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

October 21, 2026

State-owned lender Bank Mandiri (BMRI) recently issued US$750 million in perpetual bonds, an uncommon instrument among Indonesian corporates, with an initial annual distribution rate of 7.35 percent. The issuance is intended to strengthen the bank’s capital base by bolstering its Additional Tier 1 (AT1) capital and supporting business expansion. However, it has also fuelled speculation that BMRI, along with other Himbara banks, may be facing mounting financial demands from their involvement in financing government programmes.

The initial distribution rate is notably higher than yields on conventional US-dollar corporate bonds with comparable credit ratings, which have generally ranged between 5 and 5.5 percent, according to fixed-income analysts. For comparison, Danantara’s five-year United States dollar bonds issued last year carried a distribution rate of 5.35 percent. The higher rate may reflect the additional risks associated with perpetual bonds, particularly the absence of a fixed maturity date, which leaves investors without a predetermined date for recovering their principal.

Concerns over BMRI’s capital position add to questions about the financial demands facing the bank. In June 2026, its capital adequacy ratio (CAR) stood at 17.52 percent, among the lowest of Indonesia’s Category IV Commercial Banks by Core Capital (KBMI IV). By comparison, BNI’s CAR was 18.1 percent, while BRI and BCA reported ratios of 21.5 percent and 26.79 percent, respectively.

The government’s growing reliance on Himbara banks to finance its flagship programmes provides important context for these concerns. One of the largest commitments involves the Red and White Cooperatives initiative, under which state-owned Agrinas Pangan Nusantara borrowed Rp 240 trillion (US$13.4 billion) from Himbara banks to finance the construction of village cooperatives. The loans are scheduled to be repaid over six years, requiring annual installments of Rp40 trillion.

The first instalment, due on Sept. 25, 2026, has faced delays despite the government having set aside the necessary funds. By Oct. 7, the Finance Ministry had deposited approximately Rp 37 trillion into escrow accounts at Himbara banks, but the funds could not yet be released as loan repayments pending the verification and validation of the cooperatives and the completion of the required administrative procedures. The delay highlights how procedural bottlenecks in a government-backed financing scheme can affect repayment timelines and potentially expose participating banks to additional credit risk.

Himbara banks have also been involved in the government’s free nutritious meal program, including by financing the construction of kitchens operated by programme service providers. In November 2025, the National Nutrition Agency, Danantara and Himbara banks signed an agreement to facilitate such financing.

BMRI’s own capital and risk exposure reports show that its risk-weighted assets (RWA) have been growing rapidly. In June 2026, RWA reached Rp 1,399.4 trillion, up 13.1 percent year-on-year from Rp 1,237.7 trillion. Over the same period, the bank’s CAR declined from 18.35 percent to 17.52 percent, a drop of 0.83 percentage points. The divergence suggests that regulatory capital has not kept pace with the growth in risk-weighted assets, narrowing the bank’s capital buffer relative to its risk exposure. While this trend does not, by itself, establish that government-directed lending is responsible for the deterioration, it underscores the importance of assessing how the bank’s expanding financing commitments affect its capital position.

Nevertheless, BMRI’s decision to issue perpetual bonds does not necessarily indicate that the bank is experiencing serious financial distress. The 7.35 percent distribution rate must be considered in light of the instrument’s structure and risk profile. BMRI’s perpetual bonds are subordinated and non-cumulative: they rank below senior debt in the event of insolvency, while cancelled distributions do not accumulate for future payment. They also have no fixed maturity date, meaning investors have no predetermined date on which they can expect their principal to be repaid. These features expose investors to greater risks than conventional corporate bonds and help explain the higher return required to attract buyers. Although perpetual bonds remain relatively uncommon in Indonesia’s banking sector, BMRI is not the first domestic bank to issue AT1 capital securities.

Even if BMRI is not facing immediate financial distress, the issuance raises broader questions about the government’s reliance on large state-owned banks to finance its programmes. Concerns about placing too much of this burden on Himbara banks have been raised repeatedly, yet the practice continues. The government could reduce the concentration of financing demands by diversifying its funding sources while ensuring that state-owned banks retain sufficient capital to support their commercial operations and withstand potential losses. The warning signs may not point to an immediate crisis, but waiting until capital buffers come under severe pressure would leave policymakers with far less room to manoeuvre.

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