Smart City Framework And Public Transport Network In Sunshine Coast

Smart City Framework in Sunshine Coast

The Sunshine Coast Council or (SCC) has been offering a wide range of services providing information regarding the things to see, do business, information about council and many more (Jin et al. 2014).

SSC developed the smart city framework. As a result of this, two potential designs of networks in smart parking have been required to be investigated.

The report selects two “Internet of Things” solutions. They are compared and contrasted based on present and predicted requirements in future. Lastly recommendations are made regarding this area.

The network of public transport on Sunshine coast has been including the rail services. They have been operating over the North Coast Railway line extending from Brisbane to Cooroy, Eumundi, Yandina, Nambour, Landsborough bus routes. They gave been servicing the communities, corridors and activity centers under urban footprint. The authority of TransLink Transit has been controlling the network of public transport in the south0easter section of Queensland (Sanchez et al. 2014). They have been contracting the operation of the rail services to the Queensland Rail. The operation of the bus services have been done over the Sunshine Coast to the Sunbus. The Buslink has been operating the school services over the Sunshine Coast representing the Queensland Transport.

The plan of “Translink Network” has guided the development of network of public transport in the South-east Queensland. The planning tools have been comprised within the planning for guiding the service provisions comprising on Internet and cloud services. The infrastructure has included one ten year plan. This included the priorities, policies, strategic intent for the improvements of network (Zygiaris 2013). There has been another four year rolling program leading towards the ten-year plan by particular involvements to the services of public transports, information, ticketing and infrastructure. The plan has been consistent with strategic directions for the public transport for South-East Queensland in Regional plan of South East Queensland, Infrastructural plan and transport plan integrated with program. The project of CoastConnect has been the primary priority of infrastructure that has been recognized in the plans (Zanella et al. 2014).

The network plan has been delivering the rule for shaping the enhancement of network of “truck and feeder” public transport. The idea has been underpinned through direct services of trunk, connecting the primary locations under the technology solutions like LoraWan and the OpenIoT. The passengers could transfer a primary interchanges conveniently as the services of high frequency could be delivered over the simplified network (Dameri 2013). The developed opportunities of interchange have decreased the necessities to long services of multi-destination. The benefit of “feeder and truck” network for the passengers has been the complete frequency network. This has delivered more connections with quicker journey although possessing interchanges between the services. The public transport network has been including the “trunk routes” on the basis of a sequence of large frequency rail and bus services. These paths have delivered direct connection between the centers of activity (Shelton et al. 2015). They have been forming the basis of routes of network “feeder”. They have delivered access from the residential sections to the nodes of public transport and centers of local activity. This has permitted the interchange with the other services.

Public Transport Network on Sunshine Coast

The data storages are done through cloud services and the data centers. The priority services of high frequencies have been expected for operating with a fifteen minute or a better headway throughout the day (Kitchin 2014). The bus routes in that network have been operating over major corridors and aided through measures of bus priority when there has been any congestion. 

The plan of TransLink Network has identifies that the public transport has been viable for large frequency priority. They have been demanded for requirements for public transport to remain focused and the urban densities requirements for reaching specific thresholds with corridors and within the activity centers (Lee, Phaal and Lee 2013).

Various transport systems of metropolitan cities have been anchored at one ending through dominant attractor such as city centre with a sequence of intermediate attractors situated along the length. The data storage has been done through cloud storages and processing. The bus network has been structured such that the bus services could access the corridor at several points with the corridor and most of are destined for similar location in city centre. Unlike these, the Coast Connect corridor has been anchored at northern end by the Marrochydore and at southern end through Caloundra and would be supporting various quantities of popular centers of town (Petrolo, Loscri and Mitton 2017). They have been situated on and off that corridor. The instances are Namnour, Sipply Downs, Palmview, Caloundra South, Caloundra Town Centre and Kawana Town Centre. The corridor has required the operating strategy allowing services of trucks for travelling between the Mattochydore and Caloundra allowing other to utilize little portions of that corridor.

The network supporting the pattern has included the routes travelling the corridor length and attractors of service key. This has been at the ends of the corridor in Caloundra and Marrochydore. They have been delivering access to primary attractors with corridors like Centers of Kawana Town using portions of corridor with primary attractors that have been not situated over the corridor like Sippy Downs.

The above designing process has also taken into consideration the factors like delivering transfer scopes to local network services and services of intra-regional at important and main centers of activity. This has occurred at the bus interchange of Caloundra, Town Centre of Kawana, Marrochydore, Kawana Shoppingworld and Currimundi. These have been delivering connections to stations on the planning services of corridor of CAMCOS as suggested (Angelidou 2014). This has been continuing the principle and primary centers of activities to the major destinations.

TransLink Network Plan

The land used adjoining to the CostConnect corridor has less density with various uses of lands separated from each other. The greater levels of the urban infill and latest urban areas have developed for supporting a higher mixture of uses and achieving least density thresholds. This has been recognized in Translink Network plan supporting higher frequency services. Without the intensified land uses with the corridor it has been hard to gain usage of larger public transport (Dameri and Cocchia 2013).

The deployment of the IoT solutions has been without the standards of interoperability. This has added more than 40 billion dollars. In both the cases the Caloundra to Maroochydore project has been aimed in enhancing the reliability and speed of the bus services through delivering the infrastructural improvements like the lanes of bus priority, upgrades of the bus stoppage and the bus stations in the primary areas of activities, the bypass lanes of bus queue at the junction for on-road lanes of cycles (Cocchia 2014). The CoastConnect has been designed for catering of local trips by the tourists, shoppers and local residents. In both the scenarios the project has been delivering the solution that is cost effective for public transport. These have been built over the bus network and delivered in levels over short to mediocre terms. The security has been concerning regarding the illegal access to data causing physical disruptions in the network. There have been systems to protect privacy collecting data and triggering emergency responses as needed. This occurrence has the challenges from technology move hand-to-hand with the consistent challenges of security.

In both the cases, the project has been nearly inter-related with suggested CAMCOS. The CAMCOS has dealt with the Beerwah to the Marrochydore rail line and transport corridor of multi-model project. This has been provided in the stages. The bus services utilizing the corridor have connected with the services of public transport over those corridors.

The differences could be measured from the following tables displaying the combined service frequencies at the corridor (Cocchia 2014).

Route	CoastConnect corridor section
Kawana Town Centre to Caloundra	Kawana Shoppingworld to Kawana Town Centre	Mooloolaba to Kawana Shoppingworld	Maroochydore to Mooloolaba
The truck bus routes over the corridor section	3	3	4	2
The trunk bus services scheduled on the corridor section in AM peak	6	6	8	6
Total number of bus routes operating over the corridor section	6	5	7	6
Total services scheduled over the corridor section in AM peak	9	8	12	13

Route	CoastConnect corridor section
Kawana Town Centre to Caloundra	Kawana Shoppingworld to Kawana Town Centre	Mooloolaba to Kawana Shoppingworld	Maroochydore to Mooloolaba
The HFP services of bus operating on the corridor section	3	3	4	3
Least number of the services over the corridor section in the AM peak	12	12	20	12
Total number of bus routes operating over the corridor section	6	6	8	6
Rise in total services scheduled over the corridor section in AM peak	+6	+6	+12	+6

Conclusion:

The above report talks about the smart city framework developed by SSC. They have adopted scalable resolutions taking the help of ICT or Information and communication technology for rising efficiencies with quality of life and reducing expenses are called smart cities. The preexisting and the current designs have been evaluated taking their intent, network designing and requirements of land uses. Lastly the two designs are compared keeping their similar objectives in mind. The differences are estimated by the total services scheduled over the corridor section in AM peak.

The detailed operational pan to construct and the operations of the corridor includes:

• Planning regarding service changes including large frequency routes of priority
• Reviewing of the current network ensuring proper service should be done. It must also include the integration with the services that have been operating over the corridor.
• The operating hours, frequency and travel times for the services are needed to be optimized
• The rail and bus service vehicle scheduling and timetable are to be coordinated

References:

Angelidou, M., 2014. Smart city policies: A spatial approach. Cities, 41, pp.S3-S11.

Cocchia, A., 2014. Smart and digital city: A systematic literature review. In Smart city (pp. 13-43). Springer International Publishing.

Dameri, R.P. and Cocchia, A., 2013, December. Smart city and digital city: Twenty years of terminology evolution. In X Conference of the Italian Chapter of AIS, ITAIS (pp. 1-8).

Dameri, R.P., 2013. Searching for smart city definition: a comprehensive proposal. International Journal of Computers & Technology, 11(5), pp.2544-2551.

Jin, J., Gubbi, J., Marusic, S. and Palaniswami, M., 2014. An information framework for creating a smart city through internet of things. IEEE Internet of Things Journal, 1(2), pp.112-121.

Kitchin, R., 2014. The real-time city? Big data and smart urbanism. GeoJournal, 79(1), pp.1-14.

Lee, J.H., Phaal, R. and Lee, S.H., 2013. An integrated service-device-technology roadmap for smart city development. Technological Forecasting and Social Change, 80(2), pp.286-306.

Petrolo, R., Loscri, V. and Mitton, N., 2017. Towards a smart city based on cloud of things, a survey on the smart city vision and paradigms. Transactions on Emerging Telecommunications Technologies, 28(1).

Sanchez, L., Muñoz, L., Galache, J.A., Sotres, P., Santana, J.R., Gutierrez, V., Ramdhany, R., Gluhak, A., Krco, S., Theodoridis, E. and Pfisterer, D., 2014. SmartSantander: IoT experimentation over a smart city testbed. Computer Networks, 61, pp.217-238.

Shelton, T., Zook, M. and Wiig, A., 2015. The ‘actually existing smart city’. Cambridge Journal of Regions, Economy and Society, 8(1), pp.13-25.

Zanella, A., Bui, N., Castellani, A., Vangelista, L. and Zorzi, M., 2014. Internet of things for smart cities. IEEE Internet of Things journal, 1(1), pp.22-32.

Zygiaris, S., 2013. Smart city reference model: Assisting planners to conceptualize the building of smart city innovation ecosystems. Journal of the Knowledge Economy, 4(2), pp.217-231.