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History of rail transport in Indonesia
From Wikipedia, the free encyclopedia
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Most railway lines in Indonesia were constructed during the Dutch colonial rule. After independence in 1945, many lines were abandoned. The current national rail operator, PT Kereta Api Indonesia (Persero), was founded on 28 September 1945.
Pre-independence era
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First railway line
Indonesia (Dutch East Indies) was the second country in Asia to establish a rail transport, after India; China and Japan were next to follow.[1] On 7 June 1864, Governor General Baron Sloet van den Beele initiated the first railway line in Indonesia on Kemijen village, Semarang, Central Java.[1] It began operations on 10 August 1867 in Central Java and connected the first built Semarang station to Tanggung for 25 kilometers.[1][2] By 21 May 1873, the line had connected to Solo, both in Central Java and was later extended to Yogyakarta. This line was operated by a private company, Nederlandsch-Indische Spoorweg Maatschappij (NIS or NISM) and used the 1,435 mm (4 ft 8+1⁄2 in) standard gauge gauge. Later construction by both private and state railway companies used the 1,067 mm (3 ft 6 in) gauge.
The liberal Dutch government of the era was then reluctant to build its own railway, preferring to give a free rein to private enterprise. But private railways could not provide the expected return of investment (even NIS required some financial assistance from the government), and the Dutch Ministry of Colonies finally approved a state railway system, the Staatsspoorwegen (SS), extending from Buitenzorg (now Bogor) in the west, to Surabaya in the east. Construction began from both ends, the first line (from Surabaya) being opened on 16 May 1878, and both cities were connected by 1894.
By the 1920s the system in Java had reached its greatest extent, with most towns and cities connected by rail, with branches and tramways connecting sugar plantations to factories.
The Great Depression of the 1930s put laid to plans of constructing railway lines in Borneo, Celebes, connecting the lines in Sumatra and electrification of the lines in Java.
After the Dutch state started railway construction, private enterprises did not completely get out of the picture, and at least 15 light railway companies operated in Java. These companies operated as "steam tram companies", but despite the name, were better described as regional secondary lines.
Java
As befits a colonial enterprise, most railway lines in Indonesia had a dual purpose: economic and strategic. In fact, a condition for the financial assistance for the NIS was that the company build a railway line to Ambarawa, which connected to the one of an important military base named Fort Willem I for the Dutch king. The first state railway line was built through the mountains on the southern part of Java, instead of the flat regions on the north, for a similar strategic reason. The state railway in Java connected Anyer on the western coast of the island, to Banyuwangi on the eastern coast.
Only in the 1920s did one section, the Jakarta-Bogor line, be electrified with Dutch assistance, it would be the first ever electric rail system in Southeast Asia and the first electric commuter train service there as well. It was also the first in Southeast Asia to be operated by electric multiple units that would run for 4 straight decades, which would be defined with their European manufacture and their latter green-white livery schemes across these sets that would be adopted by the latter diesel locomotive fleet of its successors.
Sumatra
In Sumatra, railways were first used for military purposes, with a railway line connecting Banda Aceh and its port of Uleelhee in 1876. This railway, the Atjeh Staats Spoorwegen (ASS), first built to a 1,067 mm (3 ft 6 in) gauge which was later regauged to 750 mm (2 ft 5+1⁄2 in) and extended south. This line was only transferred to the Ministry of Colonies from the Ministry of War on 1 January 1916, following the relative pacification of Aceh.
The Western Sumatra's state railway in the Minangkabau area, the Staatsspoorwegen ter Sumatra's Westkust (SSS) transported coal from inland mines to the port at Padang and was built between 1891 and 1894
The Southern Sumatra's state railway, the Staatsspoorwegen op Zuid-Sumatra (ZSS), was completed in the 1930s. It served a fertile plantation area and an important coal mine.
Another important private railway line was the Deli Spoorweg Maatschappij (DSM). This line served regions producing rubber and tobacco in Deli.
Sulawesi
Between July 1922 and 1930, a 47 kilometres (29 mi)-long railway line operated in South Sulawesi. This line was to be extended to North Sulawesi, as part of a massive project of railway construction in Borneo and Sulawesi, connection of separate railway systems in Sumatra and electrification of the main lines in Java. The Great Depression of 1929 put paid to these plans.
Japanese occupation
During the Japanese occupation between 1942 and 1945, the different railway lines in Java were managed as one entity. The Sumatra systems, being under the administration of a different branch of the Japanese armed forces, remained separate.
The occupiers also converted the (1,435 mm (4 ft 8+1⁄2 in) standard gauge lines in Java into 1,067 mm (3 ft 6 in), thereby resolving the dual gauge issue. This was not an actual "problem" as there was not much transfer of materials between the systems, and much of the 1,435 mm system had been fitted with a third rail by 1940, creating a mixed-gauge railway. Many locomotives were seized and transported to Malaya, Burma and elsewhere.[citation needed] The railway network was reduced from 6,811 km (4,232 mi) in 1939 to 5,910 km (3,670 mi) in 1950 to provide material for railway construction in Burma.[3]
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Independence era
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During the war for independence between 1945 and 1949, freedom fighters took over the railways, creating the first direct predecessor to today's PT Kereta Api, the Djawatan Kereta Api Repoeblik Indonesia (Railways Service of the Republic of Indonesia), which was officially created on 28 September 1945. This date, not the 1867 one, is regarded as the birth date of Indonesian railways and commemorated as Railway Day every year, on political grounds.
On the other hand, the Dutch by Netherlands Indies Civil Administration (NICA) formed their own combined railway system to manage the railway lines located on their occupied territory, the Staatsspoorwegen/Verenigd Spoorwegbedrijf (SS/VS or Combined Railways). This company consisted of a combined state-owned and many private-owned railway companies, except Deli Spoorweg Maatschappij (Deli Railway). By the time of Dutch recognition of Indonesian independence, the SS/VS had most railway lines under their management, though not all were in operation.
With Indonesia's full independence in 1949, the separate rail systems were fused to become part of DKARI's rail network (excepting the Deli Railway), which welcomed its first diesel locomotives in 1952, which slowly displaced the steam locomotives leading to their final removal from the network in the early 80s. Non-state railway systems in Java retained their paper existence until 1958, when all railway lines in Indonesia were nationalized, including the Deli Railway, under the brand Djawatan Kereta Api (DKA) adopted early in the decade. This resulted in the formation of the Perusahaan Negara Kereta Api (PNKA: National Railway Corporation) in September 1963 on the basis of DKARI, becoming thus a state-owned enterprise with a corporate structure similar to British Rail and its neighbour's KTMB.[4] On 15 September 1971 the name of PNKA was changed to Perusahaan Jawatan Kereta Api (PJKA, the Indonesian Railway Service Corporation).[5]
The brief transition era fron PNKA to PJKA was the time when the Greater Jakarta rail network, on orders by President Sukarno, had its electrical lines in Central Jakarta converted to steam and diesel which led to the electric trackage to be split, only for these lines be reinstated in the 1970s with the original electric locomotives remaining, which, together with their hauled stock, were replaced by a new generation of electric multiple units imported from Japan, themselves the replacements of the originals which were converted to DMUs or passenger cars on loco-hauled services in the 60s. In addition, the PNKA gained the first ever passenger overnight trains in independent Indonesia - the Bintang Fadjar, launched in 1961-62 and was replaced by the long running Bima in 1967, running the Jakarta-Surabaya route via Yogyakarta (not covered by the former, which stopped at Semarang Tawang station instead) and Surakarta, and the first true diesel multiple units, the Kuda Putih imported from East Germany, which until the early 1980s became the primary lifeline of the southern main line between Yogyakarta and Surakarta, evolving into today's two KAI Commuter lines, the diesel Prambanan Express Commuter Line and the electric KAI Commuter Yogyakarta Line, which opened in 2022. The Bima, with its East German made passenger coach and dining cars and sleeper cars, also made history as one of the first to adopt air conditioning. PNKA, however, converted two Jakarta EMU motor passenger-cab combine cars into a diesel railbus called the Railcar Perintis (one each in Jakarta and Yogyakarta) during the 1960s, one of many attempts to develop a national rail production industry.
1982 would see Industri Kereta Api - founded the year before - finally present its completed first passenger and freight car orders to the PJKA system, which began an era of Indonesian-made passenger and freight cars dominating the railway network, which continues to this day.
Later then, on 2 January 1991, PJKA was changed its name and status becoming the Perusahaan Umum Kereta Api (Perumka, the Indonesian Railways Public Corporation LLC),[6] and since 1 June 1999, this company was changed to a joint-stock company, named PT Kereta Api (Persero) (PT KA).[7] The Greater Jakarta commuter network was operationally separated from PT KA in 2008 by the formation of a dedicated subsdiary under the company to ensure its continued revenue operations, with PT KA itself limiting its Jakarta passenger operations to long distance and express train services. In May 2010, the company was rebranded again into PT Kereta Api Indonesia (Persero) (PT KAI, Indonesian Railways Company Ltd JSC), the name used till the present.[8]
The headquarters of the state railway system, since Dutch colonial days, had been located in Bandung, West Java. Before the nationalization of the private railway networks in 1958, these private sector railway companies were headquartered elsewhere in the country, in Semarang, Tegal, Surabaya and Medan.
Construction of new railway lines has been scarce. In 1997, a line was inaugurated from Citayam to Nambo in West Java. At the beginning, this line was planned to be incorporated into a larger circular line network, ranging from Cikarang to Parung Panjang.[9] This plan had to be postponed due to the 1997 economic crisis.[10] The first airport rail link in Indonesia, the Kualanamu Airport Rail Link, connects Medan with Kualanamu International Airport, which was inaugurated on 4 September 2013.[11][12] The Soekarno–Hatta Airport Rail Link was opened between Soekarno–Hatta International Airport and BNI City on 26 December 2017.[13] Minangkabau Ekspres, connecting Minangkabau International Airport and Padang, was inaugurated on 21 May 2018.[14] The Adisumarmo Airport Rail Link, connecting Adisoemarmo International Airport station and Solo Balapan, opened on 29 December 2019.[15] Yogyakarta International Airport Rail Link, connecting Yogyakarta International Airport with Yogyakarta was completed in September 2021.[16] The Trans-Sulawesi Railway are built with 1,435 mm (4 ft 8+1⁄2 in) standard gauge which is wider than the 1,067 mm (3 ft 6 in) cape gauge used in Java and Sumatra to accommodate more weight and speed,[17][18] the first phase includes 146 kilometers route from Makassar to Parepare, which was completed in November 2022 and has been operating ever since,[19] the total plan for the railway would be around 2,000 kilometres spanning from Makassar to Manado,[20] most of other sections are still under construction.[19][20]
Most new construction is concentrated on double- and quad-tracking of existing railway lines. In 2011, double-tracking of the line from Semarang to Surabaya Pasar Turi was begun.[21] The project was finished with the double-tracking of the final segment between Bojonegoro and Surabaya Pasar Turi on 8 May 2014.[22] The line between Manggarai and Cikarang on Rajawali-Cikampek line is being quadrupled, with the first section between Jatinegara and Cakung opened on 14 April 2019.[23]
Trams formerly existed in Jakarta, Surabaya, Malang, and Semarang before their service was closed after independence. In Jakarta the tram lines use track gauge 1,188 mm (3 ft 10+25⁄32 in) operated by Bataviasche Verkeers Maatschappij and Pengangkutan Penumpang Djakarta, while in other areas track gauge 1,067 mm (3 ft 6 in) were used. In Greater Jakarta, KRL Commuterline and Jabodebek LRT is operational urban rail network, serving commuter routes which comprises cities of DKI Jakarta, Depok, Bogor, Bekasi, Tangerang, and South Tangerang as well as regencies of Bogor, Bekasi, and Lebak. The other operational urban rail networks are Jakarta provincially-owned Jakarta MRT, Jakarta LRT, and Soekarno-Hatta Airport Rail Link to support the public transport network in the area.
Indonesia today also operates a high-speed rail line connecting its two largest cities, the Jakarta–Bandung high-speed rail line, which will allow trains to reach up to 420 km/h, with operational speed of 350 km/h. Commenced operations on 2 October 2023, this High Speed Rail line is the first in Southeast Asia[24][25][26] and is operated by a KAI subsidiary firm.
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Rail network
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The development of the railway network from 1875 to 1925 in 4 stages:
- 1875–1888,
- 1889–1899,
- 1900–1913
- 1914–1925.
Network after 1875–1888
Phase I development took place in 1876–1888. The beginning of the construction of the railway was in 1876, in the form of the first network in the Dutch East Indies, between Tanggung and Gudang in Semarang in 1876, along 26 km. After that, the Semarang – Gudang line began to be built. In 1880, the Batavia (Jakarta) – Buitenzorg (Bogor) line was built along 59 km, then continued to Cicalengka via Cicurug – Sukabumi – Cibeber – Cianjur – Bandung. In 1877 the Kediri - Blitar line was built, and combined with the Surabaya - Cilacap line via Kertosono – Madiun – Solo, and also the Jogya – Magelang line.
Until 1888 the railway network built was:
- Batavia – Buittenzorg – Sukabumi – Bandung – Cicalengka
- Batavia – Tanjung Priok and Batavia – Bekasi
- Cilacap – Kutoarjo – Yogya – Solo – Madiun – Sidoarjo – Surabaya
- Kertosono – Kediri – Blitar
- Sidoarjo – Malang and Bangil – Pasuruan – Probolinggo
- Solo – Purwodadi – Semarang and Semarang – Rembang
- Tegal – Balapulang
Network after 1889–1899
Until 1899, the railway network built was:
- Djogdja – Tjilatjap
- Soerabaja – Pasoeroean – Malang
- Madioen – Solo
- Sidoardjo – Modjokerto
- Modjokerto – Kertosono
- Kertosono – Blitar
- Kertosono – Madioen – Solo
- Buitenzorg (Bogor) – Tjitjalengka
- Batavia – Rangkasbitung
- Bekasi – Krawang
- Cicalengka – Cibatu (Garut) – Tasikmalaya – Maos – Banjarnegara
- Cirebon – Semarang and Semarang – Blora
- Yogya – Magelang
- Blitar – Malang and Krian – Surabaya
- Part of the Madura line
Network after 1899–1913
Until 1913 the rail network built was:
- Rangkasbitung–Labuan and Rangkasbitung–Anyer
- Krawang–Cirebon and Cikampek–Bandung
- Pasuruan–Banyuwangi
- The entire Madura network
- Blora–Bojonegoro–Surabaya
Network after 1913–1925
Until 1925 the rail network built was:
- Remaining Java Island line
- Jatinegara–Tanjung Priok electrification
- Batavia–Bogor electrification:
- South Sumatra: Panjang–Palembang and
- West Sumatra: around Sawahlunto and Padang
- North Sumatra: Tanjung Balai–Medan–Pematangsiantar; and Medan–Belawan–Pangkalansusu.
- Sulawesi: Makasar–Takalar and Makasar–Maros–Sinkang plan
- North Sulawesi: Manado–Amurang plan
- Kalimantan: Banjarmasin–Amuntai plan; and Pontianak–Sambas plan.
For Kalimantan and Sulawesi, it was not implemented because construction was only going to start in 1941 and World War II broke out.
Station Construction Period
Here is a list of major stations:
- Karanganyar Station – inaugurated 1887
- Jakarta Kota Station – inaugurated 1929
- Tanjung Priok Station – 1914
- Gambir Station (formerly Weltevreden) – 1914
- Jatinegara Station (formerly Meester Cornelis)
- Manggarai Station – 1969
- Pasar Senen Station – 1916
- Cikampek Station – 1894
- Bogor Station – 1881
- Depok Station – 1881
- Bandung Station – 1887
- Yogyakarta Station – 1887
- Solo Balapan Station – 1876
- Semarang Tawang Station – 1873
- Cirebon Station – 1920
- Madiun Station – 1897
- Purwokerto Station – 1922
- Malang Station – 1941
- Surabaya Kota Station – 1878 and renovation 1911
- Surabaya Gubeng Station – 1913
- Pasar Turi Station – 1938
- Kertosono Station
Batavia – Buitenzorg electric train network 1918
Bogor Station (Buitenzorg) was built in 1880 as part of the construction of the Buitenzorg - Soekaboemi - Tjiandjoer - Tjitjalengka line. However, the electric train network only existed in Batavia (Jakarta) to Buitenzorg (Bogor) which was opened in 1925, which began with the Meester Cornelis (Jatinegara) to Tandjoeng Priok segment, followed by the rest of the network which would be only electrified in 1930.
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Setback era
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In this era, PJKA continues to experience decline due to the increasing number of private car users, public transportation and the emergence of Ojek. Therefore, the government issued an annual subsidy. This subsidy is formatted for employee expenses and reducing PJKA's loss burden.[27] and the gradual closure of all of the total branch lines at that time.
The Bintaro Tragedy on 19 October 1987 was a tragic event that worsened the bad image of PJKA as the only railway operator in Indonesia. In this tragedy, hundreds of people died while the rest were injured. Since that tragedy, the safety and comfort of its trains have been questioned. And since it occurred right smack in Greater Jakarta - in particular in the PJKA's commuter network, it was also a trigger towards more ground breaking efforts at railway reform. At the time of the incident a feasibility study was underway that would lead to the conversion of some of its electric tracks from ground level to elevated, in an effort to avoid the massive flooding that has been characteristic of the capital during the monsoon season. That elevated section, from Gambir to just south of Jakarta Kota, was opened in 1992.
90s era until now
On 1 August 1990, PJKA was rebranded again to Perusahaan Umum Kereta Api (Perumka, Indonesian Railways Public Corporation LLC). During this period, with Permuka now a Public Corporation, losses such as those experienced by PJKA several years ago, especially during the dieselization of the remaining steam powered lines, could be reduced. All employees still have the status of civil servants who are regulated separately and are allowed to seek profit.
KA Bisnis Sawunggalih crosses the Sakalibel Bridge with white-yellow paint.
The Perumka era is often called the "red and blue era" because all the paint on commercially operated locomotives was changed to red and blue with a white Perumka logo on the front and back, and under the driver's cabin glass right above the license plate. In addition, the livery paint of all passenger train carraiges was also changed, namely for executives it was painted light blue-dark blue, business cars dark green-dark blue, economy cars dark red-dark blue, and the generator and baggage cars plain dark blue. All the passenger train cars of the period including those Indonesian made, regardless of liveries, had white lines with a red Perumka logo on them. It was also the beginning of an era of Perumka operated commuter expresses in Jakarta across both the electric-powered and diesel powered network alike, ensuring fast services for its clientelle of passengers, only to end in 2011.
In 1995, the Argo series executive express train was born with two charter trains named Argo Bromo and Argo Gede, debuting on July 31 as part of the festivities for the 50th Golden Jubilee Year of Indonesian Independence and the Golden Jubilee of Permuka, with its consist made of an all-Indonesian made executive car design, inclusive of a dining car, manufactured for both trains by INKA in its Madiun factory. All of the first generation Argo executive trains were painted white-gray with dark blue stripes with the PT KAI logo on the left and the Ministry of Transportation insignia on the right. In addition, the CC 203 locomotive was also imported directly from the USA's GE Transportation facilities. This locomotive has an aerodynamic design.
As a result of the presence of these two Argo trains, there was a change in the color scheme, with the executive and business class cars on other trains painted with the same livery pattern as the Argo class but with a cream-white color. In 1996, a 3rd Argo express train, the Argo Lawu, debuted serving the Jakarta-Surakarta route. In 1997, as part of the 130th birthday of the Perumka network, the Argo Bromo Anggrek debuted on the same route as the Argo Bromo but sporting a pink-white livery on its consist instead of the white-gray of the original Argo Bromo that it now replaced. Meanwhile, the economy cars were actually painted white-turquoise green, but in the end only the Rheostatic EMUs operating economy class trips and some Jakarta Commuter DMUs were painted with this color scheme, while other economy cars especially on express and semi-express services outside of the Argo series were still comfortable with the red-blue livery from before 1995. The previously mentioned livery was also added with two stripes, one of which was light blue and the other dark blue.
Limited company era
In 1998, Perumka officially changed to PT Kereta Api (Persero (PT KA, Indonesian Railway Corporation JSC), although the notaryation of its establishment was carried out the following year. In the early 1990s and 2000s, PT KA maintained the red-blue paint livery on its locomotives, except for the CC 203s. At the time, PT KAI was reeling from the effects of the 1997 Asian financial crisis that led to a political crisis in Indonesia itself, with Suharto replaced by his vice president, B.J. Habbie, who had previously worked with INKA's aerospace counterpart Indonesian Aerospace and was one of those responsible for the manufacture and successful runs of the 1995 Argo series trainsets. The newly rebranded railway had debuted two new Argo class executive long distance trains that year to show its resiliency and resistance to the effects of the crisis - the Argo Dwipangga (then the Dwipangga), which debuted a modern long distance service on the Jakarta to Yogyakarta run, and the Argo Wilis on the Bandung-Surabaya Gubeng route, with both trains using an improved trainset manufactured by INKA applying lessons learned on the first three modern express trains. Some of the cars through on both sets were modernized sets from the past years also with INKA assistance, ensuring that a mix of past and present would inspire railway passengers on the history of the passenger trains and of the whole PT KA network in particular. During the onset of the crisis, the Argo Mulia plying the Jakarta-Semarang route serving Central Java, also with a mix of the consists as those that came later, had its first trips in Christmas 1997.
Beginning 2006, CC 201 and most other locomotives then changed their paint schemes to be like the CC 203, namely white with light blue-dark blue stripes. Meanwhile, there were changes to the entire series of passenger cars ranging from executive, business, and economy, to what can be seen today. PJKA's historic livery began to be used again for certain diesel locomotives designated heritage, which later expanded to even more locomotives, given that this livery began during the DKARI/PNKA eras of Indonesian railways and even before that with the Greater Jakarta commuter network.
During this period, PT KA introduced the PSO (public service obligation) system, especially for its economy class trainsets.[27] This PSO replaced the previously implemented subsidy system and it worked together with the provincial governments to achieve the results of the PSO program for both KAI's local and semi-express services. In 2007, Law No. 23 of 2007 was passed, which eliminated the monopoly carried out by PT KA dejure, while for one more year PT KA maintained it defacto until the creation of what is now KAI Commuter in 2008 to serve as the operating arm for the Greater Jakarta commuter runs. This, combined with the 2005 creation of the Directorate General of Railways under the Ministry of Transportation, rended KAI to be finally separate from government administrative countrol, while being funded as a GOCC by the government, KAI Limited also runs on revenue from advertisments and the fares from paying passengers of its routes in addition to the revenue from other facilities on the railway stations, which it shares with MinTrans, which operates the railways and all rail maintenance and construction activities conducted therein.
In this era, the number of diesel hydraulic locomotives began to decrease along with PT KA's policy at that time to better maintain existing diesel electric locomotives and importing more, develop a number of new generation diesel electric and hydraulic locomotives that already use sophisticated technology in their maintenance with the help of INKA Limited. In Jakarta, PT KA was also doing its part to electrify most of its remaining non-electric network replacing diesel locomotive hauled stock and DMUs with the same EMUs on their main electric lines, while airconditioning was fully phrased in by the 2010s.
Transformation and digitalization
The era of digitalization of Indonesian railways has emerged since the 1980s. Digitalization began when the BB204 locomotive was launched in the 1980s in West Sumatra. Furthermore, CC 204 was modified from CC201 by adding a BrightStar Sirius computer so that it could mitigate damage 45 minutes before the damage occurred. In addition, in 2006 to 2011, a locomotive was made based on the CC203 design by adding a BrightStar Sirius computer at PT Inka so that the CC204 batch II was created.
In the 2010s decade, there have been many transformations at PT KA, especially when led by Ignasius Jonan. In 2010 the name of PT KA was amended becoming the present PT Kereta Api Indonesia (Persero) (PT KAI). Complaints from the public about the lack of AC in economy class trains came during the period, so in 2010 non-PSO AC economy class trains appeared with the presence of Bogowonto train as the first train of its kind in the nation, which led to a boom in AC equipped economy trains and the phrasing out of the non-AC trainsets.
On 28 September 2011, the PT KAI logo changed. Another transformation lies in the ticketing system. Tickets that were originally only available at the departure station, can now be ordered at minimarkets and ticket agents. Even more amazingly, a boarding pass system has emerged that requires passengers to bring proof of identity. In addition, station management is now very good. All medium and long-distance trains have been equipped with AC. Locomotive digitalization in Indonesia has continued to advance since CC205 and CC206 were imported to strengthen PT KAI's current fleet and also the development of the CC300 locomotive as part of this transformation and digitalization
Commemorating the 75th anniversary of the company's formation
In commemorating its 75th anniversary on 28 September 2020, PT KAI inaugurated a new logo in the form of three letters "K", "A", and "I" made in italics (depicting the company's progressive, open, and trusted character). The accent of the train track shape on the letter "A" symbolizes "hope to advance the company as the best and synergistic transportation ecosystem" and the use of two colors that have different meanings from the previous logo, namely the combination of these two colors reflects "a harmonious relationship between KAI and all stakeholders in the railway sector", with the blue color (on the letters "K" and "I") symbolizing "stability, professionalism, trustworthiness, and confidence of the company", and the orange color (on the letter "A") symbolizing "enthusiasm, creativity, and determination of the company".[28]
As one of the mass transportation models used by millions of people, the development of railways in Indonesia is inseparable from the spotlight and weaknesses. Factors that are often of concern today are the accident rate is still relatively high both derailed carriages, collisions between trains, collisions between trains and other vehicles, floods/landslides and other problems often faced by train users. The main cause of this problem can be seen in the uneven rail facilities and maintenance, resulting in various problems. In 2009, it was recorded that 255 people were victims of train accidents, either injured or killed.[29] Around 60% of train accidents occur at railroad crossings, which generally do not have gates or even guarded.[30] Of the 2,923 railway crossing gates spread across the island of Java, it was recorded that around 1,192 were not guarded by officers.[31] This means that 40% of crossings escape the supervision of PT KAI which is fully responsible for ensuring traffic safety and security as stated in Law Number 23 of 2007, articles 31, 32, 33, 34 and 124 which have been ratified by the legislature.
Addition of new lines
Since 2015, the government has planned to improve railway infrastructure in Indonesia by adding new lines, reactivating inactive lines and also making double tracks, not only in the Java corridor, but also in other corridors such as Sumatra, Kalimantan, Sulawesi and Papua.[32][33]
The following is the development of railway networks outside Java from the 2015–2019 Railway Strategic Program:
Sumatra Island Corridor
Construction of Inter-City Railways/Trans Sumatra:
- New Bireun-Lhokseumawe-Langsa-Besitang railway line
- New Rantauprapat-Duri-Dumai railway line
- New Duri-Pekanbaru railway line
- New Pekanbaru-Muaro railway line
- New Pekabaru-Jambi-Palembang railway line
- New Simpang-Tanjung Api-Api railway line
- Double track Prabumulih-Kertapati railway
- Double track Baturaja-Martapura
- Muara Enim-Lahat double track railway
- Cempaka-Tanjung Karang double track railway
- Sukamenanti-Tarahan double track railway
- Rejosari/KM3-Bakauheni new railway line
Reactivation of Railway Lines:
- Binjai-Besitang
- Padang Panjang-Bukit Tinggi-Payakumbuh
- Pariaman-Naras-Sungai Limau
- Muaro Kalaban-Muaro
Upgrading of Urban Railway Lines/Double Track/Electrification:
- Medan Urban (Medan-Araskabu-Kualanamu Double Track Railway)
- Padang Urban (Padang-BIM and Padang-Pariaman)
- Batam Urban (Batam Center-Hang Nadim Airport)
- Palembang Urban (Monorail)
Airport Access Railway Construction:
- Kualanamu Airport, Medan (capacity increase)
- Minangkabau International Airport, Padang
- Hang Nadim Airport, Batam
- Sultan Mahmud Badaruddin II Airport
Construction of Port Access Railway:
- Lhokseumawe Port
- Belawan Port
- Kualatanjung Port
- Dumai Port
- Tanjung Api-Api Port
- Panjang Port
- Bakauheni Port
Kalimantan Island Corridor
Construction of Special/Coal/Port Access Railway (PPP Scheme):
- Muara Wahau-Muara Bengalon
- Murung Raya-West Kutai-Paser-Panajam Paser Utara-Balikpapan
- Puruk Cahu-Mangkatib
Construction of Intercity/Trans Kalimantan Railway:
- New railway line Tanjung-Paringin-Barabai-Rantau-Martapura-Banjarmasin
- New railway line Balikpapan-Samarinda
- New railway line Tanjung-Balikpapan
- New railway line Banjarmasin-Palangkaraya
- New railway line Palangkaraya – Sangau-Pontianak-State Border
- New railway line Samarinda-Sangata-Tanjung Redep-State Border
Construction of Airport Access Railway:
- Syamsuddin Noor Airport
Sulawesi Island Corridor
Construction of Inter-City Railway/Trans Sulawesi:
- New railway line Manado-Bitung
- New railway line Bitung-Gorontalo-Isimu
- New railway line Pare Pare-Mamuju
- New railway line Makassar-Pare Pare (Currently Segment: Mandai – Barru which will operate on 28 December 2023 including the Garongkong branch)
- New railway line Makassar-Sangatminasa-Takalar-Bulukumba-Watampone
- New railway line Mamuju-Palu-Isimu
Urban Railway Development:
- Makassar City and Surrounding Areas
- Manado City
Airport/Port Access Railway Development:
- Sultan Hasanuddin Airport
- Garonggong Port, New Makassar Port
- Bitung Port
Papua Island Corridor
- The development of a new railway line in Papua is only planned for one, namely for the Sorong-Manokwari line.
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Active railways
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Perspective
List of active railway in Indonesia
The following is a list of railway lines that are still active in Indonesia. This line does not include all railway lines in Indonesia; for inactive railway lines in Indonesia please see inactive railway lines in Indonesia. The list of active railway lines below is arranged according to the railway line number.
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Java
Terminus
Sumatra
Sulawesi
Makassar–Parepare
The Makassar–Parepare railway line is a railway line approximately 145 kilometers long that connects Makassar City and Parepare City in South Sulawesi. This line is the first stage of the construction of the Trans-Sulawesi railway line. The line from Mandai Station to Garongkong Station, as well as the branch from Labakkang Station to Mangilu Station are lines that have been built and are already in operation. 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 (41 mi) of railway from Barru to Pangkep was inaugurated and operational. As of 2022, it is the only operational part of the railway.[36][37] The provision of railway infrastructure and facilities for the Makassar-Parepare line is carried out by different operators. The provision of railway infrastructure, which includes the construction, operation, and maintenance of the railway line, is carried out by PT Celebes Railway Indonesia. Meanwhile, the provision of railway facilities is carried out by the South Sulawesi Railway Consortium, which is a joint venture between PT Kereta Api Indonesia (Persero) and PT Sulsel Citra Indonesia (Perseroda).
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Defunct
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List of defunct railways in Indonesia
Defunct railway in Indonesia are railway lines that once existed and were used as passenger transportation and/or freight transportation in Indonesia, but are now no longer functioning, and in some places, there are even no traces of them anymore.
According to data from the Ministry of Transportation of the Republic of Indonesia as of 2017, there are 2,723 kilometers of inactive railway lines in Indonesia out of a total of 8,157 kilometers that were in operation as of 1939.[38] So that within a period of 78 years (1939-2017), there is a tendency for a decrease in the infrastructure of the operated railway lines.
The tabulation of railroad lines is based on their crossing numbers in the Buku Jarak untuk Angkutan Barang Jawa dan Madura (Distance Book for Goods Transportation in Java and Madura) published by PJKA in 1982, unless otherwise stated.[39]
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Java
Pre-independence inactivity
There are railroad lines that were successfully reactivated by Djawatan Kereta Api Republik Indonesia (DKARI) in the early days of independence. This reactivated line is considered important and has high economic potential so it needs to be reactivated. In addition, there are railroad lines that are considered important for military movements.[40] However, among the lines that DKARI successfully reactivated, many of them were deactivated for the second time in the 1970s to 1990s in the PJKA era.
Post-independence inactivity
Madura
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Sumatra
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Sulawesi
See also
- List of railway companies in the Dutch East Indies
- Jakarta Monorail
- Monorails in Central Java
- Transport in Indonesia
- List of named passenger trains of Indonesia
- List of railway stations in Indonesia
- List of railway companies in the Dutch East Indies
- Rail transport in Indonesia
- Indonesian railway signaling and sign (semboyan)
- List of railway accidents and incidents in Indonesia
- List of defunct railway in Indonesia
- List of Kereta Api Indonesia rolling stock classes
- List of locomotives in Indonesia
- Trams in Surabaya
- Trams in Jakarta
References
Further reading
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