26 August 2009


RailWorks is the official successor to Rail Simulator, announced by Tim Gatland on 26 March 2009 on the official Rail Simulator website. The game was released online on 12 June 2009 and in stores on 3 July 2009 in the DVD-Rom format.

RailWorks is an upgrade to Rail Simulator, containing new rolling stock, tools that had to be separately downloaded, significant graphical advancements such as modification of the existing content, bug fixes, backwards compatibility and the ability to trade elements from the virtual world with other users online. RailWorks will be a universal platform containing all content from the original European release and US release. RailWorks will also make use of Valve's Steam platform to simplify the processes of support and upgrading the product.

An interview posted on the Rail Simulator website describes how RailWorks will differ from its predecessor. RailWorks provides a single common platform for users across the globe, a more powerful system for upgrades, maintenance and additional features in the future. Later on it was announced by Paul Jackson of the newly re-developed company that the physics engine has been modified and a new feature allows numbers of stock to be directly input onto the targeted item. RailWorks will contain all routes from the original release, Bath–Templecombe, Oxford –Paddington, York-Newcastle, Hagen-Siegen and Barstow-San Bernardino. The Hagen-Siegen route has been completely revised along with the others featuring noticeable improvements. It has also been stated that the original expansion packs for Rail Simulator will be able to be installed for use with RailWorks.

There will be new "fictional" routes in Rail works with Hedborough North, the British one being a 60s/70s harbour, the German one a northern lakelands setting known as the Seebergbahn and the Castle Rock Railroad, a Denver- Monument route for America. RailWorks will contain all previous rolling stock but will feature three new locomotives, British Rail Class 37, the EMD F7 and the DB Class V 200, plus a handful of new stock and the locomotive reskins from the official website that were originally meant to be downloaded separately. RailWorks will also add new scenarios to all original routes.


22 August 2009

Malayan Railway 100 Years Stamps

Date of Issue: 1985-06-01
Denominations: 15 cents, 20 cents, 80 cents and $1.00
Stamp Size: 25.6mm x 38.4mm
Paper: Unwatermarked
Printing Process: Lithography
Printer: Security Printers (M) Sdn. Bhd. Petaling Jaya, Malaysia
Composition: 100 stamps
Designer: AMW Communications Management Sdn. Bhd., Kuala Lumpur

The Railway in Peninsular Malaysia was built essentially to cater for the country’s economy during the colonial days, to convey tin ore and plantation produce. The first railway line in Peninsular Malaysia was a 13-kilometer track laid from Taiping to Port Weld (now known as Kuala Sepetang) in the year 1884 and was opened to traffic in 1885. This was soon followed by lines linking Kuala Lumpur and Klang, Seremban and Port Dickson, Tapah Road and Teluk Anson (now known as Teluk Intan). From these beginnings were developed the various state railways which were amalgamated in 1901 to form the Federated Malay States Railways.

Today the role of the Railway is oriented not only towards fulfilling the economic needs of the country but also to its social obligations. The objective of the Malayan Railway is to provide safe, economical, reliable, comfortable, efficient and adequate services in accordance with the ever increasing traffic demand.

Presently the Malayan Railway runs 176 trains daily worked by a total of 101 locomotives. There are a total of 280 coaches that are used to run passenger trains and 5,193 freight cars. In the year 1984, Malayan Railways carried a total of 6.6 million passengers earning a revenue of $60 million. The haulage of freight in the same year was approximately 3.3 million tones generating a revenue of $56.2 million.

The Malayan Railways will continue to modernize its services during the Fifth Malaysia Plan (1986 – 1990). Some of its plans include the modernization of the signaling and communications equipment, the improvement to stations and yards for better operation of trains and the computerization of the ticketing and seat reservations and wagon and coach control.

Incorporated in the various projects are training programs for railway employees which will include technical training as well as supervisory and managerial training.

The Malayan Railway has undertaken a long term project to improve the main line between Butterworth and Johore Bahru as well as to construct a double electrified standard gauge track between Kuala Lumpur and Kota Bahru via Mentakab, Kuantan and Kuala Terengganu. This project when completed will most certainly enable the Malayan Railway to have ample capacity to cater for the growing demand for transport in the future.

Credit for following link

The Johore Wooden Railway

A story from http://searail.mymalaya.com/Johore/JWR.htm

In 1866, the Maharaja of Johore visited England and witnessed some of the early railways. On his return he decided that he wanted his own railway and it was decided that it would be built from New Johore (now Johore Bahru) towards Gunong Pulai, some twenty miles to the north west, where it was planned to build a sanatorium and hill resort due to the cooler temperatures.

Due to the plentiful supply of good quality wood nearby (Johore teak was considered to be the finest of its kind) the rails were to made of wood, which had already proved to be acceptable elsewhere. The cross-section of the rails was to be 6” x 4”, made from 10 feet scantlings, and they would be fixed on round sleepers, six and a half feet in length, bearing slots of 6” x 4”, set on edge and keyed in by two wooden wedges driven against each other. The rails projected two inches above the sleepers, which were spaced three feet apart. The gauge was at first said to be 3 feet but was later clarified as one meter, being chosen as suitable following that chosen for light railways to be constructed in India from 1872. The sleepers were embedded in the earth “as the country could not afford stone ballast”. 90 tons of timber was used per mile of track.

According to the Singapore Daily Times of 24th July 1869 His Highness, the Maharaja of Johore “inaugurated the Johore Railway by turning the first sod of the line at New Johore in the presence of a small gathering of Europeans and Natives. The first section will be an experimental one of 18 miles in the direction of Gunong Pulai”. The Singapore Daily Times contained further reports on 24th April 1872, 20th May 1873, 28th June 1873, 4th April 1874, 21st August 1874 and 28th September 1875.

A report in mid-1873 stated that 6 miles of track was completed and a further 2 miles nearly completed. A low-powered Chaplin’s contractor’s locomotive was being used for construction. The deepest cutting was 42 feet. The proposed locomotive was a “Fairlie double bogie engine, which was successfully used on the Ffestiniog Railway in Wales and well adapted to steep gradients and sharp curves.” As yet I have found no record of such a locomotive being delivered to Malaya, however in 1875 the Maharaja of Johore purchased a locomotive second-hand from India. It was an Indian State Railways B class 0-4-4T, number B27, 89 on the Rajputana State Railway, Dübs 742/1874. It was later used on the construction of the Selangor State Railway line from Klang River to Kuala Lumpur and was used on the opening train, being named Lady Clarke. Despite a later collision, it survived to be taken into FMSR stock in 1901. It is possible that it was used on the Johore Wooden Railway.

An 1875 report stated that 10 miles was complete, including sidings, and part of the line was already in use, passing estates and plantations on the way – whether or not it served any of these is not known. There were no further reports until 1889 when it was said that the line had been closed for some time after the locomotive had fallen into a hole and been abandoned because white ants had eaten the track!

I have now spent over 40 years visiting and studying the Malayan Railway, known locally as Keretapi Tanah Melayu, now shortened to KTM. Many changes have taken place in that time and I hope viewers will find at least some of the photographs interesting or useful. There are now over 1000 photographs on the site and I will update it after each visit to the area. This site has now been restructured and relocated, as of 1st January 2005, and the old pages will shortly become unusable.

If you require further information you can contact me at

18 August 2009

KTMB Customs & Immigration Procedure for Intercity

KTMB railway track in Kranji, SingaporeImage by StarvingFox via Flickr


Traveling out from Malaysia requires passenger to abide a clearance procedure conducted by customs and immigration of the country which they are visiting. Below is the guideline in regards to the customs and immigration clearance for passengers to take note when they travel by train:

Country: Travel to Singapore from Malaysia
  • Immigration Examination by Malaysia’s Authorities at Johore Bahru station
  1. Announcement will be made to notify passengers to prepare their legal documentation such as passport and White Card upon approaching Johore Bahru station for immigration examination that will be doing on board the train.
  2. Passengers are advised to sit at their own seats during examination is taking place
  3. Customs and Immigration Examination by Singapore’s Authorities at Woodlands station
  4. Passengers have to disembark from the train with luggage and belongings upon arrival at Woodlands station for Custom and Immigration checks.
  5. Passengers will be guided ahead to waiting hall by Singapore’s Police at the Immigration Office until entire train’s passengers are cleared of the check.
  6. Passengers are advisedly to get back to their respective coaches and the train will proceed to Tanjong Pagar station as a final station to Singapore.
  7. Tanjong Pagar station is also a valid entrance station for any return journey from Singapore to any destinations.
Country: Travel to Thailand from Malaysia
  • Immigration and Customs Examination by Malaysia/Thailand Authorities at Padang Besar Station
  1. Passengers will disembark from train and check into gate 6 for immigration clearance by Malaysia Immigration
  2. Arrival/Departure form has to be completed by passengers before Immigration of Thailand permits the clearance
  3. Customs check will be conducted by Thailand Custom on board of the train once train has pass through the border line
Country: Travel from Thailand to Malaysia
  • Immigration and Customs Examination by Thailand/Malaysia’s Authorities at Padang Besar Station
  1. Train will stop at Padang Besar station for passengers to do an immigration clearance conducted by Thailand Immigration. Passengers have to disembark from train with their luggage and proceed to gate no 4.
  2. Malaysia Immigration requires a completion form of IMM 26 (Malaysia Arrival Card) by foreign travelers; this procedure is exceptional for Malaysian travelers.
  3. Passengers will undergo a Customs examination before they embarks into train
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17 August 2009

3 New Trainz Packages

Trainz Simulator: Classic Cabon City - Standalone Pack for TS2009

Classic Cabon City is the newest and most powerful featured add-on for Trainz Classics ever. The wide range of details spread out around a 10qkm area is based upon our new Trainz technology introduced with TC3 and TS2009. Classic Cabon City will redefine the cityscape routes for Trainz and will hit the top list as a "must have" item for rail and Trainz enthusiasts.

Classic Cabon City is a large city with over 180 stations and a two-track system enabling full choice in the route to your destination. Drive two different Trams with their own cab and follow your route on the HUD interface, Switch junctions directly from the Driver's cabin and explore the vast city laid out before you. The scenery and ambience bring life to the city with attention to detail, high-resolution textures, lighting and Shadows and a great night mode make this the most realistic driving experience to date. In addition, Classic Cabon City provides multiple locations for you to discover, such as Fun Fairs, a large Airport and a 1000m tall Skytower you can approach.

Trainz Simulator: Murchison 2 - Standalone Pack for TS2009

Murchison 2 is a merging of the original Narrow Gauge Murchison logging layout with an extensive Standard Gauge rail network.

By incorporating landscape based on actual New Zealand electronic map data with specially developed Nature Series sets (animated waterfalls, river splines, textures, cliff splines, rail ledge splines, rock splines), Murchison 2 takes Trainz to a new level of realism. The result is a photorealistic colonial layout, set in the steam/diesel transition era, that users can submerge themselves in for a complete interactive rail experience.

Whether a steam-era NG enthusiast, or solely interested in SG steam or diesel operation, the 440 board Murchison 2 layout contains a huge variety of interactive and inter-related industries for operational pleasure that will keep the train enthusiast immersed for 100's of hours of interactive operation.

Trainz Simulator: Settle and Carlisle - Standalone Pack for TS2009

We take you to one of the most famous and scenic British main lines at the time of the transition from steam to diesel power. With 10 different types of locomotives and dozens of rolling stock items at your disposal you decide what train to drive. Sessions featuring Anglo-Scottish expresses, local stopping trains, fast freights, heavy mineral, slow pickup goods or trip workings offer a rich variety of services for your enjoyment. The 87 mile route from Skipton to Carlisle over the wild and remote Pennine moors will test your driving skills and ability to keep to schedule. Prototypical topography, track plans, gradients, stations, signal boxes and signal placement, viaducts and tunnels will complete your experience. With 'Trainz Simulator: Settle and Carlisle' you will almost believe that you are there.

There is semaphore signalling with new logic, and water troughs to replenish the tender whilst on the move. AWS (Automatic Warning System) is fitted to some diesel locomotives to give advance indication of the signalling, this provides extra security for the safe running of your consist.

For this steeply graded route large locomotives have been provided, including the powerful Britannia and A3 Pacifics, the LMS 8F 2-8-0 and the BR 9F 2-10-0. The LMS 4F 0-6-0 is included for the lighter trains and for shunting work a choice of the LMS 3F and the L&Y 2F 0-6-0 tank engines. All these locomotives have a multiple choice of running numbers and adjustable headlamp codes. The diesels include the large Class 40 (Whistler) and the versatile Class 37. The smaller Class 24 is included for lighter duties.

For rolling stock there is a new range of Mk1 coaches and an impressive array of new goods vehicles. These include the 4 and 6 wheel tankers, the anhydrite hopper wagons, the Presflo for powder loads. Other goods vehicles will include a variety of vans, open wagons and flat tops to represent the typical goods traffic of the time. The ubiquitous brake van has not been forgotten, of course.

The route, rolling stock and scenic items have been updated or expanded since TC3 to take advantage of the performance enhancements now available on the TS2009 platform and provide a greater range of assets. There have been several hundred modifications and additions for this release.

09 August 2009

Muar State Railway

The Muar State Railway (MSR) was a railroad operating in the district of Muar in Johore state, Malaya. Significantly, the MSR was the second railway line to operate in the state of Johore after the short-lived Johore Wooden Railway (JWR), and began operation in 1890, five years after the opening of Perak Railway's Taiping-Port Weld line. In comparison to the JWR, the MSR was more successful commercially, operating for 39 years before facing closure under stiff competition coupled with rising operation costs.

During the late 19th century, the district of Muar enjoyed significant economic growth as a result of a boom in the agricultural industry around the newly formed town of Bandar Maharani ( known as Muar town). As a result, Muar was economically important in the state of Johore.

The need for a railway arose when Parit Jawa, an area under Muar south of Bandar Maharani, required safe passage for the transportation of crops such as gambiers, coconuts and Pinangs. As Parit Jawa was inaccessible to Bandar Maharani via land, transport of goods would have to be conducted by river and sea, which were exposed to pirate attacks.

On November 13, 1887, a discussion was held between Resident Tungku Sulaiman and the head for the Land Office and Agriculture Affairs of Muar district, Dato' Bentara Luar, which concluded with an agreement to construct a railway line between Bandar Maharani and Parit Jawa for dual uses: To transport passengers between the two localities, and to improve transportation of goods.

Early construction work on the Muar State Railway line were conducted mostly by Malay and Javanese workers, the latter having migrated in masses to the Malay peninsular, with low pay and no permanent jobs. Construction of the MSR commenced early 1889 with materials entirely supplied from Europe, the line from Jalan Sulaiman (Sulaiman Road) in Bandar Maharani to Parit Jawa completed in 1890. In 1894, the line was extended another 3 miles (5 km) to Sungai Pulai.

By 1915, the profitability of the MSR motivated the Sultan of Johore to suggest an extension of railway services up to the Batu Pahat river, but never materialised due to financial factors and geographical conditions.

The Muar State Railway included a total of 13 stations, of which 5 were permanent and 8 were temporary.

Permanent stations:
1. Bandar Maharani (Muar town)
2. Parit Bakar
3. Parit Jawa
4. Parit Pecah
5. Parit Pulai

Temporary stations:
1. Parit Perupok
2. Parit Keroma
3. Parit Raja
4. Parit Unas
5. Parit Samsu
6. Parit Jamil
7. Parit Bulat
8. Parit Seri Menanti

In its first years of operation, the Muar State Railway was estimated to own 3 steam locomotives: On January 28, 1889, as construction of the railroad was underway, the first two locomotives were ordered from Black, Hawthorn & Co bearing works numbers 962 and 963; the third Black, Hawthorn & Co locomotive bearing works number 1017 was ordered later on July 5, 1890. During World War I, new locomotives from the United States were procured.

The trainsets of the MSR were originally planned for mixed use, consisting of an engine, 5 passenger coaches with outward facing seats (divided into first class, second class and third class), three goods vans and two further vans. This gave each trainset the ability to transport both freights and passengers, which partially contributed to the MSR's initial success.

The fare for passengers was five cents per mile. As agreed in 1887, free transportation was to be given to school children who went to Bandar Maharani's English school.

The Muar State Railway was financially successful due largely to improved demand. In 1915, income for the MSR reached ?RM? 86,701.92 compared to an expenditure of ?RM? 63,216.77.

Numerous factors were attributed to the increase in demand. As the MSR was operational during its early years, the growth of economic activities in Muar, coupled with a cessation of sea transport, fueled demands for MSR's train services. In addition, the MSR's decision to utillise train sets accommodating both freights and passengers helped improve frequency of services and maximised each locomotive's potential. By the time the MSR was extended to Sungai Pulai in 1894, the MSR train ran five times a day.

The MSR suffered several technical difficulties throughout its service. In its later years, it became known soft ground under the line left parts of the MSR line vulnerable to collapse, resulting in the need to pile the ground each time a train passed through the areas and contributing to the line's increasing expenditure.

By the 1920s, profitability of the MSR declined as the MSR's rolling stock were aging while maintenance costs on the railway and stations were increasing. The MSR also faced competition from newly introduced road transport: Jalan Abdul Rahman, a road between Bandar Maharani and Parit Jawa, openned in 1925 and rendered the MSR redundant. Lagging behind road-based vehicles, the MSR finally ceased operation in 1929.

The Muar State Railway was the last state-run railway to operate in Johore. By 1915, other state run railway operators such as Perak Railway and Selangor Railway have consolidated to form the Federated Malay States Railways (FMSR), which went on to extend its existing lines in Perak and Selangor to the north, south and east in Malaya. Under an agreement with the FMSR, the Johore state government participated in the development of the FMSR line by forming Johore Railway (JR), which undertook the construction of the Johore segment of the mainline from its boundary with Negeri Sembilan to Johor Bahru, before allowing itself to be absorbed into the FMSR in 1912. While Johore received FMSR train services upon completion of the line in 1909, the FMSR line bypassed all urban centres in Muar, leaving the MSR line unconnected to the wider FMSR network. Following the absorption of JR into the FMSR, the MSR remained in service for an additional 17 years before its closure.

Little remains of the MSR line and stations. Following its closure, most of the railway system were demolished or paved over. While the fate of the MSR's rolling stock is largely unknown; only one MSR locomotive of unknown specification serves as a permanent display in a park in Muar town.

Read More - Article from NST Online

BACK in the late 1800s, Maharaja Abu Bakar encouraged the migration of settlers from Java and other districts to Muar. The choice area was Padang, an area that extended from the town to Parit Jawa. The settlers -- a mix of Malays and Javanese -- were a hardworking agricultural population, cultivating coconuts, areca nuts, tapioca, fruits and vegetables and later rubber. Those who settled by the sea became fishermen.

The Muar State Railway was a transport monopoly and a profitable enterprise during its heyday.

The primary mode of transport for carrying their produce then was waterborne, using the many canals which they had dug for drainage purposes.

Small jetties were constructed at the coastal areas of Parit Jawa and Parit Bakar as the settlers wanted to have a more efficient means of transport to the port of Muar.

Maharaja Abu Bakar, who desired to make Muar a showpiece of his administration, had later introduced a light railway to Padang.

The railway was a continuation of his ambition of having a wooden railway in Johor Baru that unfortunately did not take off.

In 1888, he appointed the firm of Paterson and Simons of Singapore, under the supervision of Public Works and Survey director Walter F. Garland, to construct a light railway of 76cm gauge between Bandar Maharani and Padang.

After a few months, the contract was however withdrawn due to unsatisfactory work performance.

In 1889, the government took over the project and awarded the contract to Messrs Swan and Maclaren.

Malay and Javanese labourers were hired for the rail construction. The tracks spanning a distance of 8km to Parit Bakar were completed in 1890. The rails were imported from Jones, Burton & Co, London.

The first locomotive was imported from the United States.

Originally, the railway consisted of seven goods wagon, two covered wagons and two passenger wagons. Maximum speed was 20km per hour.

The railway was known as Keretapi Kerajaan Muar (Muar State Railway). Its superintendent was J.C. Campbell, a former manager of Selangor Government Railway.

There were two station masters, one in Bandar Maharani and the other in Parit Jawa.

The foreman and fitter were expatriates. The other 16 workers were recruited from among the Malays and Javanese. Notable among them was Ismail Bachuk, the assistant superintendent and manager who went on to become the commissioner of police and later the state secretary.

In 1913, the railway line was extended by 5km to Parit Jawa, and a further 6km to Sungei Pulai in 1914.

The terminal and workshop at Bandar Maharani was at Tangga Batu, with four main stations at Parit Bakar, Parit Jawa, Parit Pechah and Sungei Pulai, and eight temporary stations along the way.It had five services daily between Bandar Maharani-Sungei Pulai-Bandar Maharani. Three locomotives were used between 1890 and 1915.

In 1912, a new locomotive from Munalet Engine Works London was acquired for passenger coaches, which consisted of one saloon-class, two-second class and four third-class coaches. A notable feature of the service was free transport for students at the Government English School.

The Muar State Railway was a transport monopoly and was a profitable venture. Revenue in 1911 was $42,000 and increased to $100,000 in 1916. Business was so good, there was a proposal in 1916 to acquire two American locomotives and extend the lines to Batu Pahat.
However, the plan was overambitious. The area after Parit Jawa was soft peat and rock fill from nearby Bukit Mor had no effect on the soil. It proved costly and was stopped in 1917. The drains along the tracks were not maintained properly, causing the flooding of smallholdings.

Timber bridges were not repaired due to the high cost of timber. Mechanical maintenance was negligible as staff had no training although they had the experience. Level crossings in the town were lacking. A proposal to shift the main terminal to Jalan Arab fell through. Welfare of workers including accommodation was not looked into. All these and the slowness of the train which stopped at all stations did not augur well for the railway.

Another significant factor affecting the railway was the decline in the price of rubber in the middle of 1918.

The final blow was the extension of Jalan Abdul Rahman -- a coastal road parallel to the railway from Bandar Maharani to Parit Jawa -- in 1918. Farmers preferred to use it as it saves time and was more convenient. The monopoly of Muar State Railway was finally broken and in 1921, the railway ceased operations.

The railway tracks were removed and replaced with a road known as Jalan Temenggong Ahmad, named after the state commissioner of Muar from 1929 to 1936.A locomotive of the Muar State Railway now stands at Dataran Tanjung Emas as a reminder of its glory days.

07 August 2009

Ipoh Railway Stations

Ipoh Railway Station in the early years - c1900

The Ipoh Railway Station building located at Perak, Malaysia is believed to have been constructed in 1914 by the government architect AB Hubback. It has been recognised as one of historical buildings in the country due to its age, historical importance and architectural significance. Built with the combination of the British colonial and Moghul architectural influences mainly on its facades and roofs, the railway station is known locally as the “Taj Mahal” of Malaysia.

The railway station also has a hotel to accommodate travelers called the Majestic Hotel. Facing the building is a beautiful floral garden that serves as a charming welcome for tourists to the city.

According to historians, Perak actually pioneered train travel in Malaya (the former name of Peninsular Malaysia). The railway station is a reminder that the British were the first to lay down railway lines to meet the transportation demands of the tin mining industry.

Ipoh station building c1919

The design concept of the railway station is a solid Neoclassical building embodying strict symmetry, balance and harmony. The architectural style of the building is classified as the Straits Eclectic commonly found in many historic public buildings in Malaysia and Singapore. It portrays the unique styles of building construction and engineering. The completion in 1917 was delayed three years by the shortage of materials and high costs during World War I. The railway station has recently undergone refurbishment and modifications of its interior as well as exterior, especially to its platform buildings, to accommodate the double tracking of the railway station.

Both stations were designed and construct under the supervision of a government senior architect, Arthur Benson Hubback in 1914. Hubback was the government architect in Calcutta prior to being transferred to Malaya in 1908 and the Indian experience can be seen in his workmanship. Local sources indicate that the building was originally designed as a hospital and used as such prior to the 1900’s and its subsequent conversion to the station building.

View of early Ipoh shunting yards

The Ipoh station is sometime referred to the “Taj Mahal” of Ipoh due to its Indian influences in architecture. The architecture of the station would be classed as a “Straits Eclectic”, which is a blend of the Indian and European styling primarily found in Malacca, Penang and Singapore. The mix of architectural style between the classic Malay and European structural system and decoration has created this unique style of construction.

06 August 2009

The Malacca Government Railway

Steam engine use by M.G.R
The Malacca Government Railway had 4 steam locomotives.
The Malacca Government Railway (MGR) was awarded a concession by the state government for the construction a railway line between Tampin and Malacca Town, as well as an extension of the main line between Malacca's state border with Negeri Sembilan that leads to Gemas. Upon completion of the lines, the MGR was absorbed into the FMSR in 1905.

Malacca Railway Station c1910

Malacca Town Map 1920


Pulau Sebang at Alor Gajah district, a town 30 km north of Malacca town, is the nearest train station that serves Malacca. There were railway tracks from Pulau Sebang to Malacca before World War II but were dismantled by the Japanese during the war for the construction of the infamous Burmese Death Railway. It was never rebuilt after the war though traces of the line remain.