Jakarta — In line with the efforts to strengthen rail-based transportation mode in the country, the government alongside other stakeholders are committed to working on strategic projects in the railway sector worth more than Rp200 trillion. Those projects are Mass Rapid Transit (MRT) phase I and II worth Rp38.5 trillion, Jabodebek Light Rail Transit (LRT) Rp29.9 trillion, Jakarta – Bandung High-Speed Train Rp81 trillion, and Jakarta – Surabaya Semi-Fast Train Rp60 trillion.
Transportation Minister Budi Karya Sumadi revealed that railway transportation will be a mainstay in 2019 with the presence of Jakarta MRT and Jabodebek LRT.
“Trains will be a mainstay, in 2019 we will start using MRT in either March or February. This will mark a starting point for mass transportation,” said Budi recently.
Nevertheless, Budi admitted that it will be difficult to change people’s mindset to shift from private transportation to public transportation, therefore the government is required to provide decent, fast, safe, and comfortable transportation.
“Therefore, we need to launch a massive campaign on mass transportation and other transportation such as LRT,” he said.
Further, Transportation Minister Budi Karya schedules MRT phase I to begin operation in March 2019. As of 25 January 2019, the civil construction progress of MRT phase I had reached 98.59%, broken down into 98.43% progress on the elevated construction and 98.74% progress on the underground construction.
“The government is building MRT which will later be integrated with other mass transportation modes, such as KRL (commuter lines), TransJakarta buses, etc. So, it is expected to make public transportation more attractive to people,” said Budi.
In addition, the construction of Jakarta MRT phase II will be inaugurated soon. Budi said, in the early stage, the construction of Jakarta MRT phase II which has been confirmed for realisation spans from HI Roundabout to Jakarta Kota.
Besides constructing Jakarta MRT phase I and II that stretches from south to north, the government is also committed to building MRT from Cikarang to Balaraja or the east – west MRT corridors. The Transportation Minister stated the east – west MRT will initially integrate Kembangan – Ujung Menteng segment that spans for 27 kilometres (km). According to the target set by President Joko Widodo, the east – west MRT is expected to begin construction this year.
“This segment is expected to finish in 2024 at the latest and estimated to cost around Rp40 trillion. I’m sure after Indonesia gains experience in building Jakarta MRT phase 1 between Lebak Bulus and HI Roundabout, in the future, the construction of MRT-like projects can be done faster,” explained Budi.
According to the Transportation Minister, MRT phase I is one of the three national strategic projects worth more than Rp70 trillion scheduled for gradual operation as of this year. Besides the MRT phase I project worth Rp16 trillion, other projects are Kulonprogo Airport (Yogyakarta) worth Rp10.8 trillion and Patimban Port (Subang, West Java) Rp43.2 trillion.
“December 2019, Patimban Port will be completed and can start operation,” said Budi in Jakarta, Thuesday (7/2).
Back to railway projects, Adhi Karya Operation Director II Pundjung Setya Brata expressed the construction progress of Jabodebek LRT is recorded at 56%, consisting of Cawang – Cibubur track 76.21%, Cawang – Kuningan – Dukuh Atas track 44.19%, and Cawang – East Bekasi track 51.06%.
Pundjung said that in mid-this year, there will be a track testing from Cibubur to Ciracas using trains produced by PT Inka. The first train is expected to arrive in June 2019.
Pundjung added that Jabodebek LRT depot will be located in East Bekasi on a 12-hectare (ha) land. “Depot construction takes 1.5 – 2 years, so the commercial operation [can start] at the end of 2020 or mid-2021 because we have to conduct testing and commissioning to make sure the train is safe. So once it (the construction) is done, we will conduct a trial run for three months [prior to the operation],” said Pundjung.
Further, Pundjung stated that the construction of Cawang – Dukuh Atas railway track has to stop in Setiabudi pending the decision on the location of the station in Dukuh Atas. Currently there are two options for the location station in Dukuh Atas: on the northern side of Landmark Building or on the southern side of Landmark Building. The decision on the station location will be made in a closed meeting led by President Joko Widodo.
“So there are two critical issues. First, land acquisition in East Bekasi. Second, location determination in Dukuh Atas that has found a bright spot following a closed meeting at the palace,” added Pundjung.
Also, the investment requirement for Jabodebek LRT amounts to Rp29.9 trillion. The cost will be covered by PT KAI who receives PMN of a total Rp7.6 trillion and a loan of up to Rp18.1 trillion. Adhi Karya will also provide a financial aid using funds it receives from PMN worth Rp1.4 trillion and from a loan worth Rp2.8 trillion.
Meanwhile, PT Kereta Cepat Indonesia China (KCIC) stated that the construction of Jakarta – Bandung High-Speed Train (JBHST) project worth Rp81 trillion can be completed in 2021 following the arrival of the tunnel boring machine (TBM) in Jakarta recently.
PT KCIC President Director Chandra Dwiputra explained that the JBHST construction can be accelerated with the arrival of the TBM, which was imported specifically from China and has arrived at Tunnel #1 Halim Km 3+600 in Jakarta. The TBM was shipped from Zhanghuabang Wharf in Shanghai, China with Phoenix Pine Ship to Tanjung Priok Port in Jakarta. “We can be proud because the TBM in front of us is the largest ever in Indonesia. The TBM can make tunnels for two lanes of high-speed train, so I’m sure the construction progress set at 60% can be achieved,” said Chandra.
He explained that the enormous TBM weighs 3,649 tons with a diameter of 13.19 metres (m) and a length of up to 105 m. The equipment will be operating in Halim area using a method called shield tunnelling to construct a tunnel that spans for 1,885 m which is part of the 22 important locations for the construction of JBHST.
According to Chandra, the shield tunnelling method is used because this critical location located at the 3+600 km passes through Jakarta – Cikampek toll road and the overpass of Jatiwaringin arterial road which are one of the locations most severely clogged by Jakarta citizens’ mobilisation to Bekasi and Bandung areas.
The use of the TBM, Chandra believed, will not at all slow down the traffic flow on Jakarta – Cikampek toll road because the safety level of the shield tunnelling method is far higher than the drilling, blasting, or other methods.
He added that the method works like a worm underground where the work is carried out without disrupting the activities above. In addition, the TBM is also used in this location because it is in accordance with the Flight Operational Safety Area (KKOP) regulation of Halim Perdanakusuma Airport which governs the height of buildings and the possibility of disrupting flight operations.
Chandra mentioned that the assembly of the TBM equipment will take around 45 days with a completion target in May 2019. And the equipment will be deployed immediately for 24-hour non-stop operation.
“The TBM will drill for 24 hours without stopping. The optimum drilling in this location averages around 8 – 10 metres per day,” revealed Chandra.
Meanwhile, PT Wijaya Karya Tbk (Wika) is also ready to accelerate the construction of Jakarta – Bandung high-speed train construction, following the completed acquisition of 113-kilometre land, or around 80% of the total railway track that spans for 142.2 km. The remaining land of 19.3 km will be acquired soon for public and social facilities.
PT Wijaya Karya Tbk President Director Tumiyana said the company which is incorporated in the project contractor consortium has received instruction for initial construction work from PT Kereta Cepat Indonesia China as the owner of the railway project. Wika will build the project on the 83.3-km acquired land.
Pertaining to Jakarta – Surabaya semi-fast railway project, Transportation Minister Budi Karya pointed out that his agency will continue to discuss with Japan on the construction concept. Indonesian Government pegs the project cost at Rp60 trillion at the highest.
The Transportation Ministry also urges to maximise the use of local content for this project.
Integrated with TOD
Meanwhile, transportation observer of the Indonesian Transportation Society (MTI) Darmaningtyas said the integrated fast transportation of Jakarta MRT should be truly integrated with the transit-oriented development (TOD) or an area development that accommodates the people in it to move from one place to another.
“So far there hasn’t been any concrete measure to integrate TOD [with Jakarta MRT],” said Darmaningtyas. According to him, in order for the TOD concept to be truly synchronised with MRT, the sectoral egotism both in the private parties and in the government should be purged. As an example, Darmaningtyas mentioned that a proper blend of TOD and MRT can be seen in Singapore, where the MRT is also accessible from diverse commercial areas such as offices and shops.
Therefore, he hoped that every party can really think of proper implementation of TOD that can be integrated with Jakarta MRT.
Previously, a transportation observer from Soegijapranata University Djoko Setijowarno stated the implementation of TOD concept in some locations in Jabodetabek is still misguided and less appropriate.
“The TOD concept is applied differently from its true concept,” said Djoko. The real TOD is a concept of developing a transport-oriented area that prioritises walking and other means of motor-less transportation for the transit from one transportation mode to another.
However, in Indonesia, according to him, the TOD concept is perceived as building an apartment or a business building at a train station. “The control over TOD is in the government’s hands or in the regional government’s, not in the businesses’,” he said.
He argued that presently in Jabodetabek, the government only plays a role in distributing building permit. Djoko also highlighted why the TOD concept is translated to the needs for a parking space to accommodate citizens’ private vehicles. In fact, what should be prioritised is how people can move from one public transportation to another on foot.