Sector

Transportation

With a population exceeding 280 million people, Indonesia relies heavily on a robust transportation network encompassing sea, air, and land routes to connect its vast island chain and facilitate economic activity effectively. This reliance has made the transportation sector a leading sector in the country.

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Transportation

With a population exceeding 280 million people, Indonesia relies heavily on a robust transportation network encompassing sea, air, and land routes to connect its vast island chain and facilitate economic activity effectively. This reliance has made the transportation sector a leading sector in the country.

In 2022, the sector contributed Rp 983 trillion to the national gross domestic product (GDP) at current prices. Notably, regions where transportation is a leading sector include Aceh, West Sumatra, Bengkulu, Lampung, West Java, the Special Region of Yogyakarta, and Central Kalimantan. Additionally, North Kalimantan, Gorontalo, North Sulawesi, Maluku, East Nusa Tenggara, and Bangka-Belitung consider the transportation sector as a leading sector.

The sector has also experienced a significant boost in recent years, with the transportation and warehousing subsector achieving a staggering GDP growth of 15.93 percent year-on-year (YoY) in the first quarter of 2023.

During the COVID-19 pandemic, Indonesia’s auto industry was severely affected, leading to a decline in both vehicle sales and production. Despite this decline, the transportation sector as a whole continued to attract foreign direct investments (FDI). In 2023, foreign companies poured roughly US$2 billion into the country’s vehicle and other transportation subsectors, highlighting the continued potential that investors see in this sector.

In terms of land transportation, infrastructure projects supporting rail transport such as the Light Rail Transit (LRT), started operations in mid-August 2023. Additionally, the development of Phase 2 of the Mass Rapid Transit (MRT) Jakarta, which includes new routes, is currently underway, with 6 kilometers already completed out of a total of 13.3 kilometers. Moreover, railway transportation saw a year-on-year increase of 69.37 percent in the number of passengers nationwide.

Sea transportation is also an important subsector of the transportation industry, primarily due to the trade sector’s heavy dependence on this mode of transportation. It is highly favored for its perceived economic efficiency in transporting goods. Although sea transport may not be the main method of transportation for many individuals, the number of passengers using sea transport in 2023 increased by 13.30 percent compared to the previous year.

Furthermore, air travel in Indonesia continues to rise with the increase in economic activity. The number of passengers using domestic air transportation increased by 32.69 percent year-on-year. Additionally, Soekarno Hatta International Airport has surpassed Singapore’s Changi Airport to become Southeast Asia's busiest airport in April 2024. According to reports, the airport's flight seat capacity has also reached 3.34 million, the highest among airports in the Southeast Asia region.

Latest News

November 11, 2026

The government plans to shift energy import procurement from Pertamina to the Oil and Gas Testing Center, or Lemigas, a public service agency (BLU) under the Energy and Mineral Resources Ministry. The move could reshape control over the country's lucrative energy trade. The government argues that direct negotiations with supplier countries will speed up procurement, eliminate intermediaries and secure supplies, but will the new arrangement bring greater transparency and a shorter supply chain or merely add another industry player?

Coordinating Downstream and Energy Transition Minister Bahlil Lahadalia, who is concurrently the energy minister, has cited Presidential Regulation (Perpres) No. 107/2026 as the basis for the change. Lemigas is to procure crude oil, fuel and liquefied petroleum gas through government-to-government (G2G) or government-to-business (G2B) agreements, then sell the supplies to Pertamina.

Pertamina president director Simon Aloysius Mantiri backs the policy. Bahlil has clarified that private importers will not be required to use Lemigas. Pertamina's infrastructure remains essential for receiving, processing and distributing the imports. Purchasing decisions must therefore match refinery requirements, storage capacity and delivery schedules. Separating authority over contracts from responsibility for delivery makes coordination more important as negotiations become faster.

The same distinction between contractual changes and practical benefits applies to Bahlil's promise to eliminate "shell companies”. Intermediaries that provide financing, logistics or access to suppliers perform a different role from entities that merely add fees or conceal who benefits.

Removing a company from a contract does not eliminate its functions or the costs of replacing them. The real test is whether Lemigas can secure those services on better terms. Disclosing supplier identities, beneficial owners, selection criteria and third-party fees would make that assessment possible.

Financing illustrates why these underlying arrangements matter. Bahlil has said procurement will not draw on the state budget, without identifying an alternative source of funds. Yet these commitments leave payment obligations unexplained.

If Pertamina finances the purchases, it could bear risks from contracts negotiated elsewhere. If commercial partners provide financing, their charges and conditions must be included in procurement costs. Who pays suppliers, approves financing terms and absorbs losses will determine whether cheaper cargoes actually translate into cheaper deliveries.

The timing also deserves scrutiny.

Signed on April 30, Perpres No. 26/2026 enabled Lemigas to undertake imports. Officials initially justified the arrangement as a workaround for Pertamina's bond covenants, which complicated purchases of sanctioned Russian crude.

Its first cargo, around 770,000 barrels, arrived in late June at Lawe-Lawe, East Kalimantan, aboard a sanctioned tanker. Less than six months later, the government introduced Perpres No. 107/2026 making Lemigas the default channel for Pertamina's imports, a trade worth US$32.8 billion last year.

Yet the government has not explained whether the initial purchase delivered savings or reduced sanctions exposure, and the regulation's text was publicly unavailable when the change was announced. An exception is being expanded without a public account of whether it worked.

Will Lemigas remove a layer from the supply chain or become a new one? The center has a background in research and testing, and industry practitioner Hadi Ismoyo has questioned its trading experience.

It will need commercial partners, yet Bahlil has neither identified the companies selected to develop storage facilities nor explained how they were chosen. Perpres No. 26/2026's provision on pricing flexibility during urgent procurement makes contract scrutiny particularly important.

Removing existing traders offers little assurance of savings if replacements enter through equally opaque arrangements. The core problems remain transparency and accountability.

The government should publish the Perpres, identify partners and selection criteria, benchmark landed costs and open transactions to audit. Otherwise, the reform risks changing intermediaries while adding another contractual layer.

The government has made a case for stronger bargaining power but has yet to establish why centralizing procurement in Lemigas is the best way to exercise this.

The ministerial agency’s expanded role must justify itself through lower total costs, reliable deliveries and decisions that withstand public scrutiny. Until those benefits are demonstrated, the clearest change is who controls the contracts.

Greater state control can strengthen energy security, but only if the power to choose suppliers comes with a clear obligation to account for the results.

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