(IPS) analysis

Like a mammoth concrete serpent with a shimmering central hump, the 8.5km-long Penang Bridge stretches out across the channel separating the mainland peninsula from the south-east of Malaysia's 'Silicon Island'.

The bridge complements a decades-old, neglected but still charming ferry service further north.

So when authorities announced plans last month to start work on a third link to the mainland peninsula - a proposed bridge-tunnel - in 2003, concerned groups rose up in protest over the financial, environmental and traffic implications of the project.

The RM 2.3billion bridge-tunnel would be built toward the north of Penang, about 8km up from the ferry terminals.

The new 9.2km-long link would start as a bridge until it reaches two artificial islands before mid-channel on either side: these would be the starting points of a mid-channel 2km-long tunnel that would allow shipping traffic to and from Penang's ports to pass unhindered.

The islands would have a viewing gallery and a 'Titanic-like' structure as a tourist landmark.

Certainly, the existing Penang bridge, which links the electronics industrial zone on the island to another industrial area on mainland Penang, is rapidly reaching its maximum carrying capacity, especially during peak hours.

Traffic grinds to a standstill every time there is an accident on the bridge.

But critics say that much of the Penang bridge's traffic snarls could have been relieved had the ferry service not been neglected since the bridge's completion in 1985.

They argue that Penang does not need another road link for now, since roads fill up just as fast as they are built. All that is needed is a less costly, urgent upgrade of the ferry service.

Other options

For the longer term, they insist the state should be looking at more sustainable transport modes including a light rail transit (LRT) system, with cross-channel links.

''We have to look at other options like expanding the ferry service,'' says transport planner Ganesh Rasagam. ''The key is public transport.''

It would be worthwhile to do a feasibility study for an LRT link that would avoid the shipping lanes, he adds.

Already, the state traffic police chief has warned that planned new ring roads on the island would have to be completed first before the new link is completed given the surge in traffic pouring into the island, which is half the size of Singapore.

Cross-channel commuters pay RM7 in toll charges per car - the same rate is imposed by both the Penang bridge and the ferry service - and toll is only collected on the mainland side.

Once on the island, commuters can opt for either the bridge or the ferry for the toll-free ride to the mainland.

But more often than not, impatient commuters on both sides give the ferry service a miss when they see long queues snaking outside the ferry terminals on both the island and the mainland.

''There are only five ferries running now,'' reveals a former ferry crew member with 25 years' experience. That is a far cry from the dozen or more operating in 1985 when the ferry service was at its peak, just before the Penang bridge was completed and hence encouraged more motorisation.

But in the late 1980s, the old ferry terminal on the mainland serving both passengers and vehicles collapsed and was never rebuilt. That terminal operated side-by-side with a newer terminal on the mainland built in the mid-1970s.

With one ferry terminal less, the five double-decker vehicular ferries that used this newer terminal were converted into passenger-taking ferries - and led to the gradual discarding of the older ferries. Thus, the number of ferries was drastically cut.

Toll collection

Critics allege that the ferry service was allowed to plummet to maximise toll collection on the new Penang bridge, while port authorities argued that the ferries are outdated and running at a loss.

Whatever the case, frustrated commuters deserted the ferry service in droves. The rise in traffic on the Penang Bridge surpassed even the planners' expectations: the original toll booths proved to be insufficient to cater to the expanding traffic volume and new toll booths had to be added.

Asked what he thought of the proposed third link, the former ferry worker replies, ''I think it would be much better if the Penang Port was to increase the number of ferries.''

''I don't think we need to build another link for now - maybe sometime in the future, in about five to ten years or so. For now, all they need to do is to rebuild the collapsed terminal and improve the ferry service,'' he adds.

Reacting to concerns over the environmental impact of the proposed Third Link, Works Minister Samy Vellu said the government would go ahead with the project as it gave priority to commuters' convenience.

He said Environmental Impact Assessment (EIA) studies had been conducted earlier and the findings were submitted to the Science, Technology and Environment Ministry before the design for the proposed link was drawn up.

''There will be no adverse effects to the ecology system as we will take into account many aspects before construction work starts,'' he said.

Public interest groups, however, are demanding that the EIA studies be made public and are worrying about possible silting along the coastline.

Even establishment personalities involved in heritage conservation have expressed reservations. They are concerned about the impact of additional traffic on Penang's efforts to be listed as a UN World Heritage Site.

Open tender

The Penang Port managing director, for his part, has said the port would be implementing a multi-million ringgit dangerous cargo terminal on a 50-hectare reclaimed site, just beside the proposed area of the bridge-tunnel project.

The proposed tunnel would also thwart the port's plans to dredge the channel to make it deeper - from the present 11.5 metres to 15 metres.

No one knows what the proposed toll rate is going to be though it is likely to be more than RM7 . Activists are now waiting to see if there will be an open tender in the selection of contractors.

Already, some critics say the final cost could be more than the planned US$600million, bearing in mind that the Penang bridge (without any tunnel) cost US$222million some 20 years ago.

Thus far, the government appears determined to push the project through, but it will have to contend with murmurs of discontent that may grow louder.