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.
View moreTransportation
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.
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As the country’s investment climate deteriorates, the China Chamber of Commerce in Indonesia (CCCI) took the unusual step of writing directly to President Prabowo Subianto to complain about shifting regulations, nickel quota cuts, royalty hikes and alleged extortion. This raises troubling questions: Is the government losing control of policy consistency or quietly yielding regulatory authority to its largest investor?
In the letter, Chinese investors laid out a familiar catalog of concerns, arguing that the investment environment in Indonesia had become increasingly difficult to navigate due to inconsistent regulations and heavy-handed enforcement. The investors criticized what they described as excessive and non-transparent law enforcement, where authorities possessed overly broad discretionary powers that created uncertainty for businesses.
They also raised allegations of corruption, extortion and a growing reliance on expensive “third-party intermediaries” to resolve licensing and operational disputes. At the same time, they alleged that successive hikes in royalties, taxes, tax inspections and multimillion-dollar fines had created panic among mining and downstream processing companies. These concerns were further amplified by the government’s mandatory foreign exchange retention policy, requiring exporters to keep 50 percent of their export proceeds in domestic banks for one year, which investors said disrupted liquidity and long-term operational flexibility.
Much of their frustration centered on Indonesia’s nickel sector, where Chinese firms dominate much of the downstream smelter and battery supply chain. For example, investors protested the government’s decision to slash nickel ore quotas more than 70 percent, arguing that it could reduce production by roughly 30 million tonnes a year and severely disrupt the downstream industrial ecosystem.
They also criticized the new formula for calculating the mineral benchmark price (HPM), which they claimed caused nickel ore prices to surge as much as 200 percent, thereby worsening operational losses across the supply chain. The investors noted that these policies threatened existing projects, would discourage future investment and put more than 400,000 jobs linked to the sector at risk.
Aside from mining, investors also complained about tighter visa rules for foreign workers, which they described as increasingly costly and restrictive for technical and managerial personnel. Other issues related to proposed export levies, reduced electric vehicle incentives and curbs to tax relief in special economic zones, all of which contributed to a growing sense of regulatory unpredictability, they said.
At its core, the CCCI’s concerns reflect a deeper shift in Indonesia’s economic direction under the current administration. Policies such as mandatory retention of foreign exchange earnings in state-owned banks, tighter control over mineral exports, mandates for downstream industries and rising state intervention suggest that Indonesia is moving away from its traditionally liberal foreign exchange regime toward a model based more on state capitalism.
Ultimately, the controversy surrounding the CCCI’s letter is not merely about nickel quotas or royalty hikes. It reflects a broader tension between the government’s ambition to assert greater control over Indonesia’s natural resources and its continued dependence on foreign capital to sustain industrialization. The government wants to move the country up the value chain, strengthen domestic financial liquidity and reduce reliance on external forces, but these goals require long-term investor confidence: something that cannot exist without regulatory consistency and credible governance.
