[1] From 1884, while the Dutch were establishing direct control over Madura (Madoera Residency), serious plans were made for the construction of trams.

On 26 September 1896, the former administrator of the Netherlands-Indian Spoorweg Maatschappij, EM Collard, published a petition in which he requested a concession for the construction and operation of a steam tram on Madura, from Kamal via Bangkalan, Sampang, Pamekasan and Soemenep to the port of Kalianget.

"[2] The line was built and put into operation from 1898 to 1901 as follows: Kamal-Bangkalan (1898), Bangkalan-Tunjung (1899), Tunjung-Kwanyar (1900), Tanjung-Kapedi (1900), Kapedi-Tambangan (1900), Tambangan-Kalianget (1899), Kwanyar-Blega (1901), Tanjung-Sampang (1901) and Sampang-Blega (1901).

He officially had the title of Main Representative (Dutch: Hoofdvertegenwoordiger) but was called in practice for a long time Administrator.

[2] The efficiency of the trams, which were relatively expensive in construction, fell short of expectations, which led to various financial restructuring.

[2] In 1911, the support fund for the employees of the NV Madoero Stoomtram Maatschappij was set up to regulate the social provisions for European and Indian personnel in the Dutch East Indies.

In 1914, as part of a foundation, a savings and insurance fund for European and equivalent employees of NV Madoera Stoomtram Maatschappij was set up.

[2] As of 10 May 1940, the management and supervisory board of Madoera Stoomtram Maatschappij, based in the Netherlands, was no longer entitled to function outside the jurisdiction of occupied territory according to the London-based Law Enforcement Committee in Wartime (Commissie voor Rechtsverkeer in Oorlogstijd, CORVO).

[5] In August 1942, a reported as "lost" freight car Madoera Stoomtram Maatschappij, which was loaded with ammunition intended for the Royal Dutch Indian Army, was found by a Japanese patrol.

[2] Following the return of the Dutch-Indonesian Government under Lieutenant-General Van Mook, the then Director of Transport, Public Works and Water Management informed the company representatives that the repair and reuse of the railway system should be centrally located and regulated.

After lengthy negotiations with the government, the relationship between the state and the societies was provisionally regulated by the decree of the Governor-General of 14 February 1948, No.

The annual charges to private rail and tram companies were continued by Djawatan Kereta Api, the Indonesian State Railways.

As a result, the joint departments in February 1950 informed the Minister that they were ready to cooperate in a takeover by accepting a payment agreement.

[2] On 23 June 1950, the VNISTM appointed a committee to report to the Minister, in close cooperation with the companies, on the costs of repurchase and payment.

After the Directors had agreed to cooperate, this committee was established under the chairmanship of the Railway Service with Ministerial Decree of 19 August 1950.

However, attempts to reach a fruitful consultation failed, largely due to the many Indonesian changes of cabinet that led to them having to deal with a new Secretary of Communications on a regular basis.

[2] The New Guinea issue and the anti-Dutch measures taken by Sukarno, including the nationalization of Dutch companies, have finally put an end to the negotiations.