History of rail transport in Indonesia

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See also: Rail transport in Indonesia

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[edit]

First railway line[edit]

The platform of the first station of Nederlands-Indische Spoorweg Maatschappij (Dutch-Indies Railway Company) in Semarang

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 enterprises. However, 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.

NIS standard gauge train in Java, c. 1900s

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[edit]

B25 02 at the Ambarawa Railway Museum

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.

Sumatra[edit]

Rail yard in Medan, June 1950

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[edit]

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[edit]

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 in order to provide material for railway construction in Burma.[3]

Independence era[edit]

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 (Railway Bureau of the Republic of Indonesia), 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 systems (except the Deli Railway) were combined into the Djawatan Kereta Api. Non-state railway systems in Java retained their paper existence until 1958, when all railway lines in Indonesia were nationalized, including the Deli Railway, thereby creating the Perusahaan Negara Kereta Api (PNKA: State Railway Corporation) in 1963.[4] On 15 September 1971 the name of PNKA was changed to Perusahaan Jawatan Kereta Api (PJKA, the Indonesian Railway Systems).[5] Later then, on 2 January 1991, PJKA was changed its name and status as Perusahaan Umum Kereta Api (Perumka, the Indonesian Railways Public Company),[6] and since 1 June 1999, this company was changed to a limited company, PT Kereta Api (Persero) (PT KA).[7] In May 2010, the name of "PT KA" was changed to PT Kereta Api Indonesia (Persero) (PT KAI, The Indonesian Railways Company) till present.[8]

The headquarters of the state railway system, since Dutch colonial days, had been located in Bandung, West Java. Private railway companies were headquartered elsewhere, in Semarang, Tegal, Surabaya and Medan.

Kualanamu Airport Rail Link, the first airport rail link in Indonesia

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 are operated using 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 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 October 2, 2023, this High Speed Rail line is the first in Southeast Asia[24][25][26]

Defunct railway[edit]

List of defunct railway in Indonesia[edit]

Span of the former Batavia Noord railroad bridge on the line leading to Batavia NIS Station.

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.[27] 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.

A view of the span of the Salemba line railway bridge on the Cikini-Salemba line.

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.[28]

Remains of the bridge under Jayakarta Station (JAKK direction) from the Manggarai-Jakarta Kota lines while still on the ground.

Java[edit]

Pre-independence inactivity[edit]

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.[29] 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.

Railroad line Date inaugurated Date closed Inaugurating company
Tasikmalaya-Singaparna June 1, 1911 1943 [30][31] Staatsspoorwegen
Rancaekek-Tanjungsari February 13, 1921[19] 1942[30]
Dayeuhkolot-Majalaya March 3, 1922[19] 1942[30]
Jatibarang–Karangampel 1 May 1926[32] 1 November 1932[33]
Tulungagung–Tugu 15 July 1921 (segment Tulungagung–Campurdarat)
1 Juli 1922 (segment Campurdarat–Tugu)[34] 		1 November 1932[35]
Ponorogo–Badegan 1907-1922 1943[30][34]
Bedilan–Waruduwur 1897 1943[30][34] Semarang–Cheribon Stoomtram Maatschappij
Weleri-Besokor 1 April 1901
Pekalongan–Wonopringgo 7 February 1916 (segment Pekalongan–Kedungwuni)
1 December 1916 (segment Kedungwuni–Wonopringgo) 		1943[30][34]
Klangenan-Gunung Giwur July 1, 1922 1933
Maos-Purwokerto Timur July 16, 1896 1943[30][36] Serajoedal Stoomtram Maatschappij
Spiritus Factory Wates-Mojokerto Kota-Gemekan-Ngoro/Dinoyo 1889-1909 1943[30][31] Oost-Java Stoomtram Maatschappij
Warungdowo-Ngempit railroad 1 December 1912 1932 Pasoeroean Stoomtram Maatschappij
Mayong-Welahan 10 November 1900[34] 1942[30] Samarang–Joana Stoomtram Maatschappij
Semarang tram lines 1882-1899 1940
Kudus–Mayong–Pecangaan (segment Bakalan–Pecangaan) 6 September 1887 (segment Kudus–Mayong)
5 May 1895 (segment Mayong–Pecangaan)[34] 		1942[30]
Jalur-jalur cabang KSM (except Pare–Pelem–Papar, dismantled during the Dutch Military Aggression II) 1897-1900 1943[30][34] Kediri Stoomtram Maatschappij
Kepanjen–Gondanglegi 10 Juni 1900 1943[30][34] Malang Stoomtram Maatschappij
Ngabean–Pundong 1917-1919 1943[30][34] Nederlandsch-Indische Spoorweg Maatschappij
Kelanjutan jalur kereta api Yogyakarta–Palbapang, menuju Sewugalur 21 May 1895[37] 1943[30][34]
Segmen Sumari–Gresik 1 Juni 1902 1943
Cabang-cabang Stasiun Samarang 1868-1924 1924-1942/1943
Post-independence inactivity[edit]
Lines numbers in the 1982 distance table Railroad line Date inaugurated Company that inaugurated Asset territory Reactivation status
1 (Banten) Labuan-Pandeglang 18 June 1906[19] Staatsspoorwegen I Jakarta No
Rangkasbitung-Pandeglang Yes
Cigading–Anyer Kidul 20 December 1900[19] No
2 (Lintas Jakarta) Pegangsaan–Salemba 1904[19] No
5 (Jakarta–Cirebon) Jatibarang–Indramayu 8 June 1912[38] III Cirebon No
6/12 (Semarang–Cirebon) Kalibodri–Kendal–Kaliwungu 2 May–1 November 1897[39] Semarang–Cheribon Stoomtram Maatschappij IV Semarang No
8 (Cilacap–Yogyakarta) Kutoarjo–Purworejo 20 July 1887[19] Staatsspoorwegen V Purwokerto Yes (Activated by the end of 2023)
SS Tram Cikampek Cikampek–Cilamaya 1 July 1909[19] I Jakarta No
Cikampek–Wadas 15 July 1912[19] No
Karawang–Rengasdengklok 15 June 1919[19] No
Lamaran–Wadas 9 February 1920[19] No
10 (SCS dan SDS) Purwokerto–Wonosobo 1896-1917[40] Serajoedal Stoomtram Maatschappij V Purwokerto Yes
Banjarsari-Purbalingga —
Cirebon–Kadipaten 29 December 1901[41] Semarang–Cheribon Stoomtram Maatschappij III Cirebon Yes
11 (Bandung Inspection cross-branch) Cikudapateuh–Ciwidey 13 February 1921-17 June 1924[20] Staatsspoorwegen II Bandung Yes
Banjar–Cijulang 15 Desember 1916-1 Juni 1921[19] Yes
Cikajang-Garut 1 August 1930[42] Yes
13 (Pantura Jawa Timur) Wirosari–Kradenan (bersama lintas 18) 1 November 1898[43] Samarang–Joana Stoomtram Maatschappij IV Semarang No
14 (Vorstenlanden) Yogyakarta–Palbapang 21 May 1895[37] Nederlandsch-Indische Spoorweg Maatschappij VI Yogyakarta No
15 (Magelang) Kedungjati–Secang 21 May 1873 and 1 February 1905[37][44][45][46] IV Semarang (only to Gemawang)

VI Yogyakarta (Gemawang dst.)

Yes
Parakan–Secang 1 July 1907[38] No
Yogyakarta–Secang 1 July 1898[37] and 15 May 1903[41] Replaced with a new trajectory from DJKA
16 (Solo Raya) Wonogiri–Baturetno 1 October 1923 VI Yogyakarta No
Purwosari–Boyolali 1892[34][47] Solosche Tramweg Maatschappij No
17 (SJS Kudus) Kudus–Mayong–Bakalan 1887-1895[43] Samarang–Joana Stoomtram Maatschappij IV Semarang No
Jurnatan–Demak–Kudus–Juwana–Rembang–Rembang–Lasem 1883-1900[43] Yes (Demak-Rembang)
Juwana–Tayu 1899-1900[43] No
18 (SJS Blora) Demak–Purwodadi–Wirosari–Blora 1888-1894[43] No
Rembang–Blora–Cepu 1901-1903[43] No
Purwodadi–Gundih 28 November 1884[42] Poerwodadie–Goendih Stoomtram Maatschappij No
19 (around Bojonegoro) Lasem–Bojonegoro 1914-1919 Samarang–Joana Stoomtram Maatschappij dan Nederlandsch-Indische Spoorweg Maatschappij IV Semarang dan VIII Surabaya Yes (Contained in the contents of the Annex to Presidential Regulation No. 80/2019)
Merakurak–Babat 1 Agustus 1920[41] Nederlandsch-Indische Spoorweg Maatschappij VIII Surabaya Yes (Contained in the contents of the Annex to Presidential Regulation No. 80/2019)
Babat–Jombang 1899-1902 Babat–Djombang Stoomtram Maatschappij VII Madiun Yes
20 (Gresik) Gresik–Indro Nederlandsch-Indische Spoorweg Maatschappij VIII Surabaya Yes
21 (Tram OJS Surabaya) Surabaya tram lines 1898

1923 (electric tram)

Oost-Java Stoomtram Maatschappij No
23 (Greater Malang) Malang Kotalama–Gondanglegi–Dampit 1897-1899 Malang Stoomtram Maatschappij No
Blimbing–Tumpang 1901-1903 No
Malang Kotalama–Blimbing–Singosari No
25 (Banyuwangi) Rogojampi–Benculuk 1921-1922 Staatsspoorwegen IX Jember No
Kabat-Banyuwangi 2 February 1903 No
26 (Jember Inspection cross-line) Klakah–Lumajang–Pasirian 16 May 1896 No
Lumajang–Balung 1927-1928 No
Rambipuji–Balung–Puger 3 May 1913 No
Balung–Ambulu No
Kalisat–Panarukan 1 October 1897 Yes (Contained in the contents of the Annex to Presidential Regulation No. 80/2019)
Situbondo-Panji 1 May 1912 No
Probolinggo–Paiton 1897-1898 Probolinggo Stoomtram Maatschappij No
Pasuruan–Warung Dowo–Winongan 1896-1898 Pasoeroean Stoomtram Maatschappij No
Warung Dowo–Wonorejo 1901 No
27 (Mojokerto) Mojokerto–Japanan–Porong/Bangil 1898-1899 Modjokerto Stoomtram Maatschappij VIII Surabaya No
Bangsal–Pugeran 18 September 1899 No
28 Jombang–Kediri 7 January 1897 Kediri Stoomtram Maatschappij VII Madiun No
Pelem–Papar 8 May 1897 No
Madiun–Ponorogo–Slahung 1907-1922 Staatsspoorwegen Yes
33 Krian–Ploso 1912-1921 VIII Surabaya No
Rikuyu Sokyuku 1 Saketi–Bayah 1942-1944 Rikuyu Sokyoku I Jakarta —
- Rajapolah-Pirusa 1 Desember 1983 Perusahaan Jawatan Kereta Api II Bandung No

Madura[edit]

Lines numbers in the 1982 distance table Railroad line Date inaugurated Company that inaugurated Asset territory Reactivation status
29 Madurese lines 1899-1913 Madoera Stoomtram Maatschappij VIII Surabaya Yes Contained in the contents of the Perpres Appendix No. 80 of 2019 (specifically the Kamal-Sumenep segment)

Sumatra[edit]

Lines number Railroad line Date inaugurated Company that inaugurated Asset territory Reactivation status
AT/ASS Aceh Lines 1886-1917 Atjeh Tram/Atjeh Staatsspoorwegen Divre I Medan Replaced with a new trase from DJKA
DSM Besitang–Medan
(segmen Besitang-Kuala Bingai) 		1887-1919 Deli Spoorweg Maatschappij Yes
Medan–Batu/Pancur Batu dan Delitua 4 September 1887, October 1907, dan 1916[42] No
Lubuk Pakam–Bangun Purba 10 April 1904[42] No
Binjai–Kuala 1890-1902 No
Tanjungbalai-Teluk Nibung 1915 No
SSS Padangpanjang–Payakumbuh–Limbanang 1891-1896 Staatsspoorwegen ter Sumatra's Westkust Divre II Padang Yes
Lubuk Alung–Sawahlunto
(segmen Kayutanam–Muarakalaban) 		1891-1894 Yes
Muarakalaban–Muaro 1 March 1924[48] Yes
Naras–Sungai Limau 1 January 1911 Yes
Percabangan menuju Pelabuhan Teluk Bayur 1 October 1892 No
ZSS Garuntang-Telukbetung 27 May 1921 Zuid-Sumatra Staatsspoorwegen Divre IV Tanjungkarang No
Tanjung Enim Baru-Tanjung Enim 1 September 1910 No
Pekanbaru–Muaro 15 August 1945 Rikuyu Sokyoku Divre II Padang Replaced with a new trase from DJKA

Sulawesi[edit]

Lines number Railroad line Date inaugurated Company that inaugurated Asset territory Reactivation status
STC 1 Pasarbutung–Takalar (lintas STC) 1 July 1923[49] Staatstramwegen op Celebes

(Grup Staatsspoorwegen)

- Replaced with a new trase from DJKA

See also[edit]

References[edit]

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  41. ^ a b c Reitsma, S.A. (1920). Indische Spoorweg-Politiek. Landsdrukkerij.
  42. ^ a b c d Weijerman, A.W.E. (1904). Geschiedkundig overzicht van het ontstaan der spoor- en tramwegen in Nederlandsch-Indië. Javasche Boekhandel & Drukkerij.
  43. ^ a b c d e f Samarang–Joana Stoomtram. Verslag der Samarang–Joana Stoomtram Maatschappij. SJS.
  44. ^ Schetskaart van de spoorweg Samarang-Vorstenlanden door de Raad van Beheer der Nederlandsch-Indische Spoorweg-Maatschappij aan de Heeren leden van de Staten-Generaal aangeboden. 1869.
  45. ^ Banck, J.E. (1869). Geschiedenis van het Nederlandsch-Indische Spoorweg Maatschappij. M.J. Fisser.
  46. ^ Perquin, B.L.M.C. (1921). Nederlandsch Indische staatsspooren tramwegen. Bureau Industria.
  47. ^ X., Nadar, F.; Rochani., Adi, Ida; Dwi., Hardjanto, Tofan; Budaya., Universitas Gadjah Mada. Fakultas Ilmu (2009). Lenses : thoughts on culture, literature and linguistics (Ed. 1., cet. 2 ed.). Bulaksumur, Yogyakarta: Faculty of Cultural Sciences, University Gadjah Mada Yogyakarta. ISBN 9789799821850. OCLC 593669122.{{cite book}}: CS1 maint: multiple names: authors list (link)
  48. ^ Bijlagen van der Verslag van de handelingen der Staten-Generaal. Den Haag: Staatsdrukkerij- en Uitgeverijbedrijf. 1925–1928.
  49. ^ (in Dutch) Reitsma, Steven Anne (1928). Korte geschiedenis der Nederlandsch-Indische spoor- en tramwegen. Weltevreden: G. Kolff & Co.
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