JAKARTA - The government has not yet decided to approve the addition of the Jakarta Bandung Fast Train (KCJB) concession. Currently, PT Kereta Cepat Indonesia China (KCIC) is proposing an additional concession from 50 years to 80 years. The Director General of Railways of the Ministry of Transportation, Risal Wasal, explained that the government has not taken a stance to approve or reject it. He said, the government is still in the position of reviewing what is requested by the KCIC. "The 80-year-old contraction is a reference from KCIC, the government has not decided. We are still in the position of reviewing what KCIC requested," he told reporters, written on Tuesday, December 13. Even so, Risal said that the study had not yet been carried out by the Directorate General of Railways of the Ministry of Transportation. The reason is, there are no supporting data provided by KCIC. "If the data is done, we will start to review it. If it is needed, we will discuss further what it will be," he said. Risal emphasized in determining the most important concession is the age of the facility that must refer to the maximum period of treatment. This means that KCIC must update the fleet when the Jakarta Bandung high-speed train facility has expired, although the concession period has not yet been completed.
For example, Risal continued, the age of the facility is only 30 years old. Even though the concession period has not run out, the facilities must be updated. "In our concession, which is clear that there is an age. For example, the means are only 30 years old, if the concession is still there, the facilities must be updated. The train should not be old. It must be replaced new as the new and original conditions and operated," he explained. For your information, PT Kereta Cepat Indonesia China (KCIC) proposed an extension of the Jakarta Bandung High Speed Rail concession period to 80 years from 50 years. Some of the factors that motivated the submission were the estimated number of passengers which decreased. Then, the increase in project costs, as well as the lack of sources of income due to delays in the development of transit-oriented areas (TOD).
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