# Rail transport in Indonesia

The majority of Indonesia's railways are on Java, used for both passenger and freight transport. There are three noncontinuous railway networks in Sumatra (Aceh and North Sumatra; West Sumatra; South Sumatra and Lampung) while two new networks are being developed in Kalimantan and Sulawesi. Indonesia has finalized its plan for a national railway network recently. According to the plan, 3,200 km of train tracks will crisscross the islands of Sumatra, Java, Kalimantan, and Sulawesi. It has been touted as the most extensive railway project in Indonesia since its independence from the Dutch in 1945. Indonesia targets to extend the national railway network to 10,524 kilometres by 2030. As of September 2022, the network spans 7,032 km.
Urban railway exist in form of commuter rail in all provinces and metropolitan areas of Java – notably in Jakarta – as well as Medan, North Sumatra. New mass rapid transit and light rail transit system are currently being introduced in Jakarta and Palembang, South Sumatra.
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 1,067 mm (3 ft 6 in), although 1,435 mm (4 ft 8+1⁄2 in), 750 mm (2 ft 5+1⁄2 in), and 600 mm (1 ft 11+5⁄8 in) 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 1,435 mm gauge. Most of the Jakarta metropolitan area is electrified at 1500 V 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.
Various narrow gauge industrial tramways operate in Java and Sumatra, serving the sugarcane and oil palm industries.

## History

The first railway line in Indonesia opened in 1867 and was initially laid to standard gauge size. The railways were gradually expanded by both the state and private companies.

### Pre-Independence

The idea of building a railway in Indonesia has emerged since the 1840s. 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 August 27, 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 June 17, 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 August 10, 1867, the line was completed.
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 June 10, 1872, and the entire first line (Samarang–Vorstenlanden and Kedungjati–Willem I) was completed on May 21, 1873.
Interest in operating rail modes became increasingly prominent with the operation of horse trams operated by Bataviasche Tramweg Maatschappij, operating in 1869 which became the forerunner of Batavia tram. Other horse trams also operated on the Purwosari–Boyolali, operated by Solosche Tramweg Maatschappij, operating 1892.
The concession for the Batavia–Buitenzorg line was published in the Gouvernement Besluit 27 March 1864 No. 1. 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. On January 31, 1873, the line began operating using a 1,067mm gauge.
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. SS was formed to implement the Java railway line concession, with its first lines being Surabaya–Pasuruan and Bangil–Malang. This company wanted the trains on the state-owned lines to use 1,067 mm. The SS also wanted the Batavia–Buitenzorg plan to be continued with the SS, Bogor–Bandung–Banjar–Yogyakarta line, then reaching East Java.
In Sumatra, the railway lines were separate, with the Deli Spoorweg Maatschappij operating in North Sumatra, the Atjeh Tram operating in Aceh, the Staatsspoorwegen ter Sumatra's Westkust operating in West Sumatra, and the Zuid-Sumatra Staatsspoorwegen operating in southern Sumatra. The Staatstramwegen op Celebes division operated to serve the South Sulawesi railway. One embryo of a new Staatsspoorwegen division, namely Staatstramwegen in Tapanoeli, failed to be implemented. Until the end of the 1920s, a feasibility study on the Trans-Kalimantan, North Sulawesi, Lombok, Bali railways was also being carried out.
During the heyday of rail transportation in Indonesia, it was recorded that as of December 31, 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 5,473 km with details: 2,802 km rail size 1,067 mm; 205 km size 1,435 mm; 120 km size 600 mm; and 2,258 km of 1,067 mm tram tracks (except for Jakarta city trams), while the Forestry and plantation (sugar industry) Service has also built approximately 7,000 km of plantation (lorry) rail lines, of which 6,500 km were contributed by the sugar industry's plantation lines. However, it is unfortunate that this total kilometer will decrease along with the closure or deactivation of rail lines after the Great Depression and the Japanese occupation of the Dutch East Indies.

### 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 7000 km to only 3000 km.

## 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. 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 20 billion.

### Operators
#### Pre-Independence

The first railway operator in the Dutch East Indies was started by the private sector under the name Nederlandsch-Indische Spoorweg Maatschappij, followed by Bataviasche Tramweg Maatschappij. The third railway operator was the government-owned Staatsspoorwegen, formed in 1875. After that, many private operators invested capital :
* Poerwodadie–Goendih Stoomtram Maatschappij
* Samarang-Joana Stoomtram Maatschappij
* Semarang-Cheribon Stoomtram Maatschappij
* Javasche Spoorweg Maatschappij
* Nederlands-Indische Tramweg Maatschappij
* Babat-Djombang Stoomtram Maatschappij
* Kediri Stoomtram Maatschappij
* Malang Stoomtram Maatschappij
* Modjokerto Stoomtram Maatschappij
* Oost-Java Stoomtram Maatschappij
* Pasoeroean Stoomtram Maatschappij
* Probolinggo Stoomtram Maatschappij
* Madoera Stoomtram Maatschappij
* Solosche Tramweg Maatschappij
* Deli Spoorweg Maatschappij
* Bataviasche Verkeers Maatschappij
* Bataviasche Oosterspoorweg Maatschappij
* Bataviasche Elektrische Tram Maatschappij

#### Japanese Occupation

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.

#### Post-independence

There are a number of passenger and freight rail companies in Indonesia:
* PT Kereta Api Indonesia (KAI) — operates local, regional, intercity trains, Palembang and Jabodebek LRT systems
** PT Railink (KAI Bandara) — operates airport rail link services, joint venture with Angkasa Pura II
** PT Kereta Commuter Indonesia (KAI Commuter) — operates commuter rail services
** PT Kereta Api Logistik (KAI Logistik) — operates courier-by-rail services
* PT MRT Jakarta — operates Jakarta MRT, province-owned company of Special Capital Region of Jakarta
* PT LRT Jakarta — operates Jakarta LRT, a subsidiary of Jakpro, a province-owned company of Special Capital Region of Jakarta
* PT Angkasa Pura II — operates Soekarno-Hatta Airport Skytrain
* 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:
* Perum Perhutani — operates Cepu Forest Railway
* Perkebunan Nusantara (state-owned)
** PT Perkebunan Nusantara II — operates palm oil trains
** PT Perkebunan Nusantara IV — operates palm oil trains
** PT Perkebunan Nusantara IX — operates sugarcane lines and tourist train
* PT Bakrie Sumatra Plantations (part of Bakrie Group) — operates rubber and palm oil freight trains
* PT Tanjung Enim Lestari — operates pulp freight trains

## Rolling stock
### Preserved steam locomotives

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.
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 1,067 mm (3 ft 6 in) 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.
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 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.

### Electric trains

As of August 2017, PT Kereta Api's commuter subsidiary, Kereta Commuter Indonesia, operates 758 units of electric multiple units (EMU) in Greater Jakarta area. Most EMUs operated in Jakarta are secondhand trains acquired from major urban railway operators in Greater Tokyo in Japan, such as East Japan Railway Company, Tokyu Corporation and Tokyo Metro.

### Coaches

There are several types of carriages that have been and are currently used in Indonesia.
| 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

KAI provides extensive passenger services. Various classes 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 last couple of years, the business and economic class are in the process of being equipped with air conditioned system. The whole process was completed in early 2013.
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).
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).
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))

### 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. 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.

### 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 apply in KRL Commuterline.

### Priority Class (Sleeper Train)

KAI relaunched the Sleeper Train service on 11 June 2018. 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. The Luxury Sleeper Train is managed by another KAI subsidiary, KAI Wisata.

### Freight services

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 Kalimas container 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.
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.
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.
In Papua, Freeport Indonesia uses underground trains to carry ore from mine to mill.

## Rail infrastructures by region
### Java

The first railways in Indonesia were built on the island of Java, using 1,435 mm (4 ft 8+1⁄2 in) gauge. During the Japanese occupation, they were converted to 1,067 mm (3 ft 6 in) gauge. At its greatest extent, the Javanese-Madurese network had a length of 4,807 kilometres (2,987 mi), connecting most parts of the island. The Javanese network train (in Java Island) is divided into nine operating area divisions.

### Sumatra

As of 2013, there are 1,869 kilometres of track in Sumatra, of which 1,348 km are operational. 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 750 mm (2 ft 5+1⁄2 in), was closed in 1971, but is being rebuilt, as of 2011).
* Padang–Solok–Bukittinggi in West Sumatra.
* Bandar Lampung–Palembang–Lahat–Lubuk Linggau in southern Sumatra.
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:
| Regional Division 1 (North Sumatra and Aceh) | Regional Division 2 (West Sumatra) | Regional Division 3 (South Sumatra) | Regional Division 4 (Lampung and South Sumatra) |
| Medan - Tebing Tinggi Araskabu - Kualanamu Tebing Tinggi - Kisaran Kisaran - Kotapinang Kisaran - Tanjungbalai Tebing Tinggi - Siantar Medan - Belawan Medan - Besitang Kutablang - Krueng Geukueh | Teluk Bayur - Sawahlunto Muara Kalaban - Padang Sibusuk Bukit Putus - Indarung Lubuk Alung - Pariaman Pariaman - Sungai Limau Padang Panjang - Payakumbuh Payakumbuh - Limbanang Padang Sibusuk - Muaro Sijunjung Padang - Pulau Air Duku - Minangkabau International Airport | Kertapati - Prabumulih Simpang - Indralaya Prabumulih - Lubuk Linggau | Tarahan - Prabumulih |
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 (22 mi) route through Sumatran jungle is a former 600 mm (1 ft 11+5⁄8 in) gold mining railway line built by the Dutch colonial in the 1900s.

### 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. In 2010, plans were announced for Kalimantan to get a 122 km long 1,435 mm (4 ft 8+1⁄2 in) standard gauge railway for the transport of coal between the Muara Wahau [id] mine and the port of Bengalon. In January 2016, Russian Railways reported that the construction of a railway in Kalimantan will finish in 2019; however, in 2022 they withdraw from the initial investment plan so the railway construction was canceled.

### Lesser Sunda Islands

In 2019, it was reported that governor of Bali Wayan Koster is planned to build railways on Bali with 1,435 mm (4 ft 8+1⁄2 in) 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". 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.

### Sulawesi

The first railway network in Sulawesi was opened in 1922 connecting Makassar and Takalar, but was closed in 1930 due to poor revenue. The newer Trans-Sulawesi Railway is under construction as of 2022. It will be built with 1,435 mm (4 ft 8+1⁄2 in) standard gauge, which is wider than the cape gauge used in Java and most of Sumatra to accommodate more weight and speed. The ground breaking of Makassar–Parepare route was conducted on 18 August 2014 in, Siawung Village, Barru District, Barru Regency. On early November 2022, 66 kilometres of railway from Barru to Pangkep was inaugurated and operational. As of 2022, it is the only operational part of the railway.

### Papua

A 440 km railway from Manokwari to Sorong in West Papua province is planned. In Papua there is also a subway 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. Besides that, a train line is also operated specifically for students at the Nemangkawi Mining Institute.

## Urban rail
### Rapid Transit

| City | Name | Service opened | Last expanded | Stations | Lines | System length | Annual ridership (millions) | Images |
| Jakarta | Jakarta MRT | 2019 | – | 13 | 1 | 15.7 km (9.8 mi) | 33 (2023) | MRT Jakarta set 6 |
| Jakarta | Jakarta LRT | 2019 | – | 6 | 1 | 5.8 km (3.6 mi) | 0.94 (2023) | Jakarta LRT Train at Velodrome LRT Station |
| Jakarta | Jabodebek LRT | 2023 | – | 18 | 2 | 44.5 km (27.7 mi) | 7.25 (2023) | Jabodebek LRV |
| Palembang | Palembang LRT | 2018 | – | 13 | 1 | 23.4 km (14.5 mi) | 3.0 (2023) | LRT Palembang with Ampera Bridge |

### Commuter Rail

| Area | System name | System length | Line(s) | Stations | Electric powered | Annual ridership (millions) |
| Greater Jakarta, Lebak, Karawang, and Purwakarta | KRL Commuterline | 418.0 km | 5 | 80 | Yes | 336.270 |
| Greater Jakarta, Lebak, Karawang, and Purwakarta | Soekarno-Hatta Airport Rail Link | 54.3 km | 1 | 5 | Yes | 2.000 |
| Greater Jakarta, Lebak, Karawang, and Purwakarta | Merak Commuter Line | 68.5 km | 1 | 13 | No | |
| Greater Jakarta, Lebak, Karawang, and Purwakarta | Jatiluhur Express | 41.0 km | 1 | 8 | No | |
| Greater Jakarta, Lebak, Karawang, and Purwakarta | Walahar | 60.0 km | 1 | 10 | No | |
| Greater Bandung and West Java | Greater Bandung Commuter Line | 42.0 km | 1 | 22 | No | 14.700 |
| Greater Bandung and West Java | KCJB Feeder Train | | 1 | 3 | No | |
| Greater Bandung and West Java | Garut Commuter Line | | 1 | 29 | No | |
| Greater Yogyakarta and Surakarta | Yogyakarta Commuter Line | 65.4 km | 1 | 13 | Yes | 7.400 |
| Greater Yogyakarta and Surakarta | Prambanan Express | 64.0 km | 1 | 5 | No | 4.000 |
| Greater Surabaya and East Java | Surabaya and East Java commuter and local trains | | 7 | | No | 13.400 |

### Trams system

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.

#### Operator
##### Greater Jakarta

* Bataviasche Tramweg-Maatschappij
* Bataviasche Verkeers Maatschappij
* Pengangkutan Penumpang Djakarta
* Bataviasche Elektrische Tram Maatschappij
* Nederlands-Indische Tramweg Maatschappij

##### Greater Surabaya

* Oost-Java Stoomtram Maatschappij

##### Semarang

* Samarang-Joana Stoomtram Maatschappij
* Samarang-Cheribon Stoomtram Maatschappij

##### Others city

* Aceh : Atjeh Tram, Atjeh Staatsspoorwegen
* Tapanuli : Staatstramwegen in Tapanoeli
* South Sumatra : Staatstramwegen op Zuid-Sumatra
* Tegal : Javasche Spoorweg Maatschappij
* Banyumas : Serajoedal Stoomtram Maatschappij
* Purwodadi : Poerwodadie-Goendih Stoomtram Maatschappij
* Solo : Solosche Tramweg Maatschappij
* Madura : Madoera Stoomtram Maatschappij
* Malang : Malang Stoomtram Maatschappij
* Mojokerto : Modjokerto Stoomtram Maatschappij
* Jombang : Babat-Djombang Stoomtram Maatschappij
* Pasuruan : Pasoeroean Stoomtram Maatschappij
* Makassar : Staatstramwegen op Celebes

#### Rolling stock

The list provides only steam-tram rolling stock of Batavia until the year 1924. The list is sorted by its year.
| Type | Manufacturer | Year | Quantity | NITM number | Seats capacity | Standing capacity | Remarks |
| Trailer | Bonnefond | 1869 | unknown | unknown | 40 | unknown | Horse-drawn (3-4 horses), 1188mm gauge |
| Fireless locomotive | Hohenzollern | 1882-1883 | 21 | 1-21 | not applicable | not applicable | 1188mm gauge |
| Fireless locomotive | Hohenzollern | 1884-1907 | 13 | 22-34 | not applicable | not applicable | 1188mm gauge |
| Steam locomotive | Hohenzollern | 1921 | 17 | 51-67 | not applicable | not applicable | 1067mm gauge |
| Trailer type A | Beynes | 1882 | 14 | 1-14 | 16 | 16 | Became BVM A1-A14 |
| Trailer type B | Beynes | 1882 | 14 | 51-64 | 26 | 16 | 52 & 55 became type A 80 & 81 in 1925. 23 survivors became BVM B101-B123 |
| Trailer type A | Beynes | 1882-1889 | 9 | 91-99 | 24 | 16 | |
| Trailer type B | Beynes | 1882-1889 | 7 | 101-107 | 34 | 16 | Became BVM AB201-AB207 |
| Trailer type B | Beynes | 1883 | 2 | 151, 152 | 40 | 16 | Became BVM AB208, AB209 |
| Trailer type AB | Beynes | 1884 | 2 | 202, 202 | 40 | 16 | |
| Trailer type c\C | Beynes | 1887-1897 | 14 | 251-264 | 40 | 28 | Became BVM AB208, AB209 |
| Trailer type AB | Beynes | 1897 | 2 | 211, 212 | 40 | 16 | |
| Trailer type AB | NITM | 1904 | 6 | 221-226 | 40 | 20 | Became BVM AB253, AB254, AB256, C505, C506, C508 |
| Pikolanwagen | Werkspoor | 1904-1924 | 28 | 1-28 | not applicable | not applicable | 23 survivors became P1-P23 |
| Trailer type C | NITM | 1908-1810 | 7 | 271-277 | 40 | 28 | 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

## High-speed rail

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. 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 730 km) in East Java. 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. 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.
In late September 2015, Indonesia awarded this multibillion-dollar railway project to China over Japan.
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.
The project has been delayed several times, first due to careless construction that affected nearby roads, then due to coronavirus pandemic restrictions.
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.
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 150 km 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 $5 billion.
The Jakarta-Bandung HSR began trial operation with passengers on 7 September 2023 and commercial operations on 2 October 2023. Indonesia and Chinese authorities discussed further plans to extend the railway across the Java island, from Jakarta to Surabaya with estimates 3.5 hours from Jakarta to Surabaya.

## Tourist rail

In Indonesia, there are several train lines that were built for tourist destinations, such as the Sebangau National Park in Central Kalimantan, Taman Mini Indonesia Indah (TMII) tourist mini train line in Jakarta using 600 mm track gauge. In addition to operating mini trains, TMII also operates SHS-23 Aeromovel Indonesia or Titihan Samirono, a light rail which was initially a wind-powered aeromovel.

### Tramline

* The Gamplong tram line in Sleman Regency, Special Region of Yogyakarta using 1,435 mm (4 ft 8+1⁄2 in) track gauge
* The Epicentrum Mall tram line in Central Jakarta.

### Minitrain

In Indonesia there are several tourist attractions that provide mini train services, such as in the Punden Mbah Retjo area Sidoarjo, the Lokamerta tourist attraction in Klaten, and the Forest Train at the Kembang Langit Park, Batang Regency, Central Java.

### 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.

## Industrial & mining railway
### Sugar cane

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. 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
The use of track gauges in sugar factories in Indonesia varies from place to place, for example:
* Track gauge 600 mm (1 ft 11+5⁄8 in), 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 700 mm (2 ft 3+9⁄16 in), 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 750 mm (2 ft 5+1⁄2 in), 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

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 700 mm (2 ft 3+9⁄16 in). 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.

#### Other place

* 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. The track gauge used is 600 mm (1 ft 11+5⁄8 in). There's also 1,067 mm (3 ft 6 in) track connecting the facility with the mainline railway.

### Paper & pulp

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.

### Mining & oil transport

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.
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.
Cikotok, Banten formerly known as one of the gold mining areas in Indonesia operated by PT. Antam. In order 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
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. In the Pengaron area, Hulu Sungai, South Kalimantan there is also a lorry train route which is used to transport coal.
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.
In Belinyu, Bangka Belitung, there used to be a train route for shipping tin mines

#### List of notable oil & mining railway

* Manganese mining railway in Kliripan, Yogyakarta
* Bayah coal mining railway in Banten
* Sawahlunto coal mining railway in West Sumatra
* Cikotok gold mining (owned by Antam) railway in Banten

#### Images

* Ombilin coal mining.
* West Sumatra coal mining
* Royal Dutch Petroleum dock in the Tarakan, North Kalimantan

### Logging

Cepu Forest Railway, a 1,067 mm (3 ft 6 in) 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.

## Other railway

In Indonesia, there are several rail lines that are only used for infrastructure development projects, such as power plants. Among them:
* Lamajan hydroelectric power plant in Bandung
* Jatiluhur Dam rail lines
* Ketenger hydroelectric power plant in Banyumas

### Village railway

* Motor Lori Ekspres (Molek) in Bengkulu Province

## List of all locomotives in Indonesia

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.

### List of maintenance railway fleet

Operated by Ministry of Transportation :
* Track Motor Car
* Plasser & Theurer
* Tata Motors (road car converted to inspection rail)
* Mercedes-Benz Unimog

## Future plans
### Railway
#### Industrial railway project

A coal mining company in Central Kalimantan, PT. SUS is building a train line connecting Katingan - Gunung Mas. This line is 92 km long and will be used as a special railway line for mining transportation.

### Monorail project (Replaced by LRT(for Jakarta))

* 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. Then, in April, numerous pylons to support the future track were illegally demolished, probably by metal thieves. In September 2011, the Jakarta administration called off the monorail project with a maximum Rp.204 billion ($23.3 million) compensation to PT Jakarta Monorail.
* Surabaya : The monorail in Surabaya is planned to connect Kejawan City to Lidah Kulon, along 23 kilometers. This monorail route will have 24 stations.

### 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.

### Tram project

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 90 km on a single charge. 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 9 km long and requires a budget of around 1.8 trillion charge. The city government has even prepared a special lane for trams on the Otista Bridge.

### 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.
* 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.
* 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.
** 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.

## Laws and regulations

Before creating their own laws and regulations, Indonesian rail transport laws and regulations were inherited from Dutch East Indies laws, including:
* 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)
* Industriebaan Ordonnantie (Industrial Railways Ordinance)
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.

## Indonesian railway signaling and sign (semboyan)

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.

### Signalling Regulation

The latest railway signal in Indonesia is regulated in Service Regulation 3 of PT Kereta Api Indonesia concerning Signals and is effective according to the Decree of the Board of Directors of PT Kereta Api Indonesia Number KEP.U/HK.215/VII/1/KA-2010. It shows all the signals that need to be understood by all parties involved in the train journey (for example train dispatcher (pengatur perjalanan kereta api, PPKA), engine, conductor, signalman, and shutter officer).
This new regulation causes changes to a number of old signals, so that some are added, combined, or no longer used (no longer valid): Rarely used train signals (such as signals 22-28) are removed; signals that are added with new ones such as signals 8A-8P, 9A1-9J, and 10A-10L; signals that are combined (signals 14 and 15 become 14A-14B; signals 16 and 17 become 16A-16B, and signals 10 and 11 become 11A-11B).
Some old signals that are no longer needed or have been replaced, for example signal 27 which indicates crossing trains, previously used lights signals have now been replaced by the use of radio communication.
In the new Service Regulation there are also changes in colors, such as what was previously white becomes green as a sign of safety, and what was previously green becomes yellow as a sign of less safety.

### List of signals (semboyan)

The following is a list of train signals (semboyan in Indonesian) that apply at PT Kereta Api Indonesia. These signals are compiled based on PT Kereta Api Indonesia Service Regulation 3 on Signals as a replacement for Regulation 3 on Signals, and adapted nationally in the Regulation of the Minister of Transportation Number PM 10 of 2011 concerning Technical Requirements for Railway Signaling Equipment.

#### Railway signal

A railway signal (semboyan di jalur kereta api) is a railway signal that is placed on the right side of the railway track, except in certain conditions it can also be placed on the left side of the railway track. Railway signals are divided into temporary, permanent, switch, water funnel, weighbridge, and free space boundaries.

##### Temporary signal

A temporary signal (semboyan sementara) is a signal that is signaled by hand by PPKA or level crossing guards, or in the form of signs installed on the right side of the railway track; generally hand signals are signaled when there is a disturbance on the journey or passing through a path that must be passed at a limited speed and with caution.

#### Temporary sign

A temporary sign is a sign signaled by hand by PPKA or level crossing guards, or in the form of signs installed on the right side of the railroad tracks; generally a hand sign is signaled when there is a disturbance on the way or passing through a path that must be passed at a limited speed and with caution.
* Semboyan 1: PPKA or guard officer stands upright or carries a flag or green sign lamp (handsign) (at night) which is held parallel to the officer's thigh (not moved). Indicates that the path to be passed by the train has the status safe, the train may run as usual at the speed that has been set in the travel regulations. The purpose of the officer standing on the platform:
** Safety equipment will not be serviced when the train passes through the station, because operating safety equipment faster than it should can cause danger.
** Monitoring passing trains, especially the signs displayed by the train;
** Monitoring the condition of the train, especially the equipment under the train (undercarriage) for possible damage that could endanger the safety of the train. The train driver saw the PPKA standing on the platform.
* Semboyan 2: Signature in the form of a rhombus with a yellow number symbol in the middle on a black background with a yellow border indicating that the train line to be passed has a speed limit according to the number symbol shown multiplied by 10 (eg: 6, meaning 60 kilometres per hour (37 mph)), and trains passing through it must adjust their speed according to the maximum speed limit (taspat) indicated by it.Signature 2 in the form of a rhombus sign and a speed limit divided by 10
* Semboyan 2A: Sign in the form of a round in yellow with a black border, or an officer holding out a yellow flag or a yellow handsign in his right hand. Indicates that the railway line to be passed is not safe, trains passing through it must be careful with a maximum speed limit of 40 kilometres per hour (25 mph).Sign 2A in the form of a yellow round sign or an officer waving a yellow flag
* Semboyan 2A1: A round yellow sign with a black border (above a black square marking with a white vertical line), or an officer holding out a yellow flag or a yellow handsign in his right hand. Indicates that electric trains passing through must be careful with a maximum speed limit of 40 kilometres per hour (25 mph).Sign 2A is a round yellow sign above a black square marking with a white vertical line or an officer waving a yellow flag
* Semboyan 2B: Two round yellow signs with black edges, or an officer holding out two yellow flags or a yellow handsign in his right hand. Indicates that the railway line to be passed is not safe, trains passing through it must be careful with a maximum speed limit of 20 kilometres per hour (12 mph).Semboyan 2B in the form of two round yellow signs or an officer waving two yellow flags
* Semboyan 2B1: Two round yellow signs with black borders (above a black square marking with a white vertical line), or an officer holding two yellow flags or a yellow handsign in his right hand. Indicating that electric trains passing through must be careful with a maximum speed limit of 20 kilometres per hour (12 mph).
* Semboyan 2C: An officer carrying a yellow flag, a round yellow board, or a yellow handsign that is swung back and forth indicating that the railway line to be passed is not safe, trains passing through must be careful with a maximum speed limit of 5 kilometres per hour (3.1 mph) (as fast as a normal person walking).
* Semboyan 2H: A green rhombus sign with white edges with the letters H, HH, or HHH in white indicating that the train can now move at the permitted speed. H means "exhausted", which means "end of speed limit".
** For trains up to 300 m (980 ft) in length, the train can move after passing the sign with the letter "H".
** For trains 300–750 m (980–2,460 ft) in length, the train can move after passing the sign with the letters "HH".
** For trains 750–1,000 m (2,460–3,280 ft) in length, the train can move after passing the sign with the letters "HHH".
** * Semboyan 2H1: A green circular sign with a white border with a white letter H (above a black square marking with a white stripe). Indicates that the KRL or electric locomotive can move at the permitted speed.
* Semboyan 3: One red flag, red signal light, board with a red circular sign, officer raising both hands above head, or officer swinging a red handsign light. Indicates that the railway line to be passed is unsafe, trains passing through it are required to stop.
* Semboyan 4A: An officer raises a yellow rectangular board which means that the train will enter the signal which indicates a "stop" or passes the left track stop mark on a double track (if the train passes the left track). Trains can only move at maximum speed30 kilometres per hour (19 mph).
** Slogan 2: Beware of taspat 20 (KRL/electric locomotive driver)
** Semboyan 3: Stop
** Semboyan 2H: Taspat is finished (trains with a length of ≤ 300 m)
** Semboyan 2H: Taspat is finished (trains with a length of 300–750 m)
** Semboyan 2H: Taspat is finished (train with a length of 750–1,000 m)

#### Permanent sign (semboyan)

A permanent signal is a train signal in the form of a display that is installed in a fixed place and is located on the edge of the rail track. This signal consists of signals, signs, and markings.

##### Signal

The railway signaling in Indonesia is divided into two, namely mechanical signaling and electrical signaling. Mechanical signaling is the oldest railway signaling in Indonesia in the form of arm signals (semaphores) and tebeng signals. However, because train traffic on tracks with mechanical signals is getting denser, one by one the Indonesian railway signaling system is changed to electrical signals.
Semboyan 5: Walking :
| | Slogan 5 is a permanent signal in the form of: The red board on the signal pole is not visible (tebeng signal); The arm on the signal board looks slanted (tebeng signal); The arm on the right side of the signal pole is slanted upwards (exit signal); or The arm on the right side of the signal pole is slanted upwards and the other arm is horizontal (incoming signal); The light on the electric signal lights up green. Slogan 5 indicates that the railway line that will be passed has a safe status, trains that will pass through it are allowed to continue their journey. |
| Semboyan 6: Walk carefully, speed is limited ||
| | Semboyan 6 is the permanent signal which is: The arms on the signal board appear upright (tebeng signal); The arm to the right of the signal pole slopes upwards under the horizontal arm (incoming signal); or The light on the electrical signal lights up yellow. Symbol 6 indicates that the railway line to be passed is not safe, trains that will pass it are allowed to continue their journey at a limited speed and carefully. |
| Semboyan 6A: Caution, maximum speed 30 ||
| | Semboyan 6A is a permanent emergency symbol in the form of: A white light in the shape of a triangle or like the letter M is on, while the main aspect light is red. The Semboyan 6A means that the train or other means of propulsion is traveling at a speed of no more than 30 kilometres per hour (19 mph) |
| Semboyan 6B: Allowed to shunt ||
| | The Semboyan 6B is a permanent signal that consists of: Two arms on a mechanical shunt signal pole are seen diagonally forming the letter X, or The red light is off and two white lights diagonally to the upper right are on. The Semboyan 6B means that the train or other means of propulsion is allowed to shun. |
| Semboyan 7: Stop ||
| | Semboyan 7 is a permanent sign in the form of: A red round board on the signal pole (tebeng signal); One horizontal arm on the right side of the signal pole (exit signal); Two horizontal arms on the right side of the signal pole (incoming signal); or The light on the electric signal lights up red. Semboyan 7 indicates that the railway line to be passed is unsafe, trains passing through it are required to stop (see also Semboyan 3). |
| Semboyan 7B: No shunting ||
| | Semboyan 7B is a permanent signal in the form of: Two arms on a mechanical shutter signal pole are visible upright and overlapping, or Red light on an electric shunting signal. Semboyan 7B means that trains or other means of propulsion are not permitted to shun. |
| Semboyan 9A1 : Main signal "walk" or "walk carefully" ||
| | The Semboyan 9A1 is the permanent signal which is: the arm on the face signals slanting upwards, or green light on advance signal. The Semboyan 9A1 signal is an advance signal which indicates that the entry signal in front of it is safe, the train may enter. |
| Semboyan 9A2 : Caution, main signal "stop" ||
| | The Semboyan 9A2 signal is the permanent signal which is: the arm on the signal face slopes downward, or yellow light on advance signal. The Semboyan 9A2 is an advance signal that indicates that the incoming signal in front of it is unsafe, the train is entering at a limited speed. |
| Semboyan 9B1 : Route not yet established ||
| | Semboyan 9B1 is a permanent signal in the form of a small white light on the exit precursor signal (installed after the entry signal and before the exit signal) indicating that "the route has not been formed", meaning that the train is not yet allowed to enter the route of the track to be faced. |
| Semboyan 9B2: Exit signal "walk" or "walk carefully" ||
| | The Semboyan 9B2 signal is a permanent signal in the form of a green light on the exit precursor signal indicating that the exit signal indication is safe or less safe. |
| Semboyan 9B3: Caution, exit signal "stop" ||
| | Semboyan 9B3 is a permanent sign in the form of a yellow light on the exit precursor signal indicating that the exit signal indication is unsafe, the train must prepare to stop. |
| Semboyan 9C1: Main signal "go" ||
| | The Semboyan 9C1 is a fixed signal in the form of a series of white LED lights on a square/circular electric repeater signal that looks perpendicular (vertical) indicating that the main signal (incoming and outgoing signals) is safe. |
| Semboyan 9C2: Main signal "walk carefully" ||
| | The 9C2 semboyan is a fixed signal in the form of a series of white LED lights on a square/circular electric repeater signal that looks diagonal (diagonal) indicating the main signal (incoming and outgoing signals) be careful/watch out. |
| Semboyan 9C3: Caution, main signal "stop" ||
| | Semboyan 9C3 is a fixed watchword in the form of a series of white LED lights on a square/circular electric repeater signal that looks horizontal (horizontal) indicating that the main signal (incoming and outgoing signals) is unsafe/stopped. |
| Semboyan 9D: Outgoing signal "running" (a); Caution, outgoing signal "stop" (b) ||
| | The Semboyan 9D is a fixed signal in the form of a mechanical repeater signal indicating the exit signal, and must be able to rotate 90 degrees. There are two possibilities: If the white board with the black-edged circle is visible (facing the train), then the exit signal indicates "stop", so be careful. If the white board with the black-edged circle is parallel to the rail (rotating 90 degrees), then the exit signal indicates "go", so be invited to enter. |
| Semboyan 9E1: Turn, maximum speed (number shown multiplied by 10) ||
| | Slogan 9E1 is a permanent signal in the form of a lamp with a number lit on a diamond-shaped board above the entrance signal indicating that the train will go to the turning track (turning lane) and may enter at a maximum speed according to the number shown multiplied by 10 km/hour (for example, if the number 3 appears it means 30). |
| Semboyan 9E2: Straight ||
| | The Semboyan 9E2 is a permanent signal in the form of a number lamp 3 not lit on a diamond-shaped board above the entrance signal which indicates that the train will go to the flat track (straight track) and may enter. |
| Semboyan 9F: Turn, maximum speed (number shown multiplied by 10) ||
| | Semboyan 9F is a permanent signal in the form of a number on a diamond-shaped board above the exit signal indicating that the train will depart from the turning track and may pass through it at a maximum speed according to the number shown multiplied by 10 km/hour (for example, if the number 3 appears it means 30). |
| Semboyan 9G: Head in indicated direction (left/right/straight) ||
| | Semboyan 9G is a fixed sign in the form of an arrow above the track direction indicator signal indicating that the train is heading in the direction indicated by the arrow. |
| Semboyan 9H: Go to left track ||
| | Signature 9H is a fixed sign in the form of a straight line, then slanting to the left, then straight, indicating that the train is entering the left track on a double track or double single track. |
| Semboyan 9J Signal: Depart from/go to the route (name the designated route number) ||
| | The Semboyan 9J is a permanent signal in the form of a number on a square board which indicates that the train will enter the designated track number. |

##### Signs

A sign is a type of permanent signal that provides instructions or certain information on the railway track. Signs are generally in the form of commands or prohibitions that must be obeyed by engine drivers or other train crew officers during the journey.
Signal 8: Approaching the incoming signal :
| | Signal 8 is a permanent signal in the form of 2 (two) large white metal boards (some are also yellow) each with two pillars that are erected on the right side of the rail track in the direction of the train's arrival, lined up in a row at a distance of 30 m with a diagonal position and easily visible and causing an echo/reflection of the locomotive's sound when the train passes. Signal 8 indicates that the train has approached the main entrance signal at a minimum distance of 1,000 meters. |
| Signature 8A ||
| | Signature 8A is a fixed signal indicating an entrance signal indication. This sign has two boards, the upper one is in the shape of a rhombus, and the lower one is in the shape of a square with a circular edge. This board must be able to rotate 90 degrees, so that the board can face the station or be parallel to the rails. This sign is addressed to the PPKA. There are three possibilities: If the upper and lower boards face the station, then it shows two horizontal entrance signal arms (signature 7). If the upper board faces the station and the lower one is parallel to the rails, then the entrance signal arm is slanted upwards below the horizontal one (signature 6). If the top board is parallel to the rail and the bottom is facing the station, then the incoming signal arm slopes upwards above the horizontal one (signature 5). |
| Signal 8B ||
| | The 8B signal is a fixed signal that shows the exit signal indication sign. This sign is in the form of a light that can be on or off. This sign is addressed to the PAP (Platform Supervisor). There are two possibilities: If the light is on, then the exit signal shows a "safe" or "caution" indication. If the light is off, then the outgoing signal shows an "unsafe" indication. |
| Signature 8C: Caution, approaching the left lane entry signal/stop sign ||
| | Signature 8C is a permanent sign in the form of a yellow circle sign on the left side of the track on a double track with a front signal marking and the words MJ accompanied by the entry signal number (eg: MJ10) indicating that trains passing through the left lane may enter at a limited speed. |
| 8D Signal: Stop ||
| | 8D signal is a permanent signal in the form of a red circle sign on the left side of the track on a double track with the word J accompanied by an incoming signal number (eg: J10) indicating that trains passing through the left track must stop. |
| 8E Signal: Shuttle limit ||
| | 8E Signal is a permanent signal in the form of a black square board with a red line forming the letter X which means the limit of stopping the shuttle movement. |
| 8F Signal: Shuttle limit, dead end ||
| | 8F signal is a permanent signal in the form of a black square board with red lines forming the letter X and a black rectangular board with white lines that mean the limit of the shunting movement on the badug train. |
| 8G Signal: Dead end ||
| | 8G Signal is a permanent signal in the form of a red round board and a black rectangular board with white lines that means the end of the track where all trains, including their shunters, must not exceed the limit of the sign. |
| 8H1 Signal ||
| | 8H1 Signal is a permanent signal specifically for KRL in the form of a yellow square board with a red blankspot area symbol indicating that KRL or electric locomotives are requested to empty their power when entering a non-voltage LAA network. |
| 8H2 Signal ||
| | 8H2 Signal is a permanent signal specifically for KRL in the form of a green square board with a red blankspot area symbol indicating that KRL or electric locomotives can run as usual. |
| 8J1 signal: Switching power supply ||
| | The 8J1 signal is a special permanent signal for KRL in the form of a yellow square board with a red power supply switch symbol indicating that KRL or electric locomotives are prohibited from stopping when entering the LAA power supply switch. |
| 8J2 signal: Normal power supply ||
| | The 8J2 signal is a special permanent signal for KRL in the form of a green square board with a red power supply switch symbol indicating that KRL or electric locomotives can run as usual. |
| 8K Signal: Sound the horn ||
| | 8K signal is a permanent signal in the form of a black board with white S.35 written on it, which means that the engineer must sound the horn/flute signal 35 when passing the sign. |
| 8L Signal: Change radio channel ||
| | 8L Signal is a permanent signal in the form of a black square board with a white antenna image which means that the engineer is asked to change the locomotive's radio channel. |
| 8M Signal: LAA Start ||
| | 8M Signal is a permanent signal in the form of a white square board with a red lightning bolt image which means that the train will enter the initial area of the overhead power network voltage. |
| 8N Signal: End of LAA, stop ||
| | 8N Signal is a permanent signal in the form of a white square board with a red lightning bolt crossed out in white, which means that it is the end area of the overhead power network voltage. KRL/electric locomotive drivers are not allowed to cross this boundary mark. |
| 8P signal: Breaker switch indicator ||
| | 8P signal is a permanent signal in the form of a yellow square board with a red switch symbol which means that the driver will pass the breaker switch. If the switch is on, then the KRL is allowed to pass the switch. |
| 8R Signal: Emplacement boundary ||
| | The 8R signal is a permanent signal in the form of a black square board with the writing "8R" in white which indicates the boundary between the station emplacement and the depot, building hall, or industry emplacement. |

##### Markings

Markings are permanent signs that inform about track conditions, distinctions, boundaries, or certain instructions. Markings are different from signs, signs generally give orders or prohibitions to the train crew on duty.
Semboyan 10A :
| | Signature 10A is a permanent sign in the form of a black square board with a white diagonal line from the top right to the bottom left which means that the signal in question is an advance signal. |
| Semboyan 10B ||
| | Slogan 10B is a permanent signal in the form of a black square board with a horizontal white line which means that the signal in question is a block signal. |
| Semboyan 10C ||
| | 10C Signal is a permanent signal in the form of a black square board with two horizontal white lines which means that the signal in question is an intermediate block signal. |
| Semboyan 10D ||
| | The 10D signal is a permanent signal in the form of a black square board with a white arrow indicating that the signal is on the left side of the track. More easily understood is that the signal above this signal is used for the party to the right of the signal. |
| Semboyan 10E ||
| | 10E Signal is a permanent signal on a black rectangular board with the letter W followed by numbers (example: W. 139) which means that it is an electric money order number. |
| Semboyam 10F: Incoming signal visible ||
| | Slogan 10F is a permanent signal in the form of a black square board with the letter T (visible) perforated which means that the incoming signal distance is 1,000 meters. |
| Semboyan 10G ||
| | 10G signal is a permanent signal in the form of: A black square board with a white plus sign (+) or White rail sleepers (minimum 2 sleepers). 10G signal indicates the stop limit markings at the station. |
| Semboyan 10H ||
| | 10H Signal is a permanent signal in the form of a yellow rail sleeper which means that railroad maintenance personnel are requested to be careful when carrying out railroad maintenance so as not to cause damage to the train detection device. |
| Semboyan 10J: Descent/incline/flat ||
| | Slogan 10J is a permanent signal in the form of two arms (tebeng) that are straight or slanted with the writing of the large change in slope (in per mil) which indicates the change in the gradient of the railroad track. The black color indicates the gradient faced by the officer related to the train journey and the white color indicates the gradient that will be faced next. Description: a. Flat gradient facing an incline b. Downhill gradient facing flat c. Uphill gradient facing flat d. Flat gradient facing a decline e. Uphill gradient facing an incline f. Downhill gradient facing a decline g. Slope of descent facing an ascent h. Slope of ascent facing a descent |
| Semboyan 10K ||
| | Semboyan 10Kis a permanent signal in the form of a marker with kilometer and hundred digits that indicate the location or position on the railroad track. The hundred digits are measured in meters and placed above the kilometer digits. The markers are installed every hundred meters. |
| Semboyan 10L ||
| | Semboyan 10L is a permanent signal in the form of a curved information board that is mounted on the ground and contains complete data regarding the curve information and the permitted speed limit. The information in question is generally in the form of track width, length, height, curve angle, curve number, radius, and permitted speed limit. |

#### Switch signal (semboyan wesel)

A switch signal is a signal that indicates the direction of the track to be taken when passing a branch in the rail line (switch) when a train enters or leaves a station. The railway line that branches into two uses the regular switch system, while the railway line that intersects uses the English switch system.
Semboyan 11A: Switch goes straight :
| | Signature 11A is a switch signal in the form of: A green board in the shape of a rhombus; An arrow on the switch pole (parallel to the track axis); The switch lights are visible showing green glass or a square green board on the side of the switch; A green glowing light can be seen on the money order on the money order pole or on the side of the money order (at night). Signal 11A indicates that when a train line leads to a flat or straight track, trains may travel at the specified speed. |
| Semboyan 11B: Switch, heading towards a turn ||
| | Slogan 11B is the bill of exchange signal which is in the form: The yellow board is circle; The arrow on the billpost is at right angles to the axis of the track or in accordance with the direction of turning of the track; The money order light is visible showing yellow glass or a square yellow board on the side of the money order; The switch lights on the switch pole are visible in yellow or yellow on the white side (at night; the white light indicates the direction to the turning track). The 11B signal indicates that the switch/branch of the railway line leads to the turning track or turns, the train may travel at a maximum speed of 30 kilometers per hour. |
| Semboyan 12A: Beware, double slip switch, heading straight ||
| | The 12A signal is a switch signal that indicates the direction of the turning track on the English switch which is in the form of: The square board on the switch pole shows green in both directions, or The switch lights are green in both directions. The 12A signal indicates that the English switch is cross-served. Both directions are heading to the flat track or straight. |
| Semboyan 12B: Beware, double slip switch, heading towards a turn ||
| | Signature 12B is a signal signal that indicates the direction of the turn of the train on an English switch in the form of: The square board on the switch stem shows yellow in both directions, or The switch lights are yellow in both directions. Signature 12B indicates that the English switch is served crosswise. Both directions are heading towards the turning track or turning. |
| Semboyan 13A: Beware, double slip switch ||
| | Signature 13A is a switch symbol that indicates the direction of the track turn at the English switch, which is in the form of: A vertical white line on the English switch light wall; A vertical white light line on the English switch light wall. Signature 13A indicates that the English switch is served parallel to the flat track that is in the same direction or almost in the same direction as the main track. |
| Semboyan 13B: Beware, double slip switch ||
| | Signature 13B is a switch symbol that indicates the direction of the track turn at the English switch, which is: A diagonal white line on the English switch light wall; A diagonal white light line on the English switch light wall. Signature 13B indicates that the English switch is parallel to the flat track that is not in the same direction as the main track. |
| Semboyan 13C: Beware, double slip switch ||
| | Slogan 13C is a bill of exchange signal which indicates the direction of turning of the gauge on an English bill of exchange in the form: The white line on the wall of the money order lantern is half vertical and half oblique, pointing to the direction of the train that is not parallel to the main train or vice versa. The white glowing white line on the wall of the money order lantern is half vertical and half oblique, pointing to a train that is not parallel to the main line or vice versa. The signal 13C indicates that English bills of exchange are served parallel to the plate track in the same direction as the track that is not in the same direction as the main track or vice versa. |

#### Other signals (semboyan lain)

Other signals include the signals water funnel, weighbridge, and clearance limit. A water funnel is a device used to introduce water into the boiler of a steam locomotive. A weighbridge is a device used to weigh the mass of a passing train. Clearance limit is a diagram used to determine the maximum height and width dimensions of a facility train and its load.
Semboyan 14A :
| | Slogan 14A is a signal in the form of a light or sign (yellow) on a water funnel that is not lit/not visible which states that the water funnel does not obstruct the road. |
| Semboyan 14B ||
| | Slogan 14B is a signal in the form of a light or sign (red) on a water funnel that is lit/visible which states that the water funnel obstructs the road. |
| Semboyan 16A ||
| | Slogan 16A is a signal in the form of a light or sign (yellow) on a weighbridge that is not lit/not visible, stating that the weighbridge may be passed. |
| Semboyan 16B ||
| | Slogan 16B (formerly signal 17) is a signal in the form of a light or sign (red) on a weighbridge that is lit/visible, stating that the weighbridge may not be passed. |
| Semboyan 17: Beware taspat (numbers as stated) ||
| | Slogan 17 in Service Regulation 3 is a permanent signal in the form of a sign with numbers indicating the speed limit of the train when weighing. |
| Semboyan 18: Free space limit/preipal, stop ||
| | Slogan 18 is a signal in the form of a marker or other sign indicating that the train must not exceed the free space mark. This signal aims to prevent trains from touching each other. |

#### Train signal (semboyan kereta api)

A train signal is a signal given by a train driver or crew officer regarding the conditions of the road to be traveled, using light signals, sound, flags, signs, or other media.

#### Visible signal

A visible signal is a train signal given by the engine driver or train crew officer regarding the road conditions to be passed, using sign lights, flags, signs, or other media. Specifically for signal 22-28 are removed in Service Regulation 3 because they are rarely used, except when the train carrying the signal crosses or is followed by an extraordinary train (KLB) or an optional train (only operated on certain days). In addition, it also provides a warning to people or animals that a train will pass.
Semboyan 20 :
| | Signal 20 is a visible signal in the form of a main light that lights up at one, two or three points on a train locomotive, especially at night, in poor visibility or in situations where it is needed. This signal functions to: Indicate the head end or initial axle of the train set and also. As a sign or signal that the locomotive or train is moving towards the light that is on. A signal that the train will pass in the direction of the light, so that users/vehicles/the public move away from the path that will be crossed. |
| Semboyan 21 ||
| | Signal 21 is a visible sign in the form of a red sign or light on the right and left sides of a train/carriage, indicating that the train/carriage is ending the train series. |
| Semboyan 22 (deleted) ||
| | Signal 22 is a visible signal in the form of a green triangular board installed on the right & left sides of the locomotive, at night using green side signal lights giving signals in the form of: Announcement of Optional Trains / Extraordinary Trains (KLB) running in the opposite direction after the train carrying the signal passes. |
| Semboyan 23 (deleted) ||
| Semboyan 24 (deleted) ||
| | Signal 24 is a visible signal in the form of a red triangular board installed on the right & left side of the locomotive, when at night using red side signal lights gives a signal in the form of: Announcement of Optional Trains / Extraordinary Trains (KLB) running in the opposite direction the next day before the first train passes. |
| Semboyan 25 (deleted) ||
| Semboyan 26 (deleted) ||
| | Signal 26 is a visible sign in the form of a round board on the front of the locomotive containing a green triangle, when at night using a green center sign light gives a signal in the form of: Announcement of cancellation / Merging of trains; this sign is displayed by the first train running in the opposite direction to the train that was canceled / merged with the train behind it. |
| Semboyan 27 (deleted) ||
| | Signal 27 is a visible sign in the form of a round board on the front of the locomotive containing a red triangle, when at night using a red center sign light gives a signal in the form of: Train crossing showing this sign is moved. |
| Semboyan 28 (deleted) ||
| Semboyan 30 ||
| | Signal 30 is a visible signal in the form of an officer on a passing train giving a signal in the form of: a green flag, a green round board, or other media. Slogan 30 functions to inform officers (especially to PPKA who are giving signal 1) at the station or guard post that the road that has just been passed is in poor condition. |
| Semboyan 31 ||
| | Signal 31 is a visible signal in the form of a locomotive equipped with two red flags which means that the path passed by this train is unsafe or dangerous. |

##### Voice semboyan

A voice signal (semboyan suara) is a signal that is sent using voice. PPKA, conductor, or train crew officers send voice signals through a mouthpiece, bugle, or whistle; while engine driver sends voice signals through locomotive horn.
Semboyan 35 :
| | Semboyan 35 is a sound signal that is done by the engineer sounding the locomotive's flute (trumpet/horn) for a long time to answer the train conductor and PPKA that the train is ready to depart. Sometimes it is also sounded when crossing a highway crossing or in certain places to get the attention of people or animals to move away from the railroad tracks. |
| Semboyan 36 ||
| | Semboyan 36 is a sound signal that is heard through the locomotive flute and sounded by the engineer in the form of one short sound, together with a request for a little brake engagement. |
| Semboyan 37 ||
| | Semboyan 37 is a sound signal that is heard through the locomotive flute and sounded by the engineer in the form of three short sounds, together with a request for a hard brake engagement. |
| Semboyan 38 ||
| | Semboyan 38 is a sound signal that is heard through the locomotive flute and sounded by the engineer in the form of two short sounds, together with a request to release the brakes. |
| Semboyan 39 ||
| | Semboyan 39 is a sound signal that is done by the engineer sounding the locomotive flute briefly and repeatedly to inform that there is an event/danger. |
| Semboyan 39A ||
| | Semboyan 39A is an audible signal made by the engineer sounding the locomotive's flute briefly and repeatedly every 20 seconds to inform that the train is running on the left track (running on the track on the left) or is on the wrong track. If the train is indeed diverted to the left track (intentionally), then the signal 39 is only used when passing the guard post. On double tracks, the signal 39A is sounded if the train passes the left track on the double track. |
| Semboyan 40 ||
| | Semboyan 40 is a signal carried out by PPKA officers by: lifting a stick with a round sign (eblek) in green with white edges and sounding a short flute/selompret several times; or playing a mouth flute/selompret through the station's loudspeaker accompanied by a flashing green light box Semboyan 40 indicates that the status of the track to be passed is safe, and the train is allowed to run. Slogan 40 is usually accompanied by signal 41 and responded to with signal 35 by the train driver. |
| Semboyan 41 ||
| | Semboyan 41 is an audible signal indicated by: conductor playing a long flute, or the sound of a long flute over the station loudspeaker with two flashing green light boxes Signature 41 signals that the train is cleared to depart. Signature 41 is responded to by the engineer's signal 35. This practice is not applied to train services that are not equipped with conventional conductors such as KAI Bandara or Commuter Line. The system was replaced with show-call signal 40 carried out by train service officers (customer service). |

#### Yarding signal (semboyan langsir)

A Yarding signal is a signal given by a shuttle officer to a shuttle engineer in the form of a signal to go forward, backward, stop, slowly, or pass a level crossing. Shuttle signals use hand signals and whistles, mouth flutes, or bugles. If the shuttle officer sends a shuttle signal to the engineer on duty, the engineer must respond by sounding the locomotive horn (Semboyan 51).
Semboyan 45 :
| | Semboyan 45 is a shunting signal which during the day is a red skip on the front left end and the rear right end of the locomotive or vice versa and at night is a spotlight on and a yellow signal light on the front of the locomotive on the right side lights up white. Semboyan 45 indicates that the locomotive carrying the signal is/will be performing shunting service. |
| Semboyan 46: Forward ||
| | Semboyan 46 is a shunter's signal given to the engineer in the form of the shunter raising his hand up which indicates that the shunter is ordering the engineer to move his locomotive forward. |
| Semboyan 47: Backward ||
| | Semboyan 47 is a shunter's signal given to the engineer in the form of the shunter swinging his hand down which indicates that the shunter is ordering the engineer to move his locomotive backward. |
| Semboyan 47A: Slowly ||
| | Semboyan 47A is a shunting signal given to the train driver in the form of a shunting driver stretching his arms parallel to his shoulders (like semboyan 2A or 2B) which indicates that the shunting driver is ordering the train driver to move his locomotive slowly. |
| Semboyan 48: Stop ||
| | Semboyan 48 is a shunting signal given to the train driver in the form of a shunting driver raising both hands above (like signal 3) which indicates that the shunting driver is ordering the train driver to stop his locomotive. |
| Semboyan 49: Tolak-setut (deleted) ||
| Semboyan 50: Awas, perlintasan ||
| | Semboyan 50 is a shunting signal given by the train driver in the form of a locomotive horn sound because when shunting it will pass a level crossing (long-short-short, long-short-short horn sound), to give a warning to the public that there will be a shunting at the level crossing. |
| Semboyan 51 ||
| | Semboyan 51 means that the engineer sounds the locomotive horn for every shunting signal given to him by the shunting officer via a mouthpiece, trumpet, or whistle, as a sign that the engineer understands the shunting command. |

#### Bell signal (semboyan genta)

The bell signal involves a bell (bell) in the train travel controller (PPKA) or platform supervisor (PAP) room of a train station or at a level crossing. The bell is operated by electromagnetic induction by a PPKA or PAP officer at the station. Each series of bell sounds consists of five double strikes, and each double strike consists of two different sounds. This signal is sent to the crossing guard or PPKA of the next station that there will be news about the departure, arrival, or cancellation of a train trip.
* Semboyan 55A1 dan 55A2
* Semboyan 55A1 and 55A2 are signals that mean there is news. Semboyan 55A1 means the train is heading downstream (going to the final destination), while 55A2 means the train is heading upstream (returning to the initial destination). Semboyan 55A1 is sounded with one series of bells, while signal 55A2 is sounded with two series of bells.
* Semboyan 55B
* Semboyan 55B is a signal that means cancellation. This signal is sounded with four series of bells.
* Semboyan 55C
* Semboyan 55C is a signal that means a dangerous event. This signal is sounded with eight series of bells.
* Semboyan 55D
* Semboyan 55D is a signal that means the end of service. This signal is sounded with three series of bells.
* Semboyan 56
* Semboyan 56 is a signal that means a trial signal. This signal is sounded with five series of bells.

### Obsolete signaling devices
#### Tebeng and Krian signals

The Tebeng signaling device was the first railway signaling equipment used on Staatsspoorwegen lines since it first operated in 1878. The Krian signaling device (Dutch: Krianinrichting) was a development of the Tebeng signal, which used a tall tower equipped with locking equipment. The name of this signaling equipment is attributed to Krian Station, a railway station in Sidoarjo Regency, which was also the first station to use the signaling. The last railway line to use the Krian signal was the Kalisat–Panarukan railway line, which was closed in 2004. It is recorded that the Krian signal has been preserved at Krian Station, Tamanan Station, Ambarawa Railway Museum, and Garut Station.
The Krian signal is moved using a lever installed near the station's PPKA room, causing the tebeng to move and The driver will follow the aspect indicated by the tebeng-tebeng. Krian signals can have two or three aspects. In the two-aspect krian signal, the "stop" aspect is indicated by a red board that can be seen by the driver, while the "go" or "walk carefully" aspect is indicated by a red board that is moved 90 degrees so that it is not visible to the driver. Meanwhile, in the three-aspect krian signal, the "stop" aspect is indicated by a red board that can be seen by the driver, the "walk carefully" aspect is indicated by an invisible red board, with an upright arm, and the "walk" aspect is indicated by an arm that looks diagonal.

## Accidents and incidents

This is an incomplete chronological list of railway accidents and incidents in Indonesia.

### List of railway accidents and incidents in Indonesia

Railway accidents may be classified by their effects (e.g.: head-on collisions, rear-end collisions, side collisions, derailments, fires, explosions, etc.), or by cause (e.g.: driver and signalman error; mechanical failure of rolling stock, tracks and bridges; vandalism, sabotage and terrorism; level crossing misuse and trespassing; natural causes such as flooding and fog; hazards of dangerous goods carried; effectiveness of brakes; and adequacy of operating rules).
The following is a list of train accidents in Indonesia. Note that if you add a new accident, you must mention the reference. Otherwise, the section will be deleted.

#### 1940s

* 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.
* 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.

#### 1950s

* 12 May 1955 - At around 13:00, Tjepat 35 train with Yogyakarta-Bandung relation crashed at Manonjaya section, Ciamis. This incident caused 1 locomotive to overturn and 3 trains to fall crosswise. This incident caused 39 people killed and 60 others seriously injured.
* 28 May 1959 - At 07:30 am, 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.

#### 1960s

* 24 September 1962 - A train suffered a brake failure and plummeted to the bottom of a ravine in the section between Trowek (now Cirahayu)-Cipeundeuy, not many references explain this accident, but recorded in a magazine, this accident also made the government issue a law on accident insurance funds. This incident resulted in 130 people killed.
* 11 April 1968 -At around 10:15 pm, the boiler of steam locomotive CC5002 exploded while stopping at Sukatani railway station, which at that time was still called Bendul. As a result, the main building of the station was badly damaged and claimed the lives of the machinist, train attendant, and a prospective assistant machinist as well as 3 other people who were at the scene. Meanwhile, the head of the station as well as PPKA also became victims. After the incident, the station had to be renovated and PNKA decided to rename the station to Sukatani.
20 September 1968 - At around 7:30 am 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.

#### 1970s

* 6 June 1972 - A Perhutani pine wood transport train rolled over near Cukanghaur stop, on the Ciwidey-Soreang line. The accident killed the brakeman and the trader in the carriage.
* 17 June 1973 - At around 19:50, Train 75 Pandanaran (with locomotive BB200 35) collided with Train 2620 (with locomotive CC200 01) which experienced engine failure. This incident occurred in line number 1 of Telawa Station emplacement, and caused 11 people dead and 2 locomotives heavily damaged.

#### 1980s

* 21 January 1981 - At 03:32 am, 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.
* 28 June 1981 - At around 05:55 am, train 41 Mutiara Timur crashed before entering Rogojampi station, East Java, one train was thrown into the Lugonto river and the other crashed off the tracks, this incident caused 11 people killed, 20 people seriously injured and 25 others slightly injured.
* 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.

#### 1990s

* 2 November 1993 - At 11:30 am, there was a collision between electric railroad trains in the Ratu Jaya area of Depok city, known as the 1993 Ratu Jaya train accident.
* 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.
* 7 February 1998 - A two Parahyangan trains from opposite directions collided at Sadang Station, East Java. 52 passengers were injured.

#### 2000s

* 18 April 2000 - There was a chain reaction accident between container train KA 2246, animal transport train KA 2002, and Argo Bromo train KA 5 near Kosambi Station. 3 stowaways on the animal transportation train were killed.
* 1 May 2000 - There was a goat fight accident between two local trains drawn by BB304 and BB306 on the section of road between Sudimara Station and Rawa Buntu Station. 5 passengers were killed.
* 28 June 2000 - A Coal train derailed in Lembah Anai, West Sumatra. At that time many stowaways boarded the coal train, but the train lost control and rolled over until it fell into a ravine. This incident left 19 people dead and 20 others injured.
* 19 August 2000 - There was an accident between Coal Train 228 pulled by CC20176R and KRL 628 Hitachi on the plot between Kampung Bandan Station and Angke Station. This incident killed 3 people, two of whom were PT KAI officers.
* 25 December 2001 - At around 4:33 a.m., 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.
* 10 June 2002, at around 11:45 a.m., locomotive BB 306 15 carrying 7 wagons of cement (KKW) collided with coal train number KA-2807 pulled by locomotive BB 204 10, carrying 8 wagons of coal (KKBW) and pushing locomotive BB 306 14. The collision occurred at the Koto Luar crossing at kilometer 11+450 on the Pauh Lima-Indarung road.
* 9 December 2002 - At 22:50 WIB, Argo Dwipangga train with Solo Balapan-Gambir route crashed in Sarwagadung-Mirit Village, Prembun, Kebumen, Central Java. In the accident, five train passengers were killed and dozens were injured. The cause of the accident was a rail that shifted due to a box truck that passed through the tunnel under the train track just before the Argo Dwipangga passed. This was the worst train accident during the Eid backflow in 2002.
* 3 January 2003 - At 04:45, Bima train from Surabaya to Gambir crashed at km 312+8/9 emplacement of Bumiayu Station, Wesel no. 13A Plotted road between Kretek Station-Linggapura Lintas Kroya-Cirebon. There were no casualties.
* 21 April 2003 - At 2:25 pm, a long coal train (Babaranjang) B19 crashed at km 8+470, road section between Tanjungkarang-Tarahan Station, Sumur Putri Village, Garuntang District, Bandar Lampung. There were no casualties.
* 14 May 2003 At 12:40, Sancaka train line from Surabaya to Yogyakarta crashed at km 204. There were no casualties.
* 30 May 2003 - At 09:27, train 122 Fajar Utama Semarang crashed at km 156+0/3 emplacement of Kedokangabus Station. There were no casualties.
* 30 July 2003 - At 00.35, train 1404 carrying Pertamina fuel oil (BBM) with a total train weight of 855 tons crashed and several cars rolled over. There were no casualties.
* 1 August 2003 - At 09:40, train 84 Kamandanu on the Gambir-Semarang Tawang route crashed at km 52+600 to 53+100 between Lemahabang Station and Kedunggedeh, East Cikarang District, Bekasi Regency, West Java. A total of 6 passengers were seriously injured and 12 passengers suffered minor injuries.
* 4 October 2003 - A KRL Holec KL3-97242F serving KA 490 (Economy) bound for Bogor crashed into the tail of KA 488 served by KRL Holec KL3-94212F on the road between Cilebut station and Bogor station. 39 passengers were injured.
* 27 October 2003 - At 12:05, Argo Bromo Anggrek train on Surbaya Pasar Turi-Gambir route crashed at km 38+420 on the road between Karangjati-Gubug station, Grobogan regency, Central Java.
* 19 May 2005 - Fajar Utama Ekspres Lampung train pulled by locomotive CC201 121R crashed into Babaranjang train. Four people died and locomotive CC201 121R was retired.
* 14 April 2006 - At 02:15 in the morning in Grobogan. Kertajaya train with driver Nurhadi collided with Sembrani train with driver Muhadi. A total of 14 people were killed. It all started when the Kertajaya train entered Gubug Station from Jakarta. At that time, Kertajaya entered on Line 1. Gumarang train then entered Gubug Station on line 2. After Gumarang passed, as if impatient, Kertajaya train moved out of the station and entered line 2. In fact, at that time Kertajaya train had not been given the signal to go. When Kertajaya train entered track 2, suddenly Sembrani train with driver Muhadi came from Jakarta at high speed, and a violent collision was inevitable. Both locomotives that collided, CC 201 135R (Kertajaya train) and CC 203 39 (Sembrani train) were severely damaged and almost shapeless, the CC 201 135R locomotive was then transferred to Sumatra in 2007.
* 14 April 2006 - At 05:40, there was a collision between CPO boiler trains at Perbaungan Station, this incident caused the Divre 1 cross line to be paralyzed for two days. Two people were killed and three others were seriously injured.
* 18 April 2006 - KRL Pakuan Ekspres majoring in Jakarta-Bogor crashed into Metromini S-64 majoring in Pasar Minggu-Cililitan. Five people died on the spot, one died at the hospital, while one other person is still in critical condition. The incident occurred when the Metromini was about to pass the Duren Kalibata railroad crossing, South Jakarta, under the Kalibata overpass at around 3pm. According to an eyewitness, the accident occurred because the Metromini was held up because right in front of it there was another transportation that was stopped. Although the driver had honked repeatedly for the other transportation to move forward, it was ignored.
* 1 November 2006 - Parahyangan executive train, Bandung-Jakarta route, crashed in Babakan Village, Tanjungpura, Karawang. There were no victims.
* 11 December 2006 - Mutiara Timur train, route Surabaya-Banyuwangi, crashed in Randuagung village, Lumajang, East Java. There were no casualties.
* 13 December 2006 - Sawunggalih executive train, Kutoarjo-Jakarta route, crashed in Karangsari, Cilongok, Banyumas, Central Java. There were no casualties.
* 2 January 2007 - A commuter train 241 on the Jakarta-Bojong Gede route crashed on line 10 of }Jakarta Kota Station, West Jakarta. There were no victims.
* 16 January 2007 - In the early hours of the morning, a Bengawan train carrying Solo-Tanahabang route broke down in Cilongok District, Banyumas Regency, Central Java. Five passengers were reported dead, hundreds were injured as a result of this incident. Of the five dead, three of them have been identified. Bengawan train was carrying 12 cars, car 4 fell into the river, while cars 5 to 12 tilted on the tracks.
* 29 January 2007 - Bengawan economy train, Solo-Jakarta route, crashed at Bangoduwa Station, Klangenan, Cirebon, West Java. There were no casualties.
* 31 January 2007 - Sancaka business train, Surabaya-Yogyakarta route, crashed in Nganjuk, East Java. There were no casualties.
* 2 February 2007 - At 08.20 am, Sribilah train collided with a freight train, at the exit track of Rantau Prapat Station, North Sumatra. The initial suspicion was that the cause of the collision was due to the officer neglecting to move the railroad tracks in and out of the train. The collision resulted in 9 serious injuries and 26 minor injuries.
* 6 February 2007 - At 12:20 pm. Putri Hijau train rolled over near Teluk Mengkudu railway station, due to sabotage of telephone installation using stone slabs, but the stone was shifted and covered the train track. This incident caused the locomotive and 2 economic series to roll over, there were no casualties but the injured reached dozens of people, and this incident caused the Divre 1 Line to be completely paralyzed for 1 day.
* 25 March 2007 - At 10:00 a.m., Rapih Dhoho train, Blitar-Surabaya route, crashed into a double truck loaded with fertilizer in Sumbergarum village, Garum sub-district, Blitar district, 1.5 km from Garum station. The accident site is known to have no railroad crossing gates. There were no casualties from this accident but it paralyzed train traffic on the local line.
* 26 March 2007 - At 15:27 pm, Mutiara Timur train from Banyuwangi with the destination Surabaya, hit three cars and one motorcycle. The train doors were not closed and the siren was not sounded. As a result, three people died and five others were injured.
* 7 April 2007 - At 03.10, Tawang Jaya train from Jakarta to Semarang crashed in Surodadi, Tegal regency, Central Java causing the death of an 8-month-old baby, while 14 other passengers were injured.
* 21 April 2007 - At 03.25, Serayu (train), Senen-Kroya route, crashed in Cilengkrang, Cibatu, Garut, West Java. A total of three carriages fell into a 30-meter deep ravine on the edge of the train tracks. 40 people were injured and 6 others were seriously injured.
* 21 April 2007 - At 12:15, Argo Lawu train from Solo to Gambir crashed in Purwokerto area. There were no casualties.
* 5 August 2007 - a train loaded with cement majoring Indarung-Teluk Bayur rolled over in Kampung Juar area of Padang, West Sumatra. 14 out of 20 crashed and rolled over, There were no casualties in the incident, the cause of which is not yet known.
* 12 August 2007 - the Gumarang train majoring in Surabaya-Jakarta at Kramat hamlet, Mangunsari village, Tegowanu sub-district, Grobogan district, crashed. Dozens of people were injured. The accident was allegedly caused by an act of sabotage by certain parties. This suspicion is corroborated by the fact that one of the rail sections was cut with a five-meter-long saw and the locking bolt was removed. However, the rail was not taken away, but left in place.
* 17 August 2007 - at 4:05 pm; a freight train carrying 20 container gates from Surabaya to Jakarta crashed at Plabuan Station, Batang regency, Central Java.
* 4 July 2008 - Two trains collided on track two of Sengon Station, Purwosari, Pasuruan, East Java. The collision occurred because locomotive BB301 21 without cars coming down from Malang had malfunctioning brakes. As a result, the locomotive, run by driver Harianto, could not stop on track 2 of Sengon Station. At the same time, the fuel train pulled by locomotive CC 203 27 from Bangil, run by driver Katnadi, also entered track 2. As a result, the collision was unavoidable. As a result of the head-on collision, both locomotives suffered serious damage. Both faces of the locomotives were damaged, including a series of fuel cars. Because the position of the collision was right above the crossing line, all train trips from Surabaya to Malang via Bangil, or vice versa, were delayed.
* 30 October 2008 - A train 421 Economy AC served by ex-Toei 6000 train 6181F was overtaken by train 1001 Antaboga behind WTC Mangga Dua, just a few hundred meters before Kampung Bandan Station. This incident was caused by the 1001 train driver who violated the entry signal and hit the slow-moving KA 421.
* 22 December 2008 - At 16:30 pm. Putri deli train crashed before entering Medan Station as a result of broken rail pads, this resulted in 2 trains and the locomotive being overturned, and two people were injured.
* 23 January 2009 - Antaboga container train was hit by Rajawali train at high speed at Kapas Station, Bojonegoro. This was caused by the PPKA not moving the switch to the empty second track. From the incident, it was recorded that the driver of the Antaboga container train and his assistant were killed in the wrecked locomotive.
* 5 June 2009 - a KRL hit a fellow KRL near Manggarai Station. Travel was hampered by a temporary power outage until the situation was restored.
* 4 August 2009 - at 10:28 a.m., train 221 Pakuan Ekspres crashed into train 549 Ekonomi which broke down at Pondok Rumput, Tanah Sareal about 2 km from Bogor Station. As a result of this incident Pakuan Ekspres technician died and dozens of passengers were injured. The two trains involved, Toei electric rail train 6000 series 6151F and BN-Holec electric rail train KL3-97234 were severely damaged.
* 4 September 2009 - A locomotive CC201 44 pulling Penataran train rolled over after hitting a buffalo owned by herder Rasim, in Singosari, Malang, East Java. The driver was killed, while 5 passengers were slightly injured and 1 passenger was seriously injured. As a result, PT KA Daop VIII Surabaya charged Rasim as a suspect, as well as 10 billion in damages for the incident.

#### 2010s

* 29 June 2010 - The Logawa train crashed and rolled over in Petung hamlet, Pajaran, Saradan, Madiun, East Java, about 1 kilometer from the Madiun-Nganjuk border. Six passengers were crushed to death. It is suspected that the train rolled over due to its high speed while traveling on a turning track.
* 8 September 2010 - at 13:00 WIB, there was a collision between Sribilah train and CPO freight train in North Sumatra, this happened because Sribilah had not fully entered the wesel which caused the CPO train to hit the final train of Sribilah train, there were no casualties in this event, but caused almost all trips that day to be canceled due to the overturned and downed locomotive that covered the railroad track.
* 2 October 2010 - Petarukan train collision - At 02.45 am, 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.
* 2 October 2010 - at 3 a.m., a train collision also occurred at Purwosari Station, where train 34 Bima grazed the rearmost train of train 144 Gaya Baru Malam Selatan which stopped at Purwosari Station. Gaya Baru Malam Selatan train entered track 1 to be followed by Bima train, but the rearmost train of Gaya Baru Malam Selatan train did not fully enter track 1, which made the straight line blocked by GBMS train. As a result, Bima train grazed the rear set of Gaya Baru Malam Selatan train and caused one passenger dead and 4 people injured. The mistake of PPKA Purwosari Station was the cause of this accident.
* 9 November 2010 - Cirebon Ekspres train 60, Gambir-Cirebon relation, crashed at Telagasari Station, Indramayu, West Java. There were no casualties in the incident, but the train schedule through the North Java route was delayed.
* 28 November 2010 - A train 1 Argo Bromo Anggrek from Surabaya Pasarturi Station to Gambir with locomotive number CC203 21 crashed into a truck with police number S 8584 C in Kebonsari Village, Sukodadi District, Lamongan, East Java. The three victims were truck passengers Sunaji (35), Mulyadi (35) and Sutrisno (32) the truck driver, all residents of Cendoro Village, Palang, Tuban, East Java. The accident occurred at around 09.00 am. At that time the truck loaded with barn stones was traveling from the east (Surabaya). Arriving at the scene, the truck turned left onto the railroad track.
* 28 January 2011 - there was a collision between Mutiara Selatan train to Bandung and Kutojaya Selatan train to Kutoarjo, which was waiting to cross with Mutiara Selatan train at Langen Station, Banjar regency, West Java. However, Mutiara Selatan train broke the signal and went straight into track 3. The collision was inevitable, both locomotives, CC201 62 and CC203 11 were damaged on the front.
* 4 January 2011 - at around 1:15 pm, Gajayana train was running without locomotive from Malang Station. The train then broke the safety wall and crashed into three houses. This accident resulted in the death of one child and the injury of another.
* February 2012 - there was a collision between Babaranjang Train to Tanjung Enim and Kertapati Station coal train to Sukacinta Station, South Sumatra. 4 people died on the spot, 2 locomotives, namely CC202 16 and CC201 83R were wrecked and burned. As a result of this accident, four victims died instantly due to entrapment and this accident resulted in PT KAI losing both locomotives due to retirement.
* 22 March 2012 - A locomotive CC 201 98 (CC 201 92 08) which had been transferred to South Sumatra, had an accident while pulling Barapati train in Prabumulih, caught fire and could no longer be operated.
* 4 October 2012 - Commuter Line 435 to Jakarta Kota Station derailed at Cilebut Station, the station platform was damaged due to being hit by train 3. As a result of this incident, the Commuter Line travel schedule only reached Bojong Gede Station and Bogor Station was closed because the train could not pass.
* 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 11:01 am, 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.
* 3 January 2014 - At 2:05 p.m., train 7118 Pangrango with Bogor Paledang Station to Sukabumi Station connection crashed at Pamoyanan Bridge in Cicurug, Sukabumi, West Java due to a broken rail. There were no casualties in this incident. 1 dining car that was in the last train almost rolled over due to stepping on the broken rail. Finally, the dining car was released and left from the train and the train returned to running without electricity & restoration facilities. Rail repairs were completed at 21:25, by repairing the broken sleepers and the next day trains were able to return to normal traffic.
* 23 January 2014 - Senja Utama Solo train hit a student of SMA Negeri 1 Gamping at a level crossing in Gamping, Sleman, Yogyakarta precisely in Banyuraden village. It is said that when the crossing bar was closed, the Prambanan Ekspres train passed by. However, just after the crossbar opened, Senja Utama train suddenly came from the west. It is known that there was an error in the semi-automatic crossing. As a result, four people died, namely Gitri Yudha Widada (17), a resident of Balecatur Sleman, Latifah Sylfia Erpriliani (16), a resident of Godean, Sleman, both students of SMAN 1 Gamping, and Sumardi (57), a resident of Kanoman Gamping and Suparwanto (41).
* 10 February 2014 - Two Siliwangi trains traveling from Cianjur Station to Sukabumi Station crashed at around 1:30 pm near Lampegan tunnel, Cianjur, precisely at Lampegan Station - Cireungas Station. The body of one of the carriages hit the Lampegan tunnel when it derailed, but did not damage the tunnel construction.
* 8 March 2014 - A tour bus PO Haryanto with license plate number B 7036 PGA, which was carrying a group of children for a charity activity, was hit by a Menoreh train while passing through an illegal crossing between Cikarang and Tambun Stations. As a result, the locomotive was damaged and the lights were broken. However, the bus driver managed to escape and his kernet was secured.
* 4 April 2014 - A Malabar train rolled over around Tasikmalaya area, West Java between Ciawi-Cirahayu Station section at km 244. To date, four victims have been reported dead, two others are still pinned between the overturned train. The Malabar train rolled over due to a landslide. It is rumored that this train rolled into a ravine. The victims of the accident were taken to the Ciawi Health Center. This incident occurred at around 6:30 p.m.
* 4 May 2014 - Bogowonto train and its power train (P 0 08 01) pulled by CC206 rolled over after hitting a container truck in Cirebon, West Java. There were no fatalities, but the driver and several passengers were injured. This incident caused the train schedule to be delayed and evacuation was difficult due to the heavy weight of CC206.
* 23 May 2015 - At 6:50 pm, Bangunkarta train bound for Surabaya Gubeng Station nudged KA 2502 transporting large pipes at Waruduwur Station, Cirebon Operation Area III, causing one generator train, two executive passenger trains, and locomotive number CC206 13 23 belonging to Purwokerto Locomotive Depot to derail. The derailment occurred at the switch, then the locomotive blocked, hitting freight train KA 2502 Gas Pipe which was stopped on track 4 because the rearmost car had not passed the free section limit. At the same time, a cement train was stopping on track 1. One of the guards of freight train 2502 carrying the pipes suffered serious injuries to his broken leg and was hospitalized at Ciremai Hospital, Cirebon, West Java. Meanwhile, the other one was discharged.
* 15 June 2015 - A coal train (Babaranjang train) with train number 3029 crashed into the rearmost carriage of train 3027 which was being held by the Metur Station, South Sumatra entry signal. As a result of the collision, two cars of KA 3027 (serial numbers 46 and 47) that were hit by the locomotive of KA 3029 were destroyed and went up to the top of car number 45, as well as two locomotives of KA 3029 (CC 205 13 41 and EMD GT38ACeCC 205 13 10) which suffered minor physical damage, but suffered heavy damage in the computer system. The locomotives involved in the accident were sent to Balai Yasa Lahat for repairs and were back in service in 2019.
* 23 September 2015 - at 3:25 pm, there was an accident involving two KRL JR 205 SF 10 (series 205-54F and 205-123F) at Juanda Station. The condition of the two JR 205 KRL cabins (KuHa 204 / 205) was heavily damaged. The condition of train numbers 1-9 in both trains also suffered heavy damage, especially in the connection section, which was also heavily damaged and crushed. 42 people were injured as a result of the accident. This incident resulted in the driver of KRL 1156, Gustian, being seriously injured and had to be referred to Gatot Soebroto Army Central Hospital, Central Jakarta.
* 6 October 2015 - Babaranjang train with train number 3026 crashed into the rearmost carriage of train 3024 which was stopped at Negeri Agung Station, South Sumatra. There were no casualties, but due to the collision, the train 3024 which was hit by Locomotive KA 3026 was damaged and plummeted by 17 axles, as well as two Locomotives KA 3026 (CC 205 13 15 and CC 205 13 26) and 2 (two) cars behind it plummeted by 20 axles as well as damage to railroad components at this station. The evacuation process of the two train sets was completed at 19:22 WIB on 7 October 2015 and caused all train trips to be canceled. The locomotive involved in this accident was so heavily damaged that it had to be sent to Progress Rail in 2018, and has returned to Lampung in 2020. As of 4 May 2021, this locomotive has returned to regular operation.
* 6 December 2015 - There was an accident involving KRL 1528/JR 205 and MetroMini with police number B 7760 FD in Angke area, Tambora, West Jakarta, near Angke station, due to MetroMini crossing the level crossing. Thirteen MetroMini passengers were killed in the incident, but there were no casualties from KRL Commuter Line passengers, according to Eva Chairunnisa, corporate communications of PT KCJ. Traffic passing through the level crossing was then diverted through the flyover located above this level crossing. However, the death toll of this accident increased to 18 people.
* 15 December 2015 - Sri Lelawangsa train crashed into a sepur badug after a test run at Medan Station. There were no fatalities in this incident.
* 11 January 2016 - Pasundan train hit a truck loaded with sand at the level crossing km 369+7/8, Kubangkangkung, Kawunganten, Cilacap, Central Java. This accident did not cause any casualties but the Pasundan train was held at the scene for about 2.5 hours because it was waiting for the evacuation process of the truck that was stuck in the train door and the slipping process.
* 19 May 2016 - At 04.23 there was an accident where Senja Utama Solo train crashed into a Toyota Avanza car and Transjakarta bus at Gunung Sahari crossing line (JPL), North Jakarta. It is suspected that this accident occurred because the Gunung Sahari JPL officer was late in closing the railroad crossing doorstop.
* 23 April 2017 - at 05.00 am, there was an accident of KA 90 crashing into a car at Jemursari Crossing, 3 people died and were treated at Dr. Soetomo Hospital and Bhayangkara East Java Police Hospital, Surabaya. As a result, PJL 21 near Margorejo bus stop was closed.
* 20 May 2017 - at 10:30 a.m., Argo Bromo Anggrek train (KA 1) bound for Gambir Station crashed into a Toyota Avanza Minibus at an unbarred crossing, 500 meters from Sedadi Station, Grobogan, Central Java. The front outer part of the locomotive with number CC206 13 92 owned by Locomotive Depot caught fire due to the minibus fire, and the minibus was dragged to Sedadi Station. 4 people in the minibus were killed, while Argo Anggrek's journey was hampered as it waited for a relief locomotive (CC 206 13 66 SMC) to arrive from Semarang Poncol Locomotive Depot.
* 21 May 2017 - at 9:52 pm, KA 3 Argo Bromo Anggrek bound for Gambir Station hit a pickup truck with police number K 1804 MN at the crossing in Randublatung sub-district, Blora, Central Java. Locomotive CC 206 13 69 owned by Yogyakarta Locomotive Depot was damaged at the front, and the pickup truck was wrecked on the spot. There were no casualties, but the driver of the car ran away, and the train continued its journey 2 minutes later to Semarang Tawang Station for locomotive replacement by CC 201 83 24 (CC 201 62) owned by Purwokerto Main Depot.
* 31 August 2017 - A car crashed into Bogowonto train at Cakung Station, but there was no police number, most likely there were victims.
* 27 February 2018 - the stairs of a Minangkabau Ekspres train nudged the end of the platform at Air Tawar Station, West Sumatra. This incident caused the train's trial trip to be disrupted because it had to stop for a long time at this station.
* 6 April 2018 - Sancaka train with train number KA 86 crashed due to being hit by a trailer truck carrying concrete at km 215+8 crossing Sambirejo, Mantingan, Ngawi, East Java. As a result of this accident, the driver of KA 86 died and the assistant driver was in a coma. The damage in this accident made Locomotive CC201 with series CC201 83 49 belonging to Sidotopo Main Depot with conservation status, 3 Executive class trains and 1 Generator train plummeted and damaged.
* 20 August 2018 - Bangunkarta train from Surabaya hit a car in Bulak Kapal area, Bekasi, West Java. The incident began when a car was about to cross the unbarred level crossing, when it was about to cross the driver was stopped by a witness who was guarding the crossing, but the victim continued to pass through and the car experienced engine failure, shortly thereafter the Bangunkarta train traveling from Jakarta hit the car. The train stopped after hitting the car, then a Taksaka train traveling from the east also hit the car. In this incident, the driver of the car died.
* 10 March 2019 - Tokyu 8512F serving as KRL 1721/1722 on Jatinegara-Kampung Bandan-Bogor route crashed at Cilebut-Bogor section in Kebon Pedes area, Bogor, West Java. This accident caused the MC2 train (8612) to fall and hit the LAA pole until it was dented on the right front. Four train units involved in the accident were declared retired (afkir), while four other train units survived and were donated to KRL Tokyu 8510F. During the evacuation process, the overhead electricity on the railway line had to be turned off.
* 4 June 2019 - Serayu train with trip number 215 crashed at km. 193 Lebakjero-Nagreg section, Garut, West Java. There were no casualties in the incident, but a number of other train trips were delayed by several hours. Some trains even had to detour through Cirebon.
* 16 December 2019 - precisely at km 6, the Tebing Tinggi-Naga Kasiangan, North Sumatra plot was hit by floods and landslides, which caused Locomotive CC 201 89 14R to fall off the tracks. This incident caused train trips to and from Siantar to be canceled.

#### 2020s

* 21 January 2020 - The Tawang Jaya train with trip number KA 329 crashed at a level crossing in the Pondok Jati area, Matraman, East Jakarta. There were no casualties in the incident, but a number of KRL Commuter Line electric train trips were disrupted.
* 25 February 2020 - At 14:28 WIB, a commuter train with trip number KRL 1118 Jakarta Kota-Bogor crashed at Jayakarta Station. There were no casualties from the incident.
* 2 October 2020 - the locomotive of Serayu Pagi train with trip number KA322 Purwokerto-Pasar Senen route crashed in Ciamis, West Java. The derailment occurred at kilometer 285+01 between Manonjaya Station and Ciamis Station at 17:30 local time. This incident resulted in the train being unable to continue its journey. A relief train and Kirow crane from Bandung were dispatched to evacuate the derailed locomotive. Serayu Pagi train passengers were then escorted to Banjar Station by bus to continue their journey using a replacement train. As a result of this derailment, the Turangga train with trip number KA 78 to Surabaya Gubeng had to be diverted through Cirebon.
* 30 October 2020 - a commuter train with trip number KRL 1481 on the Bekasi-Jakarta Kota route via Senen crashed at Kampung Bandan Station. The incident resulted in train travel from Bogor to Jatinegara only until Angke Station. For Bekasi-Kota train travel via Pasar Senen only until Kemayoran Station. Meanwhile, train trips from Jatinegara to Bogor are diverted into Jatinegara-Manggarai-Bogor relations.
* 30 October 2020 - The JR East 205 KRL train that was being sent to Klaten, Central Java was damaged after its roof grazed the top of the Kalioso Bridge which is lower than the KRL roof. As a result, the train's pantograph was destroyed and the train's air conditioning was severely damaged. There were AC panels stuck on the Kalioso Bridge after the incident. Nonetheless, the train underwent repairs upon arrival in Klaten before serving as the Yogyakarta-Solo electric railroad.
* 18 November 2020 - At around 2:30 p.m., the Gajayana train along with seven spare train units ran without a locomotive from Malang Station to Malang Kotalama Station. The train derailed after hitting an excavator because Malang Kotalama Station was undergoing rail repairs. This incident resulted in four trains being damaged. There were no casualties in this incident.
* 13 December 2020 - At 22.45 WIB, the Brantas train crashed into a police patrol car belonging to Kalijambe Police Station containing 2 police officers and 1 TNI Koramil Kalijambe at the crossing without a doorstop Dukuh Siboto RT 11/02, Kalimacan Village, Kalijambe, Sragen, Central Java, ahead of Kalioso Station. This incident resulted in the death of 3 officers.
* 12 November 2021 - PT TEL's pulp-carrying freight train crashed while passing on line 2 of Peninjawan Station, South Sumatra. There were no casualties from this incident, but train travel on this line was disrupted for 14 hours and resulted in damage to the station's line 3 switch. The cars that fell were car 13 (GT501811), car 14 (GT500022), car 15 (GT500081), car 16 (GT500048), 1 rail maintenance machine (CSM 09-16-3528) and one caboose or rest area number (SN 001-01) that was parked on line 1.
* 4 December 2021 - the Sri Lelawangsa train crashed into an angkot at the Jalan Sekip crossing, Medan, North Sumatra. This incident resulted in 5 people dead and 4 people injured.
* 11 December 2021 -Two long coal trains, namely KA 3061 pulled by locomotives CC 205 14 04 and CC 205 21 04, crashed into the rearmost carriage of KA 3055 which was stopped at the emplacement of Penanggiran Station, South Sumatra. As a result, 8 open cars of KA 3055 as well as the locomotive and 2 open cars of KA 3061 plummeted 40 axles and rolled over. There were no casualties in this incident, but this accident made the trips of two passenger trains, namely Serelo and Sindang Marga trains, also canceled.
* 27 February 2022 - Dhoho train with Blitar-Kertosono relation crashed into Harapan Jaya bus at a crossing without a doorstop in the plot between Tulungagung-Ngujang, Kedungwaru, Tulungagung, East Java. In this incident, the driver and passengers became victims. 6 passengers were killed and 14 others were injured.
* 21 June 2022 - at 10:55 WIB, Argo Sindoro train (PLB KA 11) Semarang Tawang-Gambir relation crashed into a Toyota Avanza car at a level crossing between Tambun-Cibitung Station, South Tambun, Bekasi, West Java. Unfortunately, the car was dragged for about 1.2 km before entering Tambun Station, and the car driver died.
* 26 July 2022 - KA Lokal Merak to Rangkasbitung crashed into an the Odong-odong at a crossing without a crossbar near the former Silebu Bus Stop, Kragilan, Serang, Banten. The Odong-odong was carrying 34 passengers, 9 passengers were killed and 24 others and the driver were injured.
* 7 November 2022 - The two Babaranjang trains, namely KA 3056A pulled by locomotives CC 205 21 20 and EMD GT38ACeCC 205 13 16 collided with KA 3031A pulled by locomotives CC 205 13 37 and CC 205 13 33 which were stopped on track 1 of the Rengas Station emplacement, Lampung. As a result, the four colliding locomotives were severely damaged, 2 open cars of KA 3031A and 2 of KA 3056A plummeted and 8 open cars of KA 3056A rolled 32 axles. There were no casualties in this incident, but this accident made all train trips canceled.
* 30 March 2023 - Turangga train (KA 80) on the Bandung-Surabaya Gubeng route with locomotive CC 206 13 99 BD crashed into an animal feed truck at the crossing between Jombang Station and Sembung Station in Diwek, Jombang, East Java. The cause of the accident was caused by the truck breaking down at the crossing. As a result, locomotive CC 206 13 99 BD was wrecked, and there were no casualties. However, train traffic on the Madiun-Surabaya corridor from the southern and central lines of Java was disrupted as a result of the incident.
* 18 April 2023 - A Jayabaya train with Pasar Senen-Surabaya Pasarturi-Malang relation crashed into a sedan with police number S 1649 PK on the Surabayan-Lamongan section in Lamongan Kota, Lamongan, East Java. Public Relations Manager of Operation Region VIII Surabaya, Luqman Arif said that the car was crushed by Jayabaya train at KM 185+2⅔ and was badly damaged and almost out of shape, the incident killed 2 people. As a result of the incident, Locomotive CC206 series CC206 13 12 was damaged and replaced by Surabaya Pasarturi depot locomotive, causing a delay of more than 1 hour on the northern crossing of Java Island Semarang-Surabaya corridor.
* 19 April 2023 - A car with the police number B 1559 NCQ entered the rail line on the section between Sumpiuh-Tambak, Tambak, Banyumas, Central Java. The driver with the initials C who was driving from the direction of Purworejo, the cause was due to the driver's deliberate actions to enter the tracks from the direction of Tambak. After witnessing the incident, the Public Relations Manager of Purwokerto Operation Region V, Krisbiyantoro, said that the car was not hit by a train, nor was it stuck. The driver was about to crash into a passing bus. Until the driver did something dangerous, namely crossing the tracks. One of the passengers said the driver and passengers who wanted to die all together. The driver then swerved to the right and crossed, after that. The driver immediately ran away. Sumpiuh Police tested the urine of the driver with the initials C, after the urine test, C was positive for methamphetamine and amphetamine. The incident is likely to cause delays in train schedules, especially the southern and central lines of Java Island, Bandung-Kutoarjo and Purwokerto-Kutoarjo corridors.
* 29 April 2023 - The body of the Chief of Drugs of the Greater Jakarta Metropolitan Regional Police, Buddy Alfrits Towoliu, was found. It is likely that the body was found in the plot between Klender Baru-Cakung, Cakung, East Jakarta, before the incident. The victim left the Greater Jakarta Metropolitan Regional Police building and was recorded by CCTV leaving and changing clothes, then also recorded by CCTV at Jatinegara Station and several locations. Until he was hit by the Tegal Bahari train, Tegal-Pasar Senen. The victim was suspected of committing suicide and was brought back to his hometown in Kotamobagu, North Sulawesi.
* 28 June 2023 - Sri Tanjung train (KA 244/241) of Ketapang-Lempuyangan relation was crushed by a car at a level crossing in Kalipuro, Banyuwangi, East Java; on the rail line at Argopuro Station-Banyuwangi Kota plot. The accident began when a Honda Mobilio car with police number P 1448 WR, containing a couple, suddenly entered the railroad crossing without a crossbar and stopped. At that time the front end of the car was in the middle of the rail. The car, which could not avoid, was immediately hit. As a result of this incident, the locomotive CC 201 83 31 carrying Sri Tanjung train was damaged in several parts, including the ladder and stringing device.
* 18 July 2023 - Sribilah train with Rantau Prapat-Medan relation was crushed by a car on Marah Rusli road, Kisaran, Asahan, North Sumatra, between Hengelo-Kisaran. The accident began when a Nissan car with license plate BK 1747 RK containing 2 veterinarians was hesitating when it was about to cross the crossing without a doorstop, the distance was so close that the car could not avoid and was hit by Sribilah train. 1 person died in this incident and 1 other victim was critical and immediately rushed to the nearest health facility.
* 18 July 2023 - Kuala Stabas train KA S8 with Tanjung Karang - Baturaja relation was hit by a truck loaded with sugarcane in the patch between Blambangan Pagar-Kalibalangan station, Blambangan Pagar, North Lampung. The accident was caused by the sugarcane truck driver's lack of caution when crossing the tracks without a crossbar. The close proximity resulted in the truck being unable to avoid and was dragged for 100 meters. The official locomotive CC 201 83 42r or CC 201 120r suffered severe damage at the short end and all axles fell off and the locomotive tilted to the left of the direction of the train. There were no casualties in this incident.
* 18 July 2023 - Brantas train (KA 112) with Pasar Senen-Blitar relation was stuck by a low bed dolly truck at the Madukoro Road crossing located at the Jerakah-Semarang Poncol Station plot, West Semarang, Semarang City, Central Java. The accident was caused by the truck driver's lack of understanding of the terrain, which caused the trailer to get stuck on the tracks. The accident caused a large explosion due to the truck's spilled fuel tank. Traffic on the northern route of Java Island in the Cirebon-Semarang corridor was disrupted due to this incident. Locomotive CC 201 77 11 SDT or CC 201 15 suffered burn damage to the short end and K1 0 80 01 BL as executive 1 suffered minor damage to the bogies and was removed from the train. There were no casualties in this incident, only 1 passenger suffered a broken right leg due to panic when trying to save himself out of the train.
* 29 September 2023 - Jayakarta train (KA 218) of Pasar Senen-Surabaya Gubeng route hit a forklift on the section between Lemahabang and Kedunggedeh stations, East Cikarang, Bekasi, West Java; which resulted in locomotive CC 206 crashing. There were no casualties in this incident, but the Jayakarta train journey was delayed by 156 minutes and train traffic in the Jakarta-Cirebon/Bandung corridor was disrupted.
* 17 October 2023 - at 13:05 am local time, Argo Semeru train (KA 17) of Surabaya Gubeng-Gambir relation crashed at KM 520+4 between Wates-Sentolo at the bend of the former Kalimenur halte (train stop), Sentolo, Kulon Progo, Yogyakarta. A minute afterward, Argo Wilis train (KA 6) of Bandung-Surabaya Gubeng relation attacked the derailed train of Argo Semeru train (KA 17). This incident caused both trains to derail, causing delays and train traffic on the southern and central Java route of the Kutoarjo-Yogyakarta corridor was closed due to the incident.
* 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. Further information : 2024 Cicalengka railway collision
* 14 January 2024:
** At around 16:30 WIB - Gaya Baru Malam Selatan train (PLB 105A train) of Surabaya Gubeng-Pasar Senen route hit a car at the level crossing at km 150+3 between Srowot-Brambanan Station, Prambanan, Klaten, Central Java. As a result of the incident, train traffic on the southern and central lines of the Yogyakarta-Surakarta corridor was disrupted where the locomotive was damaged when the train stopped unusually at Brambanan Station.
** At 19:00 WIB - the Wijayakusuma train (KA PLB 120A-117A) of Ketapang-Surabaya Gubeng-Cilacap route hit a car suspected to be a member of the Banyuwangi Regency DPRD at a level crossing between Rogojampi-Temuguruh, Glenmore, Banyuwangi, East Java. So that the Wijayakusuma train had to make an extraordinary stop to check the condition of the locomotive due to the tempering of the car and the accident killed the Banyuwangi DPRD member from the National Awakening Party faction which resulted in damage to the rear of the car.
** At 7:57 a.m. - Pandalungan train (KA 78-75) of Gambir-Surabaya Pasarturi-Jember relation crashed right at the north side wesel of Tanggulangin Station, Sidoarjo, East Java. This incident caused congestion on Jalan Raya Kludan and Jalan Raya Perumtas, as the back of the train blocked the lane. PT KAI Daop VIII decided to immediately evacuate the locomotive and the plummeting front train which resulted in disrupted train traffic on the Wonokromo-Bangil railway line.
* 15 February 2024 - the locomotive on Manahan train number 79A, Solo Balapan-Jakarta Gambir relation, derailed after being bumped by a sand truck at a level crossing in Tanjung, Brebes, Central Java; precisely at km 261+2 between Ketanggungan and Ciledug stations, killing two people, a father and son. There were no casualties from the passengers of the Manahan train in the accident, but there was damage to the front of locomotive CC 203 due to the tempering of the truck and rail traffic on the central Java Island Cirebon-Purwokerto corridor was disrupted, especially on the downstream line.
* 19 March 2024 - Putri Deli train with number U76A hit a Fuso Super Great truck loaded with fertilizer at Pasar Bengkel, Perbaungan close to Lidah Tanah station. The truck broke through the crossing barrier and broke down in the middle of the tracks. As a result of the collision, Locomotive BB203 78 03 MDN suffered serious damage to its cabin. There were no fatalities in this accident, but the driver and assistant driver suffered minor injuries due to being trapped in the cabin.
* 25 September 2024 - early in the morning, Taksaka train (KA 70) relations Gambir–Yogyakarta crashed into a truck concrete mixer at level crossing between Sentolo station and Rewulu station, Bantul Regency, Yogyakarta. This incident caused damage to the front of the locomotive CC206 and 1 executive class passenger train. There were no fatalities due to the incident, but the engineer and assistant driver of the Taksaka train were injured.
* 1 October 2024 - at 08.50 Local time, the Pandalungan train connecting Gambir–Jember crashed into a truck loaded with animal feed at between Grati Station–Bayeman, Probolinggo Regency, East Java. This incident caused damage to the front of the locomotive CC203 95 08. There were no fatalities due to this incident, but engineer, assistant engineer, and one officer who was traveling on the train locomotive Pandalungan fire suffered injuries.