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The nation recently finalized its plan for a national railway network, under which an additional 3,200km of train tracks will traverse the islands of Sumatra, Java, Kalimantan, and Sulawesi. The endeavour has been touted as the most extensive railway project in Indonesia since its independence from the Netherlands in 1945.[9] Indonesia intends to extend the national railway network to 10,524 kilometres by 2030. As of September 2022, the network spans 7,032km.[10]
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 1,067mm (3ft6in), although 1,435mm (4ft8+1⁄2in), 750mm (2ft5+1⁄2in), and 600mm (1ft11+5⁄8in) lines previously existed. Newer constructions in Sumatra, including Aceh, Kalimantan, Sulawesi, and Papua, along with the Jabodebek LRT, Jakarta LRT, and Jakarta-Bandung HSR, are using the 1,435mm gauge. Most of the Jakarta metropolitan area is electrified at 1500V 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. The 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]
The idea of building a railway in Indonesia has emerged since the 1840s.[12] The construction of the railway line in Indonesia was initially a request from King Willem I. The purpose of its construction was for military purposes in the city of Semarang and the transportation of agricultural products to the Semarang warehouse. This idea was only realized with the establishment of a railway company called Nederlandsch-Indische Spoorweg Maatschappij (NIS), marked by its ratification as a legal entity on 27 August 1863. The purpose of building railways in the Dutch East Indies (the name of Indonesia at that time) was to facilitate the transportation of agricultural products. The first railway in the Dutch East Indies began with the laying of the first stone for the construction of a railway line on the first segment of the Samarang-Vorstenlanden (Yogyakarta) railway line, on 17 June 1864, in Kemijen, East Semarang, Semarang, which became the location of Samarang Station (km 0). The construction was marked by a ceremony led by the Governor General of the Dutch East Indies, Mr. L.A.J.W. Sloet van de Beele. On 10 August 1867, the line was completed.[12][13][13]
Furthermore, the remaining initial concessions of this railway line were also worked on, namely Tanggung–Gundih–Solo–Yogya NIS, as well as creating a branch line from Kedungjati–Ambarawa Station. Samarang–Vorstenlanden was officially opened on 10 June 1872, and the entire first line (Samarang–Vorstenlanden and Kedungjati–Willem I) was completed on 21 May 1873.[14][15]
The concession for the Batavia–Buitenzorg line was published in the Gouvernement Besluit March 27, 1864, No. 1.[15] Josef Osdar from the daily Kompas said that the permit was implemented in 1869 or five years after the permit was granted, and said, "NIS(M) will build a 1435 millimeter (mm) gauge railway while the Dutch colonial government wants 1067 mm." The reason was that NIS intended to monopolize plantation transportation, and wanted to merge the line with the Samarang–Vorstenlanden line.[18] On 31 January 1873, the line began operating using a 1,067mm gauge.[15]
This is different from Staatsspoorwegen (SS), which was established by the Colonial Government in 1875 to overcome the problems faced by NIS related to financial problems. In the midst of NIS's financial problems, there was private interest in implementing the railway line concession. However, they chose the tram type because it was considered capable of reducing construction costs. [19] SS was formed to implement the Java railway line concession, with its first lines being Surabaya–Pasuruan and Bangil–Malang. [20] This company wanted the trains on the state-owned lines to use 1,067mm. The SS also wanted the Batavia–Buitenzorg plan to be continued with the SS, Bogor–Bandung–Banjar–Yogyakarta line, then reaching East Java.[18]
During the heyday of rail transportation in Indonesia, it was recorded that as of 31 December 1928, the total kilometers of railways and trams of the Dutch East Indies (Sumatra, Java, and Sulawesi) were 7,293 km, where for Java and Madura the islands were 5,473km with details: 2,802km rail size 1,067mm; 205km size 1,435mm; 120km size 600mm; and 2,258km of 1,067mm tram tracks (except for Jakarta city trams), while the Forestry and plantation (sugar industry) Service has also built approximately 7,000km of plantation (lorry) rail lines, of which 6,500km were contributed by the sugar industry's plantation lines. [24]
Japanese occupation and post-independence
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 7000km to only 3000km.
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.[25] 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 20billion.[26]
After the Dutch surrendered to Japan, all Dutch railway operators on Java were accommodated in a Japanese-formed organization called Rikuyu Sokyoku. In addition to operating railways, this organization was also tasked with operating all types of non-military land transportation. The railway operator on Sumatra was not the same as on Java. In Sumatra, the operator was handled directly by the Japanese Navy Division/Force 21 which controlled the Malay Peninsula and Sumatra with headquarters in Singapore.
Post-independence
There are a number of passenger and freight rail companies in Indonesia:
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:
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.
Derelict B52 03 at Tegal locomotive depot on July 9, 2002Locomotive D14 used for Sepur Kluthuk Jaladara in Surakarta
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 1,067mm (3ft6in)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.[31]
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[32] 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.[33]
A carriage is a railway vehicle pulled by a locomotive and used to transport goods. A carriage does not have its own propulsion, unlike a train which can have its own propulsion. In the railway context, a "carriage" is often referred to as a "wagon". A carriage does not have its own drive, unlike a train which can have its own drive. In the context of railways, a "carriage" is often referred to as a "wagon". Carriages are run according to the type of goods to be transported, but all carriages in one company usually have the same standards for each component, for example, coupling devices and other accessories, such as air brake hoses, allowing various types of carriages to be assembled into trains. For identification, carriages usually have identification marks such as codes, report marks and serial numbers.[35]
There are several types of carriages that have been and are currently used in Indonesia.[36]
Class
Image
Type
Number built
Manufacturer
Max speed
Year built
Remark
Special wagon was prepared by NIS (Train Company of Netherlands Indies) to transport the coffin of Pakubuwana X
Usage
Passenger services
Argo Wilis, a long-distance passenger train serves Bandung to Surabaya route
KAI provides extensive passenger services. Various classes of passenger railcars 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 the 2010s, to respond to concerns from the riding public on the lack of air conditioning facilities, KAI pursued, together with INKA Limited, the conversion of the then non-airconditioned business and economic class cars in its trains to airconditioning. The whole process of conversion was completed in early 2013 with the installation of AC systems to the remaining non-AC express and local trainsets. All express and local trainsets are powered with generator cars, and many are equipped also with baggage and dining cars.
Since 2024, with the launch of the Java Priority, KAI also operates tourist only express trains tailored to the tourism market with similar classes as in the regular trainsets and with all train cars airconditioned: Imperial class, similar to the luxury and executive cars on regular trains, and Priority class, with facilities similar to the business and economy cars.
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).[37]
Sawunggalih Premium Economy coach in 2017
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).
Gumarang Business coach in 2009
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))
The Argo Network debuted in 1995 as part of the Golden Jubilee of Indonesian Independence and the Golden Jubilee of then Permuka as the country's fast class of executive-only or luxury-executive mixed long distance or medium distance express trains, with all consists today composed of luxury and executive train cars produced by INKA Limited, all airconditioned. As the more advanced long distance diesel powered trains operated by KAI, the Argo Network constitutes the country's best distance express services and are operated using the best from KAI's diesel locomotive pool.
Today KAI operates 9 Argo diesel powered passenger expresses across Java, which also serve as the fastest diesel powered trains in the nation.
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.[38] On 13 May 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.[39]
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 applies in KRL Commuterline.
Priority Class (Sleeper Train)
KAI relaunched the Sleeper Train service on 11 June 2018.[40][41] 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.[42] The Luxury Sleeper Train is managed by another KAI subsidiary, KAI Wisata, and its cars were manufactured by INKA.
In 2024, a further improvement of the 2018 design came with the introduction of the INKA-made Compartment Suite sleeper car, with individual rooms replacing the open sleeper type.
Freight services
A CC 201-47 Locomotive hauling Gottwald Crane in 2005
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 Kalimascontainer 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.[43]
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.
A GE CC206 Locomotive departs with empty coal train in 2015's above
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.
Map of Java's transportation network, including active railways as of 2010
The first railways in Indonesia were built on the island of Java, using 1,435mm (4ft8+1⁄2in) gauge. During the Japanese occupation, they were converted to 1,067mm (3ft6in) gauge. At its greatest extent, the Javanese-Madurese network had a length of 4,807 kilometres (2,987mi), connecting most parts of the island.[45] The Javanese network train (in Java Island) is divided into nine operating area divisions.
Sumatra
Map of Sumatra's railway network. Only red, dark red, brown, green, and blue-colored thick lines are still activeMedan railway station, serving intercity trains as well as Railink airport train service to Kualanamu International Airport
As of 2013, there are 1,869 kilometres of track in Sumatra, of which 1,348km are operational.[46] 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 750mm (2ft5+1⁄2in), was closed in 1971, but is being rebuilt, as of 2011 was using track gauge 1,435mm (4ft8+1⁄2in). It was opened in 2016 and currently serves five railway stations in North Aceh and Bireuën Regencies. It is the only operational train service in Aceh with Cut Meutia (train).[47]).
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:
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 (22mi) route through Sumatran jungle is a former 600mm (1ft11+5⁄8in) gold mining railway line built by the Dutch colonial in the 1900s.[48][49]
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.[50] In 2010, plans were announced for Kalimantan to get a 122km long 1,435mm (4ft8+1⁄2in) standard gauge railway for the transport of coal between the Muara Wahau[id] mine and the port of Bengalon.[51] In January 2016, Russian Railways reported that the construction of a railway in Kalimantan will finish in 2019;[52] however, in 2022 they withdraw from the initial investment plan so the railway construction was canceled.[53]
Lesser Sunda Islands
In 2019, it was reported that governor of BaliWayan Koster is planned to build railways on Bali with 1,435mm (4ft8+1⁄2in)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".[54] 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.[55]
Sulawesi
Invitation to 30 June 1922, opening of the Makassar-Takalar lineTanete Rilau Railway Station, Barru Regency on the Makassar – Parepare Railway Line segment
The first railway network in Sulawesi was opened in 1922 connecting Makassar and Takalar, but was closed in 1930 due to poor revenue.[56][57] The newer Trans-Sulawesi Railway is under construction as of 2022. It will be built with 1,435mm (4ft8+1⁄2in)standard gauge, which is wider than the cape gauge used in Java and most of Sumatra to accommodate more weight and speed.[58][59] The ground breaking of Makassar–Parepare route was conducted on 18 August 2014, in Siawung Village, Barru District, Barru Regency. On early November 2022, 66km (41mi) of railway from Barru to Pangkep was inaugurated and operational. As of 2022, it is the only operational part of the railway.[60][61]
Papua
A 440km railway from Manokwari to Sorong in West Papua province is planned.[62] In Papua there is also a railway 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.[63] Besides that, a train line is also operated specifically for students at the Nemangkawi Mining Institute.[64]
A KRL Commuterline electric train takes stop on the Tugu Yogyakarta station, Yogyakarta, December 2020. This set is JR-205-9 train, which is now returned to Jakarta, operated for Bogor Line only.
The company began its history as the Jabotabek Urban Transportation Division of Indonesian Railways which was tasked with operating KRL in Jabodetabek, while long-distance trains and local trains in Jabodetabek continued to be operated by the Jakarta Operations Area (Daop) I. In September 2008, the division was officially separated into a separate company named PT KAI Commuter Jabodetabek.[72] In March 2009, the company brought in 8 units of the Tokyu 8500 series KRL and then operated them under the name Jalita (Jalan-Jalan Lintas Jakarta). In May 2009, Minister of State-Owned Enterprises Sofyan Djalil and Minister of Transportation Jusman Syafii Djamal inaugurated the company. In August 2010, Minister of Transportation Freddy Numberi and Minister of State for Women and Children Empowerment Linda Amalia Sari inaugurated women-only carriages on the first and last trains of each KRL train.
Trams in Jakarta near JatinegaraB12 49 tram locomotive at Kebonrodjo Halte, Surabaya, East Java, August 1972The city tram on the aloen-aloen in MalangMap issued in 1937 showing Bangil station and line to Sumberredjo sugar mill which belonged to Staatsspoorwegen (SS) (yellow arrow) and line to Pandaan (Pandakan) which belonged to Modjokerto Steam Tram Company (red arrow). Also showed SS line to Malang (which showed a district named Oroombo-wetan) and to Probolinggo
Trams formerly existed in Jakarta, Surabaya, Malang, and Semarang before their service was closed after independence. In Jakarta the tram lines are operated using track gauge 1,188mm (3ft10+25⁄32in) operated by Bataviasche Verkeers Maatschappij and Pengangkutan Penumpang Djakarta, while in other areas track gauge 1,067mm (3ft6in) were used.
Trams in Indonesia first appeared during the Dutch East Indies era, with horse-drawn trams operating in Batavia (Jakarta) in 1869. In 1880, as a result of operational constraints experienced by BTM in operating horse-drawn tram, the operation of BTM was temporarily taken over by Firma Dummler and Co. Two years later, or to be precise on 19 September 1881, Bataviasche Tramweg Maatschappij (BTM) officially changed its name to Nederlandsch-Indische Tramweg Maatschappij (NITM) and took over the tram service in Batavia which was previously managed by Firma Dummler and Co.[75]
Later, followed by steam trams and electric trams, with the latter starting to operate in Batavia in 1899. Trams were once a popular form of public transportation in various cities in Indonesia, but are no longer in operation. Trams in Indonesia, including in Jakarta and Surabaya, were eventually phased out for various reasons, such as being no longer efficient with the development of modern transportation and better road conditions. In Jakarta, electric trams were phased out in the 1960s.
274, 275 & 277 became type AB 231–233 in 1928. Later became 501, 507 & 508.
Trailer type AB
Werkspoor
1922–1923
21
301–321
36
28
Became BVM AB301-AB318, C422-C424
Trailer type C
Werkspoor
1922–1923
21
401–421
42
53
Became BVM C401-C421
Gallery
Map of Batavia tram lines.
The Post Savings Bank located on the Molenvliet in the center of Batavia with busy tram traffic.
Steam tram of the Bataviasche Veerkers Maatschappij, nicknamed Aunt Betje, in Batavia (now Jakarta).
Opening of the Batavia Electric Tram Company in Batavia.
Electric tram in Batavia.
The remains of the former Jakarta tram tracks in Glodok, with a gauge of 1188mm.
Tram at the terminus of the Bodjong-Pieter Sijthofflaan line at the grounds of the Colonial Exhibition in Semarang
B12 40 tram locomotive, Kalimas, Surabaya, East Java, Indonesia August 1972
Tram on the Wonokromo and Willemsplein line in Surabaya
Electric tram motor carriage for the city tram network of the Oost-Java Stoomtram-Maatschappij (East Java Steam Tram Company) in Surabaya on Java, built by the Hannoversche Waggonfabrik (HaWa) in 1923 and supplied through the intervention of probably the Dutch branch of the NV formerly Ruhaak en Co. in Java
In recent decades, Java's transportation backbones — north coast road and railway system that serves Jakarta-Surabaya corridor, has suffered greatly from both freight and passenger congestion.[78] The plan to build a high-speed railway system in Java has been around for many years. However, it was not until 2008 that the idea had been contemplated seriously. It was Japan International Cooperation Agency's proposal that initiated the idea to build high-speed rail for the Indonesian island of Java, linking up the densely populated corridor from the capital Jakarta to Surabaya city (covering 730km) in East Java.[79][80] Japan is eager to export their Shinkansen high-speed rail technology abroad. Following up JICA's initial study in 2012, the detailed feasibility study was concluded in 2014. In recent years, Indonesia has been undergoing a revival in railway expansion and upgrades. The high-speed rail corridors have been proposed but not implemented yet, since it was deemed too costly.
In April 2015, China had entered the race with a counter-offer to build the Jakarta-Bandung high-speed rail in Indonesia.[81] A bid which alarmed Japan that has been nurtured the idea for years.
In July 2015, the Indonesian government announced their plan to build the high-speed rail system connecting Jakarta and Bandung, and devised a competition between Japan and China train-makers as potential bidders. Japan and China have expressed their interest in the project; both countries had done comprehensive studies of the project.[82]
In late September 2015, Indonesia awarded this multibillion-dollar railway project to China over Japan.[83][84]
The proposed high-speed rail will connect the nation's capital Jakarta with Bandung city in neighboring West Java province, covering a distance of 150 kilometers, and is also expected to expand further, connecting to Indonesia's second largest city, Surabaya in East Java.[82]
The project has been delayed several times, first due to careless construction that affected nearby roads, then due to coronavirus pandemic restrictions.[citation needed]
In December 2015 discussion for the Jakarta-Surabaya high-speed rail was commenced by the Indonesian Coordinating Minister of Maritime and Resources. Academicians from two major universities in Indonesia, and employees from Japan International Cooperation Agency, were invited to attend the discussion.[85][86]
In May 2020, coordinating Economics Minister Airlangga Hartarto announced that the government had decided to extend the China-backed Jakarta-Bandung high-speed railway project to Surabaya. The line would run along a southern route to connect the Jakarta-Bandung project with Surabaya via Kertajati, where the government recently built a new airport, as well as via Surakarta and Yogyakarta. Meanwhile, Japan is working on the Java North Line Upgrading Project, which would connect Jakarta and Surabaya with a route along the northern coast of Java via Cirebon in West Java and Semarang in Central Java. A proposed travel speed of 150km per hour for the 720-km railway connection would allow for the use of existing tracks, hence resulting in the lower development cost of about $5billion.[87]
The Jakarta-Bandung HSR began trial operation with passengers on 7 September 2023, and commercial operations on 2 October 2023.[88] Indonesia and Chinese authorities discussed further plans to extend the railway across the Java island, from Jakarta to Surabaya[89][90] with estimates 3.5 hours from Jakarta to Surabaya.[91]
In December 2024, the Forest Line Tourist Train was launched at a new tourist attraction called Bernah De Vallei, located in Mojokerto Regency, East Java.[100]
Monorail
In Indonesia, there are several monorails that are operated only for tourism purposes, namely the monorail system in Taman Remaja, Surabaya and in Wonderia Park, Semarang. Both monorails are powered by electricity. However, the manufacturer of the two monorails is not yet known.[101][102]
Industrial and mining railways
Sugar cane
Sugar cane train hauled by steam locomotive in PG Sindanglaut, Cirebon Regency, June 2003Sugar cane train hauled by diesel locomotive in PG Rejosari, Madiun Regency, June 2003
The use of trains as transport from plantations dates back to the 1800s. In the past, to transport sugar cane from plantations to sugar factories, sugar mill companies used narrow gauge trains to transport their sugar cane products. Around the 1970s, the transportation of sugarcane from plantations to factories began using trucks. Since the early 90s, transportation of sugarcane from plantations in Indonesia has been almost entirely using trucks due to lower operational costs, time efficiency, and the reduction in sugarcane land around the sugar factory area.
In addition, due to the increasingly rapid development of transportation, road infrastructure is getting better, and lorries are getting old and slow, over time the use of lorry trains is no longer used, although until now there are still some sugar factories that still operate trains to sugarcane plantations.[103] In addition, some of the train lines are used for tourism, some use steam locomotives and also diesel locomotives. Most of the sugarcane rail lines are operated by PT. Perkebunan Nusantara IX[104]
The use of track gauges in sugar factories in Indonesia varies from place to place, for example:
Track gauge 600mm (1ft11+5⁄8in), used in PG Djatiwangi Majalengka, PG Djatibarang Brebes, PG Pangka Tegal, PG Cepiring Kendal, PG Soedhono Ngawi, PG Tulangan Sidoarjo, PG Gendhing Probolinggo, and PG Pandji Situbondo.
Track gauge 670 mm, only used in PG Kadhipaten Majalengka.
Track gauge 700mm (2ft3+9⁄16in), used in PG Gempol Cirebon, PG Tersana Baru Cirebon, PG Ketanggungan Barat Brebes, PG Soemberhardjo Pemalang, PG Rendeng Kudus, PG Kalibagor Banyumas, PG Gondang Winangoen Klaten, PG Kartasoera Surakarta, PG Rejosarie Magetan, PG Poerwodadie Magetan, PG Arasoe Bone Sulawesi, PG Sragie Pekalongan, and others (almost all sugar factories in Java use this track gauge).
Track gauge 720 mm, only used in PG Sindanglaut Cirebon.
Track gauge 750mm (2ft5+1⁄2in), used in PG Bandjaratma Brebes, PG Pakis Baru Pati, PG Trangkil Pati, PG Ceper Baru Klaten, PG Tjolomadoe Solo, and PG Tasikmadu Karanganyar.
Palm oil
Sawit Seberang Plantations in North Sumatera
In Indonesia there are several palm oil companies that operate trains to transport palm fruit, either from oil palm plantations to mills or just as a means of passing. The oil palm carriage is commonly referred to as "Lori Muntik". The palm oil mills are spread across Sumatra and Kalimantan. The track gauge used is 700mm (2ft3+9⁄16in). Several large palm oil companies that use this train, including PT. Socfindo, PT. BSP, PTPN II, PTPN IV in Sumatra, Sawit Seberang Factory Railway, and several other palm oil mills.[105]
Other places
North Sumatra: Socfindo (Kebun Negeri Lama), PTPN IV Ajamu, and other places.
Jambi: PKS BAH Jambi, and other places
East Kalimantan: PKS PT. Persada Karya Sawit, PT. Waru Kaltim, PT. Sawit Kaltim Lestari, PKS 4 DSN Group, and other places.
Central Kalimantan: PT. HPIP-LDF, PT. Antang Sawit Perkasa, PKS PT. SCP, and other places.
South Kalimantan: Oil Palm Plantation PT. Hasnur, and other places.
Rubber plantations
In North Sumatra there is a rubber factory that still operates trains to transport rubber latex to the factory, one of which is PT Bakrie Sumatra Plantations in Kisaran. The train was pulled by a small diesel locomotive made by Hokuriku, Schöma, and several other small locomotives.[106] The track gauge used is 600mm (1ft11+5⁄8in). There's also 1,067mm (3ft6in) track connecting the facility with the mainline railway.[107]
Paper and pulp
The pulp train was pulled by locomotive CC203 33R carrying wood waiting to cross the emplacement at Tarahan station.
In Indonesia there are freight trains for transporting paper and pulp which are operated by PT Kereta Api Indonesia and in collaboration with paper companies (third parties) who use the freight train services. PT KAI (and its predecessors) has collaborated with PT Kertas Leces in Probolinggo Regency and PT Tanjung Enim Lestari (TEL) Pulp and Paper. Currently, the only service that operates as a paper transport train is the PT TEL pulp train in South Sumatra with the name KA Nilahan.[108]
Before Freeport opened the mining railway line, it turned out that there had been other railway lines in the Indonesian part of Papua for decades. This train line is in a different location from the Freeport mining train line. If the Freeport mining train line is at the Grasberg Mine in Mimika, Central Papua, this old train line is in Kumbe, Malind, Merauke, South Papua. Referring to the Industrie Spoor page, the Dutch built a 700mm gauge train line and mechanized rice cultivation on 12,000 hectares of land along the Kumbe River in the 1950s, after the Second World War ended. At that time, Papua was not yet part of Indonesia, and was still called Dutch New Guinea for the next decade. At the mouth of the Kumbe River there is a village called Kumbe, with the nearest big city being Merauke.[109]
PT Freeport Indonesia, which is a mining company, operates underground mining trains to facilitate the transportation of copper, gold and silver ore materials to the processing plant location at Mile 74, Tembagapura, Mimika, Papua. The locomotive used is the MMT-M-270-BDE diesel locomotive made by Schalker Eisenhütte Maschinenfabrik, Germany.[110]
Cikotok, Banten formerly known as one of the gold mining areas in Indonesia operated by PT. Antam. To smooth the flow of raw gold distribution, a railway line was operated. The train used is a small train with a track gauge of about 700mm. However, because the gold stock here ran out, in 2016 the mine was closed and only ruins were left, as well as the Cirotan mine monument which contained an artificial diesel locomotive Deutz-Fahr on display at that place. Apart from Cikotok, PT Antam also operates mining rail lines in other areas, one of which is in Bogor, West Java[111][full citation needed]
In Sebelimbingan, Pulau Laut, South Borneo there is a relic Dutch coal mine. At that time, a railway line was built from the mine site which was used to transport coal to the port and later brought it to the Netherlands. Now the mines and railroad tracks are just ruins. In addition, in several other areas in South Kalimantan mining railway lines have also been built, such as in Amuntai, Martapura, several other places.[112] In the Pengaron area, Hulu Sungai, South Kalimantan there is also a lorry train route which is used to transport coal.[113][114]
Tarakan is an island located in the northernmost part of the east coast of 'Dutch' Borneo. Under the island in 1905 oil was found. With Tarakan Koetai produced a significant percentage of the oil from the Archipelago. This proportion rose to almost 55% in 1914 to over 70% in 1925. From 1928 however, the share due to the strong growth of Sumatra's oil production. The production and processing of the oil was in Borneo in the hands of the Batavian Petroleum Maatschappij (BPM), a subsidiary of the partnership 'Royal' / Shell. In 1929 there were 4000 coolies, especially Javanese, the Tarakan island while 170 staff were European. There are also several train lines here which are used for transporting oil to the ship dock. Until around the 1950s, the oil refinery that is now owned by Pertamina in Balikpapan still operated mini trains with small track gauges to transport oil from the refinery to the port. Currently there is no relic left.[115]
Cepu Forest Railway, a 1,067mm (3ft6in)narrow gauge light logging railway that runs through teak plantations to the northwest of the town of Cepu, in Cepu district, on the boundary between Central and East Java provinces, on the island of Java in Indonesia. It is owned by Perhutani, a state-owned forestry company of Indonesia. Steam traction is still dominant.
The infrastructure used is a legacy of the colonial era. The Dutch themselves began opening teak forests as industrial forests in the 1870s. With an area of 33,000 hectares, Cepu teak wood became a high-value commodity. To speed up the transportation of wood, the railway line began to be built in 1915. Throughout the 20th century, this line operated to transport wood from Gubug Payung to Batokan. To promote Cepu tourism, Perhutani began upgrading this railway line to a tourist railway in 1990.[121] This line experienced many route cuts and occasionally operated in 2002, due to old infrastructure. The Cepu tour locomotive was finally able to be turned on again regularly on 17 January 2018, using a diesel locomotive. Currently, the Cepu tour locomotive route is served using a diesel locomotive with a fare of IDR Rp.15,000.00 per person one way. In addition to regular services, Perhutani also provides steam and diesel train rental packages.[122][123]
Gallon transport
Arrival of Aqua Freight Train at Cicurug Station Stabling Platform 2
The Aqua Gallon transport train is a freight train that transports Aqua (mineral water) gallons owned by PT Aqua Golden Mississippi Tbk, as a form of cooperation between PT Aqua Golden Mississippi Tbk and PT Kereta Api Indonesia. This cooperation has been carried out since 18 June 2014.[124] This train was launched to reduce congestion on the Bogor-Sukabumi highway which has become increasingly severe due to the back and forth activities of large trucks carrying Aqua gallons. This train is one of several freight trains in Indonesia.
Cement transport
The Indocement train to Kalimas departs from Madiun station, and passes the eastern bend of Madiun station.
Indocement train is a freight train that transports Semen Tiga Roda produced by PT Indocement Tunggal Prakarsa Tbk. ("Indocement"), as a form of cooperation between Indocement and PT Kereta Api Indonesia through KAI Logistik. This train is one of several cement transport trains in Indonesia. Indocement has factory facilities in Palimanan and Citeureup, they use trains because their factory is located not far from Arjawinangun Station and Nambo Station. Indocement cement train started operating in 2012 with its first route, namely Arjawinangun–Purwokerto, then on 4 December 2013, the Nambo–Kalimas route was operated. Since then, the train route has continued to grow. In order not to interfere with passenger train travel, this train usually runs at night.[125]
Coil steel transport
Coil Steel Transport Train is a freight train transportation that is the result of cooperation between PT Kereta Api Indonesia (Persero) and PT Krakatau Bandar Samudera in transporting products produced by PT Krakatau Steel (Persero) Tbk in the form of rolled steel sheets (coils) from its factory in Cilegon to Kalimas, Surabaya. Transportation of Coil Steel by Train is actually very profitable for the company itself because it is considered faster. If using a truck, the journey takes up to 7 days. While if using a train, the travel time is only 3 days to reach the customer's destination. Practically, PT Krakatau Bandar Samudera can distribute its commodities in much larger volumes than before. By using 20 Flatcar with a capacity of 42 tons, Krakatau Steel can transport 600 tons of steel, which is equivalent to 15 40-ton container trailers.
Other railway
Molek-Motor Lori Express, the only means of transportation to Lebong Tandai Village, North Bengkulu Regency in Bengkulu Province. This vehicle is a modification of a century-old Dutch lorry wreck. The remains of an old gold mine called Mijn Maatschappij Simau which operated for more than 40 years, before Indonesia's independence.
In Indonesia, there are several rail lines that are only used for infrastructure development projects, such as power plants. Among them:
Molek has a long history because its rails were built during the Dutch era. Molek is a legendary transportation heritage of the Dutch. The rails used by the community to transport passengers and logistics from Air Tenang Village to Lebong Tandai have been built since 1904. In the past, the Dutch used the rails to transport gold from the Lebong Tandai area. It is said that Lebong Tandai was a gold-producing area with many gold mines there. After Indonesia's independence, the rails were temporarily out of service. However, the route was reopened by residents in 1948 until now. Currently, the function of the vehicle is used to send logistics from one village to another. Molek has a unique shape. Its length is about 3 meters while its width is only 1.5 meters. In addition to sending logistics, Molek is also used to transport passengers. Molek is very useful because it runs on rails. Meanwhile, the roads in the area are still very inadequate, so that the delivery of logistics and passenger transportation cannot use vehicles such as cars and motorbikes. Molek uses iron rails as a walking platform, so its condition is very durable and does not wear out with age. Molek walked through the dense forest to the bridge that was already vulnerable to collapse.[128]
Locomotives are the main means of transportation in passenger trains or freight cars. In Indonesia, there are many locomotives weighing more than 50 tons, which are certainly capable of pulling quite long trains.
As the main train operator in Indonesia, PT Kereta Api Indonesia (Persero) or KAI has hundreds of heavy locomotives spread across Java and Sumatra. In fact, there are a number of locomotives that do not operate on Java because they are so heavy.[129]
A coal mining company in Central Kalimantan, PT. SUS is building a train line connecting Katingan – Gunung Mas. This line is 92km long and will be used as a special railway line for mining transportation.[130]
Monorail project (Replaced by LRT(for Jakarta))
Support pillars for the stalled monorail project in October 2008
Jakarta: Jakarta Monorail, the project was initially awarded in 2003 to Malaysian company MTrans, the technology owner and builders of the KL Monorail. Construction started in June 2004 but was halted after only a few weeks after the funds for the project stopped. MTrans' memorandum of understanding (MoU) was then cancelled after MTrans didn't respond adequately, and the MoU did not move towards a formal agreement. In March 2008, developers PT Jakarta Monorail officially abandoned the project.[131] Then, in April, numerous pylons to support the future track were illegally demolished, probably by metal thieves.[132] In September 2011, the Jakarta administration called off the monorail project with a maximum Rp.204billion ($23.3million) compensation to PT Jakarta Monorail.[133]
Surabaya: The monorail in Surabaya is planned to connect Kejawan City to Lidah Kulon, along 23 kilometers. This monorail route will have 24 stations.[134]
Metro Capsule
Bandung Institute of Technology (ITB) with PT PP Infrastruktur, PT Trekka, PT KKM, PT Indoserako Sejahtera, and PT Metro Putra Perkasa developed the metro capsule, an electric-based public transportation. With a length of approximately 9m, a width of 2m, and a height of 4m. One Metro Capsule carriage can accommodate 50 passengers, and it is planned that in one series there will be 11 carriages.[135]
Tram project
INKA battery tram
Industri Kereta Api in collaboration with the Bandung Institute of Technology (ITB) will conduct a battery-powered autonomous tram trial in Surakarta Lines, Central Java. This autonomous tram is designed to operate automatically in a mixed traffic environment. Various sensors such as cameras, radars, are installed to detect objects around. The tram is driven by an electric motor supported by a 200 kWh battery, which can travel up to 90km on a single charge.[136]Bogor has a project plan to build a tram system. The tram project will be built around the city of Bogor with four corridors. One of the corridors is around 9km long and requires a budget of around 1.8trillion charge. The city government has even prepared a special lane for trams on the Otista Bridge.[137]
Light rail project
Bandung: LRT Bandung Raya is a project to build an Integrated Highway (LRT) that will connect the Bandung Raya area with the Jakarta-Bandung High-Speed Train (Whoosh) Station in Tegalluar. This project aims to overcome traffic congestion in Bandung.[138]
Surabaya: The Surabaya City Government through the Surabaya City Government announced an ambitious plan to immediately realize the LRT (Integrated Highway) project that will connect Surabaya with four surrounding cities, namely Sidoarjo, Gresik, Mojokerto, and Lamongan. This project will be fully carried out by the central government through the State Budget (APBN), with the aim of accelerating the development of integrated mass transportation infrastructure in the East Java region.[139]
Bali: LRT Bali or Bali Urban Subway is a Light Rail Transit (LRT) development project in Bali. This project will connect I Gusti Ngurah Rai Airport with tourist areas in Bali.[140]
Construction phases:
Phase 1A will connect I Gusti Ngurah Rai Airport with Sunset Road
Phase 2 will connect I Gusti Ngurah Rai Airport with Jimbaran, Unud, and Nusa Dua
Phase 3 will connect Kuta Sentral Parkir with Sesetan, Renon, and Sanur
Phase 4 will connect Renon with Sukawati and Ubud
MRT project
Greater Bali: The plan to build mass rapid transit (Bali MRT), a based transportation in Bali has entered a new phase. PT Sarana Bali Dwipa Jaya (SDBJ) has appointed PT Bumi Indah Prima (BIP) as the main investor for the project, whose full name is Bali Urban Rail and Associated Development or later called Bali Subway. The laying of the first stone or groundbreaking for the MRT project in Bali will be carried out in September 2024. The subway project is claimed to be a solution to traffic congestion on the Island of the Gods.[141]
Laws and regulations
Indonesian Wikisource has original text related to this article:
Before creating their own laws and regulations, Indonesian rail transport laws and regulations were inherited from Dutch East Indies laws, including:[142]
Algemeene Regelen betreffende den Aanleg en de Exploitatie van Spoor en Tramwegen, bestemd voor Algemeen Verkeer in Nederlandsch-Indië (Dutch East Indies Construction and Operation of Railways and Tramways for General Traffic Act)
Algemeene Bepalingen betreffendede Spoor en Tramwegen (Railways and Tramways Act)
Bepalingen betreffende den Aanleg en het Bedrijf der Spoorwegen (Regulation on Construction and Operation of Railways)
Bepalingen voor de stadstramwegen (Regulation on Urban Tramways)
Bepalingen Landelijke Tramwegen (Regulation on Rural Tramways)
Bepalingen betreffende het Vervoer over Spoorwegen (Regulation on Transport by Rail)
In 1992, President Suharto passed the 1992 Indonesian Railways Act No. 13, replacing all the regulations above. On the end of March 2007, the People's Representative Council had passed the current law replacing 1992 act, the 2007 Indonesian Railways Act. In the current law, private and regional investors have a chance to manage rail transport, so the domination and monopoly of the KAI were abolished.[143]
Semaphore signals on railway signal poles showing Signals 5 and 7
Signaling and railway signal in Indonesia (semboyan in Indonesian) are defined as messages or signs in the form of hand signals, voice, shapes, color, or light placed in a place with a certain meaning to regulate and/or control train operations. Railway signal can be in the form of commands or prohibitions demonstrated through officers, or tools in the form of shapes, colors, or sounds including signals, signals, and signs; or notifications through marks about track conditions, distinctions, boundaries, and certain instructions.
Railway signaling in Indonesia is influenced by Dutch signaling system and follows the Utrecht Convention on Railway Signaling, especially the Siemens & Halske signaling, Alkmaar type signaling and the "krian" tebeng, which became the foundation of modern Indonesian mechanical signaling. Electrical signaling began to be introduced in Java in the 1970s when signaling installations at Bandung Station and Solo Balapan were carried out by PNKA/PJKA and Siemens Mobility. In the 1980s and continuing to accelerate until now, many mechanical signaling systems have changed to electrical for several reasons such as operational efficiency and increased train traffic related to the construction of double track.
The influence of Dutch signaling in Indonesian railways is outlined in Regulation 3 on Signals (drafted during the Staatsspoorwegen period and refined by the Railway Service), which was later revised in 2010 with Service Regulation 3 on Signals. The old regulation had different interpretations of colors, namely white as a sign of "safe", green as a sign of "limited speed", and red as a "danger sign". However, Service Regulation 3 regulates the color green as a sign of "safe", and yellow as "limited speed". This regulation also influenced the Ministry of Transportation in drafting PM No. 10 of 2011 concerning Technical Requirements for Railway Signaling Equipment.
25 December 1944 – A passenger train derailed into the valley around Lembah Anai, Padang Panjang, West Sumatra. A total of 200 people were killed and 250 were seriously injured. This train accident in Lembah Anai is the worst train accident in Indonesia and number seven in the world, in history.[144]
23 March 1945 – Another train crashed at the Lembah Anai bridge, West Sumatra, possibly due to loss of brakes. Casualties were estimated to be in the hundreds.[145]
28 May 1959 – At 07:30am, the Tjepat 31 train with relation Banjar-Bandung train crashed and rolled over at km 242+5/6 of the Trowek (now Cirahayu)-Cipeundeuy section. There are 2 versions that mention the cause of this accident, 1. Because of the train's push after the train departed, 2. Someone suddenly disconnected the train. The train rolled until it toppled over. This incident resulted in 185 deaths and 200 injuries.[146]
20 September 1968 – At around 7:30am there was a collision between Train 406 and Train 309 in the area of Ratu Jaya, Cipayung, Depok. This incident resulted in 116 people killed and 84 people injured. This accident is known as the Ratujaya 1968 train collision.[147]
21 January 1981 – At 03:32am, the Senja IV train departing from Purwokerto Station and the Maja train departing from Kroya Station collided in the Gunung Payung area, near the Serayu River Bridge. After the collision, both CC 201 locomotives were scrapped in 1986 because it was not possible to revive them.[148]
19 October 1987 – At around 06:45 am, Local 225 Rangkas train collided with oncoming 220 Cepat Merak train (head-to-head collision) in Pondok Betung area, Bintaro, Pesanggrahan, South Jakarta. The accident was caused by the mistake of the head of Kebayoran Station who dispatched the Train 220 without informing the head of Sudimara Station that the two trains crossed at Sudimara Station. The incident left 156 people dead and more than 300 injured. This incident is known as the Bintaro Tragedy I.[149][150]
2 November 1993 – At 11:30am, there was a collision between electric railroad trains in the Ratu Jaya area of Depok city, known as the 1993 Ratu Jaya train accident.[citation needed]
24 October 1995 – at 00:10, two combined Kahuripan and Galuh trains crashed in Kadipaten, Tasikmalaya, precisely in the Trowek area (now around Cirahayu Station). This incident caused the train to enter a ravine and two locomotives, CC 201 05 and CC 201 75R were badly damaged and had to undergo major repairs. which also claimed the death and injury victims were on the train that entered the ravine.[151]
25 December 2001 – At around 4:33am, Empu Jaya train with journey number 146 crashed into Gaya Baru Malam Selatan train with journey number 153 which was waiting to cross at track 3 emplacement of Ketanggungan Barat Station, Brebes, Central Java. The collision occurred because train 146 violated the red signal (a sign that the train must stop). This incident resulted in 31 people killed and 53 others seriously injured including the driver of Train 146.[152]
2 October 2010 – Petarukan train collision – At 02.45am, occurred between train 4 Argo Bromo Anggrek and train 116 Senja Utama Semarang, which were waiting for a crossing at Petarukan Station, Pemalang, Central Java. Train 116 Senja Utama Semarang entered track 3 to cross train 101 Senja Kediri and was followed by train 4 Argo Bromo Anggrek. While waiting to be overtaken, KA 116 was suddenly hit from behind by KA 4 which violated the entry signal. The death toll reached 36 and dozens were injured. The crew of Train 4 violated the signal because they were later found to be experiencing microsleep.[153]
On 9 December 2013 – a Commuter Line train with the TM 7021F series crashed into a Pertamina tanker truck carrying 24,000 liters of premium fuel at the Bintaro railway crossing in South Jakarta. This accident occurred allegedly because the doorstop was not functioning. KRL Commuter Line majoring Serpong-Tanah Abang Station number 1131 departed from Serpong at around 11:01am, but was slightly late due to air conditioning repairs. After that, it departed for Pondok Ranji. that's where the mistake began to occur. The tanker truck passed through the crossing, not far away the KRL came. The officer immediately raised the red flag. The KRL could not brake suddenly and finally at 11.25 there was a collision. At around 11:30, there were three explosions. This incident is known as the 2013 Bintaro train crash.[154]
5 January 2024: Turangga train (KA PLB 65A) on Surabaya Gubeng-Bandung route collided with Commuter Line Bandung Raya (KA 350) on Padalarang-Cicalengka route at km 181+700, Cicalengka-Haurpugur section, Cicalengka, Bandung, West Java; the accident caused 4 deaths, namely the driver and assistant driver of Commuter Line Bandung Raya train, Turangga train attendant, and security unit of Cimekar Station; around 20–31 people were injured. As a result of the incident, train traffic across southern Java in the Bandung-Kutoarjo corridor was disrupted.[155]Further information: 2024 Cicalengka railway collision
↑ Browning, John (December 2012). "Diesels in the canefields – Java"(PDF). Light Railways. Light Railway Research Society of Australia. 228. Retrieved 9 December 2023.
↑ "Buletin Purnantam"(PDF). Buletin Purnantam (in Indonesian). January–June 2020. Archived(PDF) from the original on 11 May 2023. Retrieved 14 August 2023.
↑ Beyen, K.H. (1929). De spoor- en tramwegwetgeving in Nederlandsch-Indië. Den Dienst der Staatsspoor-en Tramwegen and de Vereniging van Nederlandsch-Indische Spoor- en Tramwegmaatschappijen. pp.16–17.
Stroomberg, Dr. J. (1930). Hindia Belanda 1930. Translated by Apriyono, Heri. Buitenzorg (Bogor): Division of Commerce of the Department of Agriculture, Industry and Commerce.
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How the Railroad is Modernising Asia, The Advertiser, Adelaide, S. Australia, 22 March 1913. N.B.: The article is of approx. 1,500 words, covering approx. a dozen Asian countries.
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