A | B | C | D | E | F | G | H | CH | I | J | K | L | M | N | O | P | Q | R | S | T | U | V | W | X | Y | Z | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9
| Indonesia | |
|---|---|
 Argo Lawu train in Tambun | |
| Operation | |
| National railway |  Kereta Api Indonesia |
| Statistics | |
| Ridership | 429.2 million (2019)[1] |
| Freight | 995.5 million tonnes (2015, as of October)[2] |
| System length | |
| Total | 8,260 kilometres (5,130 mi)[3] |
| Electrified | 621 kilometres (386 mi) |
| Track gauge | |
| Main | 1,067 mm (3 ft 6 in) |
| Standard gauge 1,435 mm (4 ft 8+1⁄2 in) | 107.7 kilometres (66.9 mi) |
| Electrification | |
| Main | 1.5 kV DC overhead line |
| Features | |
| Longest tunnel | Sasaksaat Tunnel 949 m (3,114 ft)[4] |
| Longest bridge | Cikubang Bridge 300 m (980 ft)[5] |
| Highest elevation | 848 m (2,782 ft) |
| at | Nagreg railway station[6] |
| Lowest elevation | 1 m (3 ft 3 in) |
| at | Surabaya Pasar Turi railway station[6] |
The majority of Indonesia's railways are on Java, used for both passenger and freight transport. There are three noncontinuous railway networks in Sumatra (Aceh and North Sumatra; West Sumatra; South Sumatra and Lampung) while two new networks are being developed in Kalimantan and Sulawesi.[7][8] Indonesia has finalized its plan for a national railway network recently. According to the plan, 3,200 km of train tracks will crisscross the islands of Sumatra, Java, Kalimantan, and Sulawesi. It has been touted as the most extensive railway project in Indonesia since its independence from the Dutch in 1945.[9] Indonesia targets to extend the national railway network to 10,524 kilometres by 2030. As of September 2022, the network spans 7,032 km.[10]
Urban railway exist in form of commuter rail in all provinces and metropolitan areas of Java – notably in Jakarta – as well as Medan, North Sumatra. New mass rapid transit and light rail transit system are currently being introduced in Jakarta and Palembang, South Sumatra.
Despite Indonesia having a left-hand running for roads, most of the railway lines use right-hand running due to Dutch legacy.
Indonesia's rail gauge is 1,067 mm (3 ft 6 in), although 1,435 mm (4 ft 8+1⁄2 in), 750 mm (2 ft 5+1⁄2 in), and 600 mm (1 ft 11+5⁄8 in) lines previously existed. Newer constructions in Sumatra including Aceh, Kalimantan, Sulawesi, and Papua, along with the Jakarta LRT and Jakarta-Bandung HSR, are using the 1,435 mm gauge. Most of the Jakarta metropolitan area is electrified at 1500 V DC overhead.
Indonesia's railways are primarily operated by the state-owned Kereta Api Indonesia (KAI), its commuter subsidiary KAI Commuter, and the airport rail link subsidiary KAI Bandara. Majority of the railway infrastructure is owned by the Directorate General of Railways of the Ministry of Transportation, and railway companies pay a "track access charge" fee for using the railways.[11]
Various narrow gauge industrial tramways operate in Java and Sumatra, serving the sugarcane and oil palm industries.
History
The first railway line in Indonesia opened in 1867 and was initially laid to standard gauge size. The railways were gradually expanded by both the state and private companies.
The Japanese occupation and the Indonesian War of Independence left Indonesia's railways in a poor condition. A batch of 100 steam locomotives were ordered in 1950, and dieselisation started in 1953. By the 1980s most mainline services had been dieselised. Electric multiple units were obtained from Japan beginning in the 1970s, replacing 60-year-old electric locomotives.
Since the independence era, all mainline railways in Indonesia have been managed by the state. The owners of the private railway were compensated first, but the system was fully nationalised in 1971.
Construction of new railway lines has been scarce, and most new construction is concentrated on double- and quad-tracking of existing railway lines. Most of the former tramway lines have been closed, reducing the mileage from about 7000 km to only 3000 km.
Regulator and operators
Regulator
The sole regulator of Indonesian rail transport system is the Directorate General of Railways of the Ministry of Transportation. Established on 5 August 2005 during the administration of the President Susilo Bambang Yudhoyono and the Minister of Transportation Hatta Rajasa, the directorate general was designed to regulate rail transport policies in Indonesia.[12] The first Director-General was Soemino Eko Saputro, who had served as CEO of Perumka, the predecessor of Kereta Api Indonesia. When he was served as the Director-General, Saputro was involved in a corruption case concerning procurement of EMUs from Japan, which caused the state to lose IDR 20 billion.[13]
Operators
There are a number of passenger and freight rail companies in Indonesia:
- PT Kereta Api Indonesia (KAI) — operates local, regional, intercity trains, Palembang and Jabodebek LRT systems
- PT Railink (KAI Bandara) — operates airport rail link services, joint venture with Angkasa Pura II
- PT Kereta Commuter Indonesia (KAI Commuter) — operates commuter rail services
- PT Kereta Api Logistik (KAI Logistik) — operates courier-by-rail services
- PT MRT Jakarta — operates Jakarta MRT, province-owned company of Special Capital Region of Jakarta
- PT LRT Jakarta — operates Jakarta LRT, a subsidiary of Jakpro, a province-owned company of Special Capital Region of Jakarta
- PT Angkasa Pura II — operates Soekarno-Hatta Airport Skytrain
- PT Kereta Cepat Indonesia–China — operates Jakarta–Bandung high-speed rail, joint venture of PT Pilar Sinergi BUMN Indonesia and Beijing Yawan HSR Co. Ltd.
Some agricultural companies also operates industrial railways:
- Perum Perhutani — operates Cepu Forest Railway
- Perkebunan Nusantara (state-owned)
- PT Perkebunan Nusantara II — operates palm oil trains
- PT Perkebunan Nusantara IV — operates palm oil trains
- PT Perkebunan Nusantara IX — operates sugarcane lines and tourist train
- PT Bakrie Sumatra Plantations (part of Bakrie Group) — operates rubber and palm oil freight trains
- PT Tanjung Enim Lestari — operates pulp freight trains
Rail infrastructures by region
Java
The first railways in Indonesia were built on the island of Java, using 1,435 mm (4 ft 8+1⁄2 in) gauge. During the Japanese occupation, they were converted to 1,067 mm (3 ft 6 in) gauge. At its greatest extent, the Javanese-Madurese network had a length of 4,807 kilometres (2,987 mi), connecting most parts of the island.[14] The Javanese network train (in Java Island) is divided into nine operating area divisions.
Sumatra
As of 2013, there are 1,869 kilometres of track in Sumatra, of which 1,348 km are operational.[15] Several unconnected railway networks were built in the time of the Dutch East Indies:
- Banda Aceh–Lhokseumawe–Besitang–Medan–Tebingtinggi–Pematang Siantar–Rantau Prapat in northern Sumatra (the Banda Aceh–Besitang section, which was using track gauge 750 mm (2 ft 5+1⁄2 in), was closed in 1971, but is being rebuilt, as of 2011[16]).
- Padang–Solok–Bukittinggi in West Sumatra.
- Bandar Lampung–Palembang–Lahat–Lubuk Linggau in southern Sumatra.
Plans to connect up and fix these isolated lines are included in the Trans-Sumatra Railway plan. Railway services in Sumatra by operational is divided into four regional divisions, which are:
| Regional Division 1 (North Sumatra and Aceh) |
Regional Division 2 (West Sumatra) |
Regional Division 3 (South Sumatra) |
Regional Division 4 (Lampung and South Sumatra) |
|---|---|---|---|
|
|
|
|
Alongside the formal railways, there's also the so called Motor Lori Ekspress or "Molek" railway in Lebong Tandai, Bengkulu. The service, which consisted of motored draisines operated by locals, connected the isolated village of Lebong Tandai with the village of Air Tenang, both in Napal Putih Subdistrict, North Bengkulu Regency. The 35 kilometres (22 mi) route through Sumatran jungle is a former 600 mm (1 ft 11+5⁄8 in) gold mining railway line built by the Dutch colonial in the 1900s.[17][18]
Kalimantan
The first railway network in Kalimantan island was opened in 1908, serving the oil refinery and port of Balikpapan. It was closed in 1950.[19] In 2010, plans were announced for Kalimantan to get a 122 km long 1,435 mm (4 ft 8+1⁄2 in) standard gauge railway for the transport of coal between the Muara Wahau mine and the port of Bengalon.[20] In January 2016, Russian Railways reported that the construction of a railway in Kalimantan will finish in 2019;[21] however, in 2022 they withdraw from the initial investment plan so the railway construction was canceled.[22]
Lesser Sunda Islands
In 2019, it was reported that governor of Bali Wayan Koster is planned to build railways on Bali with 1,435 mm (4 ft 8+1⁄2 in) standard gauge. The railway "is keen to improve Bali's transportation infrastructure and is considering plans to build an electric rail network across the island".[23] According to the Minister of Transportation Budi Karya Sumadi in early February 2024, an LRT system is planned to be built in Bali, with the route spanning from the Ngurah Rai International Airport to Mengwi. The Phase 1 of the project, which was expected to be started in September 2024, would connect the Ngurah Rai Airport with Kuta. The construction for the Phase 1 would be supported by feasibility studies and loan from South Korea.[24]
Sulawesi
The first railway network in Sulawesi was opened in 1922 connecting Makassar and Takalar, but was closed in 1930 due to poor revenue.[25][26] The newer Trans-Sulawesi Railway is under construction as of 2022. It will be built with 1,435 mm (4 ft 8+1⁄2 in) standard gauge, which is wider than the cape gauge used in Java and most of Sumatra to accommodate more weight and speed.[27][28] The ground breaking of Makassar–Parepare route was conducted on 18 August 2014 in, Siawung Village, Barru District, Barru Regency. On early November 2022, 66 kilometres of railway from Barru to Pangkep was inaugurated and operational. As of 2022, it is the only operational part of the railway.[29][30]
Papua
A 440 km railway from Manokwari to Sorong in West Papua province is planned.[31] In Papua there is also a subway line assigned to transport mining products which is located in the Grasberg mine, Mimika Regency, near Puncak Jaya, and operated by PT. Freeport Indonesia and has been operating since 2019.[32] Besides that, a train line is also operated specifically for students at the Nemangkawi Mining Institute.[33]
Rolling stock
 | This section needs expansion. You can help by adding to it. (September 2015) |
Preserved steam locomotives
Indonesia had various types of locomotives, being the legacy of the many different companies. Surprisingly, only five steam locomotives remain in operable condition, with two located in the Ambarawa Railway Museum, two in Surakarta running the Jaladara excursion train, and one in the Sawahlunto Railway Museum. On the other hand, static steam locomotive displays are located in the Transportation Museum (under the auspices of the Department of Transportation) in Jakarta's Taman Mini Indonesia Indah (Beautiful Indonesia in Miniature Park) and Ambarawa Railway Museum (managed by PT Kereta Api) in Central Java. Plinthed locomotives can also be found in most cities and towns. Somewhat surprisingly, few non-locomotive rolling stock were preserved.
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With the Asian economic crisis of 1997, remaining hulks of steam locomotives formerly standing in former depots became valuable for their scrap value, and by 2000, most locomotives not already plinthed or sent to museums were scrapped, presumably illegally.
Four operable industrial steam locomotives are present, with two more preserved, at the Cepu Forest Railway. This currently represents the largest concentration of active preserved steam locomotives in Indonesia.
Several "last" steam locomotives were built for Indonesia. E10 60, a 1966-built rack steam locomotive (Esslingen 5316) is operable in Sawahlunto Railway Museum. BB84, the last Mallet locomotive built for a non-tourist railway (according to Durrant) was built by Nippon Sharyo Keizo Kaisha in 1962 (works number 2007). This locomotive was plinthed in Banda Aceh and survived the December 2004 tsunami. The locomotive is in rather poor condition with its valve gear and cylinder pistons missing (as of March 2006).
SS 1600-class steam locomotive No. 1622 "Sri Gunung" (Mountain Queen), a 1,067 mm (3 ft 6 in) mallet built in 1928, preserved in the Dutch Railway Museum.
The Trangkil No. 4 (Hunslet Engine Company 3902) was built in 1971, being the last steam locomotive built at Hunslet's Jack Lane Works in Leeds, England. The locomotive was used on the Trangkil sugar mill estate on Java. It has been repatriated to the UK in 2004.[34]
Sragi No.1 (Krauss) was built in 1899, restored to working order in 2008. This locomotive is a former sugar cane carrier in Pekalongan, Central Java. Then there are two other locomotives namely Pakis Baru No. 1 (Orenstein & Koppel built 1900) and Pakis Baru No. 5 (Orenstein & Koppel built 1905), both of which were former locomotives belonging to the Pakis Baru sugar factory in Pati, Central Java. All locomotives now preserved at Statfold Barn Railway, England.
Diesel locomotives
As of 2016, PT Kereta Api operates about 350 units of diesel locomotives divided into classes in Java and Sumatra[35] used both for passenger and freight services. The first diesel locomotive owned by PT Kereta Api was CC200 class, built by General Electric in 1953.[36]
Electric trains
As of August 2017, PT Kereta Api's commuter subsidiary, Kereta Commuter Indonesia, operates 758 units of electric multiple units (EMU) in Greater Jakarta area.[37] Most EMUs operated in Jakarta are secondhand trains acquired from major urban railway operators in Greater Tokyo in Japan, such as East Japan Railway Company, Tokyu Corporation and Tokyo Metro.
Usage
Passenger services
KAI provides extensive passenger services. Various classes are available, from luxury class with reclining seats and plane - like facilities, executive class with air conditioner and reclining seat comparable to the better classes of other countries' railways, business coaches which recently have been equipped with air conditioner and reclining seats much like executive class, to the hard bench, but still air conditioned, economy class coaches for cheaper trains. In last couple of years, the business and economic class are in the process of being equipped with air conditioned system. The whole process was completed in early 2013.
Sleeper trains have existed in Indonesia. The last all-sleeper train service was Bima express train which ran from 1967 to 1984 when it was changed to mostly coach, leaving only one or two sleeping cars. It ran in this configuration until 1995, when the sleeper cars were withdrawn and modified into seating coach. Since 2018, sleeper trains have been re-activated for the Argo Bromo Anggrek (Jakarta to Surabaya), Taksaka (Jakarta to Yogyakarta), Argo Lawu and Argo Dwipangga (Jakarta to Solo), and Gajayana (Jakarta to Malang).[38]
In Java, most trains connect Jakarta and the hinterland - regional (or "cross-country" services) have not been fully developed. Between pairs of important cities such as Jakarta and Bandung, intensive hourly services are provided.
Most passenger trains in Indonesia, except commuter locals, are named. The names varies from plainly descriptive such as Depok Ekspres (a former fast service between Jakarta and Depok), through Logawa (name of a river near Purwokerto, which is served by the train), Argo Lawu (Mt. Lawu, an extinct volcano near Solo, which is served by the said express train), to more or less meaningless, though romantic, names such as Bangunkarta (abbreviation of names of cities it serves: Jombang-Madiun-Jakarta) and Matarmaja (Malang-Blitar-Madiun-Jakarta).
Railway passenger services experienced a renaissance in the 1995-1999 period, with the introduction of many new passenger express services. With the advent of cheap airplane tickets, KAI experienced a downturn in the number of passengers carried, though the number has stabilized and most trains remain at more than 50% occupancy rate.
Argo Network
Note: 1. KA Argo Gede and also KA Parahyangan no longer exist. As a replacement, KA Argo Parahyangan trains operate the same routing as a merge of KA Argo Gede and KA Parahyangan. 2. KA Argo Jati is merged into KA Argo Cheribon (a merge of KA Argo Jati, Cirebon Express, and Tegal Bahari (Route still the same but extended to Tegal))
Women only carriages
As a response to many reports of sexual harassment in public places, including commuter trains and bus, KAI launched women-only carriages in some KRL Jabodetabek commuter trains in Jakarta metropolitan area in August 2010.[39] On May 13, 2013, KAI changed women-only trains to regular trains which at the front and back of the train has a coach for women only. This rule apply in KRL Jabodetabek.[40]
Priority seat
KAI designates priority seats to elderly passengers, pregnant women, disabled passengers and mother with infant to ride public transport with an equal degree of access and comfort as other people. Priority seat not only in the first and end of the train like in women only carriages, but eight seats in each carriage are designated as priority seats. This apply in KRL Commuterline.
Priority Class (Sleeper Train)
KAI relaunched the Sleeper Train service on June 11, 2018.[41][42] This sleeper train is equipped with excellent facilities even in the same class as a first class aircraft cabin. The first route for sleeper train is from Gambir Jakarta to Surabaya.[43] The Luxury Sleeper Train is managed by another KAI subsidiary, KAI Wisata.
Freight services
The railway system in Java is more or less a passenger-oriented system, and there are few freight services, due to the limited capacity of the tracks. Some notable freight services in Java include the Kalimas container train and the Parcel train between Jakarta and Surabaya, petroleum trains between refineries or oil pipe terminals and oil depots, and quartz sand trains in Central Java. Besides being operated for Krakatau Steel, the train will later be used to supply steel from Cilegon to other areas.[44]
But in recent years, there have been many efforts to increase freight traffic in Java by introducing the GE CC206 locomotives, as well as building double-track lines that connect Jakarta and Surabaya on the North Coast line to increase the number of container trains between both cities. Many container ports have also been built in intermediate cities and towns. This effort has already attracted some customers who normally shipped their products via road.
The system in South Sumatra is rather freight-oriented. Coal unit trains, carrying coal for an electricity plant is given priority over passenger trains, and Pulp unit trains to transport pulp for paper mills. In West Sumatra, the remaining railway line serves the cement plant at Indarung, near Padang, and in North Sumatra, several oil palm and rubber plantations are served by freight trains.
In Papua, Freeport Indonesia uses underground trains to carry ore from mine to mill.[45]
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