5-11-2023 (JAKARTA) The resounding call of “Whoosh, whoosh, whoosh, yes!” echoes through the loudspeakers as passengers embark on the Jakarta-Bandung high-speed rail (HSR), a ground-breaking transportation system in Indonesia and Southeast Asia. The train’s name, “Whoosh,” is inspired by the sound it makes and serves as an acronym for “Waktu Hemat, Operasi Optimal, Sistem Hebat,” which translates to timesaving, optimal operation, and excellent system in the Indonesian language. This HSR boasts speeds of up to 350kmh and covers a distance of 142km.
Asteria Mutiara, a parliamentary assistant based in Jakarta, eagerly embraced the opportunity to experience the high-speed rail, especially since she frequently travels to Bandung, the capital of West Java province. Prior to the HSR, she relied on the conventional Jakarta-Bandung train, Argo Parahyangan, which took approximately three hours and cost 150,000 rupiah (US$9.45) for a one-way ticket. However, the HSR has revolutionized the journey, reducing the travel time between the two cities to a mere 45 minutes, albeit at the cost of a one-way ticket, now priced at 300,000 rupiah, equivalent to a car ride from South Jakarta to Central Jakarta.
Ms. Mutiara expressed her enthusiasm for the high-speed train, stating, “This is pleasant. I have tried a high-speed train in Saudi Arabia and South Korea before. So when Indonesia launched its HSR, I’ve been wanting to try it out.”
This ambitious high-speed rail project was funded by China and forms part of China’s Belt and Road Initiative (BRI), aimed at connecting Asia, Africa, and Europe through extensive land and maritime networks to stimulate economic growth. After a competitive bidding process against Japan, China was awarded the project, which commenced in 2015 with an initial estimated cost of 66.76 trillion rupiah (US$42 billion). However, due to land acquisition issues and the disruptive impact of the COVID-19 pandemic, the project faced delays, resulting in a budget overrun of 18 trillion rupiah.
The Indonesian government now envisions extending the “Whoosh” HSR line to Surabaya, the country’s second-largest city. The cooperation with China will continue, and no further bidding process is required to implement the same rail technology on the Jakarta-Bandung line.
Coordinating Minister for Maritime Affairs and Investments, Luhut Pandjaitan, shared President Joko Widodo’s (Jokowi) ambition, stating, “Mr. Jokowi wants the train to be continued from Jakarta to Surabaya.” He mentioned that the agreement with China has been executed and interest rates are more favourable compared to those offered by other countries.
The Jakarta-Surabaya route, spanning 780km, promises to reduce travel time from 10 hours by car or regular train to just 3.5 hours, although it would still be longer than the 1.5-hour flight connecting the two major cities.
Despite the grand ambitions, analysts have raised concerns about the Jakarta-Bandung HSR project and its potential extension to Surabaya. Some question whether a high-speed train on this route is necessary, given the existing accessibility via regular trains and expressways.
President Jokowi inaugurated “Whoosh” on October 2, offering free rides for the first two weeks and marketing it as Southeast Asia’s first HSR, surpassing the Laos-China “semi high-speed” rail project connecting Vientiane and Kunming. Passengers enjoyed a 50% discount on tickets between October 18 and November 30.
The “Whoosh” HSR was intended to cover four stations: Halim in Jakarta, Karawang, Padalarang, and Tegalluar, with the Karawang station still under construction. The consortium responsible for building the railway, PT Kereta Cepat Indonesia China (PT KCIC), reported an average train occupancy rate of about 90%, with approximately 7,000 daily passengers as of the end of October. It is set to increase to 28 daily trips in November, aiming for 30,000 daily passengers as additional trips are added.
The government believes extending the HSR to Surabaya, which passes through more cities and industrial areas, will attract more passengers and revenue. However, some economists are sceptical about the return on investment, citing higher costs and a potentially longer break-even period.
As with the Jakarta-Bandung line, if the extension project involves China, the financing model is expected to resemble the previous arrangement. China funded the Jakarta-Bandung line with a 75% loan from China Development Bank, with the rest split between the Indonesian and Chinese sides.
Darmaningtyas, a Jakarta-based transport analyst, believes that a high-speed rail line from Jakarta to Surabaya or anywhere else in Java is not a priority, considering the vast needs in other regions of Indonesia, such as Papua and Kalimantan, which lack railway infrastructure.
The relocation of Indonesia’s capital to Nusantara in eastern Kalimantan, with a completion target of 2045, further questions the necessity of more HSR in Java. Economic factors, such as the number of passengers and the role of Java and Nusantara in infrastructure development, are up for debate.
Amid concerns about land acquisition and social issues, including costs and accessibility, experts are calling for transparency and a focus on human rights and environmental protection in future projects. The private sector’s involvement and financing are also subjects of scrutiny, with a cautious approach to prevent lengthy payback periods.
While the potential extension of the HSR to Surabaya excites some, the question remains whether the project is truly necessary and whether it will genuinely benefit the people. Land acquisition and transparency in planning are key considerations in addressing these concerns, ensuring the rights and well-being of affected communities are safeguarded. The debate over the expansion of high-speed rail in Java continues, sparking discussions on its utility, cost-effectiveness, and potential impact.
