This is how regional rail can help ease our big cities’ commuter crush

Rail investments have brought Ballarat, Geelong and other regional centres closer in travel time to Melbourne than many outer suburbs.
Tony & Wayne/flickr, CC BY-NC

Michael Buxton, RMIT University

In Sydney and Melbourne, the squeeze is on. Population is booming; house prices are still rising; roads and trains are congested. Australian governments generally have ignored the benefits of relating metropolitan and regional planning.

However, some state governments are now investigating more integrated sectoral and spatial planning strategies, initially through shifting public sector jobs to regional centres.

In particular, improved regional rail connections do work. Already rail investments have brought Ballarat, Geelong and other regional centres closer in travel time to Melbourne than many outer suburbs, and this trend will continue.

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Further reading: Commuters help regions tap into city-driven growth

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Sydney has similar opportunities with regional rail connections, but has not yet exercised them. Rail services to and from Gosford, Newcastle and Wollongong have improved little over recent decades.

Rail bypasses clogged arteries

For decades, policymakers’ preferred solution to congestion has been adding and widening freeways. But promises of faster travel times and freer movement have been illusory. New roads and freeway lanes induce more traffic and will provide short-lived solutions in our biggest cities.

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Further reading: Traffic congestion: is there a miracle cure? (Hint: it’s not roads)

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These cities are the main drivers of Australia’s national economy, attracting advanced business service professionals and knowledge providers.

Access to high-value jobs, transport arteries that function well, and better-managed population growth will become critically important to urban economies as these cities move towards populations of 8 million people.

In Sydney and Melbourne, critics are claiming that major new road projects such as WestConnex and the Western Distributor will increase central city traffic congestion, particularly for work-related journeys.

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Further reading: Modelling for major road projects is at odds with driver behaviour

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Victoria proves regional rail works

Contrast that with the success of regional rail development. Victoria has invested several billion dollars in a series of projects. These have raised maximum regional train speeds to provincial cities to 160kph, increased reliability, provided new and much faster trains and transformed frequency.

Victoria’s investment in regional rail has quadrupled train services and almost halved travel time between Ballarat and Melbourne.
Hugh Llewelyn/flickr, CC BY-SA

The 119km peak-hour trip from Ballarat to Melbourne before these investments took two hours, with four trains a day on offer. Today 22 daily trains operate in each direction between Melbourne and Ballarat. Boarding the 4.33pm from Southern Cross delivers passengers to Ballarat 65 minutes later.

From Geelong, the transformation has been even greater. The recently completed Regional Rail Link runs 55 daily trains each way. The project was the first to be approved by Infrastructure Australia, backed by A$3.8 billion in state and Commonwealth funding.

Patronage boom calls for more work

These upgrades, however, have become victims of their own success. Some lines have recorded a 300% increase in patronage. Similar increases are projected for the next decade.

Remarkably, within two years of opening, patronage growth has already reached capacity on the inner part of the Regional Rail Link (which segregates metropolitan from country trains for travel to and from central Melbourne). There is little or no capacity for extra trains to be run in peak times.

Trains are becoming ever more crowded. Long-distance commuters have valued their ability to work, read or sleep on these trains, especially during their homeward journeys. They must now compete for seats with others from rapidly expanding western suburbs, which are yet to gain their own suburban train services.

A short-term fix would create longer trains of eight carriages instead of six. A medium-term fix would electrify and provide separate services to the part of the Geelong line that serves the new dormitory suburbs.

These changes need to be complemented by more frequent and better co-ordinated feeder bus services to stations. In addition, easily accessed large commuter carparks need to be built on vacant land on the Melbourne side of the major regional centres.

In the longer term, the answer lies in providing more multiple tracks to fully segregate suburban and regional trains in suburban areas. Providing robust double-line railways in each corridor will prevent the cascade effect that occurs when trains delay each other on single lines.

The completion of level-crossing removals will also allow higher operating speeds and safer operations. Trains will be able to move progressively to maximum speeds of 200kph where feasible rather than 160kph.

Regional cities must avoid past mistakes

These rail investments will further promote population growth in regional cities. Already, regionally developed services, more affordable housing stock and less frantic lifestyles are acting as attractors.

It is essential to integrate the planning of major regional transport projects with spatial planning to avoid the undesirable results of fragmented policy.

Some regional centres are repeating the worst mistakes of metropolitan low-density urban sprawl by expanding on greenfield sites far from town centres. Modelling of Victorian regional towns has shown that they contain in-fill opportunities to at least double existing populations and provide a range of affordable housing options.

To maintain liveability for expected high population growth, heavy rail investment is vital. Carefully targeted regional rail investment can shrink distance, provide access to more jobs and better lifestyles, and contribute to wider housing choices.

This investment is a critical requirement for continued prosperity in Australia’s largest urban centres.

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This article was co-authored by Bill Russell of the Rail Futures Institute, Melbourne.

Find out more about what Victoria can do to overcome the commuter crush at Railway Remedies: Cutting the Crush on Geelong Trains, hosted by the RMIT Centre for Urban Research (CUR) and Deakin University at the Percy Baxter Theatre, Deakin Geelong campus, on Wednesday, August 9.

Michael Buxton, Professor of Environment and Planning, RMIT University

This article was originally published on The Conversation. Read the original article.

BURMA: REPORT DOCUMENTS ABUSE OF CHIN CHRISTIANS

Human Rights Watch shows systematic, officially sanctioned religious freedom violations.

DUBLIN, February 20 (Compass Direct News) – A Human Rights Watch (HRW) report released in January details serious and ongoing abuses against the Chin people, a minority group in Burma’s northwest who claim to be 90 percent Christian.

HRW’s research echoes a 2004 report by the Chin Human Rights Organization (CHRO) that described targeted abuse of Christians in Chin state, with the Burmese army subjecting pastors and church members to forced labor, arbitrary arrest and detention, torture and sometimes death.

While religious oppression is extreme in Chin state, restrictions also apply elsewhere in Burma, also known as Myanmar. Most recently, officials in January forced the closure of more than 100 churches in Rangoon and ordered owners of apartment buildings and conference facilities not to rent their properties to religious groups.

Based on interviews with Chin refugees in India and Malaysia between 2003 and 2008, HRW’s report describes how an increasing number of army battalions stationed in Chin state since 1988 have inflicted forced labor and arbitrary fines on the Chin people, as well as bullied them away from Christianity toward Buddhism.

“When we meet the army, we are shaking,” a Chin refugee pastor told HRW. “Whatever they want is law.”

The HRW report, entitled “We Are Like Forgotten People,” notes that soldiers frequently forced Christians to donate finances and labor to pagoda construction projects in areas where there were few or no Buddhist residents.

They also occasionally forced Christians to worship in Buddhist pagodas. One Chin pastor described how Burmese soldiers brought him to a pagoda and prodded him with their guns, commanding him to pray as a Buddhist.

“They said that this is a Buddhist country and that I should not practice Christianity,” he told HRW.

The military forced village headmen to present “volunteers” for military training or army construction projects and secured “donations” such as food or finance for army battalions. Soldiers severely beat or detained headmen if a village failed to meet quotas, seizing livestock or property in retribution.

Pastors often faced similar treatment, particularly if church members were accused – often without proof – of involvement with the Chin National Front insurgency group. HRW listed arrest, detention and torture as methods used against those accused of being part of the Chin National Front, based across the border in northeast India. Torture included beatings with sticks or guns and electric shocks via metal clips attached to high-voltage batteries. Such measures were also used to crush dissent against army policies such as failure to pay extortionate and arbitrary fees.

The military government promoted Buddhism over all other religions in Chin state through threats and inducements, destroying churches and other religious symbols, and restricting the printing and importing of Bibles and other Christian literature, HRW reported.

A judge in 1999 sentenced one man from Falam township to three years in prison for bringing Chin language Bibles into Burma, contravening Burma’s 1965 Censor Law. Authorities also burned 16,000 copies of Chin and other ethnic language Bibles brought into neighboring Sagaing Division, another Chin majority area, in 2000.

 

‘Campaign of Ethnocide’

CHRO’s 2004 report, “Religious Persecution: A Campaign of Ethnocide Against Chin Christians in Burma,” explained that Christianity had become inseparable from Chin culture following the arrival of American Baptist missionaries in 1899.

The report, based on information gathered in Chin state, gave numerous examples of the destruction of churches and crosses, the burning of Bibles and restrictions on other religious publications and activities between 1993 and 2004 – including the extrajudicial killings of four Chin Christians in 1993.

Burmese authorities routinely denied permission for the construction of new churches and required permits for large church gatherings, although lengthy bureaucratic processes meant that most of these gatherings were eventually postponed or cancelled.

A September 2008 U.S. Department of State report confirmed that Chin state authorities have not granted permission to build a new church since 2003.

As recently as last November, a government official ordered residents of Tayawaddy village in neighboring Sagaing Division to destroy the foundations of a new church building erected by members of a Chin Christian student fellowship. A report in the Chinland Guardian claimed villagers were subsequently ordered not to rent their homes to Chin students or the homes would be destroyed.

 

Enticement to Convert

CHRO’s report gave clear evidence of government support for coerced conversions. For example, the government offered free secular education to several children from impoverished families, only to place them as novice monks in Buddhist monasteries in Rangoon.

The Ministry of Religious Affairs has also sent Buddhist monks to villages and towns throughout Chin state under the Hill Regions Buddhist Mission program, one of several Buddhist missionary initiatives highlighted on the ministry’s website. Chin residents who spoke to CHRO likened these monks to “military intelligence” operatives who worked in partnership with Burmese soldiers to control the Chin people.

According to one Chin resident, “Anyone who doesn’t abide by the monks’ orders is reported to the State Peace and Development Council [Burmese government officials] and punished by the army.”

Another Chin man from Matupi township attended a government-sponsored “social welfare” training session only to discover that it was a propaganda session led by a Buddhist monk.

“In the training we were taught the 17 facts of how to attack and disfigure Christians,” he explained.

The 17-point method encouraged converts to criticize Christian ways of life as corrupting culture in Burma, to point out weaknesses in Christianity, and to attack Christians by both violent and non-violent means.

“We were promised that 1,200 kyats per month [US$190] would be provided to those families who became Buddhist,” the training participant added. That amount of money is significant in the Burmese economy.

The instructor also ensured participants that they would be exempt from “portering” and other forms of forced labor and compulsory “donations” if they converted, and that the government would provide education for their children.

“I became a Buddhist because of such privileges rather than because I think Buddhism is better than Christianity,” the Chin participant told CHRO.

 

Religious Policy Elsewhere

According to CHRO, both the Burmese army and the monks are pursuing an unofficial government policy summed up in three words; “Amyo, Batha, Thathana,” which translates as “One race, one language, one religion” – or Burman, Burmese and Buddhist.

This policy was exemplified by the forced closure in January of more than 100 churches in the capital, Rangoon.

Officials on Jan. 5 invited pastors from more than 100 Rangoon churches to a meeting where they were ordered to sign documents pledging to cease operation of their churches or face imprisonment. About 50 pastors attended, according to Burmese news agency Mizzima.

A CHRO spokesman told Compass yesterday that a significant number of these churches were ethnic rather than majority Burman churches.

In mid-January, officials ordered several other major Rangoon churches to close, including Wather Hope Church, Emmanuel Church and an Assemblies of God Church. (See Compass Direct News, “Burma Clamps Down on Christians,” Jan. 21.)

Officials from the Ministry of Religious Affairs in January summoned the owners of buildings where churches met and ordered them not to rent their properties to religious groups, according to another local online news source, the Democratic Voice of Burma.

In the late 1990s, Burma stopped issuing permits for land purchase or the construction of new churches in Rangoon and elsewhere, leading many Burmese Christians to conduct services in rented apartments or office buildings.

The church closure orders may simply be an extension of Burma’s existing religious policies, which elevate Buddhism in an effort to solidify national identity. The country’s population is 82 percent Buddhist, 9 percent Christian and 4 percent Muslim, with traditional ethnic, Chinese and Hindu religions accounting for the rest.

In a 2007 report describing religious persecution throughout Burma, including Chin state, Christian Solidarity Worldwide cited the “Program to Destroy the Christian Religion in Burma,” a 17-point document that had circulated widely in Rangoon. Allegedly authorized by the Ministry of Religious Affairs, the program’s first point declared that, “There shall be no home where the Christian religion is practiced.”

The Ministry of Religious Affairs subsequently pressured religious organizations to publicly condemn CSW’s report and deny all claims of religious discrimination in Burma.  

Report from Compass Direct News

SOMALI PIRATES: Beyond Time to Crush Them

Somali pirates have captured yet another large ship off the coast of Somalia. This time the ship was carrying military hardware and supplies to the Kenyan government. The Ukrainian freighter had 33 T-72 battle tanks on board, as well as grenade launchers and ammunition bound for the Kenyan military in a legal arms purchase. The shipment is valued at about $30 million dollars.

The ship is called the ‘Faina’ and has a crew of 21 sailors from Russia, Ukraine and Latvia.

When the ship was nearing the Kenyan port of Mombasa, about 320 km from land, it was surrounded by three speed boats with armed Somali pirates on board.

The Somali coast is infested with pirates, with estimates suggesting that there are up to 1 000 pirates operating in the region. Pirates have seized some 25 vessels this year and attacked at least another 25, with 14 vessels still being held by pirates.

In my opinion it is high time, indeed beyond time, to crush the pirates of Somalia. According to reports there are now US and Russian warships patrolling the region. But more needs to be done, with a relentless campaign needed to remove the pirate problem.

Currently vessels are being held for ransoms that on most occasions are being paid. By paying the pirates, the pirate problem is only being encouraged. The pirates must be stopped – not only off Somalia, but in all areas in which they operate, including Nigeria, Aden, Indonesia, etc. Perhaps a force under the direction of the UN Security Council is what is required.