The rationale for providing state subsidized public transport has changed over time from a social obligation to provide transport options for those without access to private transport to an environmental and economic imperative to minimize congestion and greenhouse gas emissions. In many jurisdictions this shift has seen a greater focus on the provision of peak hour commuter services and a shift in the demographic profile of the riding public. It has also seen a significant increase in the number of commuter passengers relative to others and a withdrawal of some non-commuter services. The scheduling of these services is generally not geared to meet the needs of children, babies and young people (traveling independently or with an adult) who might need to engage in trip chaining and travel outside peak commuting periods and on weekends. In addition to service scheduling difficulties, transport infrastructure, both on-board and supporting transit infrastructure such as bus stops, train stations and connecting footpaths do not support their use. This is often combined with a negative attitude by passengers and service providers, such as bus drivers, which may see children, babies and young people as out of place and unwelcome on commuter services. This paper proposes some basic criteria for the provision of public transport services and infrastructure which meets the needs of children, babies and young people and juxtaposes the achievement of these in South East Queensland, Australia and Stockholm, Sweden.