high speed railway contractor consortium

Moreinfo about High Speed Railway Contractor Consortium. Map. Other businesses in the same area. Karyamitra Tata Bersama Jalan Danau Sindereng 16 10270 Jakarta . 4.41 km. Ballast Indonesia Construction Jalan Ampera Raya 18 12560 Jakarta . 12.33 km. Maxpower Indonesia LowonganProfessional Translator-HIGH SPEED RAILWAY CONTRACTOR CONSORTIUM . Professional Translator-HIGH SPEED RAILWAY CONTRACTOR CONSORTIUM Bekasi (Jawa Barat) - M Gold | Ditayangkan: 16-August-2019 | Tutup pada 15-September-2019. Power Construction Corporation of China (POWERCHINA) is a wholly China State-owned company founded on Sept 29, 2011. PTJakarta Cakratunggal Steel Mills has worked with WIKA under reinforced steel contracts since 2016. Our experience is that PT CS is very cooperative in implementing product order, stock availability, the quality that meets the standard, and competitive pricing. See Our Project Menara-BNI-Pejompongan Tol Trans Sumatera Ruas Bakauheni MainContractor(s): High-Speed Railway Contractor Consortium (HSRCC), a consortium between Indonesian company PT Wijaya Karya (30%) and several Chinese companies (70%), including China Railway International Co. Ltd, CREC, Sinohydro Corporation Limited, China Railway Design Corporation (another subsidiary of CR), CRRC Sifang Co. Ltd (a Lowongankerja High Speed Railway Contractor Consortium Indonesia Saring. Kembali. Nama pekerjaan. Di mana. Cari lowongan. Kembali Filter Hapus. Sortir berdasarkan Relevansi Tanggal Tipe pekerjaan Semua tipe Purna Waktu Tanggal ditayangkan Kapan saja 30 hari terakhir. Jarak. 10km. Cari. Lamar sekarang. Vay Tiền Nhanh Ggads. 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. 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 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. A consortium made up of Siemens Mobility, Orascom Construction and The Arab Contractors has signed a contract with the Egyptian National Authority for Tunnels NAT to design, install and commission a 1,800 kilometre high-speed rail network in Egypt. The contract includes the latest rail infrastructure technology, eight depots and yards and a 15-year maintenance agreement. Consortium Finalises Contract to Build Egypt’s High-Speed Rail System© Siemens Mobility When complete, the new high-speed network will become the world’s sixth-largest. It will connect 60 cities across Egypt, enabling approximately 500 million journeys a year on trains that travel up to 230km an hour. Siemens Mobility’s share of the combined contract is billion euros USD, and includes the initial contract for the first line, which was signed by the two organisations last September. Valued at euros USD, this earlier contract is for a 660km-long line that will connect the port cities of Ain Sokhna on the Red Sea to Marsa Matrouh and Alexandria on the Mediterranean. The 1,100 km-long second line will run between Cairo and Abu Simbel near the Sudan border, while the third and final line will link Luxor with Hurghada by the Red Sea via a 225km-long track. The fully electrified network will cut carbon emissions by 70% when compared to current car or bus transport, moving the country closer to achieving its sustainable mobility goals. Roland Busch, President and Chief Executive Officer CEO of Siemens AG, said“The opportunity to provide Egypt with a modern, safe and affordable transportation system that will transform the everyday for millions of Egyptians, create thousands of local jobs and reduces CO2 emissions in transport, is an honour for us. “Not only will it promote economic growth, it will also enable Egypt to take a leap forward in rail transportation. “With our latest technology in rolling stock, signalling and maintenance services, Egypt will have the sixth largest and most modern high-speed rail network in the world. “In addition, it is the biggest order in the history of Siemens!” As part of this project, Siemens Mobility will deliver 41 Velaro eight-car high-speed trains, 94 Desiro high-capacity four car regional train sets and 41 Vectron freight locomotives. It will also install a signalling system based on the ETCS Level 2 technology across all three lines, as well as the power supply system, and its Railigent digital application will also be used to provide asset management and maintenance. Contracts for rolling stock, systems, operation and maintenance as well as construction of the southern section of the line expected to be signed by the end of the Credit Metrolinx INFRASTRUCTURE Ontario and Metrolinx have selected the preferred consortia to deliver the rolling stock, systems, operation and maintenance RSSOM as well as the south section civils, stations and tunnel contracts for the Ontario Line metro in Toronto. The Ontario Line project is estimated to cost $C $US and is structured as a public-private partnership PPP, and will use a design-build-finance model. Connect 6ix is the preferred consortium for the RSSOM contract, which will provide a 30-year design-build-finance-operate-maintain contract for the entire Ontario Line. The group comprises Applicant lead Plenary Americas, Hitachi Rail, Webuild Group Salini Impreglio Canada Holding, Transdev CanadaDesign team Hitachi Rail, IBI Group Professional Services CanadaConstruction team Hitachi Rail, Webuild Group Astaldi Canada Design & Construction and Salini Impreglio Civil Works, NGE ContractingOperation, maintenance and rehabilitation team Hitachi Rail, Transdev Canada, andFinancial advisors National Bank Financial, Sumitomo Mitsui Banking Corporation. As part of its work, Hitachi Rail will design, supply and maintain the rolling stock for 30 years. In addition, the consortium will design, build, operate and maintain all track, communications and train control infrastructure and systems for the line, as well as design, build, operate and maintain the depot facility, the operation control centre and back-up operation control centre. NGE Group confirmed that it will supply and install the railway systems and build the depot in a joint venture with Hitachi and Webuild. Webuild says has a €450m stake in the joint venture responsible for the civil works and a 10% stake in Connect 6ix. South section contract Ontario Transit Group is the preferred consortium selected for the Ontario Line South contract, which involves a design-build-finance contract for the southern section of the line running from Exhibition/Ontario Place to the Don Yard portal, west of the Don River. The consortium consists of Applicant lead Ferrovial Construction Canada, Vinci Construction Grands ProjetsDesign team Aecom Canada, Cowi North America, GHD, Sener GroupConstruction team Ferrovial Construction Canada, Janin AtlasFinancial advisor Agentis Capital. The consortium will be responsible for excavating the 6km of tunnels as well as an above ground station that will integrate with the existing Go Transit Exhibition station, two underground stations to integrate with the existing Toronto Transit Commission TTC Osgoode and Queen metro stations, and four new stations at King/Bathurst, Queen/Spadna, Moss Park and Cooktown. The group will also oversee the groundworks required to build the tunnels and stations. Infrastructure Ontario and Metrolinx say both consortia ranked first in the evaluation of their respective request for proposals received in June 2022. Negotiations are continuing to finalise the contract ahead of awarding the contracts by the end of the year, the partners say. Procurement for the North civil major works, as well as enabling works for bridge, track and other preparatory activities, are set to follow. The Enabling Works Three package will include a new “iconic” bridge crossing the Don River Parkway and Don River. Construction on the new Exhibition station got underway earlier this year, effectively marking the start of construction on the Ontario Line, which will comprise 15 stations and will run from Exhibition Place in the west through the city centre to Ontario Science Centre in the northeast. There will be of dedicated track in existing rail corridors, of elevated track and underground. The line is expected to carry 388,000 passengers per day, with a peak frequency of a train every 90 seconds. Journey times are expected to take 40 minutes when the line opens in 2027, compared with the current 70 minutes. The Ontario Line is one of four shovel-ready public transport projects in the Greater Toronto Area GTA in which the Canadian and Ontario governments and the City of Toronto have agreed to invest a total of $C For detailed data on North American rail projects, subscribe to IRJ Pro.

high speed railway contractor consortium