high speed railway contractor consortium

MANDARIN- BAHASA INDONESIA TRANSLATOR-High Speed Railway Contractor Consortium (CRSC) Jakarta Raya | Ditayangkan: 27-December-2019 | Tutup pada 26-January-2020. HighSpeed Railway Contractor Consortium - HSRCC, Jakarta, Indonesia. Interest KantorPemasaran. Jl. P Jayakarta 117, Blok B 52-54, Jakarta 10730. Phone: 6009087, Fax: 6018992 . Processing Factory. Jl. Raya Kosambi Curug km2, Walahar, Klari HIGHSPEED RAILWAY CONTRACTOR CONSORTIUM 13 - Bandung, Jawa Barat 一、招聘岗位：高级中文翻译 二、需求人数：5人 三、岗位职责： 1.负责文件翻译； 2.协助中方员工与印尼人员沟通； 3.商务谈判、会议翻译等。 Egyptbased contractor Orascom Construction and its consortium partners Siemens Mobility and The Arab Contractors have signed a contract with the National Authority for Tunnels (NAT) to expand the network of Egypt's new high-speed rail system to 2,000 kilometres.. The consortium had signed the first phase of the network covering a 660km line in September 2021. Verheirateter Mann Will Sich Mit Mir Treffen. A high-speed train carries out a test run on the Jakarta-Bandung line in Tegalluar, Indonesia’s West Java province, last month. The railway had planned to begin a free trial with passengers in mid-August, but this could now be pushed back. Photo Antara Foto/Raisan Al Farisi via Reuters The 142km Jakarta-Bandung line, a high-profile belt and road project, is already US$ billion over its initial budget and four years behind schedule Indonesia’s transport ministry is now calling for the proposed commercial launch of the rail line to be pushed back from August this year to January Published 303pm, 7 Jun, 2023 Updated 312pm, 7 Jun, 2023 A high-speed train carries out a test run on the Jakarta-Bandung line in Tegalluar, Indonesia’s West Java province, last month. The railway had planned to begin a free trial with passengers in mid-August, but this could now be pushed back. Photo Antara Foto/Raisan Al Farisi via Reuters Skip Nav Destination Article navigation PROCEEDINGS OF THE 3RD INTERNATIONAL CONFERENCE ON CONSTRUCTION AND BUILDING ENGINEERING ICONBUILD 2017 Smart Construction Towards Global Challenges14–17 August 2017Palembang, Indonesia Previous Article Next Article Research Article November 14 2017 Aleksander Purba; 1Civil Engineering Department, Faculty of Engineering, Lampung University, Jalan Sumantri Brojonegoro No 1 Gedung Meneng, Bandar Lampung 35145, Indonesia Search for other works by this author on Fumihiko Nakamura; 2Graduate School of Urban Innovation, Yokohama National University, 79-1 Tokiwadai, Hodogaya-ku, Yokohama 240-8501, Japan Search for other works by this author on Chatarina Niken DWSBU; 3Civil Engineering Department, Faculty of Engineering, Lampung University, Jalan Sumantri Brojonegoro No 1 Gedung Meneng, Bandar Lampung 35145, Indonesia Search for other works by this author on Muhammad Jafri; 4Civil Engineering Department, Faculty of Engineering, Lampung University, Jalan Sumantri Brojonegoro No 1 Gedung Meneng, Bandar Lampung 35145, Indonesia Search for other works by this author on Priyo Pratomo 5Civil Engineering Department, Faculty of Engineering, Lampung University, Jalan Sumantri Brojonegoro No 1 Gedung Meneng, Bandar Lampung 35145, Indonesia Search for other works by this author on AIP Conference Proceedings 1903, 060004 2017 Split-Screen Views Icon Views Article contents Figures & tables Video Audio Supplementary Data Peer Review Open the PDF for in another window Tools Icon Tools Search Site High-Speed Railways HSR is currently regarded as one of the most significant technological breakthroughs in passenger transportation developed in the second half of the 20th century. At the beginning of 2008, there were about 10,000 kilometers of new high-speed lines in operation in Asia and Europe regions to provide high-speed services to passengers willing to pay for lower travel time and quality improvement in rail transport. And since 2010, HSR itself has received a great deal of attention in Indonesia. Some transportation analysts contend that Indonesia, particularly Java and Sumatera islands need a high-speed rail network to be economically competitive with countries in Asia and Europe. On April 2016, Indonesia-China consortium Kereta Cepat Indonesia China KCIC signed an engineering, procurement, and construction contract to build the HSR with a consortium of seven companies called the High-Speed Railway Contractor Consortium. The HSR is expected to debut by May 2019, offering a 45-minute trip covering a roughly 150 km route. However, building, maintaining and operating HSR line is expensive; it involves a significant amount of sunk costs and may substantially compromise both the transport policy of a country and the development of its transport sector for decades. The main objective of this paper is to discuss some characteristics of the HSR services from an economic viewpoint, while simultaneously developing an empirical framework that should help us to understand, in more detail, the factors determining the success of the HSR as transport alternative based on current experiences of selected Asian and European countries. REFERENCES de Rus, Economic evaluation of the high-speed rail, University Carlos III de Madrid, pp. 2–3, 2012. Campos, G. de Rus and I. Barron, Economic analysis of high speed rail in Europe Fundacion BBVA, 2009. Levinson, Mathieu, D. Gillen and A. Kanafani, The annals of regional science, 31, pp. 212–213, 1997. de Rus and G. Nombela, Journal of transport economy and policy, 411, pp. 3–23 2007. de Rus and Working paper 590, Institute for Transportation Studies, University of Leeds, 2007. A. Nash, Enhancing the cost benefit analysis of high-speed rail Paper given at the symposium on the environmental and other co-benefits of developing a high-speed rail network in Berkeley California, 2010. Hirota, Japan the Shinkansen effects, Transports, 310, pp. 678–679, 1985. Nakamura and T. Ueda, Proceeding of Fifth World Conference on Transport Research, 3, Yokohama, Japan, 1989 pp. 95– G. Cho and J. K. Chung, Korea Research Institute for Human Settlements, Special Report 12, pp. 7–13, 2008. Korea Transport Institute KOTI, Modularization of Korea’s Development Experience Construction of high-speed rail in Korea Ministry of Strategy and Finance, Republic of Korea, 2012. Shima, Japan Railway and Transport Review, pp. 40-46, 2007. Barrow, International Railway Journal 2015. Ollivier, J. Sondhi and N. Zhou, China Transport Topics No. 9, pp. 1–2, 2014. Lou and A. Gui, Morgan Stanley Research, pp. 4-10, 2011. Commission EU, High-Speed Europe A sustainable link between citizens Report by Directorate-General for Mobility and Transport, Luxembourg, 2010. presentation at TEMPO conference 18-19 May Oslo, 2010. Vickerman, The Annals of Regional Science 31, pp. 21–38, 1997. Leheis, High-Speed train planning in France, lessons from Mediterranean TGV-line World Academy of Science, Engineering and Technology 20, 2009. International high-speed railway system summary, Spain, pp. 1–2, 2010. high-speed railway system summary, Germany, pp. 1-4, 2010. Galenson and Associates TGA, High Speed Rail Passenger Services World Experience and Applications, 2011. Patuelli, International research society for public management conference, University of Birmingham, pp. 6-8, 2015. dello Stato Italiane, Piano industriale 2014-2017. Italian Railways, Business plan 2014-2017, 2013. p. Commission, EU transport in figures Statistical pocketbook, 2014. This content is only available via PDF. © 2017 Authors.2017Authors This article has been translated by PwC Indonesia as part of our Indonesia Infrastructure News Service. PwC Indonesia has not checked the accuracy of, and accepts no responsibility for the content. Investor Daily - Pemerintah Suntikkan Rp4,3 Triliun ke Proyek KA Cepat Jakarta-Bandung 13 October 2021 By Thresa Desfika, Triyan Pangastuti, Muawwan Daelami, and Arnoldus Kristianus Jakarta – The government is investing trillion in PT Kereta Api Indonesia KAI to cover the lack of funds for the construction of Jakarta-Bandung High-Speed Railway that increased by around Rp27 trillion or 31% from the original cost. The investment is provided in the form of an additional state capital participation PMN for PT KAI, one of the four SOEs State-owned Enterprises in PT Pilar Sinergi BUMN Indonesia. The construction of the high-speed railway that spans 142 km is predicted to be finished at the end of 2022, which is 12 months later from the original schedule. Other SOEs in PT Pilar SInergi BUMN Indonesia PSBI are PT Wijaya Karya Persero Tbk, PT Jasa Marga Persero Tbk, and PT Perkebunan Nusantara PTPN VIII. To work on the high-speed railway, PSBI is cooperating with a Chinese company by establishing the KCIC consortium. PSBI’s ownership portion in KCIC reaches 60%, while the Chinese company owns the remaining 40%. When the consortium PT Kereta Cepat Indonesia China KCIC was established, KCIC was obligated to provide a capital of around trillion. This is 25% of the estimated cost of Jakarta-Bandung High-Speed Railway worth US$ billion or trillion in total. PT Pilar Sinergi BUMN Indonesia that owns 60% of KCIC shares must provide a capital of around trillion, while the Chinese consortium Beijing Yawan that owns 40% of the shares must provide trillion. With 25% provided from their own capital, the remaining 75% or around trillion US$ billion will be provided by a loan from China Development Bank. PT Kereta Api Indonesia Persero or KAI President Director, Didiek Hartantyo, said that, as a follow-up action from Presidential Regulation Number 93/2021 that appointed KAI as the new leader of PSBI, the PMN for KAI was prepared to provide the base equity capital for Jakarta-Bandung High-Speed Railway. Previously, PSBI’s leader was PT Wijaya Karya Pesrero Tbk as they owned 38% of the shares, while KAI owned 25%, PT Jasa Marga Persero owned 25%, and PT Perkebunan Nusantara PTPN VIII owned 12%. The trillion PMN will be used to cover the lack of capital from the SOE consortium, Rp240 billion from WIKA, Rp440 billion from KAI, Rp540 billion from Jasa Marga, and trillion from PTPN. “So, the trillion PMN will be used to provide the base equity capital,” Didiek said when he was contacted by Investor Daily on Monday 11/10. He explained that, to work on the high-speed railway project, PSBI established a joint venture with a Chinese consortium, Beijing Yawan, called PT Kereta Cepat Indonesia China. The fund required for the high-speed railway spanning 142 km reaches US$ billion. Special Staff for SOE Minister, Arya Sinulingga, explained that, previously, the funding would be provided from the state budget as the four SOEs involved in the project was impacted by the Covid-19 pandemic, which hindered the capability of the state-owned companies in financing the cooperation project between Indonesia and China. “This is what forces the government to provide funding so that the high-speed railway can be excellently constructed,” Arya said to an interviewer on Sunday 10/10. In article 4 paragraph 2 of Presidential Regulation Number 93 of 2021, it is mentioned that other funding can be provided from the state budget to maintain the progress of a national strategic project by considering the fiscal capacity and sustainability. Then, paragraph 3 of article 4 states that financing can be provided from the state budget in the form of state capital participation for the SOE consortium leader and/or guarantee for the SOE consortium leader. “Presidential Regulation Number 93/2021 appoints PT KAI as the consortium leader, while the previous leader was PT Wijaya Karya Tbk. So, this is nothing. The issue is only that [the SOEs are impacted by the pandemic]. Wherever you go, in almost all countries, the government is involved in their high-speed railway project. Almost all countries are like that,” Arya said. He added that the construction progress of Jakarta-Bandung High-Speed Railway project had reached 80%. With funding from the government later, Arya continued that the project completion was expected to be accelerated. Cost overrun On a separate occasion, SOE Deputy Minister, Kartika Wirjoatmodj, revealed that, previously, there were several issues regarding Jakarta-Bandung High-Speed Railway. First, regarding the initial capital. According to him, PT PTPN VIII’s plan to provide additional capital in the form of lands in Walini in West Java was rejected by the consortium. “PTPN VIII was planning to increase the capital in the form of lands in Walini. In its development, the consortium KCIC does not receive contribution in the form of lands, only cash. PTPN VIII does not have the capability to provide cash of that amount,” Kartika Warjoatmodjo, familiarly called Tiko, said. Besides that, he continued that Jasa Marga was also planning to provide capital in the form of a right of way ROW on their toll roads. However, a ROW turns out can only be provided by the State Asset Directorate General of the Finance Ministry. “This misunderstanding on ROW is due to a lack of legal study at the early stage. Furthermore, capital from WIKA and KAI are also still lacking,” he said. To cover the lack of capital, Tiko continued that KAI was proposed to receive a state capital participation of trillion this year. The fund will be included in the 2021 additional PMN. “We expect that the culmination [of the lack of the capital from Jasa Marga and PTPN VIII] and the lack of the additional capital from WIKA and KAI can be provided by the PMN. The PMN through KAI that will be used to smooth out [the construction of] Jakarta-Bandung High-Speed Railway is required as the companies are under pressure from the Covid-19 pandemic,” Tiko stated. Furthermore, Tiko said that the second issue regarding the Jakarta-Bandung High-Speed Railway project was the cost overrun. In Tiko’s presentation during the working meeting with House of Representatives DPR Commission VI, it was shown that the cost overrun of Jakarta-Bandung High-Speed Railway was estimated to reach around US$ billion to US$ billion. “We are currently having a discussion on the cost overrun. I think that it will not be provided in this year’s [PMN], but next year’s,” Tiko revealed previously. Then, he revealed that the third issue was the cash deficit. According to Tiko, discussions with China are still held to handle the negative operational cash flow, which will occur at the start of Jakarta-Bandung High-Speed Railway’s operation. “We are thinking of a scheme with financing from a bank, which is CDB China Development Bank,” Tiko said. Special Staff for SOE Minister, Arya Sinulingga, previously explained that another problem was the change of Jakarta-Bandung High-Speed Railway’s route to Jakarta-Padalarang-Bandung. This is set in Presidential Regulation Number 93 of 2021. Previously, the route was set to be Jakarta-Walini-Bandung. “Price changes can occur and are normal in a project. Moreover, in a project with a long route such as the Jakarta-Bandung High-Speed Railway project that spans 142 km. During construction, the design can change due to geological and geographical conditions that change from the original condition. Do not say that the original plan is wrong. Then, the price of lands can increase in time, which occurs during almost every construction,” he added. Rete Ferroviaria Italiana RFI and the Iricav 2 consortium led by the Webuild Group, have signed a EUR billion contract for the construction of the first section of Verona-Padua high speed line. The consortium comprises Webuild with a stake, Astaldi – and Hitachi Rail with a share of Under the contract, the consortium will be responsible for the construction of km high-speed rail section between Verona and Bivio Vicenza, crossing 13 municipalities, of which six in Verona province and seven in Vicenza. km of viaducts, km tunnels and 33 km elevations will be constructed as part of this first lot. The section, which will comprise a total investment of EUR billion, is expected to be completed in 2027. EUR 874 million is the awarded funding for the first phase as part of the contract, while the remaining EUR billion will be financed within the next 12 months. By quadrupling the existing railway, it will improve the quality of the train service and strengthen its links to a European network, helping reduce the impact on the environment as well as the number of road accidents. “We are very happy to start a new strategic project, this time for mobility in Veneto. It is another piece of infrastructure that we hope will involve a long supply chain, running from north to south,” Webuild Chief Executive Pietro Salini said. EUR billion is the needed investment for the construction of entire km high-speed line, of which EUR billion is the value available for the general contractor. The railway line will be constructed within two more lots. This involves a km section crossing of Vicenza as the second lot, and the Vicenza-Padua section which will have a length of km. The Verona-Padua high speed line is an important railway connection across the country’s northeast. Is part of the Milan-Venice high-speed connection, on the Mediterranean Corridor, the main east-west axis in the TEN-T Network south of the Alps, running from south-western Mediterranean region of Spain to the Ukrainian border. With the addition of the line between Milan and Venice to the national network, 75% of the Italian population will have access to high-speed rail service. To develop the high-speed railway network, RFI has also awarded this year, a contract for the second lot of Brescia Est – Verona line. Share on This article has been translated by PwC Indonesia as part of our Indonesia Infrastructure News Service. PwC Indonesia has not checked the accuracy of, and accepts no responsibility for the content. Investor Daily - Dukungan untuk Wika di proyek kereta cepat 27 October 2021 By Parluhutan Situmorang The government’s decision to finance Jakarta-Bandung high-speed railway is positively supporting PT Wijaya Karya Tbk WIKA. The company is also supported by the domestic construction segment that is starting to recover. Wika’s decision to delay the IPO of their two subsidiaries, PT Wika Realty and PT Wika Rekayasa Konstruksi, to 2023 is reckoned to be the right decision by analysts. Moreover, the corporate action aims to secure funds of around Rp3 trillion to Rp4 trillion. BRI Danareksa Sekuritas analyst, Maria Renata, revealed that the government had issued Presidential Regulation Number 93 of 2021, which allowed the government to fund Jakarta-Bandung high-speed railway project. “The involvement of the government in financing the project can impact the shareholding of consortium members, including Wika’s shareholding that can also be diluted after the appointment of PT KAI as the consortium leader,” she wrote in her research. According to Maria, the government has also assigned Coordinating Minister for Maritime Affairs and Investment, Luhut Binsar Pandjaitan, to directly supervise the high-speed railway project. “With the appointment and the funding, the construction of the high-speed railway is expected to be progress more quickly, which will positively impact Wika,” she explained. Besides that, Wika will secure a contract worth trillion to construct the project, which is 30% of the total contract. The rest will be divided among 6 to 7 contractors from China. Wika has invested trillion as equity in the project and provided a shareholder loan of trillion. The project construction progress has reached and the construction progress carried out by WIka has reached 82%. The project is set to be finished by the middle of 2022 and to operate by the end of 2022. “KCIC is currently officially calculating the additional cost and [devising] a way to finance the project. Until now, around 75% of the project is financed from loans, which are predicted to increase in line with the investment value increase,” Maria revealed. Those factors are encouraging BRI Danareksa Sekuritas to maintain their buy recommendation for WIKA shares with a target price of Rp1,400. Positive sentiment of the company’s shares came from the government support in the construction Jakarta-Bandung High-Speed Railway project and the potential of less company shares in the project. Moreover, Wika’s net profit this year is predicted to increase to Rp274 billion from Rp186 billion last year. The company’s revenue is also predicted to grow from trillion to trillion. Meanwhile, their profit per share is predicted to increase from billion to billion. Meanwhile, Samuel Sekuritas Indonesia analyst, Andreas Kristo Saragih, revealed that Wika’s financial performance would improve in the next three years. This expectation is supported by the double-digit growth of new contracts and the gradual increase of the burn rate. “We also have positive perspective towards Wika thanks to the government’s involvement in resolving the cost overrun issue in the Jakarta-Bandung high-speed railway project, the loss at the early stage of the high-speed railway’s operation, and the project owner’s decision to delay spending,” Andreas wrote in his research. Regarding new contracts, Wika’s compound annual growth rate CAGR can reach until 2023. The increase will be supported by new contracts from SOEs State-owned Enterprises such as Pertamina, Pelindo, PLN and Angkasa Pura that are once again allocating their capital expenditure in activities that are Wika’s specialties. “We also estimate that several new contracts from 2022 to 2023 will come from infrastructure projects in the Capital city,” he explained. Wika will also be supported by their capability to secure additional contracts worth Rp15 trillion in the fourth quarter of 2021. That amount considers the value of tenders that the company are participating in that reaches Rp24 trillion and the estimated value of tenders that will be released by the government and SOEs in the fourth quarter of 2021 that reaches around Rp15 trillion to Rp20 trillion. Several project tenders that Wika are participating in are toll road, smelter, building, dam, and irrigation construction projects. Samuel Sekuritas recommends buying WIKA shares with a target price of Rp1,440. That target price reflects an estimated PE ratio of in 2022. That target price also shows slow financial performance improvement in the next few years until it matches the realisation in the last few years.

high speed railway contractor consortium