5 minute walk), 800m (10
minute walk) and 1600m (20 minute walk)
distances.
present around Monash Station are
illustrated in figure M1, M2 and M3.
For the purpose of this report when

reference is made to Monash University
this relates to the Clayton campus only.
Figure M1_ Pedestrian Catchment
At present Monash University has limited

interconnectivity between transport
modes. There are barriers to pedestrian
access posed by the busy Wellington
Road, Princes Highway and the campus
ring road. There is currently a disconnect
between vehicular, bus and cycling
connectivity
There are numerous pedestrian links
across the campus and a multitude of
signalled and non-signalled zebra
crossings across the ring road from the
bus interchange and the various at-grade
parking locations.

At Monash University the main existing
bus loop off Wellington Road is very well
frequented and consists of 12 bus stops.
There is a regular free shuttle bus from
Huntingdale Station to Monash University
and there is also an Intercampus (Clayton
to Caulfield/Berwick/Peninsula) shuttle
bus that stops at the bus loop.
The buses servicing Monash University
interchange include:
_703 Blackburn to Middle Brighton
_733 Oakleigh to Box Hill
_737 - Croydon via Knox
_601 - Huntingdale to Monash
_631 Southland to Waverley Gardens
_900 Rowville to Caulfield
_630 Elwood Beach via Huntingdale
_802/804/862 Dandenong to Chatswood
proximity of the Monash Station site,

there are numerous at-grade parking
areas. These all form potential barriers to
pedestrian and cycling permeability into
and around the campus. Parking at the
University is paid parking, either by permit
or meter, thus there is no free parking.
Existing Taxi Rank
The existing taxi rank is located on the
ring road near the existing bus
interchange.
Existing Cycling
On road cycling is the only cycling link at
Monash University.
Monash University has a bicycle hire
scheme called Unicycle which facilitates
transportation around the campus
Existing Parking
At Monash University, there is an existing
ring road with a number of parking areas
situated around its length. In addition, in
Figure M2_ Land Use (Planning Scheme) analysis
Figure M3_ Land Use (Planning Scheme) analysis
04
Monash Station - Existing site analysis
The Monash University precinct is a
significant focal point as it is a place of
employment and study for many people.
In the vicinity of Monash Station the main
feature is Monash University, as well as
Monash Medical Centre, the Australian
Synchrotron and CSIRO.
Within the Monash Planning Scheme, the
Department of Planning and Community
Development have created Policy
Framework 22.02 Monash Technology
Precinct which suggests:
The Monash Technology Precinct is
promoted as a primary focus for
technology and research and
development enterprises which can
extend and reinforce the linkages
between the Precinct and Monash
University, the Monash Medical Centre,
the Synchrotron and other tertiary and
research institutes.
23
Existing Development
Monash University is undergoing
continual growth. A number of new
research and education facilities have
been built on campus such as the Monash
Biomedical sciences precinct. These
expansions will result in increased
numbers of people travelling to and from
the university.
Other developments at Monash University
that could have an influence on the
station include:
_A new Bicycle Storage Centre completed
in 2009, this signifies Monash University
commitment to sustainable transport. It
is located to the north of the campus
away from the station. Connecting these
bike facilities to the station may promote Figure M4_Monash Technology Precinct
and increase cycling to and from the
- Source: LOCAL PLANNING POLICIES - CLAUSE 22.02
university.
_A new addition to the Robert Menzies
building has been built to the south east,
this will create a strong link to the station
_John Monash Science School was
recently built just off Wellington Road to
the west of the station. This is a
secondary school facility and brings with
it a different type of student and
different demand for public transport.
Figure M6_Existing Monash Bus Interchange

- Source http://www.fsd.monash.edu.au/travel-parking/travel/public-transport/claytoncampus-bus-routes
Figure M5_ Circulation around a potential Monash Station site
04
24
Identity
Monash Station - Proposed urban design
Proposed Cycling
Upgrade of the existing footpaths on
Wellington Road to be part of a continuous
Pedestrian spine
shared path has been proposed for this
A formal pedestrian spine is proposed in
project, that would link to the new station.
the Monash Master Plan that can also
provide a link between a station entrance Upgrading other bicycle routes in the
and the campus centre. This could provide vicinity of Monash Station to provide
stronger and safer link to the local
the University campus with more legible
community is also envisaged.
wayfinding and greater civic presence.
Possible cycling connectivity
improvements include:
A new Monash Station could form part of
_The new station underpass could allow
a Gateway into the campus from
cyclists to cross Wellington Rd
Wellington Road.
_A new rail line will allow cyclists to travel
to Monash on the rail network
Connectivity
_Cycling facilities could be provided such
The Monash University Master Plan
as the provision of a Parkiteer and
provides a strategy for a Transit oriented
bicycle loops.
pedestrian campus that is less carcentric. A new station could facilitate
Parking
increased public transport usage for
The ambition for Monash University is to
Monash University and the surrounding
reduce the reliance on car commuting to
Monash Technology Precinct
and from the campus and increase
sustainable public transport options. It is
Integrated public transport
not anticipated that station parking would
The proposed rearrangement of the
be required in a concept design for
Monash campus road network would
Monash Station.
complement the location of Monash
Station off Wellington Road. The Monash
Master Plan proposes shifting the existing Community/Regeneration
bus interchange to the north-west onto
provides a direction for future
the current Ring Road south. The
development on available land for the
proximity between the bus interchange
Figure M7_ Proposed future circulation around Monash Station
and a station would be ideal for commuter entire campus. In proximity of where a
station entrance could be located, the
transfer.
master plan envisages replacement of the
existing at-grade parking with new
Bus Interchange
development sites for university buildings
The bus routes into Monash University
on either side of a new pedestrian spine.
could remain as existing, while the
The adjacency of a new station would
rearrangement of roads could mean that
make these sites highly desirable.
the majority of buses exit the campus via
Blackburn Road towards the Synchrotron.
Gateway and Civic Presence
A new station would provide a focal point
Kiss and Ride/Taxi
at the south of the Monash campus.
A Kiss and ride area could be located to
Activation of the spaces in the immediate
the north-east of the station, off to the
area around the rail station could create a
side of the pedestrian spine. Allowing a
place for people. In this regard the
sufficient number of temporary parking
following urban design principles could
bays will allow Kiss and Ride/taxidropapply:
offs for connecting rail, buses as well as
_To create the new pedestrian gateway to
general University drop-offs.
the university campus
_To create a civic presence for the
university at this new gateway;
04
Monash Station - Station design
Station Status
A new station at Monash will potentially
have a premium status. It would be on the
cusp of Zone 1 and Zone 2.
Station Configuration
The configuration of a potential station at
this location is defined by the following
constraints:
_A cut and cover station would be most
appropriate due to the proposed shallow
depth of the Rowville Rail alignment
_The limited width of the Wellington Road
median means that vertical transport
(stairs, lifts, etc) are not viable in the
middle of the road for station access.
_A new underpass would be required that
should be wide and safe and include DDA
ramps. An overbridge could considered
but is not preferred for two reasons, a)
the excessive height of an overbridge
means more stairs and longer ramps,

and b) the visual impact.
Platform configuration - Island or Side
An island platform at Monash Station is
preferred due to the following:
_Interchange between lines and between
Up and Down platforms would be easier
for commuters
_Single point of access through the
Unpaid/Paid barrier gates
_Consolidated (less) vertical transport on
an island platform
_Greater feeling of safety and space for
commuters
_Opportunity for skylights in the
Wellington Rd median - directly above
the island platform
Way-finding
The proposed new station entrances are
located:
_Main entrance - (highest patronage) on
the north on the Monash University site.
The shape of the underpass could open
up towards the north to cater for the
higher patronage as well as create a
natural funnel.
_The secondary entrance could be
located on the corner of the Wellington
Road slip lane and Parker Street. There
is only a small verge on this corner and
an entrance is quite close to the main
Mannix College building. Given the
increased amenity the station could
provide to Mannix College, the
procurement of some of this land could
be negotiable
Safety and security

The island platform and cut and cover
cavern provides very good visibility from
the concourse (station facilities) and on
platform. CPTED guidelines have been
considered and need to be applied in
design development.
Sustainability
Underground stations provide many
opportunities for sustainable design.
Those considered appropriate for Monash
Station include:
_Exposure to thermal mass, and
connectivity to the soil provides
opportunities to reduce heating and
cooling needs within the station
_High quality passive design utilising
radiant heating and cooling. Combined
with natural ventilation these can
produce major savings in energy use by
reducing the needs for mechanical

cooling/heating
_Natural ventilation utilising the stack
effect. Station depths and vertical
circulation shafts for escalators provide
ideal opportunities for increased passive
ventilation. Piston effect from the trains
pushing air through the tunnels can be
utilised to assist in the stack effect for
removing stale air out of the space,
although it does provide for some design
challenges such as excessive wind
_Displacement ventilation at platforms
_Location of extract/exhaust air vents at
low level at the ends of the platforms to
draw pollutants and heat away from
trains
_Maximise the use of daylight. Lightwells
and skylights can be considered
wherever possible for channelling
daylight down into the underground
station
_Acoustic treatment for decreased noise

and reverberation levels
_ Locate plant rooms above ground, or
near the surface to improve the ease of
ventilation and cooling, maintenance
and accessibility
_Rainwater harvesting and recycling
_On-site energy production should be
considered in design development,
including solar PV for station lighting in
parking areas and on station entrance
roof canopies for powering the station
facilities.
Figure M8_ Section - Scale 1:250 @ A3
25
04
26
Monash Station - Proposed urban design
Station building concept plans

A new Monash Station could include:
_One new underground island platform
located centrally beneath Wellington
Road
_Premium station facilities located on
concourse level - including ticketing and
unpaid/paid barrier line. Concourse level
facilities would be required so that they
are adjacent to the unpaid/paid barrier
line.
_Escalators, lifts and stairs to enable
access across the corridor and down
onto the platform
_24 hour accessible underpass
_A main entrance from Monash University

side that is larger to cater for greater
patronage
_A secondary entrance located on the
south of Wellington Road
_Retail opportunities such as coffee
shops or newsagents, around the
entrance to Monash Station would be
considered very favourable and would
become part of future developments.
_Safety Zones can be designated onto
existing and new platforms as per VRIOG
standards including the provision of
Customer Help Points along with an
overall CCTV strategy for the station.
Figure M9_ Ground level plan - Scale 1:1000 @ A3
_Emergency, fire and egress have been

considered and are identified in the
_Ventilation stacks have been shown
indicatively on adjacent street corners
on the north of Wellington Road
_Opportunities for skylights into the
platform caverns have been identified in
the Wellington Road median strip for
natural daylighting
Station facilities
The space allowance for the new public
and staff facilities is in line with the
Metropolitan Station Guidelines and the
VRIOGs for a premium station status and
include:
Back-of-house (staff and services)
_Station Masters Office
_Staff kitchenette and lockers
_Staff toilets
_Secure storage (cleaners)
_Secure services (comms and signalling)
Public
_Ticket booth and vending machines
_Public toilets (male, female and DDA)
04
Monash Station - Station design

27
Figure M10_ Platform plan - underground - Scale 1:1000 @ A3
Figure M11_ Longitudinal section- Scale 1:1000 @ A3
Figure M12_ Mezzanine plan - underground - Scale 1:1000 @ A3
04
28
Monash Station - Concept access and mobility plan
Access
The station would be accessed via a new
underpass beneath Wellington Road. This
underpass will also serve as a 24-hour
community link. The underpass will be
designed with a generous width and use
opportunities to gain natural lighting and
passive surveillance as much as possible.
Kiss and Ride/Taxi

While no Kiss and Ride layover areas have
been identified in the Monash Master
Plan, the design team consider that the
north-east of the realigned Monash
University Ring Road is an appropriate
place for this drop off area, adjacent to
both buses, rail and pedestrian
Entrances
The primary station entrance faces north
towards the centre of the Monash
campus, linked into upgraded off-road
paths.
Parking
No commuter parking has been allowed
for.
The secondary entrance to the station is

located adjacent to Mannix College, but
more importantly provides a potential
pedestrian and cycling link towards
Dandenong Road and Monash Medical
Centre further to the south-west.
Cycling
Links to the existing cycling network are
enhanced with increased facilities and
shared connectivity through the
underpass.
Equal access from these entrances is

provided by :
_Lifts at each end of the underpass and
centrally to access between platforms
Fire Exits, Maintenance Access and
Emergency Egress
Fire stairs and service access have been
provided at each end of the platform.
Separated tunnels are required so that
escape can occur out to the surface on
the north side of Wellington Road
Figure M13_ Platform plan - concourse/underpass level - access

circulation arrows illustrated - not to scale @ A3
Bus interchange
relocates the bus interchange to the
north-west of the station entrance on a
realigned Monash University Ring Road.
The proximity of the relocated bus
interchange provides a suitable buffer
zone for the rail station entrance in terms
of commuter interchange, pedestrian
overflow space, as well as activation of
the place for people.
Figure M14_ Cross-section - access circulation arrows illustrated - Scale 1:250 @ A3
04
Monash Station - Concept access and mobility plan

29
Figure M15_ Platform plan - underground - access circulation arrows illustrated- scale 1:1000 @ A3
Figure M16_ Longitudinal section - access circulation arrows illustrated - scale 1:1000 @ A3
Figure M17_ Mezzanine plan - underground - access circulation arrows illustrated - scale 1:1000 @ A3
04
30
Monash Station - Neighbourhood character and visual impact - 3d
Neighbourhood Character
The potential new station entrances
would only be a glimpses of the scale of
the civil infrastructure that it links to
underground. These entrances could act
as beacons in the landscape, attracting
commuters day and night. The design of
canopies can combine passive and active
solar principles such as natural lighting,
and ventilation and solar panels.
Visual Impact
A primary station entrance on the north of
Wellington Road will create a civic
presence in keeping with the prestige and
reputation of Monash University as one of
Melbournes largest academic centres.
highlights a pedestrian spine linking the
proposed rail station to the campus
centre. A station entrance will become a
key anchor at this critical junction of the

campus.
A secondary entrance on the south of
Wellington Road could be a much smaller
scale due to its size, limited available land
and to respect adjacent residences.
Heritage
There are no known heritage issues with
the proposed station location.
Property Acquisition
Monash University land is government
owned, yet the land required for the main
entrance and the two vent/access shafts
would need to be negotiated with the
University.
A secondary station entrance at Mannix
College on the corner of the Wellington
Road slip lane and Parker Street would
require land acquisition. Mannix College is
affiliated with Monash University,
therefore negotiation for this land would

also need to occur with the university and
the operators.
Development Opportunities
Areas of land identified as future
development on the Monash University
Master Plan have been identified in the
artists impressions below to show the
potential scale, location and composition
of future buildings in relation to the
proposed station entrance.
Figure M18_ Monash Station artists impression - potential future Monash Clayton campus layout - blue buildings indicate potential development.
04
Monash Station - Neighbourhood character and visual impact - 3d

31
Figure M19_ Monash Station artists impression - looking north towards campus centre along potential pedestrianised spine.
32
Figure M20_ Monash Station artists impression - view from inside north station entrance at mezzanine level.
05
Mulgrave
Station
33
MULGRAVE
STATION
05
34
Mulgrave Station - Existing Site Analysis
Identity
Connectivity
A potential location for Mulgrave Station

is on the corner of Wellington Road and
Springvale Road. Springvale Road is one
of the busiest north-south arterial roads
in Melbourne. Mulgrave is a large suburb
that extends from Rowville in the east,
Springvale in the south, Wheelers Hill and
Notting Hill in the north and Clayton in the
west. Mulgrave is a large employment
base in a central location in the city of
Melbourne, in particular for the
manufacturing sector and for
professionals.
There are existing shared paths on each

side of Wellington Road and Springvale
Road. Yet the nature of this part of
Wellington Road being an 80 km per hour
zone, pedestrians and vehicles are well
segregated. Road crossings are at the
traffic lights.
distances around a transport node are
400m (5minute walk), 800m (10 minute
walk) and 1600m (20 minute walk)
distances.
present around Mulgrave Station are
illustrated in figure G1, G2 and G3.
Figure G1_ Pedestrian Catchment around Mulgrave Station

There is no significant bus interchange
currently at this location along Wellington
Rd.
Existing Parking
There are currently no public parking
areas along this section of Wellington
Road or Springvale Road.
There are two bus stops on Wellington

Road, one in each direction, serviced by
the following bus routes:
_900 Smart Bus _Stud Park Shopping
Centre to Caulfield via Monash University
Existing Kiss and Ride/Taxi

This area is currently a destination for
vehicular drop-off.
There are two bus stops on Springvale

Road, one in each direction, serviced by
the following bus routes:
_902 Smartbus Chelsea to Airport West
_885 Glen Waverley to Springvale
Existing Cycling
The existing provision for cycling links in
the Mulgrave area of Wellington Road
includes:
_On-road cycling, including within bus
lanes permitted
_Shared paths off road along Wellington
Road
Figure G2_ Land Use (Planning Scheme) analysis around Mulgrave Station
The area surrounding the Mulgrave area is
predominantly Industrial and residential.
The land use diagram (Figure G2)
illustrates the current zoning in the
vicinity of Mulgrave Station.
Source. Monash Planning Schemes
Major landmarks around Mulgrave

Station include:
Education - Mazenod College
Housing - Monash Gardens Nursing Home
Business - NEC, Nestle
Future infrastructure - Westall Arterial
Extension Reserve
There are local planning policies that

specifically apply to the site:
_Clause 22.02 Monash Technology
Precinct Policy; and
_Clause 22.03 Industry and Business
Development and Character Policy.
Figure G3_ Land Use (Planning Scheme) analysis around Mulgrave Station

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Station

Waverley Park Station

Rowville Rail Study - Feasibility Report

Rowville Rail Study - Feasibility Report

Rowville Rail Study - Feasibility Report

Overview of project and report

Project vision and objectives

The concept includes:

Platform Configuration - there are two types:

The key project objectives are to:

Rowville Rail Study - Feasibility Report

Rowville Rail Study - Feasibility Report

Rowville Rail Study - Feasibility Report

Urban Design - Melbourne Map

Figure 1_Existing Melbourne metropolitan network.

Rowville Rail Study - Feasibility Report

Urban Design -Line Wide Approach

Urban design overview

Key characteristics of the alignment

The potential Rowville Rail alignment

The potential rail alignment between

The urban characteristics change along

Figure 2_Rowville - line wide walkable catchments

Urban design objectives

Rowville Rail Study - Feasibility Report

Urban Design -Line Wide Approach

A consistent approach to design features

_Station designs: A consistent approach

Figure 3 Bilbao metro commonality

Figure 4 Munich Metro individuality

Rowville Rail Study - Feasibility Report

Urban Design -Line Wide Approach

Signage and way-finding

destination. More intuitive examples

Figure 5 Pedestrian tunnels Bangkok, China and Sydney

One of the key factors that determine

Figure 6 architectural devices to articulate intuitive way-finding

Rowville Rail Study - Feasibility Report

Urban Design -Line Wide Approach

Vertical circulation and entrances

Vertical movement can be via stairs, lifts

The station entrances and forecourts

_All vertical movement should be located

The entrances need to have a means of

The best examples of vertical circulation

To mitigate some of these constraints the

Figure 8_ Secure boxed off station entrances in Madrid and Barcelona

Figure 9_ Floating canopy entrances Washington, Sydney and London

Rowville Rail Study - Feasibility Report

Urban Design -Line Wide Connectivity

Existing Pedestrian Network (PedShed)

Existing motor vehicle network

Existing bus routes

Principal bicycle networks

Analysing the Walkable Catchment. For

Along Wellington Road between

The bus network runs east-west along

The Principal Bicycle Network (PBN) is

Other bicycle networks of interest to

VicRoads principal bicycle network - Source VicRoads

Rowville Rail Study - Feasibility Report

Urban Design -Line Wide Summary

A Rowville Rail Line would be a major

_Community: Rail infrastructure has the