The idea was that when the expensive transloading was no longer needed, the competitive position of Batavia would be strengthened.

Tanjung Priok at first lacked a good repair facility, especially a dry dock.

The repair shipyard of the Nederlandsch Indische Droogdok Maatschappij (NIDM) at nearby Amsterdam Island had Volharding Dock, but this was too small for most modern ships.

The Maatschappij tot Exploitatie van Droogdokken en Scheepstimmerwerven in Nederlands-Indië then continued the business at Amsterdam Island into 1891.

Just like her predecessor it failed to get the concession for exploiting drydocks in Tanjung Priok, and left Amsterdam Island in 1893.

What the Dutch government wanted, was to have a modern dry dock at Tanjung Priok.

World War I was a happy period for Tanjung Priok dry dock company.

On 3 December 1921 the order for Tanjung Priok Dock of 8,000 tons was placed at Burgerhout shipyard in Rotterdam.

In relation to this order Droogdok Maatschappij Tandjong Priok emitted a loan of 1,000,000 guilders in bonds at 7%.

[11] For construction of the drydock Burgerhout shipyard cooperated with Hamburger Dockbaubüro of Paul Matthiessen and Max Müller, who also designed the dock.

The amount of water in the side chambers could be regulated to make an exact fit during replacement of pontoons.

The reserve pontoon made it possible to delay actual maintenance till it could be lifted together with a ship which did not require the whole length of the dock.

Each had a capacity to pump 40,000 liter of water a minute[14] The power would be enough to raise a ship of 8,000 ton weight in two hours.

Anyway the power station consisted of three big Diesel generators supplied by Mirrlees, Bickerton & Day.

Each had 250 hp and they drove three 250 kVA generators supplied by Electrotechnische Industrie v/h Willem Smit & Co.

[14] On 17 June 1923 Tanjung Priok Dock of 8,000 tons was planned to pass the Meuse bridges in Rotterdam.

The dock would then be lowered till a draught of 6–8 m in order to pass under the railway bridge.

After that, the reserve pontoon would be pushed into the dock, and it would be pumped back up to its normal height.

The front of the dock is then a bit under the railway bridge while the rear is almost against the north shore of the Meuse.

Near three o'clock the tugs lost control for a moment and had to start all over again in their attempt to straighten the dock.

The sea tug Achilles was then able to help, and at 4:15 PM, the front of the dock was below the Willemsbrug.

Finally, somewhat past 8 o'clock in the morning of the 18th, the dry dock came free of the bridges.

Later an unexpectedly strong current from the old harbor was blamed for the mishap before the railway bridge, which made the whole plan go awry.

[19] Tanjung Priok Dock of 8,000 tons now had access to open sea, but still had to be brought to Batavia.

Humber (ex Atlas) of 520 ton and 1,500 hp had captain Willem Verschoor, overall commander of the expedition, and navigator T. Vet.

She had Mr. D. Croll CEO of the Droogdok Maatschappij on board, and Rindjani thus searched for and found the dry dock.

[46] In May 1940 the Rotterdam headquarters of Droogdok Maatschappij Tandjon Priok came to lie in enemy territory.

[48] In July 1941 the company decided to build a new shipyard in Semarang together with the Droogdok Maatschappij Surabaya.

After the end of the Japanese occupation, one of the two dry docks (that of 4,000 tons) in Tanjung Priok was observed in a sunken condition.

[51] This was Tanjung Priok Dock of 8,000 tons, Japanese bombs had significantly damaged it.