Rabu, 29 Februari 2012

History

PT Kereta Api Indonesia (Persero) is the latest in a long line of successive state railway companies dating from Dutch colonial days.

Pre-independence era

Repronegatief. Het perron van het eerste station van de Nederlands-Indische Spoorweg Maatschappij te Semarang.
The first railway line in Indonesia began operations on August 10, 1867 in Central Java. By May 21, 1873, the line had connected three main cities in the region, i.e. [Semarang], Solo and Yogyakarta. This line was operated by a private company, Nederlandsch-Indische Spoorweg Maatschappij (NIS: Netherlands East Indies Railway Company).
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 (State Railway), 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 May 16, 1878, and both cities were connected by 1894.
Locomotive and train of the Dutch Indies Railway Company(Nederlands-Indische Spoorweg Maatschappij), Java.
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.
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 had an important fort named 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.
In Sumatra, railways were first used for military purposes, with a railway line connecting Banda Aceh and its port of Uleelhee in 1876. The line, first built to a 1067 mm gauge was later regauged to 750 mm and extended south. This line was only transferred to the Ministry of Colonies from the Ministry of War on January 1, 1916, following the relative pacification of Aceh.
Other state railway lines in Sumatra were located in the Minangkabau area (built between 1891–1894) and the Lampung-South Sumatra region (1914–1932). Both lines were mainly used for conveyance of coal from inland mines to ports.
Another important private railway line was the Deli Spoorweg Maatschappij (Deli Railway Company). This line served the important rubber- and tobacco-producing regions in Deli.
Between July 1922 and 1930, a 47 km-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.
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 standard gauge (1,435 mm) lines in Java into 1,067 mm, 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 1435 mm system had been fitted with a third rail by 1940, creating a mixed-gauge railway.

Independence era

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 September 28, 1945. This date, not the 1867 one, is regarded as the birth date of Indonesian railways and commemorated as Railway Day every year.
In Sumatra, the separate systems were similarly taken over, named Kereta Api Soematera Oetara Negara Repoeblik Indonesia in North Sumatra and Kereta Api Negara Repoeblik Indonesia in South and West Sumatra.
On the other hand, the Dutch created its own combined railway system to manage the lines located on its occupied territory, the Verenigd Spoorwegbedrijf (Combined Railways). By the time of Dutch recognition of Indonesian independence, the VS had most railway lines under its 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).
On September 15, 1971, PNKA was reorganised into Perusahaan Jawatan Kereta Api (Railway Bureau Corporation), in turn reorganised into Perumka (Perusahaan Umum Kereta Api: Public Railway Corporation) on January 2, 1991. Perumka was transformed into PT Kereta Api (Persero) on June 1, 1999.
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.

Trackage

See also: List of Indonesian Railway Operation Areas and Regional Divisions
The total number of trackage laid in Indonesia was 7583 km, although not all lines were in operation at the same time. In 1939, the total operational trackage was 4588 km (It is unclear whether dual gauge tracks were counted once or twice). The present extent of the railways is now 5042 km, with the Aceh system, most of the West Sumatra system and most former steam tram lines disused, but including new tracks built alongside old tracks (double tracking projects).
Much of the branch lines constructed in the colonial era has been lifted up or abandoned in the 1980s. No major railway construction has since taken place, however, many of the busiest lines have been double tracked, and this is still ongoing. The northern coast area of Java double-track would be completed in 2013 and then the government will finish a 1,000-kilometer double-track on the south coast of Java by 2015.[1]
Recently double-tracked lines include:
Double tracking is in progress between:
Significant projects being considered include:
  • Manggarai-Cikarang second double (double double) track line
  • Airport line to the Sukarno-Hatta International Airport. A 33 kilometers line from Manggarai, Dukuh Atas in Sudirman, Tanah Abang, Angke, Pluit and inline with airport toll road to the Airport. The cost will be $1.13 billion start at 2012 and complete at 2014.[4]
  • Rebuilding of the Aceh railway, with assistance from the French railway company
  • By 2012, PT Kereta Api will built new track between Cibungur and Tanjungrasa station with length 15 kilometers. This short cut will makes trains from Bandung to Semarang v.v. do not need through Cikampek station.[5]
Future expansion plans of the railway will include linking of existing railway lines in Sumatra from Aceh to Lampung via both west and east coasts of the island. Railway lines are also planned to be built on the currently railwayless islands of Kalimantan [6] and Sulawesi.[7] A Memorandum of Understanding has been signed to build railway around Bali with length 565 kilometers.[8]
Reactivate of dormant lines will be done by PT KA Daop II. For beginning, reactivate Bandung-Ciwidey line to ease road traffic congestion, reactivate Rancaekek-Tanjung Sari line to accommodate students activities. 4 others dormant lines are still in consideration.[9]

Locomotives and multiple units

Gambir Station, Jakarta.
All locomotives of the PT Kereta Api Indonesia(with the exception of steam locomotives for tourist trains in Ambarawa) are diesel-engined. Most new locomotives use electric transmission, while older and lighter ones have hydraulic transmission. A total of 451 locomotives are in the books, but the actual number of operational locomotives is smaller. A 2004 source mentions 374 operational locomotives. The oldest locomotive in the system dates from 1953.
The numbering scheme of locomotives dated from the Japanese occupation, using a combination of letters and numbers. A letter or a combination of letters is used to denote the wheel arrangement (currently there are C, D, BB and CC types), and a three-digit number is used to denote the class (20x for classes with electric transmission and 30x for classes with hydraulic or mechanical transmission), starting from 0. A two- or three-digit number shows the individual number, starting from 01.
Examples
  • D301 70: the 70th member of the second class of D type diesel-hydraulic locomotive
  • CC203 13: the 13th member of the fourth class of diesel electric locomotives with Co-Co wheel arrangement
The steam locomotive classification was directly derived from Japanese practice. Tank locomotives were numbered from the 10's, while tender locomotives from the 50's. Letter combinations were used for articulated locomotives (in the case of Indonesia these were Mallets).
Electric locomotives in Indonesia had always been a minority, and no new electric locomotives had been acquired in the last 70 years. However, electric multiple units have been imported from Japan and elsewhere since 1976. These are operated by the Jabotabek commuter transport division of the PT Kereta Api Indonesia, which has been spun off in August 2008.
May 2011: After changing the rail between Purwosari station and Wonogiri station and also the bridges with R42 (37 kilometers), so line between Srangkah station, Solo and Wonogiri will be served by heavy electric diesel locomotives.[10]

PT Kereta Api Indonesia(Persero) diesel locomotive classes

Rolling stock

As of 2004,[11] PT Kereta Api Indonesia operates:
PT Kereta Api Indonesia is a major customer of the local railway equipment industry, PT Industri Kereta Api (INKA), by using passenger coaches, freight wagons and electric multiple units made by the Madiun-based company.
PT Kereta Api Indonesia's diesel-electric locomotives are mostly made in United States or Canada, while the diesel-hydraulics are mostly German. Electric multiple units are mostly Japanese-built. Local industry is capable of building multiple units, both diesel and electric.

Shops and facilities

In Java, PT Kereta Api Indonesia has its main diesel shop in Pengok, Yogyakarta (special region) for maintenance of both diesel electric and diesel hydraulic locomotives. The separate systems in Sumatra has their shops in Lahat (South Sumatra), Padang (West Sumatra) and Pulubrayan (North Sumatra).
Other maintenance facilities are present in Manggarai (Jakarta), Tegal and Gubeng (Surabaya). These are used to repair coaches and wagons.
A large stabling point and maintenance facilities for electric rail cars has been constructed in Depok, West Java.
Locomotive depots are located in Medan, Tebingtinggi, Padang, Padang Panjang, Kertapati, Tanjungkarang, Rangkasbitung, Tanahabang (Jakarta), Jatinegara (Jakarta), Bandung, Banjar, Cibatu, Cirebon, Purwokerto, Cilacap, Kutoarjo, Semarang, Yogyakarta, Surakarta, Cepu, Madiun, Sidotopo (Surabaya), and Jember.
[icon] This section requires expansion.

Assets

To know which Assets are belong to PT KAI (not government), internal revaluation of assets has been done by Transportation Ministry. They are Rp.35 trillion ($4.1 billion) as Land and Rp.22 trillion ($2.6 billion) as Other Assets (Bridges, signals, etc.). The exact value will get at end of 2011 or 2012 with audit by Finance Ministry.

Legislation

Railway operations in Indonesia is regulated by the Legislation No. 13 of 1992 on Railways. This legislation stated that the government operates railways (arts. 4 and 6), delegates operations to an operating body [then the Perumka, and later PT Kereta Api Indonesia] (art. 6) and provides and maintains railway infrastructure (art. 8). Private companies are allowed to cooperate in operation of railways (art. 6).
The Indonesian government has recently created the Directorate General of Railways, directly answerable to the Minister of Transportation. This is expected to improve the railway's position vis-a-vis other transportation modes.
The parliament of Indonesia has finished an amendment to the current legislation, which is to allow greater role for private companies and regional governments in providing railway services. However, as yet there are no private operators of railway services
The following is a schedule of the trip train in Indonesia

Cargo

To anticipate steady number of passengers, PT KAI has boosted cargo deliveries. At May 3, 2011 PT KAI has tried the line from Cikarang Dry Port to Surabaya vice versa. PT Kereta Api and PT Danone Indonesia has made an agreement to carry Danone's water in 2013 to Jakarta. PT Kereta Api Indonesia will replace the track from R33 to R54 between Cicurug and Sukabumi with length 20 kilometers and spends Rp2 trillion ($222 million). One cargo train can replace 40 to 60 trucks.In addition, PT Kereta Api Indonesia also serves trains of coal in South Sumatera.

Library wagon

To popularize more about the business, PT Kereta Api Indonesia will launch Library Wagon which will display documented company activities, small size assets and books. The library wagon will make exhibition for a week in one station and then move to other station.

Joint operation

In December 2011, a memorandum of understanding has been signed between PT Kereta Api and Bombardier Transportation AG related with final assembly of diesel-electric TRAXX Asia Locomotives in Surabaya, East Java begins in early 2012 for Southeast Asia market, including for PT Kereta Api itself.

Heritage sites

In 2012, PT KAI allocated Rp20 billion ($2.2 million) to restore and renovate 20 heritage sites from at least 260 (680 in the future) heritage sites and historical railways on the islands of Java and Sumatra. One of them is Lawang Sewu (1,000 doors) in Semarang which attracted many tourists which got Rp.1.5 billion ($0.17 million) from tickets revenue per year.
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