JAKARTA - A number of problems in the construction of the Jakarta-Bandung high-speed rail project are again in the public spotlight. Starting from related to the swelling development budget to the business prospects of this mass transportation mode after it is finished. Is it true that the construction of this high-speed train will have a bleak fate?
The cost overrun or the excess cost of the Jakarta-Bandung High Speed Train (KCJB) project has become a polemic. Director of Finance and Risk Management of PT Wijaya Karya (Persero) Tbk Ade Wahyu as quoted by Kompas confirmed that the amount of the excess cost was still in the calculation stage.
Even so, the excess cost of the KCJB project has been widely reported. The estimate is US$1.7 billion to US$2.1 billion or equivalent to Rp24.23 trillion-Rp29.93 trillion.
This was conveyed by the Director of Finance and Risk Management of PT KAI (Persero) Salusra Wijaya at the Commission VI Hearing Meeting (RDP) of the House of Representatives in early September. Salusra reported that the cost of this mega project had increased because Indonesia had not deposited an initial capital of IDR 4.3 trillion. Even though the capital should have been paid up since December 2020.
For this reason, KAI has proposed a postponement of the deposit to May 2021. However, until now there has been no clarity from the High Speed Railway Contractors Consortium (HSRCC) contractor consortium. It's just that Salusra did not explain the reason why the initial deposit had not been given.
Transportation observer Djoko Setijowarno said that in order to make this issue clear, it would be better to have it audited first. "It's best if this matter is audited first," he told VOI.
It's nothing, based on information from KAI's Managing Director Didiek Hartantyo, as quoted by CNNIndonesia, saying that the swollen project costs will burden the state's finances. In addition, according to him, communication between Indonesia and China is not smooth because the project leader, Wijaya Karya, is not a railway company but a construction company.
A member of Commission V of the DPR from the PKS faction, Suryadi Jaya Purnama, assessed that from the start the fast train project was predicted to be problematic. For example, starting from the shift of project implementers from Japan to China. He said this was a hasty decision.
In addition, Suryadi also questioned how quickly China made a feasibility study quickly. In fact, making this study requires a long research with a survey. So it was presumed that something went wrong.
"So even though it is cheaper, it seems to lack detail. Likewise, the Amdal process also seems to be in a very hasty (the timing is very fast than usual), because Jokowi seems eager to make this high-speed train project a masterpiece," said Suryadi, quoted by the PKS website.
As a result, because it seems rushed, according to Suryadi, this has led to a lack of good planning for the high-speed train. "Regarding the swelling, of course, it was predicted and from the beginning the FPKS' concern was that there would be a burden on state finances."
Indeed, Suryadi explained that the President had issued Presidential Regulation No. 107 of 2015 which in Article 4 paragraph 2 states that the implementation of project assignments does not use funds from the APBN, and does not receive government guarantees. But still, the Presidential Regulation cannot erase the provisions in Law no. 19 of 2003 concerning State-Owned Enterprises, which is also the basis for the issuance of the Presidential Regulation itself.
"Thus, government assignments must be accompanied by financing (compensation) based on business or commercial calculations. As for Perum whose purpose is to provide goods and services for the public interest, in its implementation it must pay attention to the principles of sound company management," said the Deputy Secretary of the DPR FPKS this RI.
Therefore, based on the regulation, the government cannot escape its obligation to help SOE finances. "Those who have the potential to suffer losses due to the assignment to run the Jakarta-Bandung high-speed rail project."
Fast train prospectsAnother issue that is in the spotlight is the effectiveness of KCJB's business prospects itself. Because some parties regret why this mode of transportation does not cross to the center of Bandung City.
In fact, according to transportation observer Djoko Setijowarno, in any country fast trains usually move to the city center. However, it is different from KCJB which instead moves from side to side.
"Rapid trains anywhere in the world usually move from the city center to the city center. But I don't know who planned this, from side to side," Djoko said when contacted.
This lecturer in Civil Engineering at Soegijapranata Catholic University explained that if the fast train moves from the city center to the city center, it will be more competitive than other transportation. "At the very least, we need to test first what kind of enthusiasts are using the train."
Reportedly, with this fast train, the time taken from Jakarta to Bandung is only about 46 minutes. This is several times faster than taking a regular train which can take about three hours.
However, the last stop station that had not yet reached Tegalluar, and only reached Padalarang Station, West Bandung, was one of the unfortunate things. "Unfortunately, we have to take public transportation again to get to the city center," said Djoko.
*Read other information about TRANSPORTATION or read other interesting articles from Ramdan Febrian Arifin.
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