tag:blogger.com,1999:blog-44574366504338727762024-03-11T21:52:44.176+11:00Sydney Ferry BlogIdeas for improving Sydney's ferry networkRobin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.comBlogger75125tag:blogger.com,1999:blog-4457436650433872776.post-70549085256789054132019-12-24T18:34:00.000+11:002019-12-24T18:34:11.738+11:00IPART singles out ferries for special treatment in Opal fare proposals<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgzaVOGC8L6XcgBspTLuvi9vvzEguHqVdfEFVoZgVnZQi60Mu6FlwH0_btJxHL6KZcVHnpNAAAIQ71Fn4aOnhVRdI4dUUrlA8UfxWrKLcI0s2UsqhQbd00Au0l1oPh-zJxIc33AVI8rlQE/s1600/Screenshot+%252847%2529.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="898" data-original-width="1600" height="223" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgzaVOGC8L6XcgBspTLuvi9vvzEguHqVdfEFVoZgVnZQi60Mu6FlwH0_btJxHL6KZcVHnpNAAAIQ71Fn4aOnhVRdI4dUUrlA8UfxWrKLcI0s2UsqhQbd00Au0l1oPh-zJxIc33AVI8rlQE/s400/Screenshot+%252847%2529.png" width="400" /></a></div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">The recent draft report on Opal fares by the Independent Pricing and Regulatory Tribunal (IPART) recommends higher single fares for all modes, compensated by discounts for regular users of buses, trains and light rail through Opal Connect travel passes. </span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">The report says "we consider that the benefits of operating and designing the public transport system as an integrated network outweigh the benefits of signalling the costs of providing individual services to passengers, and the potential revenue gains from pricing services differently to reflect customers' different willingness to pay".</span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">This is a big leap for IPART. I'm not sure IPART reports have ever talked about "integrated networks" before. </span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">But when it comes to ferries, thoughts about integration seem to disappear. IPART says the proposed Opal Connect travel passes should not be available </span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">for ferry trips and, as they are now, single ferry fares should be significantly higher than other mode fares - "unlike other modes, we consider that the revenue losses from reducing ferry fares in line with other modes would outweigh the potential for service delivery efficiencies". </span><br />
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">This begs two questions:</span><br />
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<ul>
<li><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">is the cost of providing a ferry service significantly higher than other modes?</span></li>
<li><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">even if the answer is yes, and we accept IPART's view that the external benefits of ferries are less than other modes, will higher ferry fares make service delivery more efficient? In other words will price signalling trigger an invisible hand within Transport for NSW to offer more services from "efficient modes" (like buses) and fewer services by "less efficient modes" (like ferries)?</span></li>
</ul>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Let's look at each question separately:</span></div>
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">1. Ferry service costs</span></h3>
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">IPART takes into account both the direct costs of running services and an estimate of "externalities" - the costs and benefits of having bus, rail and ferry services which accrue to the community in general, not just users of public transport. The calculation of externalities is by an econometric model that attempts to quantify the impact of public transport on things like road congestion and pollution. In my view, this involves a lot of guesswork and makes the wrong assumption that only benefits that are measurable should be taken into account. I'm inclined to disregard them.</span></div>
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">You would expect that direct operating costs would be easier to estimate. Unfortunately, IPART is not explicit about what costs are included and what costs are not, so it is not clear whether it is appropriate to compare cost per passenger journey between modes. For example, road infrastructure costs related to buses and the construction and maintenance of bus terminals are not included. I have asked IPART if the $3 billion cost of building the L2 and L3 lines are included in the light rail costs, but have not received an answer. I suspect it's not.</span></div>
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">But even if we are to assume the operating costs reported by IPART are correct, and apples are not being compared with pears, the results are surprising in view of IPART's recommendation to treat ferries as an expensive mode, from which patronage needs to be deterred:</span></div>
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">Sydney Ferries is actually <b>not</b> the most costly mode per passenger km - Light Rail is, by a sizable 59 cents per km. So why is IPART recommending that Light Rail fares should be the same as buses and almost twice that of ferries? And why does it recommend including Light Rail in the discounted travel pass arrangements, but excludes ferries?</span></div>
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">2. Will higher ferry fares make public transport more efficient? </span></h3>
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">Let's just assume for now that IPART estimates of externalities are accurate and the cost to the community of operating ferries is much greater per passenger km than other modes. For the reasons outlined above, I don't accept this to be correct, but let's say it is and results in higher fares for ferry users and the exclusion of ferry trips from the proposed new travel pass product. What impact will this have?</span></div>
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">IPART assumes that price signals will cause people to opt for</span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"> an alternative mode, like a bus. Over time, more bus services will operate and fewer ferries will run. But will this actually happen in the real world? Will the service "efficiencies" that IPART seeks actually be achieved?</span></div>
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">Consider a person who lives at Abbotsford and works four days a week in North Sydney. </span><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Let’s call her Sarah. Sarah catches a RiverCat to McMahons
Point each morning before transferring to a bus up to her office in North
Sydney. The ferry fare is $6.12 one way and 24 cents extra on the bus
because of the transfer discount. That's a total of $50.88, which reduces to $50 because of the Opal weekly cap.</span></div>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">IPART says that Sarah has other cheaper options, which of course she
does. She can take the L38 bus from Abbotsford to Central Station, then a train
to North Sydney. But the minimum journey time this way is one hour, compared to
26 minutes with the ferry bus/combination. So much for the 30 minute city.</span></div>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Did I mention Sarah has two kids in childcare? The extra
four hours commuting a week will mean the additional childcare costs she incurs
will probably exceed any savings she makes on a bus/train combination using the new Opal travel pass.</span></div>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">IPART might think Sarah has a choice, but she doesn't really.</span></div>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><o:p></o:p></span></div>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">There does not appear to be a deep understanding within
IPART of the role of ferries in Sydney’s public transport network. The city’s
peculiar geography means a journey on water is often the most efficient way of
connecting points of origin and destination. Transport planners make pragmatic decisions
on which modes should operate along which corridors, taking into account a
range of factors including cost, travel time and environmental issues.</span></div>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">In other words, network design is supply driven. And this is how it should be. </span></div>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">If it wasn't supply driven, people like Sarah from Abbotsford would be significantly disadvantaged, for no other reason than she happens to live near a ferry wharf. </span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">As
customers of public transport we should not incur a fare penalty when the only
practical option available is a ferry. </span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">This is understood in other cities like Brisbane and New
York City where ferry fares are the same as buses and trains.</span></div>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><o:p></o:p></span></div>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">IPART’s recommendations are just that. The NSW Government is
not compelled to agree to them and usually hasn’t in the past. But you have to
wonder why IPART is asked to review the Opal system at all when Transport for
NSW is better placed to develop more practical fare policies.</span></div>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">IPART has invited feedback on its draft report by 31 January 2020. You can find the draft report and information papers at the IPART website. </span></div>
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<a href="https://www.ipart.nsw.gov.au/Home/Industries/Transport/Reviews/Public-Transport-Fares/Opal-fares-from-1-July-2020">https://www.ipart.nsw.gov.au/Home/Industries/Transport/Reviews/Public-Transport-Fares/Opal-fares-from-1-July-2020</a><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"> </span></div>
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Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com14tag:blogger.com,1999:blog-4457436650433872776.post-43264086222578314462019-11-23T14:18:00.000+11:002019-11-23T14:18:36.903+11:00The future ferry fleet: getting the right boats for the job <table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjF6qGWb0NOJZpEIXcJEP5t2xXGKZ88OYtHL5kGdi8-q7ai50MZo9vS4w3OCmf-h6uWfg7Shx_1H9E4f3GUhRUTyA4HCoNXXr5bS-HsZLvR9_Xl21wAnwsyIWWGkvs-58HxoTNg_tSXxqw/s1600/Me+Mel.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="977" data-original-width="1600" height="195" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjF6qGWb0NOJZpEIXcJEP5t2xXGKZ88OYtHL5kGdi8-q7ai50MZo9vS4w3OCmf-h6uWfg7Shx_1H9E4f3GUhRUTyA4HCoNXXr5bS-HsZLvR9_Xl21wAnwsyIWWGkvs-58HxoTNg_tSXxqw/s320/Me+Mel.png" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Trebuchet MS, sans-serif; font-size: small;">On-demand ferry Me-Mel in Sydney's Bays Precinct </span></td></tr>
</tbody></table>
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<span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">Few tasks in ferry planning are more difficult - or more important - than fleet planning. </span><br />
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<span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: medium;">If you want maximum </span>flexibility in crewing, training and assignment
across routes, the fleet would comprise a single vessel class. Having one class also makes the maintenance task simpler and less costly. </span><br />
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<span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">But having one class is not an option for Sydney, where the range of
operating conditions call for at least three different types of boat - one that
can cope with big swells in the outer harbour; a smaller, nimble one running at
mainly low speeds in the inner harbour; and another with shallow draft and
moderate speed (up to 20 knots) on the Parramatta River. <o:p></o:p></span></div>
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<span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">There is also the problem of the legacy
fleet where many of the existing vessels are not yet at the end of their
economic life. They may not be exactly the sort of boats you now need, but it is
not a commercial proposition to replace them immediately. </span></div>
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<b style="color: #444444; font-family: "Trebuchet MS", sans-serif;"><span style="font-size: x-large;">Planning in a Changing Environment</span></b></div>
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<span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">You have to play a long game in Sydney,
envisioning what you would like the fleet to look like in 20 or 30 years when
it is eventually possible to transition away from the legacy fleet. That long
view needs to deal flexibly with changing demand and have an eye to advances in
marine technology.<o:p></o:p></span></div>
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<span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">Due to three converging circumstances,
now is a good time to develop such a plan.<o:p></o:p></span></div>
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<ul type="disc">
<li class="MsoNormal" style="line-height: normal;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">The current Freshwater Class Manly ferries are reaching the end of
their economic life. This milestone is fast approaching as it becomes
obvious that the competition - the smaller capacity catamaran class
operated by the Manly Fast Ferry company - is the sort of boat that's
better suited for this corridor, when operating at high frequency.</span></li>
</ul>
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<li class="MsoNormal" style="line-height: normal;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">Renewal of the ferry terminal at Circular Quay is also
imminent. Retirement of the Freshwater Class will free up berths in
a redeveloped Quay. Right now, two berths on Jetty 3 are allocated to the
special requirements of the Freshwaters and another on Jetty 2 is assigned
to the Manly Fast Ferry. Reducing the requirements for the Manly corridor
to two berths, or even one, would have a transformative, decluttering
effect.</span></li>
</ul>
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<li class="MsoNormal" style="line-height: normal;"><span style="color: #444444;"><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Technology in vessel propulsion is progressing rapidly. Norway,
which has one of the world's largest ferry fleets, will only operate electric
or hydrogen powered vessels from 2026. Electric vessels use lithium-ion
batteries which get "top up" charging when docking. They often
use automated docking technology to save time and reduce operating costs.
The technology is best suited to vessels on shorter runs and relatively
low speeds, and would be well suited to Sydney's Inner Harbour routes.</span></span></li>
</ul>
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<span style="font-family: "Trebuchet MS", sans-serif;"><span style="color: #444444; font-size: x-large;">A Fleet Replacement Plan</span></span></h3>
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<span style="color: #444444;"><span style="font-size: large;"><span style="font-family: Trebuchet MS, sans-serif;">The coming together of these three
events makes the optimal fleet replacement strategy reasonably clear and
straight forward:<o:p></o:p></span></span></span></div>
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<b style="color: #444444;"><span style="font-family: "Trebuchet MS", sans-serif;">Outer Harbour</span></b><span style="color: #444444; font-family: "Trebuchet MS", sans-serif;"> </span></div>
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<span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">Co-inciding with Circular Quay's
renewal, the Freshwater Class boats need to be retired and all services to
Manly operated by a frequent fast ferry. The question is then by whom and using
what boats? Manly Fast Ferry probably has capacity to expand its fleet and
operate all Manly services. Equally, Transdev Sydney Ferries could do the job
using the new outer harbour version of its Emerald Class boats, which are
expected to enter service in 2020 or 2021. <o:p></o:p></span></div>
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<span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">I lean towards the Emerald boats as
they offer more inside seating than the MFF vessels (a better experience in
cold, wet weather). It would also allow Jetty 2 to be customised to loading
Emerald Class vessels, whether operating to Manly or Watsons Bay. This would
likely mean the acquistion of more outer harbour boats as headways will need to
narrow to 10 minutes in the peaks and on week-ends, especially in summer. <o:p></o:p></span></div>
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<span style="color: #444444;"><span style="font-family: Trebuchet MS, sans-serif;"><span style="font-size: large;">Planning for Circular Quay should be on
the basis of accommodating higher frequencies (7.5 or 6 minute headways) as a contingency against future demand growth.<o:p></o:p></span></span></span></div>
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<span style="color: #444444;"><b><span style="font-family: "Trebuchet MS", sans-serif;">Inner Harbour</span></b><span style="font-family: "Trebuchet MS", sans-serif;"><o:p></o:p></span></span></div>
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<span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">Fleet replacement for the Inner Harbour
is a longer term proposition. Transdev Sydney Ferries intend refitting the
iconic, Alan Payne designed First Fleet Class boats to extend their lives by at
least 10 years, but planning for their replacement should start now as the
redevelopment of Circular Quay will have to accommodate whatever replaces them,
even if that's 10, 15 or 20 years away. <o:p></o:p></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: 0.0001pt;">
<br /></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: 0.0001pt;">
<span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">The First Fleeters have a capacity for
400 passengers and operate with three crew. The replacement class does not need
to be this big. Smaller vessels (say 200 capacity) with a crew of two will be far more efficient: <o:p></o:p></span></div>
<br />
<ul type="disc">
<li class="MsoNormal" style="line-height: normal;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">some routes currently operated by First Fleeters (eg Double Bay and
Neutral Bay) <b>never reach 50% capacity, even on peak runs.</b></span></li>
</ul>
<ul type="disc">
<li class="MsoNormal" style="line-height: normal;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">for other routes, like Taronga Zoo and Barangaroo, extra services can be scheduled to increase frequency where justified by demand.</span></li>
</ul>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: medium;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif; font-size: large;">The savings achieved by operating boats with two crew instead of three far exceeds the extra cost of operating more frequent services in peak demand periods. It can also mean that late evening services on the inner harbour could be made more frequent, with headways reducing from the currently unattractive 60 minutes to 30 minutes.</span></span></span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif;"><br /></span></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif;">Another benefit of smaller boats is the reduced footprint at Circular Quay, with the potential to unload two vessels from the same side of a pontoon.</span></span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif;"><br /></span></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif;">Further cost savings can be made by the new inner harbour boats using low emission, all electric propulsion. Maintenance costs would be cut and the passenger experience enhanced by the quiet operation of electric ferries.</span></span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif;"><br /></span></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif;"><b>Parramatta River</b></span></span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif;"><b><br /></b></span></span>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: medium;"><span style="color: #444444;">Transdev Sydney Ferries has already committed to acquiring ten new purpose built catamarans for the Parramatta River, replacing two HarbourCats and four Supe</span></span><span style="color: #444444;">r</span><span style="color: #444444;">Cats. Presumably the plan is for the RiverCats to be retained in the short term, before moving eventually to a single catamaran class for the River.</span></span><br />
<span style="color: #444444; font-family: "Trebuchet MS", sans-serif; font-size: large;"><br /></span>
<h3>
<span style="color: #444444; font-family: "Trebuchet MS", sans-serif; font-size: large;">On demand services</span></h3>
<h3>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large; font-weight: normal;">Transdev Sydney Ferries has already purchased a small 60 </span><span style="color: #444444; font-weight: normal;"><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">capacity catamaran to operate its trial on demand service in the inner harbour and plans to acquire two more. This is problematic as there is a distinct possibility that an on demand ferry will not be commercially sustainable. A vessel with two crew and a capacity of 60 (more realistically 40 in wet, cold conditions), is not easy to plug into the inner harbour fleet when all the other boats have a capacity of 200. The smaller boats will simply be too small for timetabled services.</span></span></h3>
<h3>
<b style="color: #444444; font-family: "Trebuchet MS", sans-serif;"><span style="font-size: x-large;">Conclusion</span></b></h3>
<span style="color: #444444;"><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Nostalgia can be a powerful emotion, but it is a poor substitute for good policy. Just because past operations have featured big boats does not mean they are also the future. And the optimal future, providing higher frequency services at less cost to taxpayers, is this:</span></span><br />
<ul>
<li><span style="color: #444444;"><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Emerald Class catamarans operating fast ferry services to Manly and Watsons Bay; </span></span></li>
</ul>
<ul>
<li><span style="color: #444444;"><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">a transition away from the 400 capacity First Fleet class in the Inner Harbour to a 200 capacity, all electric catamaran with a crew of two;</span></span></li>
</ul>
<ul>
<li><span style="color: #444444;"><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">a single class of river catamarans for the Parramatta River.</span></span></li>
</ul>
<span style="color: #444444;"><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">If on-demand ferries prove sustainable, then the small 60 capacity waterbus recently acquired by Transdev Sydney Ferries will fit the bill for this purpose, but if on-demand does not get past the trial stage, then these cute little waterbuses may need to disappear along with the other retiring classes.</span></span><br />
<br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif;"><br /></span></span>
<br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="color: #444444; font-family: Trebuchet MS, sans-serif;"><br /></span><span style="color: #444444; font-family: "Trebuchet MS", sans-serif;"> </span><b style="font-family: "Trebuchet MS", sans-serif;"><span style="font-size: 16pt;"> </span></b><span style="font-family: "Trebuchet MS", sans-serif; font-size: 16pt;"> </span></span><br />
<ul style="font-family: "trebuchet ms", sans-serif;" type="disc"><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">
</span></ul>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com5tag:blogger.com,1999:blog-4457436650433872776.post-48386671682468532382019-10-07T12:40:00.001+11:002019-10-07T12:40:13.473+11:00Netgraphs: a useful tool for planning ferry networks<div class="MsoNormal" style="background: white; mso-margin-bottom-alt: auto; mso-margin-top-alt: auto; vertical-align: baseline;">
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">A commonly used tool in European
countries for planning periodic rail networks is the netgraph. Netgraphs
provide a strategic visualisation of line connections and network capacity.
They can also be a great aid for planning ferry networks with minor
modifications to standard protocols to make them better suited to waterborne
transport.<o:p></o:p></span></div>
<div class="MsoNormal" style="background: white; mso-margin-bottom-alt: auto; mso-margin-top-alt: auto; vertical-align: baseline;">
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span></div>
<div class="MsoNormal" style="background: white; mso-margin-bottom-alt: auto; mso-margin-top-alt: auto; vertical-align: baseline;">
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">A netgraph is made up of three main
elements:<o:p></o:p></span></div>
<ul>
<li><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">Nodes, which represent terminals and other interchanges
in the network</span></li>
<li><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">Edges, which connect the nodes and represent line
segments in the network. The service frequency is depicted by the number
of lines displayed (eg a double line means two services per hour).</span></li>
<li><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">Time event labels, which represent the departure and
arrival times of a transit unit at a node. By convention, the departure
time is set apart from the node box and the arrival time is immediately
adjacent.</span></li>
</ul>
<ol start="1" type="1">
</ol>
<div class="MsoNormal" style="background: white; mso-margin-bottom-alt: auto; mso-margin-top-alt: auto; vertical-align: baseline;">
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Netgraphs only work for periodic, or
strict clockface timetables. This is because a periodic timetable follows a
repeating pattern. Events occurring in one hour are repeated in all hours.
Periodic timetables are ideally suited to urban ferry systems where a repeating
pattern in the timetable makes ferry to ferry and intermodal connections easier
to plan. And where vessel movements are more regular and predictable, safety
and operational efficiency performance also improves.<o:p></o:p></span></div>
<div class="MsoNormal" style="background: white; mso-margin-bottom-alt: auto; mso-margin-top-alt: auto; vertical-align: baseline;">
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span></div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Figure 1 below shows a sub-section of a netgraph,
based on a periodic timetable devised (but not adopted) for Sydney Ferries. It
has some "bells and whistles" not included in regular netgraphs to
make it more useful for a ferry system.</span><br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhp55s0Hz4bQKLn1rIwYL2XJRNBBjeOfd4mwl2309bJyGMEUnGJvRUXLkjXg8bFvO0eR6mHowgwrZEOsgtO5HCkRXrd-w7DufnE3pqixlIMPVKD10CGLooScHChVxjBVse3kp_bAZ3AcSI/s1600/Ferry+netgraph.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="446" data-original-width="794" height="223" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhp55s0Hz4bQKLn1rIwYL2XJRNBBjeOfd4mwl2309bJyGMEUnGJvRUXLkjXg8bFvO0eR6mHowgwrZEOsgtO5HCkRXrd-w7DufnE3pqixlIMPVKD10CGLooScHChVxjBVse3kp_bAZ3AcSI/s400/Ferry+netgraph.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Trebuchet MS, sans-serif; font-size: small;">Fig. 1: <i><span style="border: 1pt none windowtext; padding: 0cm;">Sub-section
of a netgraph for a possible periodic Sydney Ferry timetable</span></i></span></td></tr>
</tbody></table>
<div class="MsoNormal" style="background: white; mso-margin-bottom-alt: auto; mso-margin-top-alt: auto; vertical-align: baseline;">
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">The red circle with opposing arrows is an
extra time event, showing when and where inbound and outbound vessels cross.
Cockatoo Island is a dual berth stop and the letters S and N denote which side
of the pontoon the ferries berth. In combination, these additions to netgraph
protocol help avoid systemic berthing conflicts.<o:p></o:p></span></div>
<div class="MsoNormal" style="background: white; mso-margin-bottom-alt: auto; mso-margin-top-alt: auto; vertical-align: baseline;">
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span></div>
<div class="MsoNormal" style="background: white; mso-margin-bottom-alt: auto; mso-margin-top-alt: auto; vertical-align: baseline;">
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">A netgraph also helps highlight where
timed transfers are scheduled at a node. In this case, passengers can transfer
between the red inner harbour line at Cockatoo Island and the yellow Parramatta
River line with short, convenient waits in both directions. Note that the
dotted red line represents a peak only service while the solid red line
operates peak and off peak.<o:p></o:p></span></div>
<div class="MsoNormal" style="background: white; mso-margin-bottom-alt: auto; mso-margin-top-alt: auto; vertical-align: baseline;">
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span></div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">At a network wide level, all berthing assignments and
ferry to ferry connections can be seen in a single schema as shown in the
netgraph in Figure 2 below.</span><br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZyYqAGv_i7Gq_27zASq_pgPbOVopXeFqO2bxrAEtUtVnIqTvPKJYCfeMcGnF8427VwLSpsoag40gEd3oxRYilY8XCi8erphhnTYPFHvVV2R9LovXHcHUvmX_YqVR8b0soumBNQwXUXNg/s1600/Sydney+Ferry+network.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1057" data-original-width="1584" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZyYqAGv_i7Gq_27zASq_pgPbOVopXeFqO2bxrAEtUtVnIqTvPKJYCfeMcGnF8427VwLSpsoag40gEd3oxRYilY8XCi8erphhnTYPFHvVV2R9LovXHcHUvmX_YqVR8b0soumBNQwXUXNg/s400/Sydney+Ferry+network.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="border: 1pt none windowtext; padding: 0cm;"><span style="font-family: Trebuchet MS, sans-serif; font-size: small;">Figure
2: A possible periodic timetable for Sydney Ferries (off peak only)</span></span></td></tr>
</tbody></table>
<br />
<div class="MsoNormal" style="background: white; mso-margin-bottom-alt: auto; mso-margin-top-alt: auto; vertical-align: baseline;">
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><span style="color: black;">Line colours signify vessel class, and
highlight the potential for network modularity. By making line groupings almost
entirely self contained - with a few exceptions, each berth is dedicated to one
class of vessel only - it is possible for landing interfaces to be customised
to the vessel. The advantage of this is that it is then possible to have <b><span style="border: none windowtext 1.0pt; mso-border-alt: none windowtext 0cm; padding: 0cm;">faster passenger exchange</span></b> at those berths and therefore
fewer delays in the ferry system.</span><o:p></o:p></span></div>
<div class="MsoNormal" style="background: white; mso-margin-bottom-alt: auto; mso-margin-top-alt: auto; vertical-align: baseline;">
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><span style="color: black;"><br /></span></span></div>
<div class="MsoNormal" style="background: white; mso-margin-bottom-alt: auto; mso-margin-top-alt: auto; vertical-align: baseline;">
<i><span style="border: 1pt none windowtext; color: black; padding: 0cm;"><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">This
is an abridged version of a paper presented at the Australasian Transport
Research Forum conference in Canberra, 30 September 2019.</span></span></i><span style="color: black; font-family: "Times New Roman",serif; font-size: 12.0pt; mso-color-alt: windowtext; mso-fareast-font-family: "Times New Roman";"> </span><span style="font-family: "Times New Roman",serif; font-size: 12.0pt; mso-fareast-font-family: "Times New Roman";"><o:p></o:p></span></div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"></span>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com1tag:blogger.com,1999:blog-4457436650433872776.post-832783710132430102019-04-06T21:12:00.001+11:002019-04-08T10:00:31.291+10:00Could a refit to all electric propulsion save the Manly Ferry?<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmcL_eDVUgDRZqtylSBlgaoAclRvExZQauzY5FCbEFh0kkkuVAPbzwj-hyEB3erN7cKEIKYnJEanPuIKMhuyAHmNRkqiJP13lh90puhVDX4oy__xXeijEsaDhBB07BhDd7O_CTKjZmvcg/s1600/Manly+Ferry+Collaroy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1091" data-original-width="1600" height="272" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmcL_eDVUgDRZqtylSBlgaoAclRvExZQauzY5FCbEFh0kkkuVAPbzwj-hyEB3erN7cKEIKYnJEanPuIKMhuyAHmNRkqiJP13lh90puhVDX4oy__xXeijEsaDhBB07BhDd7O_CTKjZmvcg/s400/Manly+Ferry+Collaroy.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">Freshwater Class Manly Ferry Collaroy</span></td></tr>
</tbody></table>
<span style="color: #444444; font-family: "trebuchet ms" , sans-serif; font-size: large;">As Sydney icons go, they don't get much better than the double ended Manly Ferry. Not in the league of the Opera House or Harbour Bridge, but not far behind. Who visits Sydney from overseas or interstate without a ride across the Harbour on the Manly Ferry? </span><br />
<span style="color: #444444;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="color: #444444;"></span><br /></span>
<span style="color: #444444; font-family: "trebuchet ms" , sans-serif; font-size: large;">The first daily service to Manly started in 1856 as part of a plan by the redoubtable entrepreneur Herbert Gilbert Smith to turn the then remote locality into a seaside resort. Ferry rides to Manly were hit and miss in the early days and frankly dangerous in rough weather. But under the management of the Port Jackson Steamship Company, operations reached maturity by the turn of the century. Paddle steamers were progressively replaced by vessels more fit for purpose and with a similar DNA to today's Freshwater Class: double ended screw propulsion, steel hulls, high forecastle to cope with heavy seas crossing the Heads, plentiful outside seating and a passenger capacity in excess 1,000. </span></span><br />
<span style="color: #444444;"></span><span style="color: #444444;"></span><br />
<span style="font-size: large;"><span style="color: #444444;"><span style="font-family: "trebuchet ms" , sans-serif;"><span style="color: #444444;">Six were built between 1905 and 1922 (<i>Binngarra</i>, <i>Burra-bra</i>, <i>Bellubera</i>, <i>Balgowlah</i>, <i>Barrenjoey</i> (later renamed <i>North Head</i>) and <span style="background-color: transparent; display: inline; float: none; font-variant: normal; font-weight: 400; letter-spacing: normal; text-align: left; text-decoration: none; text-indent: 0px; text-transform: none; white-space: normal; word-spacing: 0px;"><i>Barragoola</i></span>) by Morts Dock and Engineering Company. <span style="-webkit-text-stroke-width: 0px; background-color: transparent; display: inline !important; float: none; font-variant: normal; letter-spacing: normal; orphans: 2; text-align: left; text-indent: 0px; text-transform: none; white-space: normal; word-spacing: 0px;"><span style="-webkit-text-stroke-width: 0px; background-color: transparent; display: inline !important; float: none; font-style: normal; font-variant: normal; font-weight: 400; letter-spacing: normal; orphans: 2; text-align: left; text-decoration: none; text-indent: 0px; text-transform: none; white-space: normal; word-spacing: 0px;">They had operating speeds of about 14 knots, sufficient to make the journey to Manly in 30 minutes. </span></span></span></span><span style="font-family: "trebuchet ms" , sans-serif;"><span style="background-color: transparent; display: inline; float: none; font-family: "trebuchet ms" , sans-serif; font-style: normal; font-variant: normal; font-weight: 400; letter-spacing: normal; text-align: left; text-decoration: none; text-indent: 0px; text-transform: none; white-space: normal; word-spacing: 0px;"><span style="color: #444444; font-family: "trebuchet ms" , sans-serif;">With a 15 minute turnaround at Manly and the Quay, three vessels could operate a 30 minute interval service all day, with one boat spare. More than a century later, the Freshwaters still follow the same pattern.</span></span></span></span></span><span style="font-size: large;"><span style="font-family: "trebuchet ms" , sans-serif;"><span style="background-color: transparent; color: black; display: inline; float: none; font-family: "trebuchet ms" , sans-serif; font-style: normal; font-variant: normal; font-weight: 400; letter-spacing: normal; text-align: left; text-decoration: none; text-indent: 0px; text-transform: none; white-space: normal; word-spacing: 0px;"><span style="font-family: "trebuchet ms" , sans-serif;"> </span> </span></span></span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><b></b><i></i><u></u><sub></sub><sup></sup><strike></strike><br /></span>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhotC2zdI3_QhbpNRM3mIbQix47fVzi_aGWQpcGYgOfETr6IU5mIqwqzVfjBAisaxHjf57w-KnuPbBa_fasbXXjzuUfGDIZKbppihnyh1HgX7hzYeCjfWEyjn1weTGrK0T7_qGlWPjqwgk/s1600/Ferry_Bellubera_prior_to_1936.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="292" data-original-width="691" height="168" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhotC2zdI3_QhbpNRM3mIbQix47fVzi_aGWQpcGYgOfETr6IU5mIqwqzVfjBAisaxHjf57w-KnuPbBa_fasbXXjzuUfGDIZKbppihnyh1HgX7hzYeCjfWEyjn1weTGrK0T7_qGlWPjqwgk/s400/Ferry_Bellubera_prior_to_1936.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">Manly Ferry Bellubera, which entered service in 1910</span></td></tr>
</tbody></table>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="color: #444444; font-family: "trebuchet ms" , sans-serif; font-size: large;">The current Freshwater Class vessels were introduced over six years, starting with the <i>Freshwater</i> in 1982, followed by the <i>Queenscliff</i> (1983), <i>Narrabeen</i> (1984) and <i>Collaroy</i> (1988). </span><br />
<span style="color: #444444;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Friday's newspaper reports suggest that these four vessels will be retired soon, with Transdev Sydney Ferries opting to operate three new Emerald Class catamarans to Manly at higher frequency. This means the demise of the iconic double ended, mono hull Manly Ferry may not be far away.</span></span><br />
<span style="color: #444444;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">When decisions are taken about an iconic brand like the Manly Ferry, there are some difficult issues to assess, balancing wider tourist and heritage values with the practical need to operate an efficient public transport system. </span></span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"></span><span style="color: #444444;"></span><br />
<span style="color: #444444; font-family: "trebuchet ms" , sans-serif; font-size: large;">It's a complex problem.</span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Leaving aside the iconic status of the Manly Ferry, even the efficiency issues are not straight forward. </span></span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Superficially it looks simple. </span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Emerald Class boats only have a crew of three, compared to six on the Freshwaters. That's a big saving in labour costs, plus the flexibility of being able to use the same crew for Manly and inner harbour services. </span></span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">There is also a massive saving in maintenance costs and fuel.</span></span><br />
<span style="color: #444444;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">There is a logic in timing the Freshwater retirements with the planned redevelopment of wharves at Circular Quay. The Freshwaters have special terminal facilities at Jetty 3 at Circular Quay (and Manly) for loading and unloading passengers to the main and upper decks. This will not be required if the Manly run is operated by Emeralds, potentially making an extra berth available at the sorely congested Quay.</span></span><br />
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<span style="color: #444444; font-family: "trebuchet ms" , sans-serif; font-size: large;">Emerald Class ferries can operate at high speed, which would enable them to compete with the Manly Fast Ferry (MFF) on speed, but this is prevented by an agreement made by the NSW Government that no MFF competitor can exceed 18 knots on the Manly route. This is a significant for Transdev - at best the trip will take 25 minutes at 18 knots, compared to 20 minutes by MFF.</span><br />
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<span style="color: #444444; font-family: "trebuchet ms" , sans-serif; font-size: large;">Many people have raised the objection that the Emeralds don't have sufficient capacity - 400 as against 1,100 on the Freshwaters. The truth is that, other than sunny Sundays, the Freshwaters rarely reach more than 40% capacity. The operator could switch other Emeralds into the Manly runnings for these predictable peaks, increasing frequencies to four or five per hour. </span><br />
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<span style="color: #444444; font-family: "trebuchet ms" , sans-serif; font-size: large;">The unsubsidised NRMA owned Manly Fast Ferry (arguably more beloved by Manly residents than what they disparagingly call the "slow ferry"), has been a huge success since launching in 2009. It now departs every 10 minutes in the peaks and 20 minutes off peak; and the fares are not much higher for regular users than Opal fares for the slower, less frequent Freshwaters. </span><br />
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<span style="color: #444444; font-family: "trebuchet ms" , sans-serif; font-size: large;">But the MFF will be affected by the recent decision to change the weekly Opal fare cap. The weekly cap, which only applies to trips taken on publicly funded public transport (including Transdev Sydney Ferries, but not MFF), will be reduced to $50. This means a Manly commuter with five return trips per week will pay <b><i>$28 less</i></b> by catching an Emerald boat instead of the NRMA peak service. That could be a saving of more than $1,000 a year or significantly more if the journey involves a bus or train connection (also covered by the $50 cap and transfer discounts). How this impacts on MFF ridership is difficult to predict, but it may mean Transdev will start to pick up more of the commuter market, which it almost entirely lost to MFF.</span><br />
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<span style="color: #444444; font-family: "trebuchet ms" , sans-serif; font-size: large;">Sentimental objections to the loss of the Freshwaters will be great and perhaps a compromise solution will be arrived at. Maintenance and fuel costs would be substantially reduced if the Freshwaters were converted to all electric propulsion. With current new technology, the 15 minute turnarounds would be long enough to charge the boats for each 30 minute journey. </span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">This would not offer the efficiency gains that Transdev would achieve by retiring the Freshwaters, but the fuel and maintenance cost savings would still be significant compared to current arrangements. </span></span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The move to electric propulsion in ferry transport is sweeping the world, led by Norway as they have with electric cars. Australia needs to get on board at some stage and the Manly Ferry would be a highly visible place to start.</span></span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">And if you thought the Freshwaters are already iconic, who could fail to be charmed by an all electric Manly Ferry entering Sydney Cove, silent but for a passing boat's wash slapping on the bow. It would be like the return of the steamers.</span></span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><i><b>Important note</b>: this post has been changed since it was first published on Saturday, after the author became aware of an agreement that prevents Manly Fast Ferry competitors to operate at speeds of more than 18 knots on the Manly route.</i></span><br />
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<br />Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com4tag:blogger.com,1999:blog-4457436650433872776.post-30981440375386179002019-03-13T22:42:00.000+11:002019-03-13T22:42:13.132+11:00Are all clockface ferry timetables equal? No they're not<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Most people familiar with public transport know about clockface timetables. We would all prefer a "turn up and go" service, but if your train, bus or ferry service is not high frequency (10 minute headways or better), second best is one where departures are at the same minute intervals every hour. </span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Let's say your local ferry leaves in the direction of the city terminal at 10 and 40 minutes past the hour, every hour. You might like it to run more often, but at least the schedule is memorable. You don't have to consult a timetable because it always leaves at the same minute intervals.</span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Clockface timetables have other benefits which may not be obvious to the passenger. If the ferry operates at regular 30 minute intervals, then it is easier to schedule connecting buses. It's also easier to make ferry to ferry connections at an interchange like Circular Quay.</span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">So are all clockface timetables equal? </span><br />
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">If two ferry lines have 30 minute headways, all connections at an interchange terminal can be timed conveniently. In the example shown in Figure 1 below, passengers have an eight minute wait for any transfer from Line A to Line B or from B to A. Just like a memorable timetable, it is reassuring to the passenger to know they can make a good connection between Lines A and B regardless of which ferry they catch.</span><br />
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">But a timetable with 20 minute headways can also be considered "clockface" because departures are still scheduled at the same minute intervals every hour. The problem is that if other lines in the network run every 30 minutes, then good connections are only possible once an hour. In other words, the connections are actually made worse. </span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhOzcvC4FwsmJlZmHKuuAG1B8snNGzIGJ1slcP01amCDpjbpSanS72oGDd8SHenqHpzEc1xuz4hX1gN5hepRCwpMh6Mcz9Ugj1mUMfFivcKvCOXayR8QJQgxBmLYJzHNEf-5H_P8fk8Mis/s1600/Transfers+between+30+and+20+min+headways+lines.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="843" data-original-width="1600" height="210" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhOzcvC4FwsmJlZmHKuuAG1B8snNGzIGJ1slcP01amCDpjbpSanS72oGDd8SHenqHpzEc1xuz4hX1gN5hepRCwpMh6Mcz9Ugj1mUMfFivcKvCOXayR8QJQgxBmLYJzHNEf-5H_P8fk8Mis/s400/Transfers+between+30+and+20+min+headways+lines.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: Trebuchet MS, sans-serif;">Figure 1: Impact on connections of changing one line from 30 to 20 minute headways</span> </span></td></tr>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">In practice, fluctuations in demand dictate that frequency may need to be greater in peak periods, or some lines must operate more often all day. So what is the best way to accommodate this without mucking up connections? The answer is to <i><b>halve the headways</b></i>. If 30 minute headways are not frequent enough, change them to 15 minutes. </span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">This approach has at least two important benefits. The first is i</span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">t doesn't alter the underlying simple, easy to remember pattern. To use our original example of the ferry stop with departures at 10 and 40 minutes past the hour, the departure times in the peak are now at 10, 25, 40 and 55 minutes past the hour. The extra services merely </span><b style="font-family: "Trebuchet MS", sans-serif; font-size: x-large;">supplement</b><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"> the off peak pattern.</span><br />
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">The second benefit is demonstrated in Figure 2 below. P</span><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">assengers transferring from the lower frequency Line A retain a good connection with Line B for all services. </span> <br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8ogiv7fVFD4nkpPtKnaqlT0KhEG7j-u0NTprgd4wCdnaiRQFqwq5SEf-dLltGalDafqYO2AK-T5cIgsUPaGHGl4etnGzGoVkh_CnRy9wFHBz-1L6uhxb08n5MNXqiYPazuGRjbIsxCoc/s1600/Transfers+between+30+and+15+min+lines.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="616" data-original-width="1600" height="153" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8ogiv7fVFD4nkpPtKnaqlT0KhEG7j-u0NTprgd4wCdnaiRQFqwq5SEf-dLltGalDafqYO2AK-T5cIgsUPaGHGl4etnGzGoVkh_CnRy9wFHBz-1L6uhxb08n5MNXqiYPazuGRjbIsxCoc/s400/Transfers+between+30+and+15+min+lines.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Trebuchet MS, sans-serif; font-size: small;">Figure 2: Connections between 30 and 15 minute headway lines</span></td></tr>
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">There is of course a problem with transfers in the other direction - from the higher frequency Line B to the low frequency Line A. This can be ameliorated by timetable apps which highlight the services on Line B which have good connections to Line A.</span></div>
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">So what this means is that all clockface headways are not equal, especially if a network design objective is to improve line integration and bus connections. With plans afoot to increase off peak frequencies on the Parramatta River, a 15 minute headway is a much better option than 20 minutes. And if we are concerned about efficient use of taxpayer funds, would it be better to leave the River at 30 minute headways off peak on week-days?</span></div>
Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com4tag:blogger.com,1999:blog-4457436650433872776.post-50144946692490548802019-02-24T16:23:00.000+11:002019-02-24T16:23:00.314+11:00A new ferry wharf at Pyrmont Bay<div class="separator" style="clear: both; text-align: center;">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjswdTFH1NC5BdqmgZFnHYE5i67nwbdQb3uf0EbeUqKqYaK3fXI5o-McFKhKGnUhuAM1fvG32r1DkjAzibNnN06ksTq4I8FDmYX8xWZCHG8K5j-gviCrrrvGka-EbUZCxvNHZVoplDjnws/s1600/Screenshot+%252812%2529.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="908" data-original-width="1173" height="308" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjswdTFH1NC5BdqmgZFnHYE5i67nwbdQb3uf0EbeUqKqYaK3fXI5o-McFKhKGnUhuAM1fvG32r1DkjAzibNnN06ksTq4I8FDmYX8xWZCHG8K5j-gviCrrrvGka-EbUZCxvNHZVoplDjnws/s400/Screenshot+%252812%2529.png" width="400" /></a></div>
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<span style="color: #444444; font-family: "Trebuchet MS", sans-serif; font-size: large;">The new Pyrmont Bay Wharf opened in September 2015, a little less than three and a half years ago. It may surprise some F4 ferry users that there are already plans to move it.</span><br />
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<span style="color: #444444; font-family: "Trebuchet MS", sans-serif; font-size: large;">The reason for the relocation is a proposal to build a Maritime Heritage Precinct marina in Pyrmont Bay. Three new jetties are planned to accommodate vessels from the Sydney Heritage Fleet, including the South Steyne, probably the most famous of all the Manly Ferries. More information can be found <a href="https://www.rms.nsw.gov.au/projects/sydney-inner/maritime-heritage-precinct/index.html">here</a>.</span><br />
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<span style="font-family: "Trebuchet MS", sans-serif;"><span style="font-size: large;"><span style="color: #444444;"><span style="-webkit-text-stroke-width: 0px; background-color: transparent; display: inline !important; float: none; font-style: normal; font-variant: normal; font-weight: 400; letter-spacing: normal; orphans: 2; text-align: left; text-decoration: none; text-indent: 0px; text-transform: none; white-space: normal; word-spacing: 0px;">Pyrmont Bay Wharf is now located adjacent to a pedestrian concourse immediately north of the National Maritime Museum. </span>To enable ferries on the F4 route to continue to stop at Pyrmont Bay, it is necessary to relocate the pontoon to the end of one of the new jetties. </span></span></span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjVVjz6oWzGQfdNMcs9qxkqW2dN9kfvvIl3JdQi2y9HnrV8SZbCR2y6rBHEr6KIpFXo6cgI9pDTsUOHN06VWBTws-9OTH0MHED__rqkRVtYJjQeqOCLMuAFtm-1QBAevolV7xEq34ND96w/s1600/Screenshot+%252811%2529.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1312" data-original-width="1383" height="378" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjVVjz6oWzGQfdNMcs9qxkqW2dN9kfvvIl3JdQi2y9HnrV8SZbCR2y6rBHEr6KIpFXo6cgI9pDTsUOHN06VWBTws-9OTH0MHED__rqkRVtYJjQeqOCLMuAFtm-1QBAevolV7xEq34ND96w/s400/Screenshot+%252811%2529.png" width="400" /></a></div>
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<span style="color: #444444; font-family: "Trebuchet MS", sans-serif; font-size: large;">From a ferry planning point of view, the change is an opportunity to fix shortcomings in the existing wharf. And there are a few:</span><br />
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<ol start="1" style="-webkit-text-stroke-width: 0px; background-color: transparent; font-style: normal; font-variant: normal; letter-spacing: normal; margin-top: 0px; orphans: 2; text-align: left; text-decoration: none; text-indent: 0px; text-transform: none; white-space: normal; word-spacing: 0px;" type="1">
<li style="font-style: normal; margin: 0px;"><span style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span style="color: #444444; font-family: "Trebuchet MS", sans-serif; font-size: large;">The pontoon allows for
berthing from one side only. Berthing ought to be possible from both sides to avoid berthing
conflicts with other vessels stopping at Pyrmont Bay, including a Manly Fast Ferry service and party/cruise boats. In addition, Harbour City Ferries has a practice of terminating
vessels at Pyrmont Bay to facilitate crew crib breaks. Inbound terminating vessels are often held off the wharf while
waiting for another to depart.</span></span></li>
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<li style="font-style: normal; margin: 0px;"><span style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span style="color: #444444; font-family: "Trebuchet MS", sans-serif; font-size: large;">The pontoon is too small
for current and future demand. Pyrmont Bay is
one of the busiest wharves in the ferry network, especially on Sunday
afternoons or during events. <span style="-webkit-text-stroke-width: 0px; background-color: transparent; display: inline; float: none; font-style: normal; font-variant: normal; letter-spacing: normal; orphans: 2; text-align: left; text-decoration: none; text-indent: 0px; text-transform: none; white-space: normal; word-spacing: 0px;">The current pontoon is not large enough to provide
safe and efficient egress of passengers when</span> large crowds disembark while another equally large
crowd waits to board. </span></span></li>
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<li style="font-style: normal; margin: 0px;"><span style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span style="color: #444444; font-family: "Trebuchet MS", sans-serif; font-size: large;">The positioning of
fenders, bollards and stanchions do not appear to be appropriately
customised to the ferries that berth at Pyrmont Bay. It should be possible
for Emerald Class and First Fleet Class vessels to use two double gangways
(forward and rear) when large crowds are loading and unloading. The
design of the pontoon should allow for passengers to disembark from the
forward gangway at the same time that embarking passengers load through
the rear gangway – and for there to be sufficient separation of the two
groups so that the egress of disembarking passengers is not impeded.</span></span></li>
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<span style="font-family: "Trebuchet MS", sans-serif;"><span style="color: #444444; font-size: large;">So I'm hoping RMS is open to having a design for the new pontoon that incorporates significant improvements over the existing wharf. RMS has invited written feedback on the proposed marina by Friday 1 March. </span></span><br />
Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com4tag:blogger.com,1999:blog-4457436650433872776.post-7201742325028025792018-12-06T15:02:00.000+11:002018-12-06T15:02:55.498+11:00Does a ferry service to Woolloomooloo stack up?<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhzA_8jsN8CmgjNZChSsCugb3RyxPNyJNiirN_35He_Ppf3Al9lnwNYX8fOLtESFnu5RoX84UJ-ppiIScqn9zC_9yNu2sMq8i4mCZN3TYAKRp-KKoA4v5dRMcLXlFq9-1C-7dPK17krqVM/s1600/woollomooloo+bay.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="533" data-original-width="800" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhzA_8jsN8CmgjNZChSsCugb3RyxPNyJNiirN_35He_Ppf3Al9lnwNYX8fOLtESFnu5RoX84UJ-ppiIScqn9zC_9yNu2sMq8i4mCZN3TYAKRp-KKoA4v5dRMcLXlFq9-1C-7dPK17krqVM/s400/woollomooloo+bay.jpg" width="400" /></a></div>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">A proposal by residents for a ferry stop in the inner east Sydney suburb of Woolloomooloo gets a run from time to time. It came up again last week, with the Wentworth Courier reporting on a public meeting in support of a new ferry service to Andrew (Boy) Charlton Pool, on the western side of Woolloomooloo Bay.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The idea also has the backing of the nearby Art Gallery of New South Wales.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Unfortunately, the case for a new ferry stop at Boy Charlton Pool - or anywhere in Woolloomooloo Bay - is less than convincing. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">A generally accepted rule of public transport planning is that most passengers will walk up to 800 metres to a train or ferry stop. Resistance increases with obstacles such as steps or a busy road. </span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">If a ferry wharf is located at Boy Charlton Pool, the only Woolloomooloo residents to benefit will be those living in the 100 or so apartments in Lincoln Crescent. For almost everyone else, the walk to the pool is more than 800 metres and may involve crossing the four lane Cowper Wharf Road. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Even visitors to the Art Gallery may be deterred as the walking distance from the pool to the extended Gallery is about 600 metres.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"></span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">There is also the issue of how to integrate Woolloomooloo into the current ferry network. Two options are available:</span><br />
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"><ol>
<li>add a stop to the existing Double Bay line</li>
<li>make Woolloomooloo a stand-alone line, like Taronga Zoo.</li>
</ol>
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Both options are problematic. The current Double Bay line follows a reasonably direct route. Making a diversion into Woolloomooloo Bay will add significantly to the travel time of existing Double Bay, Darling Point and Garden Island passengers.</div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEju1zX1kCmv2v6Zl_0f0ZTCOa2fVvv342SgaA6pfqJ6Dr7tMTVVCa5LvGqt7dKiEmt6UYPu4FxV1pakx5zQZD5O5QlJl9INz6rdsaZA-fs8YpCW4cemneR_aqBschUrWl1o5NCUpsXoq24/s1600/Woolloomooloo+map.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1035" data-original-width="1600" height="258" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEju1zX1kCmv2v6Zl_0f0ZTCOa2fVvv342SgaA6pfqJ6Dr7tMTVVCa5LvGqt7dKiEmt6UYPu4FxV1pakx5zQZD5O5QlJl9INz6rdsaZA-fs8YpCW4cemneR_aqBschUrWl1o5NCUpsXoq24/s400/Woolloomooloo+map.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Existing Double Bay line, superimposed with a diversion to Boy Charlton Pool (in yellow) </td></tr>
</tbody></table>
<div>
Option 2 is even less attractive. For the reasons already outlined, demand is likely to be tiny. Even if the wharf was located nearer to Cowper Wharf Road and the head of Woolloomooloo Bay, walking directly to Macquarie Street in the CBD would offer a competitive alternative in time than a ferry ride to Circular Quay. </div>
<div>
<br /></div>
<div>
More importantly, there are simply not the berthing facilities available at Circular Quay for an additional line. The Quay struggles to accommodate the existing nine lines.</div>
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It is very understandable that residents of Woolloomooloo would like to have a ferry wharf near their doorstep. But on a scale of places suitable for ferry connection, Woolloomooloo does not rate highly.</div>
</span>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com1tag:blogger.com,1999:blog-4457436650433872776.post-51747065636167574562018-11-30T17:21:00.000+11:002018-11-30T17:21:01.390+11:00Bus changes and ferry connections <table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgl7Akzo4D0kv6CnEfWUhzGYy6p1XR1twoT-X8AooQs8fHEVLsvjrzHNjataGWhP44JrGSUGmPN1MvONZwTTU3d0ziCRTq2oZBHSmMNUDWE_83yFff2fCr3yaflP11hReqJrOnVV8A-kdo/s1600/442+bus+at+Balmain+East.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1200" data-original-width="1600" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgl7Akzo4D0kv6CnEfWUhzGYy6p1XR1twoT-X8AooQs8fHEVLsvjrzHNjataGWhP44JrGSUGmPN1MvONZwTTU3d0ziCRTq2oZBHSmMNUDWE_83yFff2fCr3yaflP11hReqJrOnVV8A-kdo/s400/442+bus+at+Balmain+East.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">442 Bus about to depart Balmain East Wharf: connecting ferry from CQ still on the way</span></td></tr>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">It's an old, old problem that just won't go away - Sydney struggles to get bus/ferry connections right. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">It seems so simple from the point of view of the passenger. The passenger wants a reliable bus service to take him or her to the ferry wharf with just a short wait before the connecting ferry departs. And on return, after disembarking the ferry, a bus should be waiting at the wharf to complete the journey home. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Sydney's geography means the ferry to bus connection is usually more critical than bus to ferry. The bus journey to a ferry wharf is often down a steep incline. More often than not, passengers are willing to stroll down a hill to the wharf, but are reluctant to walk back up. That's why the transfer from ferry to bus is more important. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">It is also more complicated for a passenger to mentally juggle two schedules - "Which is the best bus to catch for me to make a convenient connection with the ferry? Should I assume the bus will be on time or do I allow for an extra five or 10 minutes in case the bus is late? What the hell, I'll just walk to the wharf".</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The decision is simpler when disembarking the ferry. The bus is either waiting at the wharf or it's not.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Providing passengers with what they want is not so easy.</span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"> </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Part of the problem is an issue of detail - exactly how long should be scheduled for a transfer wait? </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Take the example of the new timetable for buses terminating at Balmain East Wharf, which takes effect from Sunday 2 December. </span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The network has been simplified by operating a single line - the 442 bus - between the Queen Victoria Building and Balmain East. Daytime on week-days and Saturdays it will run at 10 minute intervals. This is in place of two lines (the 442 and 445 (Balmain East to Campsie)) which each operated at 20 minute intervals.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">As a guiding principle, simpler, higher frequency networks are better. Unfortunately, though, the new timetable does not allow enough time for transfers from the ferry to the bus. The ferry from Circular Quay is scheduled to arrive at :00 and :30 minutes past the hour, with the "connecting bus" scheduled to leave at :03 and 0:33 minutes past the hour. The walk from ferry to bus stop is 105 metres, including steps, and takes between 90 seconds and two minutes for less mobile passengers. This leaves almost no buffer for a ferry delay. As the F4 ferry from Circular Quay is usually at least three minutes late (for reasons explained in an earlier <a href="http://sydneyferry.blogspot.com/2017/11/more-on-sydney-ferry-timetable-changes.html">post</a>), connections will rarely be made.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">This is not such a problem when the 442 bus departs at 10 minute intervals, because it won't be long before the next bus arrives. But bus frequency drops to 30 minute intervals after 8 pm, which means passengers hoping for a transfer from this time are likely to have a very long wait.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">There are also some bigger strategic design issues in ferry - bus connections.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Hierarchies are important in network planning. "Hierarchy" is an ugly word, as it implies one part of the system is more important than another, but that is not what is meant. What it really means is that lines serve different functions - for example:</span><br />
<br />
<ul>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><i>inter-suburban</i> <i>lines</i> follow key transport corridors and connect major centres and </span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif;"><span style="font-size: large;"><i>local </i><span style="font-family: "trebuchet ms" , sans-serif; font-size: medium;"><i>lines</i> provide for shorter journeys including connections to the inter-suburban lines. </span></span></span></li>
</ul>
<div>
<span style="font-family: "trebuchet ms" , sans-serif;"></span><span style="font-size: large;"></span><br /></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEho4DklhC_YkCw_ukLimCrbFuY-n66Qj1NEMCvueG6a2FSEPFZ41l69jdKAakeOPC3Qlo0BPNTigANNPAggwpeJgckT1JX8BEh5JNiUhlspf8q7RqQM-5UTAkwpy6K4z28VU71SEmtU37s/s1600/442+bus+route.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1099" data-original-width="1306" height="336" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEho4DklhC_YkCw_ukLimCrbFuY-n66Qj1NEMCvueG6a2FSEPFZ41l69jdKAakeOPC3Qlo0BPNTigANNPAggwpeJgckT1JX8BEh5JNiUhlspf8q7RqQM-5UTAkwpy6K4z28VU71SEmtU37s/s400/442+bus+route.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">Two modes of public transport serving Balmain East: 442 bus (blue line) and F4 ferry (red line)</span></td></tr>
</tbody></table>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Buses connecting to a ferry wharf should be feeder lines to the ferry. But the 442 bus is also an inter-suburban line, because it carries passengers all the way from the Balmain East wharf into Sydney's CBD. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">It tries to be both a feeder line and an inter-suburban line at the same time. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">In the commuter peaks, the 442 trip from Balmain East to QVB is <b><i>scheduled</i></b> to be 28 minutes. The ferry ride from Balmain East to Barangaroo - not that far from QVB - is a 5 minute journey. So for Balmain East residents, the ferry is a more convenient option. Wouldn't it better for the section of the 442 route from Gladstone Park to Balmain East wharf to be simply a dependable feeder bus line to the ferry? Better for a bus to do this well (punctually) than try to compete with the ferry for passengers travelling to the CBD.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">There are many other similar cases across Sydney, including the 438 bus from Abbotsford wharf to Martin Place and the 505 bus from Woolwich wharf to Town Hall. The 438 takes up to 68 minutes in the peaks, but the ferry journey is only 26 minutes to Barangaroo or 28 minutes to Circular Quay. The ability of a bus line this long to be a reliable feeder to the ferry wharf is very doubtful.</span><br />
<br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">All of this highlights the importance of viewing Sydney's public transport as an integrated system, not independent operations, and for more attention to be given to improving connections between the component parts. The bus timetable changes to be implemented this week-end suggest Sydney is still not quite there yet.</span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span><br />
<br />Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com4tag:blogger.com,1999:blog-4457436650433872776.post-60448731004048253942018-07-29T15:14:00.000+10:002018-07-29T15:14:36.160+10:00Sydney Ferry Opal journeys up 2.5% in 2017-18 Financial Year<span style="font-family: "trebuchet ms", sans-serif; font-size: large;">Opal journeys for the Sydney Ferries franchise in the financial year ending June 2018 totalled 15.326 million, up 2.5% on the previous year.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="background-color: white; font-family: "trebuchet ms" , sans-serif;">While up to date Opal journey data is accessible on the <a href="https://www.transport.nsw.gov.au/data-and-research/passenger-travel/ferry-patronage"><span style="color: #3d85c6;">Transport for NSW website</span></a>, official ferry patronage numbers for 2017-18 are not yet available. The official patronage figures are higher because patronage includes an estimate of non-ticketed journeys, untapped school student travel and integrated ticketing special event travel</span><span style="background-color: white; color: #666666; font-family: "trebuchet ms" , sans-serif;">.</span></span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Line comparisons are difficult to make because of network changes introduced in November 2017:</span><br />
<ul>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Journeys to and from </span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Double Bay, Darling Point and Garden Island are now on a separate line from other Eastern Suburbs stops (Watsons Bay and Rose Bay).</span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Services to Watsons Bay and Rose Bay are part of the new Cross Harbour route, a "through line" which incorporates the former Darling Harbour route.</span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The Cockatoo Island line is now formally separated from the Parramatta River line.</span></li>
</ul>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">These changes mean year on year comparisons are not straight forward, but some trends are nevertheless clear if some of the line data is aggregated: </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhn11MJ0s9hyphenhyphenMYnhJi_7sKslwkYFSIEkTgs2Fs_wJLThFNJaPYb_OXDDauaurbddXg6fFySIJU3HCyoDATExM3ulEQ5Oa8p7NLiwm4oCxzlMyb1BAeSwFMnPsvA4eWSyVIM1P6qr0oaPVw/s1600/Patronage+Growth.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="687" data-original-width="1258" height="216" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhn11MJ0s9hyphenhyphenMYnhJi_7sKslwkYFSIEkTgs2Fs_wJLThFNJaPYb_OXDDauaurbddXg6fFySIJU3HCyoDATExM3ulEQ5Oa8p7NLiwm4oCxzlMyb1BAeSwFMnPsvA4eWSyVIM1P6qr0oaPVw/s400/Patronage+Growth.jpg" width="400" /></a></div>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Growth is strongest on the Taronga Zoo and Cross Harbour lines, with patronage increasing 12.9% and 11.8% respectively. An increase of 5.8% was achieved on the Parramatta River and Cockatoo Island lines combined.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The declines were reported for Mosman (down 7.7%), Manly (down 6.3%) and Neutral Bay (down 1.0%).</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">We can only speculate on what's driving the ups and downs, especially as more granular level data has not been published. Up to date counts of week-ends v. week-days, or changes in AM peak numbers, are not available, a situation I bemoaned in a <a href="http://sydneyferry.blogspot.com/2017/12/so-much-data-so-little-information.html"><span style="color: #3d85c6;">post</span></a> last year. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">My guess is that there are three key issues affecting demand:</span><br />
<br />
<ul>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Tourist ferry journeys are up, in line with the general upswing in Sydney tourism numbers. This is suggested by the growth on the Taronga Zoo and Cross Harbour lines, both of which are predominantly tourist routes.</span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Manly, although another tourist dominated route, is continuing to lose ground to the Manly Fast Ferry which has increased frequency in the peak and off peak in the last few years.</span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Mosman and Neutral Bay are almost exclusively non-tourist lines and they may still be suffering from the general sluggishness in commuter numbers which followed the discontinuation of periodical fares, which was mainly to the disadvantage of regular ferry riders.</span></li>
</ul>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">It is not possible to make authoritative comments about commuter passenger trends without more detailed Opalcard data being available. But this analysis is important as the usefulness of ferries as a mode of public transport depends on how well it serves residents who need it to travel to work or meet other regular mobility needs. </span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"> </span><br />
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Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com0tag:blogger.com,1999:blog-4457436650433872776.post-40303331779212779512018-06-12T09:52:00.000+10:002018-06-12T09:52:24.255+10:00Making the ferry network more useful and efficient <table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_UciYnzHM_gDIfqNR85c8CXIANjzFWsbQmpoHV7PqezAVPY7dudFwzaLeS7zSQV4PNMS0MqK3Gg9SVB3aetDx-UVKCuYNUSfJRLPIMIowGluj4QTmxHzvcMs1NuXGna-LKF5Pk7E3jpg/s1600/time+distance+graph.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="911" data-original-width="1600" height="227" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_UciYnzHM_gDIfqNR85c8CXIANjzFWsbQmpoHV7PqezAVPY7dudFwzaLeS7zSQV4PNMS0MqK3Gg9SVB3aetDx-UVKCuYNUSfJRLPIMIowGluj4QTmxHzvcMs1NuXGna-LKF5Pk7E3jpg/s400/time+distance+graph.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Trebuchet MS, sans-serif;">Time and distance graph for a possible new timetable for Watsons Bay ferry</span></td></tr>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">I gave a presentation at the Australian Ferry Society this month on ways to make the Sydney ferry network </span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">better connected, load passengers faster and reduce berthing congestion. </span><span style="font-family: Trebuchet MS, sans-serif; font-size: large;"> Here's a link to a youtube <a href="https://www.youtube.com/watch?v=pwA8LZuJ4nI">video</a> which is based on the presentation.</span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Now is a critical time for the Sydney ferry network, with decisions imminent on the design of the Circular Quay terminal. Those decisions will have a lasting impact on the usefulness and efficiency of ferries as a mode of public transport in Sydney. The presentation canvasses some of the key issues. </span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"> </span>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com0tag:blogger.com,1999:blog-4457436650433872776.post-5301211872428504102018-06-04T09:08:00.000+10:002018-06-04T09:13:21.480+10:00One size fits all is not the best solution for Circular Quay<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgSYwjmKrVQzKD0t_ZN_svPwWnahoufLyq26KEM0D9CjtbqaRP76gvGD9S-jGDaPhfDJpbpu-qViit5FjKl0lT7japzAZBQV1sUyv8ZQ6vSdXhZBCKa5ewTIfr7mAxSzKbZ9NfZEYm8Aj0/s1600/Ferries+at+Circular+Quay.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="366" data-original-width="550" height="265" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgSYwjmKrVQzKD0t_ZN_svPwWnahoufLyq26KEM0D9CjtbqaRP76gvGD9S-jGDaPhfDJpbpu-qViit5FjKl0lT7japzAZBQV1sUyv8ZQ6vSdXhZBCKa5ewTIfr7mAxSzKbZ9NfZEYm8Aj0/s400/Ferries+at+Circular+Quay.JPG" width="400" /></a></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">There may be other transport projects in Sydney with a
higher profile, but none is more important to the future of ferries than the
NSW Government’s plan to rebuild Circular Quay.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Squeezed tightly into the head of a narrow 275 metre wide
cove, Circular Quay is the main terminal for eight lines of the Sydney Ferry
network. It’s also used by an assortment of non-subsidised ferries, water taxis, cruise boats
and massive cruise ships. The importance of getting the new design right hardly needs
emphasising.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">There are two ways to tackle a project like this. The first is
a “one size fits all” engineering solution, where the architect is not clear
exactly how the finished product will be used, so designs something to work
for a range of possibilities. The outcome is useable, but only after a fashion.
<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Jetty 3 at Circular Quay was purpose built for the Manly Ferry,
but the other jetties exemplify one size fits all thinking. Boats with a range of specifications can use jetties 2, 4, 5 and 6, but safe and efficient passenger
exchange is sacrificed for the sake of versatility. The wide variation in
freeboard (height of a vessel’s deck above water level), vessel length and gangway
gate configuration make passenger loading slow and cause delays on crowded week-ends
or in peak school holiday periods.<o:p></o:p></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibtiVOl6af4daW695XR-b0XF2yX1AUVUq0mPQHqzvcqFE_NXVADSJM1P-bw-Vm7H2IKcU72WRzCjtp5h-tqiP8JC-Q7fkDCMy95vC1a6uXOYBPAufjLxkucM3APoyf3xjeurMc-cb8B1M/s1600/Circular+Quay+crowds.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1264" data-original-width="1246" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibtiVOl6af4daW695XR-b0XF2yX1AUVUq0mPQHqzvcqFE_NXVADSJM1P-bw-Vm7H2IKcU72WRzCjtp5h-tqiP8JC-Q7fkDCMy95vC1a6uXOYBPAufjLxkucM3APoyf3xjeurMc-cb8B1M/s400/Circular+Quay+crowds.jpg" width="393" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">The egress of passengers disembarking via the stern gangway of an Emerald Class ferry at Wharf 2 is impeded by disembarking passengers from the midships gangway</span></td></tr>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Try taking the ferry to Watsons Bay on a sunny Sunday
afternoon if you want to see for yourself.</span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The alternative approach is customisation - setting
standards for the vessels that use Circular Quay and building jetties compatible
with those standards. Imagine how much more efficient ferry operations would be
if the freeboard of inner harbour ferries was aligned to the pontoons where
they berthed at the Quay. Using short but wide retractable gangways would allow
ferries to unload quickly and free up space on pontoons. Applying standards to vessel length could also make
it possible for two ferries to unload simultaneously from the same side of a
wharf, saving further precious time.</span></div>
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<span style="text-indent: -18pt;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">It’s more efficient to
have fast turnarounds at terminals than boats travelling at high speed over open
water. Very fast ferries have high fuel consumption and the wash from fast
ferries can be damaging to shorelines and marinas. So it’s better to save time
in the vessel/wharf interface.</span></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Allowing any boat, of any
length, with any freeboard, or any variation of gangway gate configuration to
use a redesigned Circular Quay is not a good option, or certainly not at berths allocated to the
Sydney Ferries fleet. The design of wharves and vessels should be geared for fast turnarounds, befitting a
modern mass transit system. This means wharf infrastructure projects must be
integrated with fleet replacement planning.</span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Eschewing one size fits all thinking requires courage and
vision. Courage and vision are good investments if they result in a well
designed ferry terminal, more efficient ferry operations and a better passenger
experience.</span></div>
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<br />Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com2tag:blogger.com,1999:blog-4457436650433872776.post-33139850647270575182018-04-25T14:46:00.000+10:002018-04-25T14:46:13.009+10:00New Wharf at Birchgrove<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVYMZGPoiuNl6nPXSrGkbmJ0SJPpCZata46tADK2DCHRBJ0tHRvRlpo_Th7tGV89Z181jBhd-Aq4IIoTHJj348wPy-mzR5v07WHc7eLvCHRu0nxR9KX0_aUMbtLPDewFOm2h0GbTk9CeU/s1600/IMG_0061.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1067" data-original-width="1600" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVYMZGPoiuNl6nPXSrGkbmJ0SJPpCZata46tADK2DCHRBJ0tHRvRlpo_Th7tGV89Z181jBhd-Aq4IIoTHJj348wPy-mzR5v07WHc7eLvCHRu0nxR9KX0_aUMbtLPDewFOm2h0GbTk9CeU/s400/IMG_0061.JPG" width="400" /></a></div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">The latest ferry terminal constructed under the NSW Roads and Maritime Service (RMS) Wharf Upgrade Program is at Birchgrove on the Cockatoo Island line.</span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">I had my doubts about the project's priority, given the low ridership from Birchgrove and higher priorities elsewhere, like Watsons Bay. This is compounded by the lack of landside disability access, which is the responsibility of Inner West Council. On the face of it, the old practice of simply replacing timber piles from time to time for the old stepped wharf would probably have been a better use of taxpayer funds.</span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">But it is built now and was re-opened for use yesterday.</span><br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">To its credit, RMS is learning from previous upgrades and making innovations to overcome shortcomings evident in earlier projects. An earlier <a href="http://sydneyferry.blogspot.com.au/2017/12/new-wharf-at-milsons-point.html">post</a> on this blog describes the improvements at Milsons Point. </span><br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">The striking innovation at Birchgrove is the fender design. A fender acts as a cushion between the ferry and the pontoon to avoid damage to either the wharf or vessel when a ferry berths. The image below shows vertical fenders at Balmain East wharf, which was rebuilt by RMS in 2015.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPcZvbpDzl3JXamDtkQUUt3VkjF6aiZIa7kZITYJ0NCBdL9CvYLbfqSHqOxSUAwr4m5UE0zp8uTA3cLh40VfCw9zYap3CXQW9FO11vGAeCJVZBgSF9k4XNTc8o3JfARnsUJO6uQAmDzPc/s1600/IMG_1695%255B5111%255D.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1439" data-original-width="1510" height="380" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPcZvbpDzl3JXamDtkQUUt3VkjF6aiZIa7kZITYJ0NCBdL9CvYLbfqSHqOxSUAwr4m5UE0zp8uTA3cLh40VfCw9zYap3CXQW9FO11vGAeCJVZBgSF9k4XNTc8o3JfARnsUJO6uQAmDzPc/s400/IMG_1695%255B5111%255D.JPG" width="400" /></a></div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">The problem with this design is the fenders can be an obstacle in themselves making it</span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"> tricky for a catamaran ferry to avoid clipping them. The wide gap between the vessel and pontoon also pose a risk for children falling into the water. It does happen!</span><br />
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"><br /></span>
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">RMS has tackled the problem at Birchgrove by modifying the shape of the vertical fenders and adding "whalers" to the fender system. Whalers are horizontal timber beams which are connected at each end to vertical fenders. The shape of the vertical fenders are also modified to provide a rounded, smooth surface. </span><br />
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">The end result is that the berthing face is more or less a straight line and there is very little gap between the boat and pontoon if there is good alignment between the pontoon deck and the vessel freeboard. This is clear from the image below showing a First Fleet class ferry berthing yesterday at Birchgrove.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTYeI0Gz84lST1hnVYwnuAqLgGAS49i-oCYYHtCIDQy4SbJdqAI57eLxZqYAjwEwMSLP09oWyU990ZnbfhrzblBxGvV6itXmpUaoMWk4R15DP7l0msvUhdy2t9EfOx0D0n62-SKiUhlFM/s1600/IMG_0065+-+Copy.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1383" data-original-width="1600" height="345" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTYeI0Gz84lST1hnVYwnuAqLgGAS49i-oCYYHtCIDQy4SbJdqAI57eLxZqYAjwEwMSLP09oWyU990ZnbfhrzblBxGvV6itXmpUaoMWk4R15DP7l0msvUhdy2t9EfOx0D0n62-SKiUhlFM/s400/IMG_0065+-+Copy.JPG" width="400" /></a></div>
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"><br /></span>
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">While crowding is not an issue at Birchgrove, the pontoon layout looks better designed than other similar sized pontoons for passenger egress. Seating is further away from the gangway area, so disembarking passengers can exit without interference.</span><br />
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">Early days, but I give Birchgrove wharf a thumbs up! </span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"> </span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com4tag:blogger.com,1999:blog-4457436650433872776.post-86504687925088680672018-03-26T17:18:00.001+11:002018-03-27T09:48:56.953+11:00Mixed feelings about the new ferry service to Sydney Fish Markets<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjauxjatxHE71iDPQNI26NTzRXxMtxqHfdZG5BVnU8Y6rtTq8Gnl2v9XtC3XHksap8gygu235Uaz_xhf5-S5Gm-gpjc1LJEqEMa4-0HiXk6KpOWNCNmQDRX7CQ2-H-MzfhyjctxbOuCQPw/s1600/Cap+Cook+berthed+at+Fish+Markets.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="480" data-original-width="640" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjauxjatxHE71iDPQNI26NTzRXxMtxqHfdZG5BVnU8Y6rtTq8Gnl2v9XtC3XHksap8gygu235Uaz_xhf5-S5Gm-gpjc1LJEqEMa4-0HiXk6KpOWNCNmQDRX7CQ2-H-MzfhyjctxbOuCQPw/s320/Cap+Cook+berthed+at+Fish+Markets.JPG" width="320" /></a></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">A new Barangaroo - Fish Market service, operated by Captain Cook Cruises, started last Saturday. The plan is to run on week-ends and Public Holidays, but not week-days.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The Sydney Fish Markets say they've had feedback for years that customers want to travel there by ferry. That maybe so, but where are they coming from? The Fish Markets can already be reached by the Inner West Light Rail, which connects well with the train network at Central Station. Not too many residents will find a ferry line to the Fish Markets which starts at Barangaroo to be a better option than the Light Rail. </span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">And it would be quicker for tourists starting from the western or southern end of Darling Harbour to walk.</span><br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhevdFWy85N8lHoxRbzBA5bF0AFqJXXadFsaUnMs6HdZEJ-PhnbCVNip5tkVnzzZvYxl8AaYfgdRjfdBYm1IH1yzotWDdsLijsxz8gyMiz-dUKCtAX-pawWrm9WL8Ql3fKmNO05LYnRkMA/s1600/Cap+Cook+fish+market+route.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="921" data-original-width="962" height="306" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhevdFWy85N8lHoxRbzBA5bF0AFqJXXadFsaUnMs6HdZEJ-PhnbCVNip5tkVnzzZvYxl8AaYfgdRjfdBYm1IH1yzotWDdsLijsxz8gyMiz-dUKCtAX-pawWrm9WL8Ql3fKmNO05LYnRkMA/s320/Cap+Cook+fish+market+route.png" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">Route followed by Fish Markets Ferry from King Street Wharf Darling Harbour</span> </td></tr>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">I gave the Fish Market ferry a trial on Saturday afternoon. It was just as well I was early for the 2.05 pm departure, because my ferry was combined with the White Bay cruise ship service and left ten minutes early at 1.55 pm. </span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">With RMS imposed speed limits of 8 knots for most of the journey and just 4 knots "under" the Glebe Island Bridge and in Blackwattle Bay, the journey took </span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">20 minutes. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">I'm guessing it could be 15 minutes without the diversion to White Bay. </span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">But even 15 minutes is longish, compared to the 23 minute walk to the Fish Markets from King Street Wharf via Pyrmont Bridge Road. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Cost is an issue too. The fare is $9 one way. Opal Pay is available, but like other non regulated ferries, users of Opal Pay do not get the usual Opal card benefits like a daily cap or transfer discount. </span><br />
<br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">And then there is the timetable. It is by no means clockface and does not co-ordinate with the Sydney Ferries F4 service to Circular Quay.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh-XVVqL_pIS0puzxYabzaMvoi9ExBoi3ZLToPdUbbHApwzswN27z6hYfJmJr1s3Ajazavso2dcKbKANgmHh8Y3fTOpETIQ-aamTyiv2wC8Nhn3WKcwLNr3KlBRHrf0F2fc9YNxH0uedew/s1600/2018-03-26.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="218" data-original-width="558" height="249" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh-XVVqL_pIS0puzxYabzaMvoi9ExBoi3ZLToPdUbbHApwzswN27z6hYfJmJr1s3Ajazavso2dcKbKANgmHh8Y3fTOpETIQ-aamTyiv2wC8Nhn3WKcwLNr3KlBRHrf0F2fc9YNxH0uedew/s640/2018-03-26.png" width="640" /></a></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">On the bright side, the journey provides a different perspective on this side of Sydney and there will be those who enjoy the experience. But apparently not that many because, according to the ticket seller, I was the third passenger for the day when Sydney's weather was at its gleaming, sparkling best.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjfTUjeyHjs2_V_yY15G1Azo9AH6W3Yw1rpuQQsmsLWsR4szTIWFNwA8Q7_2fATpvZhO5PKBY_Drz_xp67VGqSeisF5RM18W_qgklmRCw08rd42kNcrn72_BOrGqbVe-4CWnaY-enx9hAo/s1600/Cap+Cook+Anzac+Bridge.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="480" data-original-width="640" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjfTUjeyHjs2_V_yY15G1Azo9AH6W3Yw1rpuQQsmsLWsR4szTIWFNwA8Q7_2fATpvZhO5PKBY_Drz_xp67VGqSeisF5RM18W_qgklmRCw08rd42kNcrn72_BOrGqbVe-4CWnaY-enx9hAo/s400/Cap+Cook+Anzac+Bridge.JPG" width="400" /></a></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">I have commented in a <a href="http://sydneyferry.blogspot.com.au/2018/03/the-case-for-simplifying-sydneys-ferry.html">previous post</a> about the need to better integrate non regulated ferry services into Sydney's public transport network. Timed transfers and seamless integration of fares is part of this task. It hasn't happened yet and without it the Fish Market line looks unlikely to be a winner.</span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"> </span>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com0tag:blogger.com,1999:blog-4457436650433872776.post-31236258214592235802018-03-02T12:54:00.001+11:002018-03-03T11:27:42.937+11:00The case for simplifying Sydney's ferry network<div class="MsoNormal">
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Sydney’s waterborne transport network is growing. Commuters
on the Manly Fast Ferry now enjoy a service every 10 minutes in the peaks and
20 minutes off peak. Captain Cook Cruises have extended their commuter
offerings to Watsons Bay and now run regular timetabled services to the
International Convention Centre and White Bay plus direct trips between Darling
Harbour and Manly.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Services under the subsidised Sydney Ferries’ contract have
also expanded with higher frequencies for Parramatta River runs and a more
regular Eastern Suburbs timetable. </span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Passenger comfort and convenience have
lifted with six new Emerald Class ferries joining the fleet and a new terminal
at Barangaroo. Redevelopment of Circular Quay is imminent.</span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">But what may not be widely appreciated is how complex the Sydney
ferry system has become. The complexity is partly due to Sydney’s diverse maritime
environment. This makes differences in vessel design requirements unavoidable. The
form of a ferry passing by Sydney Heads to Manly is not suited for operations
in the calm, shallow waters of the Parramatta River or the narrow coves of the
inner harbour. The problem is compounded by past ad hoc decisions on wharf
infrastructure, network design and fleet replacement. There has also been a
somewhat laissez faire approach to approving non regulated services.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Complexity has serious consequences. It has led to a poor
fit between the design of vessels and wharves so passenger exchange is slow and
needlessly adds time to journeys. Complexity makes operations more expensive with
the cost ultimately borne by taxpayers who pay for operator subsidies. And
Sydney Cove has become dangerously congested and is sorely in need of de-cluttering.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Above all, it is confusing and inconvenient for passengers.
Your Opal card works on some trips but not others and there is no guarantee of
a convenient bus connection or ferry to ferry transfer. It can be plain hard to
get to where you need to go at a time that suits you.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Back in the 1970’s, engineers tackled the problem of
complexity in another field of technology. Computers were becoming so complex
that it was no longer practical for a person or single team to quickly build a
complete system. To overcome this, the overall architecture of computers
started to be designed to accommodate modularity. Different parts of a computer
could be built by independent teams or firms so long as they followed explicit
rules for integration. We are reminded daily of this advance through the magic
of smartphone apps.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Modularity in the computing industry saved money and enabled
the technology to evolve quickly.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The same principles can also be applied to public transport technology.
Sydney’s ferry system could be so much more efficient and more useful for
passengers if its architecture was also modular.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">How? In a modular ferry system, services with similar
requirements for speed, freeboard (vessel deck height above water level),
passenger capacity and other vessel design parameters are grouped into separate
“chunks”. For the main current local operator, Harbour City Ferries, the most
logical arrangement is to split its network into four modules – outer harbour
(Manly); Watsons Bay/ Rose Bay; inner harbour and Parramatta River - and for this
structure to be reflected in the design of the redeveloped Circular Quay.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Modularisation simplifies. The team managing and seeking to
improve one module can do so without disruption to or by other modules. Instead
of wharves being a “one size fits all” compromise, they can be customised to match
exactly the requirements of a particular vessel class. Wharf 3 at Circular Quay
is already designed especially for the Freshwater Class Manly Ferry and works
very effectively in loading and unloading large numbers of passengers. But
other wharves at the Quay need to be customised too. For example, Wharf 2 could
be adapted for high speed catamarans with a high freeboard. If each pontoon at
the Quay was tuned to a particular vessel class, passenger exchange could be
sped up significantly.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Non-subsidised operators can continue under this model, but they
too should comply with rules for integration. These include timetables which
make it easy for passengers to transfer from one service to another and full
ticket integration. The fare structure must not penalise a passenger for
transferring between ferries, or from a ferry to a bus or train, in order to
complete a single journey. </span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">To fix the congestion problem in Sydney Cove, it may
also be necessary to reconfigure some routes to reduce the number of ferry
lines terminating at Circular Quay.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">One of the strengths of modular networks is their
adaptability. Future demand is hard to predict, but a modular network can be
easily extended to meet demand fluctuations over time. For ferries that may mean
adding a module or increasing service frequency in an existing module. Sydney’s
developing Bays Precinct, including the Fish Markets, Glebe Point and White
Bay, is a logical candidate for a new module. Seamless integration with the
rest of the ferry network could be accomplished with timed transfers at
Barangaroo to ferries headed for Parramatta and Circular Quay. Low emission,
full electric ferry systems are now operating in Europe and could be ideal for
use in the Bays Precinct. Independent but integrated, the Bays Precinct services
could be run by either an existing or new operator.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">There is a place for multiple ferry operators on Sydney
Harbour, but the time has come for proper integration under a unified, modular
network plan. This should be the number one policy priority for Sydney ferries.
It is then possible to turn attention to the infrastructure required to support
the network, including design of a redeveloped Circular Quay.<o:p></o:p></span></div>
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<o:p></o:p></div>
<i><span style="font-family: "trebuchet ms" , sans-serif;">Note: this is a longer, more technical version of a short
opinion piece published in the Sydney Morning Herald on Friday 2 March 2018.
For those who would like to read more about modularity in design, I strongly
recommend a book by Baldwin and Clark, “<a href="https://mitpress.mit.edu/books/design-rules">Design Rules: the power of modularity</a>”.</span></i>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com0tag:blogger.com,1999:blog-4457436650433872776.post-25386167174060021702018-01-24T11:28:00.000+11:002018-01-25T09:00:02.255+11:00A new ferry terminal at Rhodes East?<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRMfdl3RbME5dXvg47wB4vc4ILDnhQu_YvnbdVHFV4ro199HxlKUbY9bLw4jrX-TzZHf4Ketxwdl9mIdfiO3mqtLgjAW7pTXGRCjS7aIhFnAWV7cXGVvZD4iBERj5HB6an8EXVFG1en_g/s1600/2018-01-23+%25282%2529.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="658" data-original-width="792" height="331" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRMfdl3RbME5dXvg47wB4vc4ILDnhQu_YvnbdVHFV4ro199HxlKUbY9bLw4jrX-TzZHf4Ketxwdl9mIdfiO3mqtLgjAW7pTXGRCjS7aIhFnAWV7cXGVvZD4iBERj5HB6an8EXVFG1en_g/s400/2018-01-23+%25282%2529.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">Artists impression of the redevelopment at Rhodes East</span></td></tr>
</tbody></table>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Plans for a redevelopment of Rhodes East, including a new ferry wharf, have been released by the NSW Department of Planning and Environment. It's a 36 hectare, triangular shaped area between the Epping train line on the western edge and Concord Road to the east. The Parramatta River forms its northern boundary.</span><br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhnWOAoxQNPr4X8-mhUuUm_Y33w0mp9WUcpkfnROSNVaI_ujAENgFUqTydslE5PGITVXjtXPvGAj60gXRoin4M-60nWQyTtxDPs8qZysSZf0A6gebpLT9NegL_YCVczlpMvd6-mqXGBJs0/s1600/Map+of+Rhodes.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="662" data-original-width="802" height="330" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhnWOAoxQNPr4X8-mhUuUm_Y33w0mp9WUcpkfnROSNVaI_ujAENgFUqTydslE5PGITVXjtXPvGAj60gXRoin4M-60nWQyTtxDPs8qZysSZf0A6gebpLT9NegL_YCVczlpMvd6-mqXGBJs0/s400/Map+of+Rhodes.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">Rhodes East redevelopment plan map (source NSW Department of Environment and Planning)</span></td></tr>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The plan is for high density living, with 3,600 dwellings and a population of 8,225 residents. That's 22,900 people per square km, which is more than Pyrmont, currently Australia's densest suburb. It obviously needs public transport, but Rhodes station on the Epping train line is bit of a hike from the northern end of the development - about 900 metres - and there appear to be no plans to add another station further up the line. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Some of the transport needs are proposed to be met by adding a wharf to the Parramatta River ferry route at Rhodes East.</span><br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRQBiU4Xdb_z64jM7W1YeyZyygGQPpcAJjTgdt3ZWEV4qd09KQR3sQf8S16hnRVm3fUoB_TO3_4kazoXGogWfivVStUih7vnEpx6IlEmi9GWpXBrWxi36NRlt-xIvi4RX1XyuHIzenAgg/s1600/Rhodes+ferry+route.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1051" data-original-width="1512" height="277" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRQBiU4Xdb_z64jM7W1YeyZyygGQPpcAJjTgdt3ZWEV4qd09KQR3sQf8S16hnRVm3fUoB_TO3_4kazoXGogWfivVStUih7vnEpx6IlEmi9GWpXBrWxi36NRlt-xIvi4RX1XyuHIzenAgg/s400/Rhodes+ferry+route.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">Likely lines of approach of vessels to Rhodes East Wharf</span></td></tr>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The new stop replaces an earlier proposal to locate the wharf just west of the railway bridge at Mill Park. I am not a fan of the Mill Park site, as a </span><a href="http://sydneyferry.blogspot.com.au/2015/05/is-new-ferry-terminal-at-rhodes-really.html" style="font-family: "trebuchet ms", sans-serif; font-size: x-large;">previous post</a><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"> explains. The line of approach for vessels travelling between Meadowbank and Mill Park is awkward; it is at the"quiet" end of Rhodes and the long ramp required to reach the navigation channel would create a significant barrier for rowers.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Rhodes East is a much better option. The line of approach for ferries to Meadowbank is more favourable and the population density planned for the area adjacent to the wharf will be significant, including retail development. There may still be an issue for rowers as the river depth is shallow close to the shore, but perhaps the ramp will not need to be quite as long as the Mill Park proposal. As it is a good distance from bridges, visibility will be better. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Taking into account the rapid expansion of Rhodes and the nearby Sydney Olympic Park/ Wentworth Point precincts, and the NSW Government's plans for light rail projects, it is timely to reconsider the overall design of the Parramatta River ferry route.</span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The corridor from Wentworth Point (1) to Parramatta has never been a happy one for ferries. The river narrows west of Rydalmere and options for ferries to pass each other are limited. This makes a high frequency service impossible. On top of this, a bus replacement service is required at very low tides. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The journey time by RiverCat from Wentworth Point to Parramatta is 30 minutes which is hardly acceptable for a distance of only 6.5 km as the crow flies. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Last October, the NSW Government announced its preferred route for the Parramatta Light Rail Stage 2. It starts at Sydney Olympic Park, heads north to Wentworth Point, crosses the River and connects the growing suburbs of Ermington and Melrose Park before linking in with the Parramatta Light Rail Stage 1 line.</span><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiurubiSSCN4WHdJ0chOBFoegAriVMgcfRMPnjFg3XDWZUd8i_w4-Nqu7JcQ2MYNeyUa1LXbCwxrwUrZaDYcxWLd2T65zcKeymPBSe1I4P628w7vbCV5pg7Ii_ygZRN6ybhp-vPM89jmk/s1600/2018-01-24.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="501" data-original-width="987" height="323" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiurubiSSCN4WHdJ0chOBFoegAriVMgcfRMPnjFg3XDWZUd8i_w4-Nqu7JcQ2MYNeyUa1LXbCwxrwUrZaDYcxWLd2T65zcKeymPBSe1I4P628w7vbCV5pg7Ii_ygZRN6ybhp-vPM89jmk/s640/2018-01-24.png" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">Proposed route of Stage 1 and Stage 2 Parramatta Light Rail (source: Transport for NSW)</span></td></tr>
</tbody></table>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">As the proposed Light Rail stop at Wentworth Point is less than 200 metres from the ferry wharf, it makes eminent sense to terminate the Parramatta River ferry line at Wentworth Point. Passengers could conveniently transfer between the light rail and ferry services.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">This would make a big saving in ferry operating costs, without diminishing mobility. The round trip from Wentworth Point to Parramatta is one hour by ferry. Eliminating this cycle would make a significant saving in resources, more efficiently utilised on improving the more economically sustainable service between Wentworth Point and Sydney CBD. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">So yes, a new wharf at Rhodes East is a good idea, but let's re-consider the design of the River ferry network in the context of other public transport plans for the area. There is little value, and significant cost, in having two modes operate the same corridor between Wentworth Point and Parramatta. In this case, a high frequency light rail service is a far better option than the RiverCat.</span><br />
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<span style="font-family: "trebuchet ms" , sans-serif;">(1) The wharf at Wentworth Point is officially called "Sydney Olympic Park", a geographic misnomer which probably stems from excessive enthusiasm surrounding Sydney 2000.</span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"> </span>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com2tag:blogger.com,1999:blog-4457436650433872776.post-55008558572411870102017-12-15T16:50:00.001+11:002017-12-15T16:50:04.759+11:00Manly Fast Ferry and the Opal card<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhdQNrpOY8USnJR-lk4Rnxk8bWSvWZ1VyBVxq1-Cw02Y4-GTbLCI6jdKaEe2Z3czy2c6ZlDhkTukU4FZL56Db2sL_iQDTeUmDHM0OLT8hEH-L5N2vDd6hXzFSKg2vkefJeFuiCBBhWD9BM/s1600/Manly+Fast+Ferry+disembarkation.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1260" data-original-width="1600" height="251" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhdQNrpOY8USnJR-lk4Rnxk8bWSvWZ1VyBVxq1-Cw02Y4-GTbLCI6jdKaEe2Z3czy2c6ZlDhkTukU4FZL56Db2sL_iQDTeUmDHM0OLT8hEH-L5N2vDd6hXzFSKg2vkefJeFuiCBBhWD9BM/s320/Manly+Fast+Ferry+disembarkation.jpg" width="320" /></a></div>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">There is much that's admirable about Manly Fast Ferries:</span><br />
<ul>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">as far as I know, the company attracts no Government subsidy;</span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">peak services run at 10 minute intervals and every 20 minutes off peak. This is a more frequent ferry service than any other route on Sydney Harbour;</span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">journey time is 18 minutes, compared to 30 minutes on the "slow ferry" - the iconic double ended Manly ferry operated by Harbour City Ferries under the Sydney Ferries public transport contract;</span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">fares are generally cheaper than the Opal card fare on the slow ferry - $6.99 for peak services compared to the slow ferry Opal fare of $7.35; and</span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">daily patronage is 11,000 (all eight routes operated by Harbour City Ferries carry an average of 43,000 passengers daily).</span></li>
</ul>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">What was missing was fare integration. It's inconvenient for passengers to use different ticketing systems for different operators or different modes. And passengers should not be penalised for having to transfer to a bus or train to complete their journey.</span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">So when it was announced that the Opal card would be recognised on the Manly Fast Ferry from Sunday 17 December, many passengers were probably quite excited. Unfortunately, the reality is not what they might be expecting:</span></div>
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<ul>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">the adult fare is $8.70, $1.71 more than it is for holders of the existing Manly Fast Ferry Smartcard travelling on a peak service;</span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">travel on the Manly Fast Ferry is not recognised for the daily travel cap of $15.40 or the weekly or Sunday caps;</span></li>
<li><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">none of the other Opal "perks" apply - transfer discount of $2 and Opal concession fares.</span></li>
</ul>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">If a passenger doesn't have a Manly Fast Ferry smartcard and they are running late, yes they may use their Opal card. But otherwise, who would?</span></div>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">It is quite understandable that Manly Fast Ferries would seek to protect its revenue base. It would not, for example, wish to forego revenue lost through the daily or weekly caps, or transfer discounts. </span></div>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">But given the quality of public transport provided by Manly Fast Ferries, at no cost to the taxpayer, one would have thought that a small compensatory payment could be made by Transport for NSW to MFF. This would cover any revenue loss caused by offering Fast Ferry passengers the usual benefits enjoyed by Opalcard users. The benefits need not extend to the $2.60 Sunday cap or $2.50 Gold Opal daily cap, which are excessive perks that Sydneysiders need to be weaned off at some point.</span></div>
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Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com3tag:blogger.com,1999:blog-4457436650433872776.post-22039037674116214962017-12-10T11:57:00.001+11:002017-12-12T09:08:03.767+11:00So much data, so little information<div class="MsoNormal">
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">There is some information about public transport networks which
most us would expect to be freely available. Patronage<a href="file:///C:/Users/Rob%20Sandell/Documents/Blogs%20and%20Newspaper%20Articles/TPA%20and%20Patronage%20counts.docx#_ftn1" name="_ftnref1" title=""><span class="MsoFootnoteReference"><!--[if !supportFootnotes]--><span class="MsoFootnoteReference"><span style="line-height: 107%;">[1]</span></span><!--[endif]--></span></a>,
which is the number of passenger journeys on a network over a period of time,
usually monthly and annually, is an example of this type of information.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">It’s not just the absolute number that’s important, but also
the trend over time. What is the growth in patronage over 10 years? Or is it
declining? How does growth on one mode compare with others? Does the growth
vary between lines? Is the growth in peak periods or off peak?<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">You might assume that patronage in New South Wales is nothing more than a count
of Opal card tap ons or ticket sales, but this was never the case and it’s not
now. As well as Opal tap ons, patronage includes an estimate of non-ticketed
journeys, untapped school student travel and integrated ticketing special event
travel. </span><o:p></o:p></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Sydney Ferries’ patronage figures used to be made available
by a part of Transport for NSW known as the Bureau of Transport Statistics or
BTS. BTS published a lot of information on its website about Sydney Ferries,
including monthly patronage by service area (Manly, Inner Harbour and
Parramatta River) going back six or seven years. It also released data from a seven day census taken twice a year of passenger boardings and disembarkations by wharf, service
and time of day. It even provided the name of the vessel and its capacity, so
if you knew what you were doing, you could estimate capacity utilisation by
service.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Summaries of the ferry census were produced by the BTS,
showing trends in passenger loadings by time of day, individual routes and
wharves.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">I liked dealing with the BTS. I was never in doubt that they were on the side of transparency, high standards and the pursuit of knowledge. </span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The BTS was restructured in 2016 into Transport Performance and Analytics (TPA). The old was swept away with
promises that even better information would be released, thanks to the higher
quality Opal data now available. And a new website, Open Data, was created to
make it easier for advanced users to download Opal and a range of information
from other “big data” sources.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">So where does that leave us with ferry patronage? There is a
data visualisation on the TPA website called “Historical Patronage Counts”, which shows NSW
patronage by mode and financial year, back to 2010-11. The 2016-17 count for
ferries is 16.009 million, up from 15.410 million in the previous year. The
explanatory notes inform that ferry patronage includes Opal journeys, magnetic
stripe ticket validations (July 2016 only) and an estimate of non ticketed
journeys. No problems there, except that the number for 2016-17 <b>includes Newcastle ferry patronage</b>.
This amounts to about 470,000, give or take 50,000, so Sydney Ferries patronage
last year was actually somewhere between 15.5 and 15.6 million, or only a
little more than 2015-16.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">What the heck?<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">After a series of polite email exchanges with someone at
TPA, who describes him or herself only as “TPA Inbox Manager”, I’ve reached the
conclusion that the taxpayers of New South Wales will never find out exactly what
Sydney Ferries patronage was in 2016-17. It will only be published at the “top
line level” - a total for Sydney Ferries and Newcastle Ferries and will remain
forever incompatible with the counts for all previous years. Not only don’t we
know what the patronage was precisely, but the historical patronage chart compares
apples with pears. Or apples with apples plus grapes.</span><o:p></o:p></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">It could be argued that this is all just pedantry on my part.
Who cares if Sydney Ferries’ patronage is 15.5 million or 15.6 million, or if Newcastle
ferry numbers are lumped in from July 2016. Near enough is good enough. And
anyway, TPA does provide monthly counts of Opal trips by line and fare
category, which the BTS did not publish.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Even if I am a pedant, there are more serious concerns about
information transparency. I naively welcomed the promise of granular level opal
trip information. Rather than rely on a seven day census count, twice a year,
we could now expect more accurate Opal tap data over 365 days of the year, with
origin-destination pairs.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Well, it has yet to happen. The little snippets made
available on the Open Data site is subject to strict privacy controls. The counts
of tap ons and offs for individual wharves in 15 minute “bins” are only
reported if the value is 18 or more. In practice, the vast majority of wharves
have very few 15 minute bins which qualify, so the data is of little analytical
value. And the latest counts available are from January 2017, almost a year
ago.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">I asked a planner at Transport for NSW last year if he was
worried about the 20% decline in ferry commuter patronage in the AM peaks (that
information used to be available from the BTS published ferry census data). “No,”
he replied,“the latest Opal data shows a big turnaround. But it’s information
that only TfNSW has access to”. <o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The news that commuter ferry patronage is growing again was
of course very reassuring, although it would be good if the information was published.
Then everyone can access detailed patronage data to see for themselves how demand
for Sydney Ferries’ services is trending.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">I miss the BTS.</span><o:p></o:p></div>
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<span style="font-family: "trebuchet ms" , sans-serif;"><a href="file:///C:/Users/Rob%20Sandell/Documents/Blogs%20and%20Newspaper%20Articles/TPA%20and%20Patronage%20counts.docx#_ftnref1" name="_ftn1" title=""><span class="MsoFootnoteReference"><!--[if !supportFootnotes]--><span class="MsoFootnoteReference"><span style="line-height: 107%;">[1]</span></span><!--[endif]--></span></a>
Americans call it ridership, which is probably a better word, but I’m
Australian so I’ll stick with patronage</span><o:p></o:p></div>
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Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com2tag:blogger.com,1999:blog-4457436650433872776.post-64755702726612491822017-12-03T20:41:00.001+11:002017-12-03T20:41:52.116+11:00New wharf at Milsons Point <table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJ-c5PFCMP2UkByzIsP2l9wYgZ0fuUUB6GaEZyg_Na4DXEQMaue1SgQF8ci2xRPmobTQ6nXnU8Q6LbKBLpaXtbdtKxukhf0HOBaNbFFE5S0Yc0YLAgR-JNiry9ltHJFnbDJTfSxC6xyqQ/s1600/Milsons+point+western+ramp.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1336" data-original-width="1512" height="352" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJ-c5PFCMP2UkByzIsP2l9wYgZ0fuUUB6GaEZyg_Na4DXEQMaue1SgQF8ci2xRPmobTQ6nXnU8Q6LbKBLpaXtbdtKxukhf0HOBaNbFFE5S0Yc0YLAgR-JNiry9ltHJFnbDJTfSxC6xyqQ/s400/Milsons+point+western+ramp.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Trebuchet MS, sans-serif; font-size: small;">Upgraded wharf at Milsons Point: view towards western landing platform</span></td></tr>
</tbody></table>
<div class="separator" style="clear: both; text-align: center;">
</div>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">When it was announced late last year that the Milsons Point wharf was to be upgraded, many were surprised it was happening so soon after the last rebuild. It was only in 2010 that the wharf was completely rebuilt. And some people complain about a sports stadium being knocked down after 20 years!</span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The main reason for the 2017 upgrade was to add a second landing platform, a need that most would have thought could have been anticipated back in 2010. Milsons Point is a busy wharf both in passenger numbers and vessel berthings as it is a stop for Darling Harbour ferries, Parramatta River ferries in the AM and PM peaks and non regulated ferries and party boats. Without two landing platforms, it gets congested. And separation of the landing platforms minimises pedestrian crushes.</span><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPWc_qx3CuIicDISVfnTUovz6M_x58usZ4VfmeznoMLKS4Vjn12V2mYOz04jLUb29kphw_igLqtjuW8MuK01FL8qyvYCmSZDDzLuanKrOaNw6yGZU00CkPoikilHq0u6Igs7a2m_XRBp0/s1600/Milsons+Point+wharf+plan.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="347" data-original-width="383" height="361" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPWc_qx3CuIicDISVfnTUovz6M_x58usZ4VfmeznoMLKS4Vjn12V2mYOz04jLUb29kphw_igLqtjuW8MuK01FL8qyvYCmSZDDzLuanKrOaNw6yGZU00CkPoikilHq0u6Igs7a2m_XRBp0/s400/Milsons+Point+wharf+plan.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Trebuchet MS, sans-serif; font-size: small;">Plan of Milsons Point Wharf. Source: RMS Review of Environmental Factors </span> </td></tr>
</tbody></table>
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><span style="line-height: 107%;"></span></span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="font-family: "Trebuchet MS", sans-serif;">The 2017 version of Milsons Point wharf opened on Sunday 26 November.</span></span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><span style="font-family: "Trebuchet MS", sans-serif;"><br /></span></span></div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><span style="line-height: 107%;">There
are some good features in the design. Unlike other </span></span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">dual berthing wharves designed by </span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">Roads and Maritime Services (RMS) this one has two separate landing platforms, with the berth faces roughly in line with each other and separated by about 60 metres. This means if two vessels berth at the same time, neither of them need to make a time wasting reversing manouevre.</span><br />
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"><br /></span>
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">And there are other good points too. The height of the hydraulic landing platforms automatically adjust to the freeboard of the incoming
vessel. Signage and indicator boards are effective and make clear which ramp passengers should use to catch the right ferry. Passenger ingress and
egress is improved and passengers are able to use steps as well as ramps to exit the
wharf, which should reduce pedestrian congestion. </span><br />
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"><br /></span>
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">But for all these
improvements there is still, even after a second go at building the wharf, a
serious flaw - the landing platforms are too small. The new Emerald Class
vessels have capacity to use two double gangways - midships and stern - which
would allow for very fast loading and unloading of passengers. Unfortunately, neither of the landing platforms look big enough to allow one double gangway to be manouevred, let alone two.</span><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjolIg28ZTjZYyw2FHiY9CxLP_Fd5qfOEKh3RyppfDSvHv9nhYsrnX12k-Vcs1eShvWozjryK6HvN9FpESWf72ycvJBYK730u0voE1HKXa_OQ-yQWGr20lQev92Ushk7CDAM1lcL-Zf7Wk/s1600/Milsons+Point+eastern+landing.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1200" data-original-width="1600" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjolIg28ZTjZYyw2FHiY9CxLP_Fd5qfOEKh3RyppfDSvHv9nhYsrnX12k-Vcs1eShvWozjryK6HvN9FpESWf72ycvJBYK730u0voE1HKXa_OQ-yQWGr20lQev92Ushk7CDAM1lcL-Zf7Wk/s400/Milsons+Point+eastern+landing.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Trebuchet MS, sans-serif; font-size: small;">Eastern landing platform of Milsons Point Wharf</span></td></tr>
</tbody></table>
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">This deficiency probably adds minutes to the dwell at Milsons Point when large crowds are using the wharf. On a return trip from Circular Quay, that could be an extra four or five minutes in an already tight schedule.</span><br />
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">The NSW State Government is investing a lot in new transport infrastructure. While the new Milsons Point wharf is definitely an improvement on the 2010 version, it still falls short on that most vital of criteria, the speed of passenger exchange. We really should expect better.</span><br />
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Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com0tag:blogger.com,1999:blog-4457436650433872776.post-41089770815353745062017-11-28T14:38:00.000+11:002017-11-28T14:41:08.293+11:00The verdict on Sydney's Cross Harbour ferry service<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgOjfgsu2ftuUunWFskrG8bP_yHKwgJbgi7Cnjyf1DKL-Cw6UG1sUiXIisqcs3_9R3ySkXj23D6aacm0NG9om3GTpIXYrS7gn1WKYmPOfz_cO1h4slXV6e0f8MbvIplhiHGWv1l66nWSng/s1600/Cross+Harbour+Map.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="951" data-original-width="1600" height="236" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgOjfgsu2ftuUunWFskrG8bP_yHKwgJbgi7Cnjyf1DKL-Cw6UG1sUiXIisqcs3_9R3ySkXj23D6aacm0NG9om3GTpIXYrS7gn1WKYmPOfz_cO1h4slXV6e0f8MbvIplhiHGWv1l66nWSng/s400/Cross+Harbour+Map.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">Sydney Ferries' Cross Harbour route</span></td></tr>
</tbody></table>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">There is the germ of a good idea in the new Sydney Ferry timetable
which came into effect last Sunday. Effective public transport networks provide
multi-destination travel, not just a trip to and from a terminal in the central
business district. That’s because most of our journeys don’t have the city
centre as a destination. We’re more likely to need to go somewhere on the other
side of the city or to another suburb that’s not directly between where we are and the city terminal.</span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">But Sydney’s transport networks, including ferries, have an unrelenting CBD focus. It’s one of the reasons the city remains addicted
to the private motor car.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Transport for NSW should be congratulated therefore for
trying something different in the new ferry timetable. The Watsons Bay and
Darling Harbour lines have been joined together into a Cross Harbour service.
Circular Quay is not the “end of the line”, but the mid-point of a route that
starts on one side of the city and terminates at the other. A passenger from
Rose Bay, for example, can now travel to Milsons Point, Balmain East or
Barangaroo, and back, without changing to a different vessel. This is known as
“through lining” and although it is a well established method elsewhere for
facilitating cross town trips, it has never been tried before in the 164 year
history of Sydney Ferries.<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">On top of this, the way that extra services are scheduled
for Double Bay means there are now all day timed connections at Circular Quay
between this line and the Cockatoo Island route. It’s not quite as easy for
passengers to navigate as a through line, but anyone from Double Bay with an
aunt at Greenwich Point really has no excuse for not visiting her now. The transfer wait at the Quay is between 8 and 10 minutes, all day, seven days a week. <o:p></o:p></span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhO0LA7VWc4c6SXMvkhM2YSotwwiSjOOH3Zloe9ugsoMxNAKVklDZa1kj3Sa41rn3X3Ib1kkKVYSD0dAaN40Mfk4fclEwnMe8PzXqCrxiKhn-JxoEeAqnGn0zp3ACylBwkuJsnVGWHeIZs/s1600/Double+Bay+Cockatoo+Is+Map.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="951" data-original-width="1600" height="237" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhO0LA7VWc4c6SXMvkhM2YSotwwiSjOOH3Zloe9ugsoMxNAKVklDZa1kj3Sa41rn3X3Ib1kkKVYSD0dAaN40Mfk4fclEwnMe8PzXqCrxiKhn-JxoEeAqnGn0zp3ACylBwkuJsnVGWHeIZs/s400/Double+Bay+Cockatoo+Is+Map.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">Double Bay and Cockatoo Island routes. Timed transfers at Circular Quay</span></td></tr>
</tbody></table>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">If a criticism could be leveled at the strategic intent, it is
that Transport for NSW did not go all the way and make timed connections for
all lines at Circular Quay. This is known as integrated pulse timetabling and
it’s the backbone of the Swiss public transport system. It’s also the basis for
a plan to make a ten-fold increase in intercity train patronage in California
by 2040.<o:p></o:p></span></div>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">But the germ of a good idea is only fruitful if it is
nurtured with attention to detail. This is where the Cross Harbour service failed on Sunday, with vessels falling behind schedule due to the tight timetable and customary Sunday crowds causing loading times to blow out. Vessel swaps by Harbour City Ferries protected passengers from longer delays, but the fact
remains that the new timetable developed by Transport for NSW is unachievable,
except when demand is light.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Problems with the timetable were anticipated in a previous <a href="http://sydneyferry.blogspot.com.au/2017/11/more-on-sydney-ferry-timetable-changes.html" target="_blank">post</a>. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The Cross Harbour service worked much better on Monday and today, despite some clunky crew changes. The impact of these were minimal due to light passenger loadings in Darling Harbour. </span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Crews will get used to the new timetable over time and gain more confidence in handling the new vessels. Perhaps wrinkles in the crewing arrangements will be sorted too. But it remains unlikely that the Cross Harbour will work smoothly when there is high demand on a week-end or school holidays.</span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">It is unrealistic to expect no teething problems in a major timetable change. Even allowing for this, there seems to be a lack tenacity in getting the details right in Sydney’s ferry planning. And it's not just the timetable. How much thought goes
into strategies to reduce the time it takes for vessels to berth or for
passengers to be loaded? When expensive infrastructure projects are undertaken,
like wharf upgrades and fleet replacement, does someone have a vision for how
the design of vessels and terminals can better integrate over the long term? What
is the plan for reducing congestion in Sydney Cove, which according to the
Office of Transport Safety Investigations is a significant safety risk?<o:p></o:p></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Through lining may never be a reliable option for Sydney Ferries, so long as our vessels and wharves are
not designed for fast passenger exchange, a basic requirement of modern public
transport systems. Perhaps the silly name given to our newest ferry points to a
deeper malaise. Planning for waterborne transport in Sydney is not given the
serious attention it deserves and requires.</span><o:p></o:p></div>
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<o:p></o:p></div>
Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com10tag:blogger.com,1999:blog-4457436650433872776.post-81027706472288864062017-11-02T12:01:00.000+11:002017-11-09T08:54:07.105+11:00More on the Sydney Ferry Timetable Changes<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">There is an issue with the 26 November timetable changes which was not addressed in the previous <a href="http://sydneyferry.blogspot.com.au/2017/10/sydney-ferry-timetable-changes-reviewed.html" target="_blank">post</a> - the capacity of ferries to keep to time in the Darling Harbour section of the new Cross Harbour route. As previously discussed, the Cross Harbour route is a "through line", which joins Watsons Bay and Rose Bay with the Darling Harbour route via Circular Quay. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Currently, the time allocated for the Darling Harbour route off peak is 59 minutes, from departure at Circular Quay to arrival at the Quay on return. Under the new timetable, this is reduced to 55 minutes, even though there is one additional stop - ferries will stop at Barangaroo in the inbound and outbound direction. They now stop at Barangaroo only when outbound from Circular Quay.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">It may be argued that the new vessels operating the route - the Emeralds - have the extra speed and acceleration needed to shave four minutes off the journey compared to the slower First Fleeters now used. It is true the Emeralds will be faster between McMahons Point and Balmain East where there are no speed restrictions, but I'm doubtful they will always be able to complete the round trip in 55 minutes:</span><br />
<br />
<ul>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">speed restrictions of 8 or 15 knots are enforced over most of the route, so in these sections the Emerald boats will not have a speed advantage;</span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">there is no evidence yet that the Emerald Class is more manouevrable than the First Fleeters. They appear to me to be less manouevrable, lacking the twin rudder feature of the older vessels, so berthing the new boats at intermediate stops may actually be slower;</span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">the extra stop at Barangaroo will add at least two or three minutes to the running time;</span></li>
<li><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">the new timetable has departures from Balmain East to Circular Quay and to Barangaroo scheduled only one minute apart. This creates a conflict, unless one vessel berths on the western side of the pontoon. This too will have a small delaying effect.</span></li>
</ul>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Taking all of these issues in combination, it is hard to envisage the ferries being able to keep to time during periods of heavy loading, especially on week-ends. As pointed out by one of my correspondents, David Caldwell, there is minimal recovery time at Circular Quay, so any delay on the Darling Harbour stage will have flow on effects for Watsons Bay and Rose Bay passengers.</span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"> </span>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com1tag:blogger.com,1999:blog-4457436650433872776.post-72840462146859066472017-10-16T17:09:00.000+11:002017-10-16T17:09:01.731+11:00Sydney Ferry Timetable Changes Reviewed<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Changes to the Sydney Ferry timetable were announced yesterday and take effect from Sunday 26 November. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The main changes affect the existing Eastern Suburbs and Darling Harbour routes. An announcement by the NSW Government earlier in the year foreshadowed the main modifications, but yesterday's release provides all the <a href="https://transportnsw.info/moving-forward/ferry" target="_blank">details</a>. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">MAIN CHANGES</span><br />
<ul>
<li><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Services to Darling Point and Double Bay will become an entirely separate route from the Watsons Bay/Rose Bay line. Under the current timetable, Darling Point is only serviced week-days in the AM and PM peaks. Double Bay has some off peak services, but they are irregular at best. The new timetable will give Darling Point and Double Bay passengers a 60 minute interval service in the off peak, seven days a week.</span></li>
<li><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Watsons Bay and Rose Bay will become stops on a "through line" to be known as the Cross Harbour route. It merges Watson Bay and Rose Bay services with the existing Darling Harbour route. Passengers from Watsons Bay or Rose Bay will be able to travel on the same vessel to Darling Harbour, via Circular Quay, Milsons Point, McMahons Point and Balmain East. The new route terminates at its western end at Pyrmont Bay. Barangaroo becomes an intermediate stop rather than a terminus. Watsons Bay remains an "off peak only" stop with Captain Cook cruises continuing to provide a commuter peak service to this wharf.</span></li>
<li><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">A second stopping pattern will operate on week-ends between Circular Quay and Darling Harbour, with stops at Milsons Point, Barangaroo and Pyrmont Bay only. This pattern will operate at 30 minute intervals, lifting the frequency of services between CQ and Barangaroo to 15 minutes on week-ends (currently 20 minutes).</span></li>
<li><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Cockatoo Island formally becomes a separate route from the Parramatta line. Late evening services to Balmain (Thames Street), Birchgrove, Greenwich and Woolwich will no longer be add ons to the Parramatta River runs.</span></li>
</ul>
<h2>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">COMMENT</span></h2>
<div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Overall, the changes are moving Sydney's ferry network in a positive direction. There is clearly a strategy to create a more legible timetable with greater effort to achieve consistent clock-face scheduling. This has partly been accomplished by the acquisition of new Inner Harbour Emerald Class ferries, which provide more flexibility in the runnings.</span></div>
<div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span></div>
<div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">This improvement is highlighted by the off peak Rose Bay timetable. Passengers from Rose Bay should be pleased to see that off peak sailings </span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">in the direction of Circular Quay</span></div>
<div>
</div>
<div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">will <b>always</b> now depart at 29 and 59 minutes past the hour, reducing to a 60 minute interval (29 minutes past the hour) after 19:29. Simple and easy to remember.</span></div>
<div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span></div>
<div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">But there is room for improvement.</span></div>
<div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span></div>
<div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Through lining is good in principle, but the combination of Watsons Bay and Darling Harbour is not ideal as the two routes have different demand profiles. This is discussed further in a previous <a href="http://sydneyferry.blogspot.com.au/2017/03/is-merging-darling-harbour-and-watsons.html" target="_blank">post</a>. Until Watsons Bay wharf is upgraded there is a risk also that delays at Watsons Bay will cause flow on punctuality issues for the Darling Harbour section of the line.</span></div>
<div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span></div>
<div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">There are also some specific issues of concern revealed in the details released yesterday:</span></div>
<div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span></div>
<div>
<ul>
<li><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">departures from Rose Bay in the direction of Watsons Bay are almost all scheduled one minute after departures in the direction of Circular Quay. Rose Bay is a single berth pontoon and scheduling the two so closely together will cause delays. Departures from a single berth should be <b><i><u>at least</u></i></b> four minutes apart. On a quick calculation, this feature will affect 113 services a week and cause vessels to sit idly off Rose Bay for a total of more than five hours every week.</span></li>
<li><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Darling Point passengers are big winners from the new timetable, but will be affected by a curious feature. Off peak services will only stop at Darling Point in the inbound direction until 12:25 week-days and 13:25 week-ends. Outbound off peak ferries only stop there from 13:10 week-days and 14:10 week-ends. It could be argued that those who need to travel to or from Darling Point at other times can go via Double Bay first, but I'm not convinced it's necessary. The Double Bay cycle provides a five minute layover at Double Bay and a stop at Darling Point will only add two minutes to the journey.</span></li>
<li><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Having two stopping patterns for the Darling Harbour section of the Cross Harbour route on week-ends is less than ideal. Simplicity is almost always better than complexity. I expect it will cause confusion and some lost ferry passengers.</span></li>
</ul>
<div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">The general progression to a more legible Sydney Ferry network is welcome. What we don't see yet, apart from the "Cross Harbour" experiment, is improved line connectivity at Circular Quay. Why not take the periodicity a little bit further and adopt a fully integrated pulse timetable? </span></div>
</div>
Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com4tag:blogger.com,1999:blog-4457436650433872776.post-6833227644682729562017-09-20T14:35:00.001+10:002017-09-20T14:35:18.693+10:00Benefits of Regular Interval Timetables: Part 2 Efficiency<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Most ferry passengers probably don't care much about efficiency. Inefficiency is usually not visible and nor are the consequences. </span><br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">But the efficient use of assets and resources, especially labour, makes a big difference to the cost of running a ferry system and impacts on the economics of new routes or service frequency on existing ones. That's why everyone should be very concerned about operational efficiency.</span><br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">From the operator's perspective, a key efficiency measure is the ratio </span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">between crew roster hours and ferry service hours. It is desirable in each roster line to </span><i style="font-family: "Trebuchet MS", sans-serif; font-size: x-large;">increase</i><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"> the time crews spend driving vessels on timetabled services and </span><i style="font-family: "Trebuchet MS", sans-serif; font-size: x-large;">reduce</i><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"> time in non revenue earning activities. Some non revenue earning hours are essential, including mandatory crib (meal) breaks, positioning trips and training and safety drills, but minimising "sitting around" time can make significant savings for the operator and the taxpayers who subsidise the operator.</span><br />
<br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">So how does a timetable impact on efficiency?</span><br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">If a timetable follows an irregular pattern, and vessels can return to a hub at any time, long periods of down time in excess of mandatory crib breaks are almost inevitable. It is unlikely that the period between finishing a run before a crib break or restarting after the break will correspond exactly to the mandatory time allowed for breaks. </span><br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">By contrast, a regular interval timetable is modular. In a 30 minute interval network, vessels return to a hub a few minutes <i>before</i> the hour and half hour and depart a few minutes <i>after</i> the hour and half hour. This means crib breaks can always occur in neat 30 or 60 minute blocks with minimal wastage.</span><br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">This level of modularity is only possible in a regular interval timetable.</span><br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Further efficiency improvement can be made by stopping the practice of resting vessels when the crew take a crib break. If crews returning from a crib break are assigned to whatever vessel needs crewing, then vessels would achieve higher utilisation rates and reduce requirements for berthing capacity at busy terminals like Circular Quay.</span><br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">The upside for passengers is that all of these efficiency gains would make expansion of the ferry network more attractive to Government. And that means a better customer experience.</span><br />
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;"><br /></span>
<br />
<br />
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"> </span>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com0tag:blogger.com,1999:blog-4457436650433872776.post-42649851324121724832017-09-11T10:14:00.000+10:002017-09-12T11:57:25.979+10:00Six Benefits of Regular Interval Timetables - Part 1 Customer Experience<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">What is a regular interval timetable?</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">It is a rail, bus or ferry timetable that operates at a fixed time interval all day - say every 30 minutes. An <i>integrated</i> regular interval timetable goes a step further by also ensuring passengers have a short wait time at hubs before transferring to another service or mode.</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">A network wide regular interval timetable was first introduced on the Netherlands rail network in 1932, but it was the Swiss Federal Railways who took it to a new level of sophistication. This happened from 1982 with the first iteration of <i>Taktfahrplan,</i> which loosely translates in English to "pulse timetable".</span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The simplified network diagram below illustrates how it works in practice:</span><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuSG901CVQ9LC_V4FGmXdRH6yjPMIyv58mFrGlCg7uwtEcppXEfZgvM_qc46UwuVVZB9boebMlmZWtAI6OX5HxmE7wbhbvKJeD44uYd9sRL7WerZvLcJGo9xqsh9B6nUMWvpMObz0DCsw/s1600/Simplified+IRI+Network.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="945" data-original-width="1600" height="235" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuSG901CVQ9LC_V4FGmXdRH6yjPMIyv58mFrGlCg7uwtEcppXEfZgvM_qc46UwuVVZB9boebMlmZWtAI6OX5HxmE7wbhbvKJeD44uYd9sRL7WerZvLcJGo9xqsh9B6nUMWvpMObz0DCsw/s400/Simplified+IRI+Network.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">A 30 minute regular interval timetable with connecting nodes</span></td></tr>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The example shows a two line rail network operating at 30 minute intervals. Trains on the Red Line arrive at Station F shortly before the hour and half hour. Trains on the Blue Line cross at Station F on the hour and half hour, enabling passengers from the Red Line to transfer to a Blue Line train travelling in either direction (towards Station E or H). </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The Red Line train departs Station F shortly afterwards, providing convenient connections for transferring passengers from both the Blue Line trains.</span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Any crossover point in the network (in this example, they occur at 15 and 45 minutes past the hour), creates opportunities for similar symmetrical transfers to other modes, such as the bus line shown connecting at Station C. </span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">What is unique about the Swiss approach is the importance of Taktfahrplan as a strategic driver of transport planning - convenient timetables with timed transfers at network nodes underpin the entire public transport network. They are devised 20 years in advance of implementation and help set priorities for infrastructure upgrades. Technology is not the driver, but a means to achieve a purpose, which is to improve the performance of the timetable. </span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Regular interval timetables are ideally suited to urban transit ferry systems. They make ferry travel easier for customers and simplify operations, leading to lower subsidies by taxpayers. But with the notable exception of Brisbane Ferries, the concept has not been embraced in Australia. Perhaps it's because the benefits are not well understood. </span><br />
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<h3>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Benefit 1 - a better customer experience through simplicity and connections</span></h3>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Benefit 1 is really two benefits, but they are closely related. Simiplicity comes from the regularity of the timetable - the service always departs from a stop at the same minute interval every hour, so it is easy to remember the timetable. But because it is also a pulse timetable, timed connections at interchanges are also regular and consistent.</span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The following example shows how easy it would be to navigate across the Sydney ferry network, if it was based on these principles. </span></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Let's imagine you live at Elizabeth Bay and a ferry now stops at Elizabeth Bay twice an hour. The ferry departs for the downtown terminal at Circular Quay 15 minutes before and 15 minutes after the hour, every hour. In the outbound direction - towards Double Bay - it departs 12 minutes before and 18 minutes past the hour.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9U7J4R6sZ75ecKjpe66u16oGK0emqv1jFW-hmUywOc3LCthGb2cxSsJ6kUHwPZUzyrcbTvkJ-TtVcuFmWwuI-jNSlAfz6AE4uK8OlqAm9PoMIuhyphenhyphenUVCeSO4B-qt1TN_KIfegFsKgW_wk/s1600/Ferry+Network+Connections+1.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="779" data-original-width="1430" height="347" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9U7J4R6sZ75ecKjpe66u16oGK0emqv1jFW-hmUywOc3LCthGb2cxSsJ6kUHwPZUzyrcbTvkJ-TtVcuFmWwuI-jNSlAfz6AE4uK8OlqAm9PoMIuhyphenhyphenUVCeSO4B-qt1TN_KIfegFsKgW_wk/s640/Ferry+Network+Connections+1.png" width="640" /></a></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">If you arrived at Elizabeth Bay Wharf 15 minutes before the hour, what destinations could you conveniently reach by ferry and how long would it take?</span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Within 15 minutes you could be at Circular Quay or any other stop on the Double Bay line.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgDTct8FAc-b1A0_cft49TmMmuc_W8A2Yyq-SvSWCvVjF6LyaXa2zrl36_vCeRjpUFXJVxlroQF8fSA7CxxAppBrTgul2Zuyrt1I5uQ5VmhLwkmuE-8wxfvcgw1E5oeRJdswJ5udN1_Puk/s1600/Ferry+Network+Connections+2.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="779" data-original-width="1430" height="348" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgDTct8FAc-b1A0_cft49TmMmuc_W8A2Yyq-SvSWCvVjF6LyaXa2zrl36_vCeRjpUFXJVxlroQF8fSA7CxxAppBrTgul2Zuyrt1I5uQ5VmhLwkmuE-8wxfvcgw1E5oeRJdswJ5udN1_Puk/s640/Ferry+Network+Connections+2.png" width="640" /></a></div>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">As all ferries arrive at Circular Quay a few minutes before the hour and depart a few minutes after the hour, you would be able to transfer at the Quay to the Manly Ferry or any Inner Harbour ferry with just a short waiting time. This means that within a further 15 minutes, seven more destinations can be reached.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0Oswu8rWEbhtY1PJfE2zCJfZoRfeEXOx9g8y0Pxs832Ea_yF_Rxrb4tFa1TGNnU3qp88DYQj6QDhx8qI3TSuZJ8xjm5Vv9b4UC4ZCEsorMRBK5LNegumyMu6zquBuhGz5MOdxJ1ed5X8/s1600/Ferry+Connections+3.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="779" data-original-width="1430" height="348" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0Oswu8rWEbhtY1PJfE2zCJfZoRfeEXOx9g8y0Pxs832Ea_yF_Rxrb4tFa1TGNnU3qp88DYQj6QDhx8qI3TSuZJ8xjm5Vv9b4UC4ZCEsorMRBK5LNegumyMu6zquBuhGz5MOdxJ1ed5X8/s640/Ferry+Connections+3.png" width="640" /></a></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">And in another ten minutes - 40 minutes since the journey started at Elizabeth Bay - a total of 17 destinations could be reached by ferry. This does not include numerous other destinations through transfers to other modes at Circular Quay, Milsons Point, McMahons Point etc. </span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhMXU80Ftt4VtTNetqNwCzEHp6Qfxw36_iN65IhNTdqiaBP1XPzW2pvTjJroLMrmChNE9rwS6_bQV8okfOLiScsb8q3Ah6HycqRd03SvFGQOJhk7T3eZL2BGX8eDuQGRvSoidFvgc9nRSI/s1600/Ferry+Connections+4.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="779" data-original-width="1430" height="348" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhMXU80Ftt4VtTNetqNwCzEHp6Qfxw36_iN65IhNTdqiaBP1XPzW2pvTjJroLMrmChNE9rwS6_bQV8okfOLiScsb8q3Ah6HycqRd03SvFGQOJhk7T3eZL2BGX8eDuQGRvSoidFvgc9nRSI/s640/Ferry+Connections+4.png" width="640" /></a></div>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">So you can see that from two very simple principles - regular intervals and timed connections at interchange points - a ferry network can be easy to comprehend for the passenger and provide access to multiple destinations with great convenience. </span><br />
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<span style="font-family: "trebuchet ms", sans-serif;"><i>This is the first in a six part series on regular interval timetabling: Parts 2 to 6 will follow in coming weeks. </i><span style="font-size: large;"> </span></span>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com0tag:blogger.com,1999:blog-4457436650433872776.post-58801302671734410312017-08-06T14:01:00.000+10:002017-08-06T14:01:20.021+10:00More thoughts on Barangaroo Ferry Terminal<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbQLNpBwS1bl49nqiefp6IrZaQ7IyFFdcq623ct3eHnM8xmgjJhj30wo8YUCwj5mFUdCG4I3Vtdz54c76ZKsiD8mTRsYFNv-LwmHzCkKaZi1kE8NXemEvUCbYL9RbweiEDdjREyzH6oSE/s1600/barangaroo+wharf+opening.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="543" data-original-width="988" height="218" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbQLNpBwS1bl49nqiefp6IrZaQ7IyFFdcq623ct3eHnM8xmgjJhj30wo8YUCwj5mFUdCG4I3Vtdz54c76ZKsiD8mTRsYFNv-LwmHzCkKaZi1kE8NXemEvUCbYL9RbweiEDdjREyzH6oSE/s400/barangaroo+wharf+opening.jpg" width="400" /></a></div>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">I</span><span style="font-family: Trebuchet MS, sans-serif; font-size: large;">t is easy to be critical of new transport infrastructure. I'm usually reluctant to do so, because there are often good reasons for compromises in a design solution which the general public are not privy to. We are not aware of all the issues that need to be taken into account by the design team.</span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">In any case, humans are fallible and mistakes are inevitable. They can often be fixed later. The First Fleet ferries were originally designed with a single midships gangway. A stern gangway gate was added later and the midships gangway gates were more recently widened to accommodate double gangways. These improvements make passenger loading faster at floating pontoon wharves.</span><br />
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<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">Much as I want to be sanguine about Sydney's latest ferry infrastructure - the new terminal at Barangaroo - there is at least one design fault which is hard to fathom. Wh</span><span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">arf stanchions - what non mariners might call fences - are positioned so that when a First Fleet ferry berths, the stern gangway is blocked off. Passengers can only disembark or load via the midships gangway.</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLOzm-18x-yrtu2uSeLXpUF1Mm-l9HYGXQDfeEbb_2VCDLXoO4G-HlxmQfr1rh8ZqwZc9xUKJuAUe72SQ9JQqMk0ZkO5AL75PU-IO2c3qi1mtU8F-VukrPxwswHbLIGuZhFgueX9WgckM/s1600/Barangaroo+stern+gangway.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1286" data-original-width="1512" height="340" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLOzm-18x-yrtu2uSeLXpUF1Mm-l9HYGXQDfeEbb_2VCDLXoO4G-HlxmQfr1rh8ZqwZc9xUKJuAUe72SQ9JQqMk0ZkO5AL75PU-IO2c3qi1mtU8F-VukrPxwswHbLIGuZhFgueX9WgckM/s400/Barangaroo+stern+gangway.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Trebuchet MS, sans-serif; font-size: small;">The stern of a First Fleet ferry berthed at Barangaroo</span></td></tr>
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">After October, it is planned that the new Emerald Class boats will replace First Fleeters on the Barangaroo run, but the problem will remain as the Emerald stern gangway will line up in the same position.</span><br />
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<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">Normally passengers can disembark and load via the midships gangway only without causing delays. The layover is currently a relaxed seven minutes for most of the day. But it becomes a problem when there is crowding on school holiday Sundays or during special events, when the faster loading afforded by two gangways becomes essential to keep ferries on time.</span><br />
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"><br /></span>
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;">And we cannot assume the scheduled layover will always be seven minutes. Future network changes may require a tighter turnaround.</span><br />
<span style="font-family: "Trebuchet MS", sans-serif; font-size: large;"><br /></span>
<span style="font-family: Trebuchet MS, sans-serif; font-size: large;">How did this happen? Who knows, but when the primary purpose of a ferry wharf is to allow for the efficient and safe transfer of passengers between boat and land, you would expect that free access to both the stern and midships gangways was a number one consideration. Evidently it wasn't.</span>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com0tag:blogger.com,1999:blog-4457436650433872776.post-91322437965178629202017-06-26T11:33:00.000+10:002017-06-26T11:45:38.625+10:00First thoughts on the Barangaroo Ferry Terminal<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj8J5pcWlCF8TQ3JUm3mC-O_I87nOoeGIckSBDAdr-sen-87wS_iBwq0gmcbk2COR-Kt81cpEn1_spt7VKInbyRybEN1eR9LT5RF6a0VhSFcDsgYMuT6ArJ2IT0fQaTCTs1tFTNVAccAnc/s1600/DSCF7385.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1200" data-original-width="1600" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj8J5pcWlCF8TQ3JUm3mC-O_I87nOoeGIckSBDAdr-sen-87wS_iBwq0gmcbk2COR-Kt81cpEn1_spt7VKInbyRybEN1eR9LT5RF6a0VhSFcDsgYMuT6ArJ2IT0fQaTCTs1tFTNVAccAnc/s400/DSCF7385.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: "trebuchet ms" , sans-serif; font-size: small;">Disembarking passengers from a Parramatta River ferry at Barangaroo</span></td></tr>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The long awaited opening of the Barangaroo ferry terminal finally happened today, creating Sydney's second </span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">major ferry terminal (the first of course is Circular Quay)</span><span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">. It replaces the sadly inadequate King Street Darling Harbour wharf, about 250 metres to the south. The pontoon at King Street wharf is far too small to accommodate crowds and was frankly dangerous during events like the Vivid Festival or even regular, busy Sunday afternoons.</span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The Barangaroo terminal comprises two wharves. For reasons unknown, the two wharves are collectively described by Transport for NSW as "the Barangaroo Wharf" (singular). Why not just call it a terminal? I plan to. For the moment, only Wharf 1 is being used, but both will be required when additional ferry services are introduced in October. </span><br />
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"><br /></span>
<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">To say the terminal is a big improvement on King Street is an understatement. It is vastly superior to either the King Street wharf or Circular Quay for crowd management. The pontoons and ramps are wide and uncluttered, allowing easy direct egress to the pedestrian concourse at Barangaroo South, without being impinged upon by crib rooms or food outlets. And it's a short five minute stroll through Wynyard Walk to Wynyard railway station for connecting train services.</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYeAjMgg185flK2N3FqQTvsmTsKZIRugZybyavMJGOlXoMFlZ3Pg0vxRFNzkDXCVCyGMg6vq6xfVBUo_hVWFel1cZAT0eTIB8BS4vdCtqNvNl6Uywd7fX7OLBUu_uRne48AAVNqm8-dDU/s1600/DSCF7386.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><span style="font-size: large;"><img border="0" data-original-height="1200" data-original-width="1600" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYeAjMgg185flK2N3FqQTvsmTsKZIRugZybyavMJGOlXoMFlZ3Pg0vxRFNzkDXCVCyGMg6vq6xfVBUo_hVWFel1cZAT0eTIB8BS4vdCtqNvNl6Uywd7fX7OLBUu_uRne48AAVNqm8-dDU/s400/DSCF7386.JPG" width="400" /></span></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Trebuchet MS, sans-serif; font-size: small;">Disembarking passengers can easily be separated from those waiting to board</span></td></tr>
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">Features not obvious to users today is the facility to insert temporary queuing barriers when required. This will allow wharf staff to maintain separation of boarding and disembarking passengers during events or busy Sundays.</span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;">The opening of Barangaroo creates opportunities that were not previously possible. Why not have ferry routes from Barangaroo to White Bay, Glebe Point and the revamped Fish Markets? And why not use this extra capacity to reduce congestion at Circular Quay by terminating River and Woolwich ferries at Barangaroo?</span><br />
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<span style="font-family: "trebuchet ms" , sans-serif; font-size: large;"> </span>Robin Sandellhttp://www.blogger.com/profile/15235687557621713774noreply@blogger.com0