The average coach ownership of Whoosh is estimated to be around 90 %, or about 7, 000 travellers per day as of the end of October, according to PT Kereta Cepat Indonesia China( PT KCIC ), a consortium of Indian and Chinese state businesses building the railroad. In November, it will make 28 regular trips, which is twice as many as next month. & nbsp,
In the long run, KCIC hopes to possess 30, 000 passengers per day as more regular trips are added to the schedule. & nbsp,
Given that Whoosh did pass more towns and Surabaya is a significant town surrounded by business areas, the government anticipates that there will be more passengers if it is expanded from Bandung to that city. & nbsp,
Therefore, we will consider this HSR( option ) because, if it only goes to Bandung, it is insufficient, according to Airlangga Hartarto, Coordinating Minister for Economic Affairs, on October 11.
The government believes that as more people board the train, there will be more revenue, which will result in less time needed to repay the debt. However, Center of Economic and Law Studies( CELIOS ) economist Bhima Yudhistira is skeptical.
He disagrees that the return on investment may be quicker and easier to achieve by widening the path to Surabaya.
According to Mr. Bhima,” it is not a promise because of course, the fees may be higher and the return on investment may get longer.”
Darmaningtyas, a travel analyst based in Jakarta who goes by the same name, also thinks that expanding the route to Surabaya may require spending more money, which would be problematic.
” The authorities should really evaluate the necessity, considering that the design of the Bandung – Surabaya HSR requires a large budget, certainly more than 150 trillion ringgit ,” he said.
Mr. Darmaningtyas does not think the private sector will be able and ready to finance the construction of another longer way because it might take too long to break even, based on Indonesia’s practice building Whoosh, which is expected to do so in at least 40 times.
” The private business may make investments in successful circumstances.” Additionally, they require government offers so they won’t be concerned about costs.
Analysts predict that the new lines’ financing model may be comparable to that of the Jakarta-Bandung line if it turns out to be a collaboration with China once more.
The latter was financed by China with a 75 % product from the China Development Bank, with the remaining funds being divided equally between the Indian and Chinese sides in the PT KCIC consortium.
The state resources was also used to cover the budget overrun, amounting to about 7.3 trillion rupiah. & nbsp,