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.)
ARCH9092 Urban Report
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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
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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
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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)
ARCH9092 Urban Report
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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
ARCH9092 Urban Report
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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29
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)
ARCH9092 Urban Report
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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
ARCH9092 Urban Report
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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
ARCH9092 Urban Report
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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.)