OpenRailwayMap/Tagging in Indonesia

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OpenRailwayMap/Tagging in Indonesia - Other languages

This page details how to tag Indonesian railway infrastructure such as tracks, signals or signage for OpenRailwayMap. Many aspects of Indonesian rail transportation such as signaling are based on Dutch rules, due to the country being a colony of the Netherlands from the 19th century until independence.

Tracks

Gauge

Most mainline trackage in Indonesia use the 1067 mm gauge (gauge=1067). Some newer mainline construction outside Java use standard gauge (gauge=1435) instead. High-speed rail (e.g. Jakarta-Bandung) use standard gauge as well.

Rapid transit systems primarily use standard gauge, with exceptions such as for the Jakarta MRT and Palembang LRT which use 1067 mm.

Operator

Most mainline trackage irrespective of gauge are operated by the Directorate General for Railways of the Indonesian Ministry of Transportation. Exceptions are the Jakarta-Bandung high-speed railway, which is under Kereta Cepat Indonesia-China (KCIC). Urban railways have different operators as well.

Electrification

Three different voltages are used for railway electrification in Indonesia.

  • 1,500 V DC: Mainline (1067 mm gauge) electrification, currently used on all KRL Commuter Line routes around Jakarta, and on the Solo-Yogyakarta railway. Also used on Jakarta MRT.
  • 750 V DC: mostly on urban rail systems, and with third-rail. Used on Jakarta LRT, Jabodebek LRT and Palembang LRT.
  • 25 kV 50 Hz AC: used on high-speed rail

Non-electrified lines get electrified=no. Most stretches of mainline in Indonesia are not electrified.

Signs and signals

Traffic direction

While road traffic is left-hand traffic, Indonesian railways are right-hand traffic, as like in the Netherlands.

Signals

Standard railway signals in Indonesia follow Service Regulations 3 of Kereta Api Indonesia (KAI), which were adopted into a national standard under Minister of Transportation Regulation No. PM 10 of 2011 ("Technical Requirements for Railway Signaling Equipment").

Much of Indonesian railway signaling were borrowed from Dutch rules (see OpenRailwayMap/Tagging in Netherlands). Semaphore signals were the most common form of signal until the 1970s when light signals became widespread.

Main signals (signals 5, 6 and 7)

A main signal showing stop aspect

The main signal has three aspects: proceed (green), caution (yellow) and stop (red). These can either be a semaphore signal (one or two arms) or a light signal. A main signal can either be a block signal, intermediate signal, home signal or departure signal if accompanied with placards (see #Markers) and speed limit indicators (see below).

Warning signal (signal 6A)

The warning signal can be a main signal or a single-aspect red signal but with an additional white auxiliary light showing an upward-pointing triangle or the letter M, when lit alongside a signal showing a stop aspect, allows a train to proceed at line of sight at a maximum speed of 30 km/h. This is only used with light signals.

Shunting signal (signals 6B and 7B)

Shunting signals at Kertapati railway station in Palembang. Signal shows aspect shunting permitted.

There are three types of shunting signal

  • mechanical signal: forming an X when shunting is permitted or a I with red lights when shunting is not permitted
  • electric main signal combined with a dwarf signal containing two white lights on the lower left and upper right, and a red light on the lower right corner. When shunting is permitted, the two white lights are lit and the main signals off, and when shunting is not permitted, the main lights show any aspect and the red light is on.
  • dwarf signal containing two white lights on the lower left and upper right, and a red light on the lower right corner. When shunting is permitted, the two white lights are lit and when shunting is not permitted, the red light is shown.

Distant signals (signals 9A1 and 9A2)

The distant signal contains two lights, green and yellow and warns the following block signal could be a stop signal.

Exit advance signals (signals 9B1, 9B2 and 9B3)

The exit approach signal contains three lights, green, yellow and white. The white light is shown when no route for the oncoming train is set. The green light allows a train to proceed as the exit signal shows a safe aspect. The yellow light indicates the exit signal shows a danger aspect and the train must prepare to stop.

Three-aspect repeater signals (signal 9C1, 9C2 and 9C3)

Repeating signal showing proceed aspect at Cawang railway station, Jakarta

The three-aspect repeater signal contains white LED lights, and contains three aspects, horizontal (stop), right diagonal (caution) and vertical (proceed). The aspects indicate the state of the following signal where the repeating signal is connected to.

railway:signal:main_repeated=ID railway:signal:main_repeated:form=light railway:signal:main_repeated:states=ID:9C1;ID:9C2;ID:9C3

Mechanical exit approach signal (signal 9D)

The mechanical exit approach signal contains a white board with a black circle, which turns 90 degrees and indicates the state of the exit signal ahead. If the board is perpendicular to the track, the oncoming signal shows a danger aspect and if the signal is parallel to the track, the oncoming signal indicates a safe or caution aspect.

Temporary speed limiting signal (signal 9E1 and 9E2)

Entry signal at Matraman railway station, Jakarta with speed indication not lit

The temporary speed limiting signal is a black diamond board with white lights forming a number which indicates the maximum speed a train is allowed to proceed through a diverging track on a switch. This signal is used together with a main signal to form an entry signal for a nearby switch. The maximum speed is the number on the board times ten, so a board saying 3 means the maximum speed through the diverging switch is 30 km/h. When the number board is lit, a train can enter the diverging track not exceeding the speed indicated in the sign, and when the board is not lit, the train will proceed to the through track the switch at track speed and following the main signal aspects.

Permanent speed limiting signal (signal 9F)

Exit signals at Walantaka railway station, Banten. The right signal is a exit signal, with the speed signal on top indicating 30 km/h

The permanent speed limiting signal is a lit diamond board on the top with white lights forming a number which indicates the maximum speed a train is allowed to depart and merge to the main track at the switch. This signal is combined with a main signal functioning as an exit signal. The maximum speed is the number on the board times ten, so a board saying 3 means the maximum speed through the switch is 30 km/h.

Direction indicator (signal 9G)

The direction indicator is composed of white LED lights on a diamond board, or a white lit arrow on a black rectangular board. It accompanies a main signal signal.

Left crossover indicator (signal 9H)

The left crossover indicator is composed of white LED lights line marking straight, then slanting to the left, then straight. It accompanies an entry signal, and indicates a train is directed to the left opposing track at the following switch.


Track number signal (signal 9J)

The track number signal is composed of white LED lights that would form a number indicating the number of a track a train must head to. It accompanies a main signal, and indicates the track number a train will head to.

Signs

Caution, left track entry signal/block signal (signal 8C)

Left track entry signal/block signal caution sign

This is a round yellow sign placed on the back of an entry signal with a reference code containing the prefix MJ on the left (opposing) track of on a double-track railway. It indicates that trains using the left track may enter the opposing track at a limited speed.

Stop, left opposing track block signal (signal 8D)

This is a round red sign placed on the back of an signal with a reference code containing the prefix J on the left (opposing) track of on a double-track railway. It indicates that trains using the left track must stop at the location of the sign.

Shunting limits (signal 8E)

This sign, a black board with a red X, indicates the limit where shunting operations are allowed

Electric trains must turn off power (signal 8H1)

This sign is placed on the right side of the tracks or on a overhead line gantry on railways with overhead electrification to warn drivers to turn off their power as they coast through a segment of overhead line which is not energized. This is similar to Dutch ATB power off sign (uitschakelbord, sign 306)


Electric trains must turn on power (signal 8H2)

This sign is placed on the right side of the tracks or on a overhead line gantry on railways with overhead electrification to tell drivers to turn on their power after coasting through a segment of overhead line which is not energized. This is analogous to Dutch ATB power on sign (inschakelbord, sign 307).

Overhead line power supply change point (section break) advance sign (signal 8J1)

Overhead line power supply change point advance sign near Ancol station, Jakarta

This sign is placed on the right side of the tracks or on a overhead line gantry on railways with overhead electrification to indicate a section break, which separates segments of overhead line supplied from different parts of the grid. Electric trains must turn off their main switch and coast through the section break.

Overhead line power supply change point (section break) end sign (sign 8J1)

Section break end sign

This sign is placed on the right side of the tracks or on a overhead line gantry on railways with overhead electrification to indicate the end of a section break. Electric trains can turn on their main switch at this sign.

Sound horn or whistle (8K)

Sound horn or whistle sign

This is a black board with the text "S.35" in white written on it, which means that the train driver must sound their horn or whistle (signal 35).

Change radio channel (signal 8L)

This is a black board with an image of an antenna with an accompanying placard showing the radio channel train operators must tune into when passing the sign.

Beginning of overhead line (signal 8M)

This sign is placed on the right side of the tracks or on a overhead line gantry on railways with overhead electrification to indicate the start of overhead line electrification.

End of overhead line (signal 8N)

End of overhead line sign at Tanah Abang station, Jakarta

This sign is placed on the right side of the tracks or on a overhead line gantry on railways with overhead electrification to indicate the end of overhead line electrification. This is similar to Dutch ATB end of overhead line sign (einde bovenleiding, sign 311).

Circuit breaker (signal 8P)

Circuit breaker sign at Jakarta MRT Lebak Bulus depot

This sign is placed on the right side of the tracks or on a overhead line gantry on railways with overhead electrification to warn drivers of a circuit breaker. If the breaker is on, electric train can pass through.

Markers

Approach signal indicator (signals 10A)

This sign is used together with a main signal to turn it to an entry signal. Exit approach signals (signals 9B1, 9B2 and 9B3, see above) will carry this marker signs.

For an entry signal with this marker:

Block signal sign (10B)

Block signal at Cikini railway station, Jakarta

This sign is used together with a main signal to turn it to an block signal or an exit signal at the end of an interlocking segment.

railway:signal:main:function=block railway:signal:main:function=exit

Intermediate block signal sign (10C)

This sign is used together with a main signal to turn it to an intermediate block signal.

railway:signal:main:function=intermediate

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