Alan K. Meier

Intermediate Transport in South East Asian Cities

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Transport in Penang - Transport of People

As indicated, the transport modes in Penang are conventional. The street are filled with cars, motorcycles and bicycles. In 1973 statistics for the Province Wellesley, which includes Penang, Butterworth and its hinterland, give the following figures for motor vehicles, with annual growth rates in parentheses: 49,000 cars (10%), 75,000 motorcycles (22%), and 1061 buses (1OO%) (Data obtained from the State Motor Vehicle Department). The city of Georgetown registers non- motorised vehicles. The most recent figures were: 200,000 bicycles (2%), 2,500 trisha (1% decrease) (Ref. 5).

Car ownership is growing rapidly and in the Penang area there is now about one automobile for every ten persons. Both the increased incomes and pressures of status have stimulated the shift to cars. There are many Volvos and Mercedes in Malaysia, while at the lower end of the market Fiat and Japanese models predominate. The government and private businesses have assisted new buyers of cars by providing very low interest loans (4% is common) to their employees. Such interest rates amount to a 20-40% subsidy of the purchase price.

The Malaysian policy that every family should have a house is also forcing the purchase of cars. For the predominantly rural population this policy is really an affirmation of the status quo, but it spells disaster for the urban areas. Large housing tracts have been built which can only be served by cars. Kuala Lumpur, the wealthiest and fastest growing city, has born the brunt of this development, and now has traffic jams comparable to cities five times its size.

Penang has not suffered from this tract development to the same extent as Kuala Lumpur, principally due to-its stagnation - only 2% annual growth over the past decade. Recently however, new development has started in the southern area which will similarly be locked into a car-based transport system, even though the old city's narrow and winding streets simply will not be able to absorb many more automobiles.

Motorcycle sales reflect the higher incomes received by the younger generation. The figures are from 1973 and there are now probably more than 90,000 machines in use in the area. Motorcycles are ideally suited to Penang. The narrow and winding streets are easily negotiated and, while weather is a constraint, people still seem to ride in the rain. Nearly all of the motorcycles in Penang are in the 50cc-125cc range, and prices start at about $450. Both sexes ride motorcycles but driving is a predominantly male role, while women often ride side-saddle on the back. The native dresses make motorcycle driving nearly impossible for women, so the activity is restricted to those who have westernised their dress. All of the women drive the smaller, clutchless models. These have a small basket located between the driver's knees, in which a briefcase or a purse can be placed with reasonable security.

Bicycles are very popular in Penang. The city is ideal for bikes as it is perfectly flat and distances are never great. The bicycles are mostly of an English design, manufactured in Malaysia, though a few are imported from Japan and China. Bicycles cost from $60-$85 which is within the financial means of most of the urban population. They are principally ridden by boys and men, and the few women that ride bicycles must wear western dress. The number of bikes has grown at about 2% annually which parallels population growth. The petrol price rises had no noticeable impact on sales, indicating the demand for bike transportation is independent of the other transport modes.

There have been a few attempts towards the construction of bicycle lanes. Some sidewalks have been widened and signs erected. Sometimes just a yellow line divides the highway, but this arrangement is particularly dangerous since buses and motorcycles cut into it without warning. Considering that over half of the wheeled vehicles in Penang are bicycles, it is surprising how little has been done to accommodate them.

Besides taxis, trishas are the only public means of personal transport. There are about 2,500 trishas in Penang. They have a unique design that even differs markedly from Kuala Lumpur. The greatest difference is the positioning of the pivot point. The pivot is behind rather than beneath the passenger compartment, which substantially reduces weight and complexity as well as lowering the centre of gravity. The actual joint on the Penang trisha is so small that it almost escapes notice, while in Jakarta it creates a massive undercarriage. To compensate for the loss of leverage in steering, since the driver is now much closer to the fulcrum, a steering handle extends away from the passenger compartment towards the driver. This appears to work just as well, though sometimes the rider must move the seat back to prevent his knees from hitting the bar. There are several other interesting features of Penang trishas. The caliper brake is applied via a foot pedal rather than a hand lever. All Penang trishas have a slot for an umbrella for the driver as well as the usual canopy for the passenger, This is positioned on the steering bar and protects the driver from the overhead sun or monsoon showers. Municipal law requires some form of light for night operation. Perhaps a quarter of all the trishas have electric lights, most of them generator powered, with a six volt battery wired in parallel to maintain light when stopped. Some, however, just operate on a battery. Usually there are two side lights and one at the rear, but the fanciest trishas have six or seven lamps, including turn signals. The other trishas use wick lamps. Both trishas and freight tricycles have two kickstands. One stand lifts the rear wheel off the ground and serves as a bumper while moving. In the front, under the passenger compartment, or under the cargo box on the freight tricycle, a hinged grille folds down to raise the front wheels off the ground. By lifting all three wheels off the ground, the trisha or freight