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By Khoo Salma Nasution.
 THE closure of the Penang Hill Railway – the only one of its kind in Southeast Asia – is an event of great sadness in the rich history of Penang. It is claimed that Penang’s historic funicular railway is being closed on 22 February 2010 for “upgrading”. The public is generally unaware that the project will irrevocably alter the character of the existing railway as we know it, and entail the destruction of many of its important elements.
The Penang Heritage Trust would most certainly welcome a cautious upgrading of the Penang Hill Railway for the convenience of passengers and tourists. However, we would insist that any upgrading be done with a thorough understanding and appreciation of history, heritage and environmental issues. We would also insist that important heritage elements of the original railway are retained. We believe that this is not the case with the present project.
When the project was launched by the Federal Government in October 2009, it was announced that the capacity of the “upgraded” railway will be increased from the current 280 passengers an hour to 1,000 passengers an hour. Very little information about the project has been made available. From reports, however, it is clear that that the two-section system will be abolished by realigning the track to create a single system. The train-changing at the Middle Station will be done away with. The existing rails, cables and original machinery will be removed and replaced. The present four passenger carriages will be replaced with two larger carriages.
To appreciate what Penang is losing with the replacement of its historic railway one needs to recall its history. The current funicular was the second attempt to build a railway on Penang Hill. The first attempt begun in 1898 and completed in 1906 was a two-car system. Comprising only one section covering the entire distance, it failed for technical reasons.
The current funicular railway comprises two independent sections. It was designed by Arnold R. Johnson, senior district engineer of the Federated Malay States Railways, and built under his supervision. However, many Asians took part in the project, from the labourers and technicians who physically constructed it to the Municipal Commissioners and public who watched and debated every stage of its development. Work began in 1920 and was completed in 1923. The two-section solution proved extremely successful.
Passenger service began on 21 October 1923 and the railway was officially opened on 1 January 1924. There are eleven viaducts and one tunnel. The tunnel was one of the steepest in the world. Because of the physical characteristics of the terrain, the railway has required the highest standards of maintenance to ensure the safety of passengers. A true Malaysian achievement, the Penang Hill Railway was heralded by the Straits Echo as a “Malayan Wonder” and an engineering feat.
The construction and maintenance of the railway has been a veritable battle against the forces of nature. Drainage is a major concern as streams continually work new passages down the hill threatening to undermine the masonry on which the track and its infrastructure are built. In the early days rigorous maintenance was observed and the cables were routinely replaced every three years. The railway was handed over the Municipal Council of George Town, whence it was maintained by local technicians from the Electrical Department. One of them was the late James Tait, a Penang Eurasian who managed to restore the railway during the Japanese Occupation without the help of European engineers.
In recent years frequent and sudden temporary closures of the railway have raised concerns about the standard of maintenance. Instead of addressing these concerns, the authorities have responded with a project to replace the old railway, under the guise of “upgrading” it.
As anyone who has traveled up the hill by funicular will realize, the over 20 minute journey does not traverse a straight line. The railway has been very cleverly and thoughtfully built with respect to the natural terrain, negotiating many curves and bends, and using viaducts to circumvent drainage flows. The new project, which proposes a quick journey on a straight one-section railway, thus raises a lot of questions.
What will happen to the cable drive-engines at Middle and Upper Stations which are part of Penang’s engineering heritage? Will the project require new hill cutting on steep slopes? Will the new railway involve unacceptable levels of stress on the infrastructure and environment, and prove difficult and costly to maintain after the handover date?
Once the project has been completed, familiar maintenance issues will resurface. However, with such an ambitious high-speed high-capacity railway, poor maintenance will not only result in train breakdowns, but more importantly, put the safety of passengers at risk.
The new railway project is virtually a fait accompli. A large contract has been awarded after a hasty tendering process. Such is the way of doing things in Malaysia. We thoroughly sympathize with Penang Hill residents and businesses, who are wondering how long they will be denied a rail service. We will continue to question the wisdom of undermining the historic value of this 87-year old monument of Malaysian engineering heritage.
When the project is underway, unanticipated problems may be encountered, necessitating variations to the original proposal. We urge the authorities, project managers and contractors to consider the heritage value of the Penang Hill Railway in every decision taken. If called upon, the Penang Heritage Trust is ever willing to provide advice at the service of history and heritage.
This statement was issued by the Penang Heritage Trust (PHT) on Feb 24, 2010. Khoo Salma Nasution is President of the PHT. The opinions expressed herein are those of the author and do not necessarily reflect those of iGeorgetown
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