Master of Urban Design Thesis - ARCH9092 Urban Report - Urban Population Growth & Public Transport

Urban Population Growth & Public Transport ARCH9092 URBAN REPORT Assignment 4 - Final Report Submitted by: Shilin Zheng | 470207981 Supervised by: Vibha Bhattarai Upadhyay Date of Submission: 14.11.2021

Overcrowding at Olympic Park train station, Sydney (SydneyOlympicPark, n.d.)

“

Public transport is about people and connections.

Like any well-oiled machine, the system requires the right parts to be aligned in the right places at the right times. It is complex but essential to the life of this State and the people who live here.

Director General, Transport for NSW (2012)

A thank you note: Special thanks to my unit coordinator Ryan Michael Jones for his engaging lectures and my supervisor Vibha Bhattarai Upadhyay in supervising the progress of my report.

Thank you for your valuable time and feedback.

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CONTENTS

Contents Chapter 1: Introduction 04

1.1 Context 1.2 Significance of the topic 1.3 Research aim and objectives

05

1.4 Overview of report structure

06

05

Chapter 2: Literature Review 2.1 Introduction 2.2 The definition and benefits of public transport 2.2.1 The definition 2.2.2 Environmental benefits

08 08 08

2.2.4 Social benefits

08 09 09

2.2.5 Evaluation of benefits in the study area

10

2.2.3 Economic benefits

2.3 The challenges of public transport 2.3.1 Environmental challenges 2.3.2 Economic challenges 2.3.3 Social challenges 2.3.4 Evaluation of challenges in the study area

2.4 The balance between increasing ridership and peak hour 2.5 Theoretical framework

11 11 11 11 12 14 15

Chapter 3: Methodology 3.1 Introduction 3.2 Case study area: Sydney 3.3 Collection of relevant documents 3.4 Collection of relevant data

18 18 20 22

Chapter 4: Results and Discussion 4.1 Introduction 4.2 Evaluation of relevant documents 4.3 Evaluation of relevant data

26 27 32

Chapter 5: Conclusion 5.1 Summary of key findings 5.2 Limitations 5.3 Future areas of study

References

36 36 37 38

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CHAPTER 1

CHAPTER 1

Introduction 1.1 Context Throughout the past century, transportation

increasing population. This sets potential

has been perceived as the major facilitator of

challenges for public mass transit as rising

a city’s economy. Public transport is a

pressures

common connotation used to imply various

accessibility are inescapable. Thus, it is

modes of public mass transit functioning on

intuitive for cities to implement a feasible and

permanent routes and fares. The usage of

well-connected public mass transit in order to

public

support a visionary travel approach for the

transportation

has

become

an

inevitable experience of everyday life through providing alternative means of travel other than personal vehicles. Therefore, Public

of

maintaining

efficiency

and

future population.

1950

mass transit is crucial in maximising social, economic and environmental benefits with strong productivity, efficiency and feasibility (Tourism and Transport Forum, 2010). Public transport is an essential component to optimise life quality and social cohesion in the modern society. Thus, the encouragement of ridership in public transit is a key responsibility

2014

for public transport agencies in order to capture its potential benefits. It has been anticipated that the World Population will increase from 7.9 billion to 9.9 billion by 2050 (United Nations, 2014). Furthermore, it has been projected that by 2050, over two thirds of the world’s population will reside in urban regions (Intelligent Transport, 2021) (FIgure

2050

1). Under the circumstances of the vast growing population, the pressure on public transport is foreseeable in major global cities.

Moreover, peak hour services will lead to unpleasant

experiences

due

to

the

crowdedness of passengers. As a result, public transport agencies struggle to achieve a balance between increasing ridership whilst simultaneously accommodate for the

Figure 1: Percentage of population residing in urban areas 1950, 2014, 2050 (United Nations, 2014)

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CHAPTER 1

hours as rising pressures from the increasing

1.2 Significance of the Topic

population are anticipated. Therefore, it is In modern society, public transportation

significant to evaluate existing government

reflects the urban mobility of our everyday

documents and datasets of Sydney to

living. Doubtlessly by nature, humans tend to

examine the incentives and resolution to meet

always seek an improved quality of life.

future needs. Thus, it is valuable for further

Therefore, the quality of public transport

research to discover future possibilities and

creates

unforeseeable implications.

a

direct

impact

on

the

travel

experience for its long term users. Thus, it is essential to analyse the benefits of public transport

as

it

provides

2021 Population

2041 Population

environmental,

economic and social gains for a city. These

+32.67%

354,225

267,014

benefits act as foundations for public transit agencies to attract and increase ridership in order to foster an economically-thriving transit network.

Therefore,

it

is

significant

Figure 2: Sydney population forecast, 2041 (Idcommunity, n.d.)

to

investigate the benefits of public transport in order to gain an in-depth understanding on the

1.3 Research Aims and Objectives

incentives as well as challenges during peak

The research aims to examine how public

hours. A theoretical framework will seek to

transport

support

simultaneously

the

analysis

of

government

increase

ridership

accommodate

and

for

the

documents and data to examine the capability

increasing population during peak hours.

of catering for the future population.

Thus, the report elucidates this research aim by dissecting into four key objectives. The first

As one of the fastest-growing city of Australia,

objective will analyse the benefits of public

Sydney has been selected as the study area

transport in order to gain an in-depth

of this report. It is evident that Sydney’s public

understanding on the incentives to increasing

transport network is constantly overcrowded

ridership. The second objective will explore

during both morning and afternoon peak

the challenges of public transport and

hours. It has been predicted that Sydney will

determine major issues associated with peak

have a population increase of 32.67% by 2041

hour demand due to the growing population.

(Idcommunity, n.d.) (Figure 2). With the

The third objective will aim to address the

expected population growth in Australia’s

balance between increasing ridership and

largest city, peak hour congestion in Sydney

peak

will continue to cause longer and more

commute journeys for the future. Finally, the

unpleasant

for

fourth objective will seek to develop a

passengers. As a result, Sydney’s public

theoretical framework which consists of a set

transport

of principles on the benefits and challenges of

commute system

is

journeys struggling

to

accommodate for its passengers during peak

hour

services

for

more

pleasant

public transport. These principles will act as

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CHAPTER 1

indicators to evaluate relevant documents and

be compared and criticised against the study

data against the theoretical framework in later

area of Sydney in order to evaluate the city’s

stages of the report.

public transport network. Thirdly, the report will attempt to seek a balance between increasing ridership and population growth

1.4 Overview of Report Structure

with analysis of future transport possibilities.

Firstly, the report will address the definition

Moreover, the report will develop a theoretical

and benefits of public transport in order to

framework based on the most relevant

develop an in-depth understanding of why

literatures in order to form guiding principles to

commuters

Most

evaluate against existing datasets of Sydney.

importantly, it is essential to analyse the

Subsequently, the report will describe the

benefits

of

methodology that has been undertaken in light

environment, social and economic. Secondly,

of conducting the research. The methodology

the report will examine the key challenges of

will aim to illustrate relevant documents and

public transport in order to analyse the most

datasets collected from valuable sources.

concerned issues under the three pillars.

Lastly, the evaluation of the relevant results

Peak hour demand due to the increasing

will be presented and analysed in a critical

population will be addressed as the main

manner. The report will then conclude with a

focus issue to investigate for the report.

summary of key findings, limitations and

Subsequently, the benefits and challenges will

future areas of study for the research.

use

under

public the

transport. three

pillars

Grand Concourse of Central Station, Sydney (The Kid Bucket List, 2016)

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CHAPTER 1

Public transport wayfinding system in Sydney (Minale Tattersfield, n.d.)

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CHAPTER 2

CHAPTER 2

Literature Review 2.1 Introduction As major global cities continue to expand and

2.2 The Definition and Benefits of Public Transport

urbanise, the reliance on public transportation

2.2.1 The Definition

increases as a primary form of commute.

Urban mass transit has been considered as

Public transport plays a significant role in

providing efficient, affordable and reliable

reducing vehicular congestion and optimising

services for the public. Urban transportation

economic

connectivity

derives from a long history (Ceder, 2020). The

(Tourism and Transport Forum, 2010). It is

delivery of public transport comes from the

common sense to define public transportation

elementary meaning of various forms of

as a form of mass transit offered locally for

transit that is available to the public running on

people to travel from one place to another.

stipulated routes and timetables to move large

Upon gathering various notable literatures, it

masses of people from one place to another

can be seen that public transport harnesses

(Conserve Energy Future, n.d.). Public transit

full

portrays many more values than simply

productivity

potential

in

and

economic,

social

and

environmental gains. Tourism and Transport

transporting

Forum (2010) provides a comprehensive

destinations. In economic sense, public

spectrum on the benefits and patronage of

transport

public transport. Generally, the research topic

competitiveness

falls under the scope of transportation and

environmental sense, it reduces air pollution

logistics studies. Urban population growth has

and carbon emission to mitigate climate

been classified as one of the major challenges

change.

of public transport. Moreover, common public

communal

concerns such as infectious diseases and

employment opportunities which in turn

security risks are associated with peak hour

enhances community equity and cohesion.

public transit. Therefore, it is valuable for

Doubtlessly, public transport has delivered

further research to seek for an optimal

fundamental influences on the day-to-day

balance between increased ridership and

lives in modern society.

people

to

maximises

In

their efficiency

within

social

a

manner,

access

desired

for

and

city.

it

In

provides

education

and

peak hour management in public transport.

Furthermore, evaluation of the identified

2.2.2 Environmental Benefits

benefits and challenges will be undertaken to

The main benefits of public transport can

compare with the study area of Sydney.

widely be found in various literatures. Tourism

Finally, a theoretical framework will be

and Transport Forum (2010) categorises the

developed at the end of this chapter in order to

key benefits into three pillars of environmental

support the analysis of relevant document and

benefit, economic benefit and social benefit.

data collected in further stages of the report.

The literature states that public transport contributes a significant factor in creating a

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CHAPTER 2

healthier and cleaner environment. In like

labor

manner, Transport for NSW (2018) suggests

Subsequently, in a modern and globalised

that public transit is the core facilitator in

society, the productive nodes require strong

delivering

outcomes.

and efficient public transit services in order to

Through encouraging the usage of public

stimulate and promote mutual economic

transport, the amount of private vehicle usage

growth

will be minimised. This will in turn reduce air

Moreover,

pollution and carbon emission from private

connectivity between residential regions and

vehicles. As a result, it will enhance the health

employment districts which in turn supports

and wellbeing of a community by fostering a

more skilled individuals to prosper economic

cleaner and more natural living environment

growth of a city. Furthermore, it is evident that

(Tourism

2010).

there is an underlying correlation between

Moreover, the responsive and reliable public

enhanced public transport and increase in

transit services will alleviate congestion and

property values (Tourism and Transport

crowdedness from arterial roads. Generally,

Forum, 2010). Thus, an increase in land value

public transportation has been seen as the

can be seen for properties that are located

most

when

within close proximity to public transport

compared to private vehicles. Thus, the

infrastructures. Therefore, it is clear that

ecological incentives of travelling with public

successful public transit networks will foster

transport promotes a resilient and liveable

an

community within a city.

strengthened connectivity and efficiency.

2.2.3 Economic Benefits

2.2.4 Social Benefits

Transportation has been defined as the

Public

primary coordinator of a city’s economy.

contributor to the overall fabric of the urban

Urban traffic congestion can be regarded as

society.

one of the most concerned issues in major

facilitate

global cities. It has been generally considered

interactions

as the greatest factor in causing productivity

individuals (Tourism and Transport Forum,

bottlenecks in an economically-advanced city

2010). Furthermore, public transport can be

(Transdev

public

seen to have beneficial impacts on human

transportation has doubtlessly played a

health and wellbeing through enhanced social

pivotal role in maximising economic gains.

cohesion. It acts as a key connector for

Tourism and Transport Forum (2010) states

individuals, families and communities to

that public transport is significant in optimising

access

the productivity, efficiency and connectivity in

opportunities. Moreover, a well-connected

a globalised city. An effective and reliable

public transit network enables strengthened

public

connectivity for amenities such as healthcare

positive

and

Transport

sustainable

travel

Sydney,

transit

ecological

n.d.).

system

Forum,

option

Thus,

will

facilitate

opportunities for competitiveness in skilled

across

enterprise

amongst it

competitive enhances

transportation

is

public

strengthened across

employment

markets.

geographical

economically-thriving

Efficient

corridors.

city

a transit

with

significant systems

connections communities

and

and and

education

services, leisure activities and sporting

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CHAPTER 2

events. Thus, it improves accessibility for the

principles presented in Future Transport

public which consequently benefits personal

Strategy 2056 by Transport for NSW (2020)

health and fitness. In like manner, Victoria

provides

Transport Policy Institute (2021), evaluates

networks. It indicates that all forms of public

the social benefits of public transit systems.

transport services are accessible and capable

The literature states that public transit

to cater for every passenger including the

services

the

elderly and disabled (Figure 4). Thus, it is

elderly,

evident that Sydney’s public transport system

particularly for individuals who are at risk of

enhances social equity and cohesion. Overall,

social isolation from poor transport options.

it can be seen that the benefits mentioned in

Thus, the role of public transport is vital in

the literatures are also applicable in Sydney’s

facilitating cultivation and prosperity of social

public transport system. Some benefits are

inclusion and community wellbeing (Stanley

evident from proposed principles and plans

and Stanley, 2017).

which can act as incentives to attract more

enables

unemployed,

social

disabled

equity

and

the

for

indicators

on

future

transport

commuters and increase ridership for the 2.2.5 Evaluation of benefits in the study area

future.

Upon analysing the environmental, economic and social benefits from the literatures, it is beneficial to evaluate these benefits against the study area of Sydney. The National Greenhouse Accounts (2009) states that Australia has been ranked as the third largest country in greenhouse gas emission in 2017.

Therefore, in response to this, the state government is in trial of testing zero emission buses as part of the net zero emission plan by 2050 (Australasian Bus & Coach, 2020) (Figure 3). Thus, the implementation of

Figure 3: Zero emission buses (Transdev, 2021)

environmentally-friendly public transport will only strengthen ecological factors in a positive way. Moreover, it has been stated by the state government that 1 full bus can remove 50 cars off the road and 1 full train can remove 600 cars (Intertrain, 2020). Thus, this statement encourages people to leave their private cars and commute with public transport. It is evident that Sydney’s public transport system benefits the city and its citizens in an economic manner. Furthermore, the guiding

Figure 4: Accessible bus travel (Transport for NSW, n.d.)

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CHAPTER 2

transportation

2.3 The Challenges of Public Transport

faces

common

economic

challenges due to the exponential increase of urban population. Widespread challenges

2.3.1 Environmental Challenges

such as peak hour congestion and efficiency

Similarly, the challenges of public transport

are inevitable as population continues to grow

has been elucidated into the three pillars of

in urbanised cities. The growing issue of peak

environmental

hour can cause significant impacts for the

challenges,

economic

challenges and social challenges in order to

public

facilitate

experiences.

direct

comparisons

with

the

transit

provider With

and

the

passenger

vastly

growing

above-mentioned benefits. Although, public

population in major global cities, it is inevitable

transportation has been commonly regarded

to encounter high demands of public transport

as the most environmental-friendly travel

during peak hours. Thus, the congestion will

option, the underlying environmental impact of

lead to unpleasant passenger experiences

old and unsustainable technology should be

and longer commute journeys which can have

discussed

public

a strong influence on the economy (Michel,

transport agencies provide services with

n.d.). As a result, the efficiency of public

ancient systems and technologies which can

transport services will decrease, causing

create a negative impact from air pollution and

delays,

contamination. Michel (n.d.) suggests that it is

implications.

essential to provide public transit services that

investigate and solve the persisting issue in

complies with environmental standards in

order to meet foreseeable future needs of

order to optimise ecological performance for

urban population growth and transportation.

globalised cities. Overall, the environmental

Some scholars believe that advanced design

challenges of public transport is very limited

and

and scarcely discussed in very few literatures.

transportation will be able to meet future

Therefore, it is reasonable to assume that

demands and standards. Nonetheless, the

public transport mainly facilitates positive

enhanced public transport system should

environmental impacts and encounters less

consider multiple economic factors such as

concerns and challenges. Future public

efficiency, cost, equity and effectiveness and

transport modes are considered to have zero

productivity (Ceder, 2020). These factors

negative environmental impacts as intelligent

should simultaneously be examined and

systems

considered along with the perspectives of the

(Michel,

and

n.d.).

smart

Many

technologies

will

eventually be implemented (Ceder, 2020).

complaints

smart

Thus,

and it

is

other

negative

worthwhile

implementation

of

to

public

passenger and agency.

2.3.2 Economic Challenges Without a doubt, the world is on the verge of a

2.3.3 Social Challenges

dramatic transformation in urban mobility due

The major social challenges identified in

to the increasing population and rapidly

various literatures include potential spread of

changing lifestyles (Ceder, 2020). Public

infectious diseases, customer satisfaction

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CHAPTER 2

rates

and

passenger

security.

These

challenges are closely correlated with the

2.3.4 Evaluation of Challenges in the study area

economic challenges of peak hour congestion

Subsequently, the public transport system of

mentioned previously. Potential spread of

the study area has been compared with the

infectious diseases such as the current

aforementioned challenges. A number of

COVID-19 pandemic has always been one of

government literatures have been reviewed to

the most popular public health concerns. The

compare with these challenges. As mentioned

highly transmissive diseases can raise public

earlier in the previous chapter, it has been

health alert due to the level of harmfulness in

predicted that Sydney will anticipate a

such tightly enclosed and compacted transit

population increase of 32.67% by 2041

spaces (Gershon, 2005). Thus, public transit

(Idcommunity,

agencies should pay close attention in proper

population of Sydney within the next twenty

management

risks,

years will place enormous pressure on the

particularly during peak hours. In today’s

public transport systems. Dye (2019) states

society, customers are accustomed to gain

that overcrowded trains means longer and

immediate gratification through advanced

more unpleasant commute journeys will be

technologies

foreseen. Furthermore, customer satisfaction

of

public

and

health

sociable

networks.

n.d.).

The

vast

growing

and

index from Transport for NSW (2021) (Figure

satisfaction is valuable to public transit

5) indicates that ferry services received the

providers as it directly impacts ridership rates

highest satisfaction of 99%, followed by metro

(Michel, n.d.). However, under the pressure of

services at 98%, then, bus, train and light rail

rapidly growing population, transit agencies

services

are challenged to provide reliable and

customer

reputable

maximum

extremely high across all public transport

convenience and comfort for all passengers.

modes of Sydney. Moreover, in response to

Thus,

a

the only environmental challenge mentioned

well-balanced public transit system is one that

above, research has undergone to compare

successfully

customer

new and old train models used in Sydney

satisfaction and adapts to future needs in a

(Figure 6). The Waratah train model has been

simple

Ultimately,

implemented a few years ago to cater for the

passenger safety and security is significant for

busy T1 Line in North Sydney (Figure 7).

both

and

Although, some older train models such as the

passengers. It is believed that a safe and

S-sets can still be seen occasionally on the T8

secure

gain

Line, it does not present a major problem in

maximum ridership and satisfaction rates

terms of sustainability. Therefore, it can be

(Zimmerman, 2005). Thus, security has

seen that the economic challenge of peak

become a persisting issue especially under

hour efficiency and congestion is the most

the concerns of overcrowding.

concerned issue of Sydney and will be the

Therefore,

customer

services

Michel

(n.d.) facilitates

and the

to

efficient public

public

experience

ensure believes high way.

transit

transit

that

agency

network

will

equally

at

satisfaction

93%. rates

Overall, have

the been

main focus for this report (Figure 8).

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CHAPTER 2

Figure 5: Customer Satisfaction Index (Transport for NSW, 2021)

Figure 7: Waratah for T1 and S-sets for T8 (9News, 2019)

Figure 6: Sydney train models (Transport Sydney, 2014)

Figure 8: Overcrowding at Olympic Park train station, Sydney (SydneyOlympicPark, n.d.)

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CHAPTER 2

2.4 The Balance Between Increasing Ridership and Peak Hour Upon the analysis of benefits and challenges of public transport, it is beneficial to seek balance between increasing ridership and simultaneously cater for the increase during peak hour demand. However, it is difficult to source for a variety of literatures that discusses this matter in-depth. Therefore, it is valuable to analyse further and attempt to seek for a balance prior to the discussion of the

theoretical

sections

of

this

framework.

In

chapter,

most

previous of

the

challenges has been presented by Michel (n.d.). Thus, Michel (n.d.) also provides resolutions to these challenges which is worthwhile to be discussed and analysed further. In order to cater for the increasing population, efficient public transport networks needs to be facilitated. Therefore, the most effective solution in improving efficiency is to integrate public transport with technology (Michel, n.d.) Humans are most reliant on smart and advanced technology in modern society, It is evident that if public transport systems

incorporate

the

use

of

new

technologies, it will act as an incentive to attract ridership. Simultaneously, it will also increase efficiency and provide more services during peak hour to cater for the increasing population. This will provide a solution for the social and economic challenges caused by

with the study area. Currently, Sydney’s public transport services are operated under Opal, a fare collection system that is contact-free.

Ever since the commencement of the Opal system in 2012, it made the ticketing system more efficient and convenient across all modes of public transportation in Sydney. This contactless smart ticketing system has been introduced in an effort to minimise congestion, especially during peak hours (Bhatt, 2013).

Users are no longer required to queue in front of the ticketing machine for paper tickets.

Furthermore, the Opal pricing differs for peak and

off-peak

hours.

Users

are

more

encouraged to travel outside peak hours with a discount of 30% less compared to if they were tapped on during peak hours. In response

to

implementation

of

new

technologies for public transit, it is worthwhile to discuss about the newly-opened metro (Figure 9). The project has been Australia’s biggest public transport development with a fully automated system (Sydney Metro, n.d.).

The rapid mass transit aims to transport users in a more efficient way due to its frequent services and light-weight design. Thus, it is evident that Sydney’s public transport system implements smart and advanced technology in

an

effort

to

alleviate

congestion.

Nonetheless, more improvements can be made in the future to meet the forecasted population demands.

the rising population as well as the ecological issue of unsustainable transport systems from old technology.

Subsequently, these suggested resolutions proposed by Michel (n.d.) has been compared Figure 9: Sydney’s metro network (Saulwick, 2019)

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CHAPTER 2

(Dodson et al. 2011) (Figure 10). The third

2.5 Theoretical Framework

principle states that speed, consistency and Many academics and organisations have

reliability are major factors in order to attract

examined the benefits and challenges of

more

public transportation, however the principles

specifies that convenience between transfers

and indicators of a well-planned public

have to be well-coordinated. Public transport

transport network was limited and could

network planning should aim to achieve

scarcely be found. Throughout the research

maximum speed with a reliable and consistent

and analysis of multiple literatures, it is clear

timetable.

that the principles and guidelines proposed by

explains that clear and accessible information

Dodson et al. (2011) and Transport for NSW

and way finding are vital for directing

(2013) were comprehensive and far-reaching.

passengers. Transport interchange should act

Thus, the report will utilise the principles and

as a priority when planning for a coordinated

guidelines proposed by Dodson et al. (2011)

network for dispersed destinations.

passengers.

The

Ultimately,

fourth

the

fifth

principle

principle

and Transport for NSW (2013) to develop a theoretical

framework.

This

will

set

a

In like manner, Transport for NSW (2013)

foundation to analyse relevant government

provides four strategic guidelines for public

documents for the study area.

transport service planning in the Sydney Metropolitan Area. There were commonalities

To assist in the conceptualisation of public

observed between the two principles and

transit planning and network development,

guidelines. Thus, the strategic guidelines

Dodson et al. (2011) provides five key practice

proposed by Transport for NSW (2013) will be

principles of a successful public transport

incorporated

network. The first principle states that simple

principles proposed by Dodson et al. (2011)

and direct network structures are the most

for document evaluation for the study area in

important in terms of increasing efficiency and

later stages of the report. The first guideline

productivity. Direct routes are usually more

explains that transport should be integrated

efficient and shorter in order to attract

with land use planning for guidance on

patronage

frequent

sustainable growth. The second guideline

services. The second principle specifies that

states that the corridors of travel demand

the hierarchy of lines need to be meticulously

should be identified from the land use plans to

planned for an organised public transport

project population growth. The third guideline

system. The cross city lines need to be

seeks to define the optimum performance

differentiated from the inter-suburban and

required for the transport network and

local lines but with strong connectivity. This

consider hierarchies in the network. Finally,

ties in with the idea of a radial network in a

the fourth guideline specifies that the transport

poly-centric

system should be connected given the city

networks

and

city

provide

ridership

where a

with

multi-directional

seamless

web

strengthened accessibility and mobility

for

with

the

above-mentioned

centre being the core of the planning radius (Figure 11). This is most significant when

ARCH9092 Urban Report

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CHAPTER 2

planning for a well-connected public transport system as it supports the urban and regional connections with increased interchange and geographical

opportunities

(Transport

for

NSW, 2013) (Figure 12).

The principles and guidelines proposed by Dodson et al. (2011) and Transport for NSW (2013) have been elaborated and refined into four key guiding principles according to their commonalities. This will inform the document evaluation of the study area in further chapters this report.

Guiding Principle 1: Direct and connected

Figure 10: Radial network strategy in a poly-centric city (Dodson et al., 2011)

network with coordinated transfers An integrated public transport network should be direct and connected with convenient transfers at points of interchange.

Guiding Principle 2: Hierarchy of public transit networks Interconnected

public

transport

networks

should differ in scale and capacity of operation for fast and organised services.

Figure 11: Interchange Opportunities on a Radial network compared to a Connected Network (Transport for NSW, 2013)

Guiding Principle 3: Integrate speed, consistency and reliability Public transport services should aim for maximum speed and ensure reliability and consistency across all modes and services.

Guiding Principle 4: Provide clear and accessible information Comprehensive

and

accessible

public

transport information and timetables should be incorporated to support an efficient network.

Figure 12: Sydney’s three cities and demand corridors (Transport for NSW, 2013)

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CHAPTER 2

Light Rail on George Street, Sydney (City of Sydney, n.d.)

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CHAPTER 3

CHAPTER 3

Methodology 3.1 Introduction The methodology chapter aims to elucidate

pressure from the suburban rail and increase

the steps taken for relevant data collection in

capacity

preparation for the forthcoming chapter of

Government, 2021).

during

peak

hours

(NSW

results analysis and discussion. This chapter will provide a detailed explanation of the

In order to ease data collection for the

methodology used to conduct the research.

purpose of this report, Sydney’s suburban

Firstly, an insight into the study area of this

heavy rail will be the key focus for this

report will be introduced. Subsequently, the

research. The suburban heavy rail is operated

method on how to collect relevant types of

by Sydney Trains and serves for 170 stations

data will be described. Finally, the chapter will

across Sydney with Central station as the core

conclude with the type of relevant data

of most service lines (Transport for NSW, n.d.)

collected for results evaluation in the next

(Figure 14). The heavy rail has been chosen

chapter.

as the focus public transport mode for this report due to its ability to move large masses

3.2 Case Study Area: Sydney As mentioned in previous chapters, Sydney has been selected as the focus study area for this report (Figure 13). Being the capital of New South Wales and the most populous city of Australia, Sydney will anticipate to gain an extra 1.3 million people by 2030 (Dye, 2019).

of people during peak hours. The suburban trains provides the most frequent services during weekday peak compared to any other transport modes in Sydney. It acts as an accurate

representation

of

peak

hour

congestion with limited existing capacity and high passenger demand.

In order to accommodate for the vast population, Sydney features a diversified network of public transit operated and maintained under the government-owned agency, Transport for NSW. The suburban heavy rail, bus, ferry, light rail and the automated metro are the most common modes of public transit in Sydney. It is worthwhile to note that the light rail is under construction and extension for Sydney’s Inner West suburbs while the metro is a recent development that is fully automated. Both modes of public transit aims to alleviate the

Figure 13: Map indicating boundary of Sydney (idcommunity, n.d.)

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CHAPTER 3

Figure 14: Sydney Trains Waratah model (Committee for Sydney, n.d.)

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CHAPTER 3

order to develop a deeper insight on different

3.3 Collection of Relevant Documents

scales of the proposals. Firstly, the Future

Upon in-depth literature research and various data collection, it has been seen that the mixed methods approach will be the most suitable to gather distinctive types of datasets to inform evaluation in the results and discussion chapter. Therefore, both qualitative and quantitative data will be used for the purpose of this report. Through reviewing various types of documents, it has been discovered that the Future Transport Strategy 2056 by Transport for NSW (Figure 15), Future Transport Technology Roadmap by Transport

for

Infrastructure

NSW

(Figure

Strategy

16),

State

2018-2036

by

Infrastructure NSW (Figure 17) and Improving Sydney’s Future Transport by Committee for Sydney (Figure 18) were the most relevant documents to evaluate. The qualitative data evaluation aims to assess whether these documents

meet

the

four

key

guiding

principles stated in the theoretical framework.

Moreover, it will aim to provide suggestions on the aspects of policies and strategies for further improvement. Furthermore, it will seek to answer the research aim of how public transport

increase

simultaneously

ridership

accommodate

for

and the

increasing population during peak hours.

Qualitative methodology provides an in-depth and far-reaching analysis on particular topics in an intensive manner. Thus, the method of qualitative data collection will be the first approach.

The above-mentioned documents will be analysed in the corresponding manner in

Transport Strategy 2056 will be assessed and evaluated. In the document, there are six guiding principles to inform the flexibility and adaptability of change in the future transport network of planning. These principles are outlined to guide planning, development and investment for the next forty years (Transport for NSW, 2020). In order to assess whether these principles are capable to achieve a balance between increasing ridership and cater for the future population, they will be compared and evaluated against the four guiding principles mentioned in the theoretical framework. The evaluation process aims to observe commonalities and ensure that the six principles responds to the theoretical framework in a comprehensive manner.

Secondly, the Future Transport Technology Roadmap 2021-2024 will be assessed and evaluated. In like manner, the document offers six priority programs with the integration of advanced transport technology. These priority programs aims to deliver a world-class experience for users and transforms the customer journey with innovation of new technology (Transport for NSW, 2021). Similar to the evaluation of Future Transport Strategy 2056, a comparison will be undertaken between the six priority programs and the principles

in

the

theoretical

framework.

Thirdly, the State Infrastructure Strategy 2018-2038 will be examined and analysed.

The

document

provides

six

state-level

strategic directions to support the 20-year vision with aims to increase productivity and participation

on

transport

and

other

infrastructure sectors (Infrastructure NSW,

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CHAPTER 3

2018). Although the strategic directions are

will be examined. The document sets twelve

not completely focused on transport, there are

concepts for prominent improvements that

a

for

can be undertaken to improve future quality of

geography and transport infrastructure which

living for residents of Sydney (Committee for

may be valuable to evaluate. Moreover, the

Sydney, 2021). It is worthwhile to discuss and

document seeks to collaborate with the Future

assess the relevant concepts out of the twelve

Transport Strategy 2056 principles which are

proposed

beneficial

improvements

number

of

in

important

analysing.

directions

Ultimately,

the

with

consideration of

public

on

the

transport

and

Improving Sydney’s Future Transport strategy

decarbonisation.

Figure 15: Future Transport Strategy 2056 (Transport for NSW, 2020)

Figure 16: Future Transport Technology Roadmap 2021-2024 (Transport for NSW, 2021)

Figure 17: State Infrastructure Strategy 2018-2038 (Infrastructure NSW, 2018)

Figure 18: Improving Sydney’s Future Transport (Committee for Sydney, 2021)

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CHAPTER 3

for 2020 will not be included due to the

3.4 Collection of Relevant Data

influence of the COVID-19 pandemic and its Subsequently,

the

methodology

of

quantitative data will be conducted in order to showcase the numerical findings of popular train stations during morning and afternoon peak hours. The main websites from key organisations

such

as

id

community,

Transport for NSW, Open Data and Sydney Trains will support for quantitative data

impact on ridership rates. As mentioned previously in the Literature Review chapter, one of the social challenges was the spread of infectious

diseases

on

public

transport.

Therefore, the dataset of 2020 has been excluded in the results analysis due to potential

inaccuracies

and

uncertainties

caused by the pandemic.

collection (Figure 19). The quantitative data collection enables numerical approaches in further analysis of passenger flow for the most popular train stations of Sydney (Figure 20).

The analysis stems from datasets collected from Open Data which tabulated the morning and afternoon entries and exists for each train station

in

Sydney.

The

dataset

was

downloaded from the Open Data website as an excel file. Open Data is an organisation which records Opal data when passengers tap on and off for their train rides. In order to conduct an effective analysis process, six train stations with the most passenger flow have been identified from 2016 to 2019. The entry and exit data of Central, Town Hall and Parramatta stations have been examined. In order to calculate the amount of passenger flow during morning peak, number of entries and exits were added together. Similarly, afternoon peak data has also been analysed through the sum of entries and exits. Thus, morning peak and afternoon peak were generated in two bar graphs for each train station to ease observations. The graphed data will assist in examining any patterns being observed in the peak hour trends of Sydney and investigate any outliers of dramatic

increase

or

decrease.

It

is

Moreover, the train loads summary dataset has been collected in order to analyse the busiest train line during morning peak from 6am to 10am and afternoon peak from 3pm to 5pm (Figure 21). The latest dataset was collected by Open Data and released in March 2016. Similar to the method used to graph peak hour passenger flow, the dataset for train loads was downloaded from the Open Data website as an excel file. Subsequently, the maximum load factor of each train line was analysed into a bar graph to assist direct observations and results analysis. It is essential to note that maximum load factors are derived as an expression for the number of passengers on board as a proportion of seating capacity. For instance, a load factor of 100% means that the number of passengers on board is equal to the number of seats.

However, if the load factor reaches 135% or beyond, passengers will start to experience overcrowding running.

and

Thus,

the

may

impact

dataset

has

on-time been

organised into a bar graph for immediate observations and examinations on the busiest train line in Sydney. The busiest train line observed will act as a key focus to examine the persisting problem of peak hour

worthwhile to note that the data collected ARCH9092 Urban Report

22

CHAPTER 3

congestion. As a result, the corresponding

factor for each train line in Sydney in order to

train stations on the line will become a

observe any existing trends and patterns and

prioritywhen seeking for a balance between

prepare for the future. Figure 22 showcases

ridership and peak hour passenger flow. Thus,

the basic information on the types of data and

it is critical to analyse the maximum load

quantity collected for this report.

Figure 20: Train Stations Entries and Exits Dataset (Transport for NSW, 2021)

Figure 19: Data collected from key organisations (Transport for NSW, n.d.)

Document Type Journal articles Reports

Figure 21: Train Loads Summary (Transport for NSW, 2016)

Source Type

Publication Range

Quantity

Academic literatures

2005-2021

12

Government documents

2013-2021

10

Open Data databases

2016-2021

4

Online websites

2013-2021

15

State level documents Local level documents Design frameworks

Excel files News Blogs Articles

Figure 22: Information on the data collected for this report (Zheng, 2021)

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CHAPTER 3

ARCH9092 Urban Report

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CHAPTER 3

Transport on Sydney Harbour Bridge (Intelligent Transport, 2020)

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CHAPTER 4

CHAPTER 4

Results & Discussion 4.1 Introduction As mentioned in the previous chapter, the

undertaken and discussed. This is done for

relevant documents and data collected will be

further analyse of any outliers due to unusual

analysed and evaluated in this chapter.

increase or decrease and seek for possible

Subsequently, results and key findings will be

patterns and trends. For instance, if the

illustrated upon the analysis. As a result, this

maximum load factor for the T2 train line is

chapter attempts to answer the research aim

145%, then the corresponding train stations

and objectives raised in the initial stages of

along the T2 line should seek a balance and

the report. It will address whether the

solution

documents and data were appropriate for the

congestion.

in

alleviating

its

peak

hour

research aim and has achieved what was anticipated at the beginning. The results will

4.2 Evaluation of Relevant Documents

be presented in two sections based on the quantitative and quantitative data collected.

4.2.1 Future Transport Strategy 2056

Firstly, the results from the evaluation of qualitative data will be presented. The chapter will undertake a detailed assessment and evaluation on the government documents mentioned in the methodology. For instance, an evaluation will be undertaken to determine how effective the guiding principles proposed by the Future Transport Strategy 2056 were in response to the four principles raised in the theoretical framework. This is to determine

Figure 23: Six State-wide Guiding Principles (Transport for NSW, 2020)

how well the study area has responded to the future challenges of public transport from

The

judging the proposed government policies and

document proposes a forty year vision to

guidelines.

respond to the future mobility of Sydney. In

Future

Transport

Strategy

2056

light of this, six guiding principles have been Secondly, the results from the evaluation of

proposed which acts as directions to enhance

quantitative data will be addressed. The

the public transport system and respond to

datasets of peak hour passenger flow and

rapid changes under a dynamic environment

maximum train load factor will be presented in

(Transport for NSW, 2020) (Figure 23).

bar graphs. Subsequently, evaluation on the key findings of the bar graphs will be

The first guiding principle aims to be customer

ARCH9092 Urban Report

26

CHAPTER 4

focused where user experiences are oriented

they are and whether they are affected by

and personalised (Figure 24). It attempts to

other personal circumstances. These two

implement the use of technology and data to

guiding principles corresponds to Guiding

support an interactive and seamless public

Principles 1 and 3 where direct and connected

travel experience for each customer. This

networks are accessible to everyone with

principle corresponds to Guiding Principle 4 of

reliability and efficiency.

the theoretical framework where clear and accessible information on public transport

Ultimately, the sixth guiding principle seeks to

should be provided to enhance the overall

adapt sustainability in order to create a more

network.

affordable

and

environmentally-friendly

transport system (Transport for NSW, 2020).

The second guiding principle focuses on

The principle aims to reduce emissions and

creating successful places for sustaining and

mitigate

enhancing liveability in the city. The principle

environmental impacts. Although this principle

seeks to enable efficient movement of goods

may not correspond to any of the Guiding

and

but

Principles, it adapts future changes under the

and

influence of environmental challenges which

accessibility of places (Transport for NSW,

should not be neglected. Throughout the

2020). This principle corresponds to Guiding

evaluation of all six guiding principles, it can

Principle 1 of the theoretical framework where

be

direct and connected networks should be

corresponded to the theoretical framework in

incorporated within communities and public

finding a solution to accommodate and adapt

amenities.

for

people

through

simultaneously

ensure

the

network vibrancy

seen

the

negative

that

they

future. The

economic

have

and

successfully

document

strongly

responds to the benefits of travelling with The third guiding principle seeks to develop a

public transport in Sydney and the incentives

strong economy to power productivity and

in promoting ridership.

efficiency across the state. The principle corresponds to Guiding Principle 3 of the theoretical framework where it aims to plan for a fast, consistent and reliable network to empower productivity.

The fourth guiding principle aims to provide safety and performance for every customer and ensure that they enjoy the travel journey with efficient networks (Transport for NSW, 2020). In like manner, the fifth principle seeks to

provide

accessible

services

for

customers despite where they live, how old

all Figure 24: Transport customers (Transport for NSW, 2020)

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CHAPTER 4

4.2.2 Future Transport Technology Roadmap 2021-2024

where it aims to provide direct and clear transport

information

with

personalised

journeys to deliver an ideal experience.

The

second

priority

program

seeks

to

implement connected and automated vehicles with Maas to enhance future mobility. This priority

program

world-leading

aims

to

experience

deliver through

a the

incorporation of ride share and automated technology.

It

corresponds

to

Guiding

Principle 3 where it aims to integrate fast and consistent

public

vehicles

through

the

implementation of smart technology.

The

third

priority

program

focuses

on

providing zero emission bus services and expanding the Electric Vehicle (EV) charging Figure 25: Six Priority Programs (Transport for NSW, 2021)

network across the state. The use of hydrogen technology will be explored in order to support

The Future Transport Technology Roadmap

the zero emissions target (Transport for NSW,

2021-2024 document showcases planning

2021). Although this priority program may not

ambitions for a shorter period in the future. In

respond to any of the Guiding Principles, it

supporting the strong ambitions and to

aims to support the zero emissions target

leverage new technology, the document

proposed by the government and encourages

prepares six priority programs that aims to

further usage of EV charging. Thus, it is

transform user experience (Transport for

worthwhile to discuss as it provides mitigation

NSW, 2021) (Figure 25). The document is

strategies for ecological challenges.

constantly updated to ensure the adaptability to the latest technologies and innovations.

The fourth priority program aims to transform mobility across regional NSW. Although this

The first priority program aims to implement

priority program responds to connectivity and

Mobility as Service (MaaS) to deliver a

mobility at a state level, it is worthwhile to

customised journey that is seamless and

discuss

customer-oriented.

program

implementing digital connectivity at transport

seeks to implement Opal Connect across all

hubs and providing real-time information for

modes of transportation to ease convenience

all modes of public transport (Transport for

and expansion in digital ticketing. This priority

NSW,

program corresponds to Guiding Principle 4

successfully responds to Guiding Principle 2

The

priority

the

2021).

strategic

This

concepts

priority

of

program

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28

CHAPTER 4

as it offers hierarchical planning at a wider

Although some of the priority programs may

level with integrated mobility technology. It

not have matched any of the Guiding

also responds to Guiding Principle 4 where

Principles, they strongly respond to solving

real-time data and digital ticketing aims to be

other challenges such as carbon emission.

implemented for the state.

Through

the

implementation

of

new

technologies and innovations, solutions can The

fifth

priority

program

on

be seen on incorporating smarter and more

incorporating technology for last mile freight

efficient transport systems to cater for the

vehicles. Although

future growth.

this

focuses

priority

program

responds to the supply chain and logistic vehicles rather than public transport, it responds

to

the

implementation

4.2.3 State Infrastructure Strategy 2018-2038

and

adaptability of new technology and innovation across intermodal terminals and logistics centres (Transport for NSW, 2021). It plans for a more efficient system which corresponds to Guiding

Principle

3

where

speed

and

consistency is considered.

The sixth priority program aims to integrate sensors and smart systems for transport networks in order to strengthen customer information and incident response. It also seeks through

to

heighten the

Intelligence

service

performance

implementation

of Artificial

(AI)

to

empower

intelligent

systems and networks. This priority program corresponds to Guiding Principle 3 where it aims to achieve a reliable and enhanced network with speed and accuracy. It also responds to Guiding Principle 4 where clear and direct transport data will be provided with the integration of new technologies.

Subsequent to the evaluation of the six priority programs, it can be seen that they have mostly corresponded to Guiding Principle 3 where technology has been implemented to enhance speed, consistency and reliability.

Figure 26: Six Cross-Sectoral Strategic Directions (Infrastructure NSW, 2021)

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CHAPTER 4

The State Infrastructure Strategy 2018-2038

simultaneously seeks for a balance to

document sets a 20-year strategy that makes

accommodate for the future population.

recommendations for many infrastructure sectors of NSW. The transport infrastructure

The fifth strategic direction focuses on

sector will be a key focus for the purpose of

improving

this report. The document begins with a

recognising

forecasted population of NSW for 2036 and

(Infrastructure NSW, 2021). This strategic

2056 (Figure 27). This sets the scene for the

direction ensures a connectable network

proposal and directions of the document in

across the state for a centralised data access.

response to the challenges caused by

It corresponds to Guiding Principle 4 of the

population growth. Even though the document

theoretical

focuses on the delivery of infrastructure

information

planning state wide, it is valuable to discuss

adoption of digital technology.

statewide the

benefits

framework is

connectivity of

where

centralised

and

technology

accessible

through

the

the implications on these planning-based approaches in relation to public transport. In

The sixth strategic direction seeks to leverage

supporting

high-quality

the

20-year

strategy,

six

customer-oriented

services

cross-sectorial strategic directions have been

through innovative assets. This is beneficial in

designed for the program (Infrastructure

delivering

NSW,

close

harnessing potential skills from the public and

examinations on all six strategic directions, it

private sectors. This strategic direction best

is evident that strategic directions 1, 5 and 6

corresponds to Guiding Principle 3 where

are the most relevant and beneficial to

reliable networks are delivered through new

evaluate for this research.

innovations and consumer-focused services.

2021)

(Figure

26).

Upon

high

standard

services

and

Upon the discussion of the three strategic The first strategic direction aims to improve

directions, it is evident that the document

land use and infrastructure planning to sustain

attempts to seek for a balance between

characteristics and public amenities in local

delivering efficient and reliable public transit

suburbs despite population growth. Although

services whilst accommodating for the future

this strategic direction may not respond to any

population. Through the proposed digital

of the Guiding Principles in the theoretical

technologies and innovations, it maximises

framework, it strongly illustrates the benefits

the benefits of public transport in order to

of public transport in relation to land value. As

cater for more users at a state level.

previously discussed in the Literature Review chapter, priority locations have been identified for land that is within close proximity to employment hubs and a well-connected transport

network.

Thus,

this

strategic

direction should not be neglected as it stimulates strong economic growth and

Figure 27: NSW Population Growth 2016, 2036, 2056 (Infrastructure NSW, 2021)

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CHAPTER 4

4.2.4 Improving Sydney’s Future Transport

document that aims to reshape land use patterns and improve public transport for the near future. In response to this, the document proposes 12 ideas for immediate inclusion on recent updates for the Future Transport Strategy 2056 (Committee for Sydney, 2021).

For the purpose of this report, ideas 1, 4 and 10 will be discussed and evaluated according to their relevance to the research topic.

The first idea focuses on adopting a mode share plan to mitigate negative climatic impacts. The idea sets a target in achieving a high

quality

performance

lifestyle with

and

economic

minimum

ecological

impacts (Committee for Sydney, 2021). A table has been presented to compare the current travel mode in Sydney to the hypothetical percentage anticipated (Figure 29). It has been targeted that 32% of the population will commute to work by train in order to draw a closer gap with London. Thus, the idea aims to encourage train ridership and decrease the use of private vehicles. Although this idea may not respond to any of the Guiding

Principles

in

the

theoretical

framework, it is worthwhile to note that the mode share target aims to emphasise public Figure 28: 12 ideas (Committee for Sydney, 2021)

transport as the primary mode of travel for the city. The idea is useful in guiding essential

The Improving Sydney’s Future Transport

efforts and investments to deliver high-quality,

document responds to the rapid changes of

shared travel experiences.

Sydney’s transport system and examines ridership growth which will be beneficial to

The fourth idea aims to upgrade the bus

analyse for the scope of this research. Unlike

network to incorporate a more dynamic

the above-mentioned state level documents,

journey on the road through public travel.

Improving Sydney’s Future Transport is a

Although the idea focuses on the bus network

local

rather than the suburban rail, it proposes

level

document

delivered

by

the

Committee for Sydney. It is a non-legislative

re-route of bus services as a response to

ARCH9092 Urban Report

31

CHAPTER 4

corporate with the train network. The re-route

4.3 Evaluation of Relevant Data

of bus networks will become an opportunity to train

stations.

This

idea

successfully

corresponds to Guiding Principles 1 and 2 as it aims to provide coordinated transfers across different hierarchies of public transportation.

As mentioned previously, the emergence ofnew technologies has created a significant influence

in

implementation

the of

modern

society.

technology

acts

The as

4.3.1 Passenger Flow Passenger Flow at Central Station Morning Peak 6-10am

80 Amount of Passengers (x1000)

create stronger interchange nodes between

71830

70

50 40 30 20 10 0 2016

embrace new technology as a response to transform transportation and cater for the predicted future. It strongly responds to Guiding Principles 3 and 4 as it enables reliable and consistent services with accurate and accessible transit information through the use of digital technology.

increasing

ridership

and

simultaneously

100 80790

80

74150

76480

2018

2019

60 40 20

2016

2017 Year

Figure 31: Passenger flow at Central Station, afternoon peak (Zheng, 2021) Passenger Flow at Town Hall Station Morning Peak 6-10am

80 Amount of Passengers (x1000)

reliable public transport systems.

78920

0

accommodating for the future population growth through implementing efficient and

2019

Passenger Flow at Central Station Afternoon Peak 3-5pm

aims to deliver targets and approaches that targets aims to achieve a balance between

2018

Figure 30: Passenger flow at Central Station, morning peak (Zheng, 2021)

Overall, it can be stated that the document are achievable in the near future. These

2017 Year

Amount of Passengers (x1000)

systems. Thus, the tenth idea seeks to

66950

60

opportunities to solve peak hour congestion by creating more efficient public transit

70160

64850

70 60

65610 58950

66370

61570

50 40 30 20 10 0

2016

2017

2018

2019

Year Figure 29: Current and hypothetical mode share trips to work (Committee for Sydney, 2021)

Figure 32: Passenger flow at Town Hall Station, morning peak (Zheng, 2021)

ARCH9092 Urban Report

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CHAPTER 4

The first set of data evaluates the amount of

Data retrieved from Transport for NSW and Open Data

passenger flow during morning and afternoon peak hours at Central, Town Hall and

Amount of Passengers (x1000)

Passenger Flow at Town Hall Station Afternoon Peak 3-5pm 100 83290

80

75490

85480

to

having

the

largest

amount

of

passenger flow in Sydney. As mentioned in the Methodology chapter, the graph has been derived from the sum of entries and exists of

40

the station. Subsequently, two separate bar

20

graphs of morning and afternoon peak has

0

2017

2018

2019

Year Figure 33: Passenger flow at Town Hall Station, afternoon peak (Zheng, 2021) Passenger Flow at Parramatta Station Morning Peak 6-10am Amount of Passengers (x1000)

These three train stations have been selected due

78480

60

2016

34560

35 31340

30 25

been generated. It is worthwhile to note that the data of 2020 has been excluded due to the impact of COVID-19 as mentioned previously.

The first set of data closely examines the morning peak (Figure 30) and afternoon peak (Figure 31) of Central station. This station is

28220 25600

worthwhile to analyse as Central is the largest

20

train station of Sydney with the most

15

passenger flow, especially during peak hours.

10

It acts as a major transport interchange for

5

suburban and regional services. According to

0

2016

2017

2018

2019

Year Figure 34: Passenger flow at Parramatta Station, morning peak (Zheng, 2021) Passenger Flow at Parramatta Station Afternoon Peak 3-5pm

40 Amount of Passengers (x1000)

Parramatta train stations from 2016 to 2019.

38450 34540

35 30

the bar graphs, a dramatic increase occurred in 2017 for both morning and afternoon peak, however in 2018 and 2019 the amount of passenger flow decreased. According to NSW Government

(n.d.),

the

reason

for

the

dramatic increase of passenger flow in 2017 was due to the development of Central Walk.

31250 28030

This

25

underground

pedestrian

concourse

enhanced accessibility and connectivity for

20

pedestrians. Thus,

15

it

encouraged

more

passengers in 2017. It is valuable to note that

10

even though the passenger flow decreased in

5

2018 and 2019, a slight increase is evident

0

2016

2017

2018

2019

Year Figure 35: Passenger flow at Parramatta Station, afternoon peak (Zheng, 2021)

when compared to 2016. Thus, it can be seen that population growth has affected the amount of passenger flow during peak hours.

ARCH9092 Urban Report

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CHAPTER 4

The second set of data closely investigates

especially for the working class and university

the morning peak (Figure 32) and afternoon

students.

peak (Figure 33) of Town Hall station. This

reasonable increase in passenger flow as

station is valuable to analyse as Town Hall is

population rises.

Therefore,

it

experiences

the second busiest train station in Sydney.

Upon examining the bar graphs, it is clear that

4.3.2 Maximum Load Factor

the amount of passenger flow have slightly

Train Loads by Line during Morning Peak, March 2016

increased throughout the years. Thus, it is

0

is also known as the central river city which

growth in population for the suburb. This is due to the new economic developments of Parramatta employment

which and

stimulated

education

more

opportunities

Illawarra

Eastern Suburbs

South

Bankstown

Illawarra

103

Eastern Suburbs

Bankstown

South

seen at Parramatta station with exponential

50

111

110

Inner West

Generally, the most dramatic increase can be

130

123

115

100

146

136

Airport

flow occurred along the years of 2016 to 2019.

147 129

Western

is evident that dramatic increase of passenger

158

150

Northern via Macquarie Park

morning and afternoon peak periods. Thus, it

200

Northern via Strathfield

passengers increased exponentially for both

Train Loads by Line during Afternoon Peak, March 2016

Central Coast via Shore

bar graphs, it is clear that the amount of

Figure 36: Maximum Load Factor for all train lines, morning peak (Zheng, 2021)

North Shore

over the recent years. Through analysing the

Line

Maximum Load Factor* (%)

with an overwhelming population increase

Inner West

T1 T1 T1 T1 T1 T2 T2 T2 T3 T4 T4

acts as a major commercial core for Greater Western Sydney. It is the second largest city

Airport

Western

(Figure 35) of Parramatta station. Parramatta

100

50

124

124 Northern via Macquarie Park

morning peak (Figure 34) and afternoon peak

141

135

130 131

Northern via Strathfield

The third set of data closely examines the

150

171

165

158

Central Coast via Shore

as population increases simultaneously.

177

175

North Shore

slight increases in peak hour passenger flow

200 Maximum Load Factor* (%)

evident that Town Hall station experiences

0

T1 T1 T1 T1 T1 T2 T2 T2 T3 T4 T4 Line Figure 37: Maximum Load Factor for all train lines, afternoon peak (Zheng, 2021)

throughout recent years. As a result, an increase of passenger flow during peak hours

The second set of quantitative data aims to

at the station can be seen. Similarly, Town Hal

examine train loads by line with the measure

station experiences slight increase as it has

of maximum load factor for morning peak

been a major station of all times in the central

(Figure 36) and afternoon peak (Figure 37).

business district. The station acts as an

As mentioned previously in the Methodology

important transport node for commuters,

chapter, load factors compare the number of

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CHAPTER 4

passengers on a train at the station to the total

factor of 158%. Thus, it can be seen that both

seats on the service. For instance, a 100%

lines have the most passenger flow with

load means there is a seat available for each

insufficient services during peak hours which

passenger on the train. Therefore, the results

resulted in the overwhelming load factors for

indicate that the T1 Western Line was the

the line. Particular attention should be paid to

most crowded during morning peak with a

all stations along both T1 lines and more

maximum load factor of 177%. In addition, the

efficient services should be incorporated in

T1 North Shore line is the most crowded

order to solve the existing peak hour

during afternoon peak with a maximum load

congestion.

Artist’s Impression of Central Walk in Central Station, Sydney (O’Halloran, n.d.)

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CHAPTER 5

CHAPTER 5

Conclusion 5.1 Summary of Key Findings Based on the research aim proposed in the

Transport Technology Roadmap 2021-2024

first chapter, this report seeks to investigate

mainly corresponds to guiding principle 3 of

how public transport increases ridership and

the theoretical framework. This is due to a

simultaneously accommodates for the future

close

population growth. In light of various literature

advanced technologies and innovations to

research and results evaluation, it is obvious

improve speed and reliability of public

to draw conclusions that implementation of

transport.

new technology for public transport is the

customer-focused plans with the incorporation

answer to the research question. Generally, it

of digital innovation for the future as more

can be seen that the research aims and

policy-makers

objectives raised in the beginning of this

importance of technology. Thus, it is easy to

report has been successfully accomplished. In

draw

light of this, the research enabled multiple key

technology in the modern society and its

findings.

positive affects on public transportation. It is

focus

on

the

Both

implementation

documents

and

conclusions

planners on

the

of

proposes

realise reliance

the of

not surprising to discover that new technology The

benefits

and

challenges

of

public

and innovation is the solution to the research

transport were discussed in the Literature

aim as it has a growing impact on everyday

Review chapter in order to set basic

lives. Consequently, the adaptation of new

understandings and inform further analysis.

technology will transform public transportation

Thus, it has been discovered that public

into

transport carries both positive and negative

accommodating for the urban population

impacts on environmental, economic and

growth.

a

new

era

that

is

capable

of

social sectors. Through the analysis of multiple literatures, it has been discovered that the biggest challenge for public transport relates

to

the

increase

population.

Upon drawing a conclusion for the research,

Subsequently, a theoretical framework on a

there were main limitations discovered which

well-connected

was

are valuable to be discussed. Firstly, the

developed with four guiding principles. This

amount of literature on the balance of

has successfully informed the analysis on

ridership increase and peak hour public

quantitative

government

transport was very limited and could scarcely

documents. It has been discovered that the

be found. Thus, it provided difficulties for more

Future Transport Strategy 2056 strongly

in-depth research on the topic. In addition, as

corresponds to all four guiding principles in an

mentioned

intensive manner. Furthermore, the Future

framework, principles and guidelines on a

public

analysis

in

5.2 Limitations

transport

of

previously

in

the

theoretical

ARCH9092 Urban Report

36

CHAPTER 5

well-connected transport network were also

comparisons between driver-controlled and

very limited. Secondly, it is most beneficial

fully automated vehicles. Thirdly, the four

and effective to conduct surveys at the busiest

guiding

train station in order to collect primary data.

framework only considered economic and

However, due to the restrictions of the current

social

COVID-19 pandemic, it limited real-life data

Environmental factors were neglected in the

collection. Moreover, quantitative data were

guiding principles. As a result, some of the

only collected for Central, Town Hall and

guidelines

Parramatta stations. More train stations can

documents did not correspond to the guiding

be collected in order to present varied

principles

datasets and perform further analysis on

framework. Therefore, more guiding principles

different suburbs across Sydney. Thirdly,

should be proposed with consideration of

there were limited local level documents on

ecological factors to cater for a more

public transport for a closer evaluation on

environmental-friendly city.

principles factors

of

from

the

public

proposed mentioned

transportation.

by in

theoretical

the

government theoretical

Sydney. The state level documents identified in

the

qualitative

data

analysis

mainly

proposes principles for the state rather than the city itself. Thus, a more local conclusion could be drawn in future research if more local level documents were proposed. Lastly, the report

only

examines

the

peak

hour

congestion of Sydney’s suburban rail due to the scope of this research. Other modes of public transport such as the bus and metro could also be examined to inform a more general conclusion.

5.3 Future Areas of Study Throughout the scope of this research, a number of aspects were identified for potential study in the future. Firstly, the peak hour experience differs for each suburb and its station capacity. Thus, quantitative data could be collected from different train stations across Sydney to obtain a more varied range of analysis. Secondly, other modes of public transport such as the newly-opened metro could be analysed in order to make

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Figure 14: Committee for Sydney, 2021. Improving Sydney’s Future Transport. [pdf image] Available a t : <https://sydney.org.au/wp-content/uploads/2021/ 10/Committee-for-Sydney-Future-Transport-Strat egy-Submission-October-2021.pdf> [Accessed 13 November 2021]

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Overcrowding at Olympic Park train station, Sydney (SydneyOlympicPark, n.d.)