Kereta Api Indonesia
PT Kereta Api Indonesia has been the name of the Indonesian state railway company since June 1, 1999 . The word for "railroad" in Bahasa Indonesia is made up of the words Kereta "wagon" and Api "fire". The company headquarters is in Bandung . Presidential Decree No. 22 of 1963 reorganized operations under the Minister of Transport. Act No. 13 of 1992 regulates the tasks today. The company is now under the Ministry of Finance. Greater private participation in rail transport is planned.
history
Since the nationalization, the company was called variously from 1946: Angkatan Moeda Kereta Api (AMKA), Djawatan Kereta Api Republic of Indonesia (DKARI) from Sept. 28, 1950 to 1963, Perusahaan Negara Kereta Api (PNKA) from 1963 to 1971, Perusahaan Jawatan Kereta Api (PJKA) since September 15, 1971, Perusahaan Umum Kereta Api (Perumka) from January 2, 1991 to 1999.
The subsidiary KRL Jabodetabek operates five electrified local transport lines (1500 V direct current) around the capital Jakarta . The central local train station is Gondangdia . Commuter trains also run in the Medan area .
Before 1951
The colonial rulers began building railways in the Dutch East Indies from the 1870s. The first company was the Nederlands-Indische Spoorweg (NIS), with routes in standard gauge (1435 mm). The administration founded the Nederlandsch-Indische Staatsspoorwegen (SS), at the same time the establishment of smaller private railways was promoted . There were also numerous narrow gauge (600 mm) and field railways . Railway operations were limited to Sumatra , Java and Madura . All main lines newly laid out after 1880 were laid out in Cape Gauge. During the Japanese administration (1942-45), the standard gauge lines on Java were all narrowed to Cape Gauge, the administration was centralized as Rikuyu Sōkyoku in one hand in Bandung and the Saketi – Bayah railway line was rebuilt. The line between Muaro and Penkanbaru, which was completed on August 15, 1945, never went into operation. A number of locomotives and material from a good 910 km route were brought to Thailand to build the Burma Railway .
After 1946, the recapturing Dutch operated the railways as United Spoorwegen (VS). On November 23, 1947, 46 out of 100 freedom fighters captured died after being pushed into freight wagons for 13 hours without water. Guerrilla attacks on railway lines destroyed the railway system even more. After independence, the railways, which were in a dilapidated state due to a lack of investment during the global economic crisis and the aftermath of the war, were nationalized. In 1951/52 a commission examined the economic viability of the individual routes; a substantial part of the pre-war network was abandoned, especially for passenger traffic. Only Deli Spoorweg (from 1942: Kita Sumatera Tetsudo, 1946: Keereta Api Soematra Oetara ) remained in private hands until 1957. A separate administration existed until 1963.
1952 to 1999
Steam locomotives from the colonial era remained in use for a long time, especially those of the mallet type . The first 27 diesel locomotives were ordered in the USA in 1953. The D54 series was supplied to the LOWA plant in Leipzig from 1954 onwards . The nationalized former Krupp company was a main supplier to the Indonesian railways for many years. Around 250 diesel locomotives had been bought abroad by 1967. New wagons were only procured for the main routes. Most routes were converted to diesel operation by 1980. Coal consumption fell from 356,000 t in 1953 to 39,000 t in 1975. After the war, the signaling equipment was mainly supplied by Siemens & Halske .
The workers organized themselves in the Persatuan Buruh Kereta Api union , which by 1958 had around 32,000 members. This organization was branded as "communist". During the massacres in Indonesia from 1965 to 1966 , numerous skilled workers were murdered by the thugs of Suharto, who was put to power with the help of the CIA . In 1966 there were 88,586 employees, ten years later only around 60,000. The dictator's family viewed the subsidized state-owned enterprises as self-service shops for personal enrichment, so that funds earmarked for investments, often donations of development aid, perished . Although high investments were envisaged in the planning approach of the 1970s, little money remained to maintain the completely outdated machines and vehicles. In the 1970s, an average of less than three quarters of diesel locomotives were operational, less than two thirds of steam locomotives, and only about 45% of freight cars. In 1966, a quarter less freight was transported than before the coup in 1962. Renovations only took place at the main train stations, so that many of the smaller stops still consist of the original buildings from the colonial era.
By 1970 Indonesia had 6,793 km of line in operation, 182 km of which were double-track. At the time, plans were being made for a network that would open up all of Sumatra , as the Dutch had planned in the 1920s. This turned out to be uneconomical. So began the shutdown of the isolated railways outside of Java. In North Sumatra, the line that connected Bandar Aceh and Besitang, i.e. the tracks of the earlier Ajeh Tram (AT; gauge 750 mm) to Langsa, was closed in 1971 . The railways on Madura were also given up (before 1975). Before that, 182 km had been double-tracked. The Purwosari-Wonogiri line in Central Java ( Jawa Tengah ) remained in operation as practically the only narrow-gauge line .
In 1975, 5.8 million tons of freight (1.3 billion freight kilometers) and 32 million passengers (3.1 billion passenger kilometers) were carried. Until the 1980s, there was hardly any investment in the railway.
The administrative reorganization in 1991 was primarily intended to increase profitability. The income from the better trains helps keep the prices of the third class, which only covers about 70% of its costs, down. The 1997 Asian crisis made new investments difficult for several years.
Since 2000
A total of 5042 km of track was laid in 2011. Long- distance trains run the following classes: I. Eksecutif air-conditioned, II. Bisnis unair- conditioned and III. Ekonomi for which no reservation is required. The Argo trains introduced in 1995 are only in first class. Giving in to Islamist political pressure, all- women wagons were introduced in local transport in 2010 .
The largest passenger stations for long-distance trains in Jakarta are the central but overloaded Gambir station and the Tanjung Priok in the port . In Yogyakarta , Tugu station is used for business (II.) And executive (I) transport classes, while Lempuyangan is used for economy-class trains. In Surabaya, the main train stations are the central Gubeng and Pasar Turi in the north. Apart from the Palembang - Bandar Lampung route , there is hardly any passenger traffic on Sumatra , except for commuters or on special tourist trains.
Electric drive units are currently primarily supplied by Bombardier Transportation , and used Japanese trains are preferred for local transport.
stretch
The rail network, inherited from the colonial era, was designed for main lines at maximum speeds of 70 to 75 km / h, otherwise 40 km / h, for secondary lines 2nd class often only 30-35 km / h. Even these speeds were hardly achievable after 1948 because of the poor condition. Most of the branch lines were closed.
From 1963 there were six directorates ( eksplotasi; 3 each on Java and Sumatra) and 15 technical inspectorates, which were directly subordinate to the central administration. Today the route network is administratively divided into directorates ( Daerah Operasi DAOP). Of these, nine are in Java and three in Sumatra.
The double-track expansion of the main lines on Java has started, and this is to be largely completed by 2015. A new route is intended to better connect Sukarno-Hatta International Airport with Manggarai .
In planning
With the help of the SNCF , work is being carried out on the rebuilding of a route network in the Aceh region (North Sumatra) in standard gauge. A preliminary contract was signed in 2011 for the construction of a ring line with around 560 km around Bali . In 2003, the construction of new lines on Kalimantan and Sulawesi and since the resumption of some lines in the area of Directorate II, initially Bandung-Ciwidey and Rancaekek-Tanjung Sari, were considered. If financially viable, four more routes are to follow. There are also plans to expand on two tracks in southern Sumtra. A 122 km long standard gauge route started on Kalimantan in 2011 was intended to transport coal from the mine in Muara Wau to the port of Bengalon . The current status is unclear and it is not expected to be completed anytime soon.
vehicles
No. 5316, built by Maschinenfabrik Esslingen in 1966, is the last steam locomotive in service in the country (in the museum). The last steam locomotive bought Trangkil 4 ( Hunslet 3902) came from Great Britain but was sold there again.
In 2004 there were 74 diesel locomotives (or multiple units) and 253 electric locomotives (or multiple units) in service. There were 846 passenger cars, 65 luggage and dining cars. There were also 3214 freight cars of various types.
They have around 450 locomotives, but not all of them are ready to run. The names of the locomotives in operation follow the scheme introduced at the time of the Japanese administration . Letters (combinations) indicate the number of wheels (possibly types: C, D, BB and CC). A three-digit number designates the class, with numbers 20 ... electric drive, 30 ... diesel drive. A two- or three-digit number identifies the individual locomotive. The series designations 6000, 7000 or 8000 are used in local transport in the capital.
The Balai Yasa Lokomotif Uap repair shop belonged to the state railway as a subsidiary . This was reorganized in 1981 into a wagon and locomotive manufacturer called PT Industri Kereta Api (based in Madiun ). Technical advice was given a. from China and General Electric , an important supplier since the 1950s. The first own freight car was built in 1982, passenger cars from 1984, electric multiple units in 1994, luxurious Argo Bromo wagons since 1995 and the first electric locomotive in 1996 ( GE Lokindo ). The wagons have also been exported to Southeast Asia since the 1990s.
There are other smaller repair shops on Java in Depok (West), Tegal , Gubeng (Surabaya) and Pengok near Yogyakarta. Sumatra's three freight networks are repairing in Lahat (south), Padang (west) and Pulubrayan near Medan (north-east). Depots are maintained in Medan, Tebingtinggi, Padang, Padang Panjang, Kertapati, Tanjungkarang, Rangkasbitung, Tanahabang (Jakarta), Jatinegara (Jakarta), Bandung, Banjar, Cibatu, Cirebon, Purwokeperto, Cilacap, Kutoarjo, Cilacap, Surakarta, Semarang, Yogyakarta , Madiun, Sidotopo (Surabaya) and Jember.
Today, Japanese trains are mainly used in local transport. In May 2011 there were 386 fully functional vehicles. The current investment plan provides for an expansion to over 1,400 cars by 2014 for a daily capacity of 1.2 million passengers.
Numerous old steam locomotives are exhibited in the Ambarawa Railway Museum. Tourist steam locomotive trips are also offered there. The Cepu Forest Railway originally in operation 1915-91, has also been operated again as a steam museum train since 2002.
literature
- Bergmann, Uwe; Sweet Steam: Guide to the steam locomotives on Jawa's sugar cane plantations; Krefeld 1981 (publishing house and office for special traffic literature Röhr)
- de Jong, Michiel van Ballegoijen; Spoorwegstations op Java; Amsterdam 1993; ISBN 90-6707-318-0
- INKA (Ed.) Indonesian Railway Industry; s. l., sn [Madiun: INKA, 1990?]
- Kereta Anak Bangsa (ed.); The Beauty of Indonesian Railways; Bandung 2013
- Rozendaal, jack; Steam and rail in Indonesia ; Arrow, England 2000 (Paul Catchpole Ltd, Locomotives International)
- Statistics: Biro Pusat Statistics (Ed.); Statistics angkutan kereta api = Railway statistics; Bandung 1984 (1986) - 1991 (1993); [Text indones. u. Engl.] ZDB -ID 2111643-X
Web links
- Local transport Jakarta (indon.)
- PT Industri Kereta Api (Engl.)
Footnotes
- ↑ For 2016 there is an integrated local transport system called Jakarta Mass Rapid Transit ( Memento of the original from October 28, 2012 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. planned.
- ↑ Cf. Hovinga, Henk; The Sumatra railroad: final destination Pakan Baroe, 1943-1945; Leiden 2010 (KITLV Press)
- ↑ a b c d US Dept. of commerce; Indonesia: Business Opportunies Survey; 1977, chapter: Transportation
- ↑ Study: Perusahaan Negara Kereta Api; Trans Sumatran railways - prakarsa; [Bandung] [1970]
- ↑ [1] ( Page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Iceland in focus
- ↑ For a number of years now it has also been producing buses and small cars called GEA with 650 cc, top speed 85 km / h. [2] ( Page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
