On February 21, 2009, a group of 30 people gathered at Jakarta Kota Station. They were two reporters of Merdeka daily, two members of Sahabat Museum community and IRPS members. They were about to retrace the Jakarta Kota-Tanjung Priuk line. According to Riawan Widarsono, coordinator representative of Jakarta branch of IRPS, the purpose of the event was to recollect data about historical assets along the line. All data and documents gathered should be submitted to PT Kereta Api Daerah Operasi (Operation Region) I and Director General of Indonesian Railway.

The event started at 9 AM, led by Hanafi. Head of Public Relations of Operation Region I Akhmad Sujadi also accompanied the group. Along the Jakarta Kota-Kampung Bandan Atas line was an unpleasant sight: many people illegally built semipermanent building on the tracks. The group collected data about the condition of remaining catenary poles on the line. Many catenary poles on Kampung Bandan Atas-Jakarta Kota line had been missing, whereas only few had been missing on Jakarta Kota-Kampung Bandan Atas line. However, the remaining catenary poles were in quite good condition although corrosion on them should be checked. The catenary poles had been there since the Dutch administration era. The overhead wires were not in good condition to be used, even much overhead wires on the Kampung Bandan Atas-Jakarta Kota line had also been missing. The tracks, of R42 type, were also in bad condition. There was a bending segment of the tracks due to fire. The remaining rail ties were in good condition. A heavy rain the night before caused the tracks on Jakarta Kota-Kampung Bandan Atas near Jakarta Kota coach depot to be flooded. Even the tracks in the depot were also flooded. Some members of the group continued the journey by renting two speeders, whereas the others continued walking.At 10 AM, the group arrived at Kampung Bandan Atas Station. The trackbed on the Jakarta Kota-Kampung Bandan Atas line had been heightened for about 1 meter, whereas the trackbed on the kampung Bandan Atas-Jakarta Kota line had not been heightened. Two bridges over Kampung Bandan Bawah Station had also been heightened. The Kampung Bandan Atas Station was in poor condition. It was dirty and many people illegaly live in it. On the corroded bridge near the station, rail ties left by the Dutch administration still could be seen. The rail ties needed to be replaced by new ones.

The trackbed near WTC Mangga Dua, on which the tracks were previously cut, had also been heightened though still unfinished. The tracks between the bridge near Kampung Bandan Atas Station and the bridge over Gunung Sahari Street had not been connected. The two bridges over the street were in good condition and were being repainted. Several catenary poles had been replaced by concrete ones. No overhead wires had been installed around Kampung Bandan Atas Station.

Between the bridges an Ancol Station, on both sides of the tracks, were illegal semipermanent building. There were also food kiosks and motorcycle and car parking areas on the tracks. Most overhead wires and metal catenary poles—left by the Dutch administration—were in good condition therefore they needed not be replaced by new ones. The tracks reconstruction on Jakarta Kota-Ancol line had been finished, whereas the tracks of the opposite direction had not been reconstructed.The Ancol Station was physically in good condition, but it needed to be repainted. There was an empty disused Dutch-style overhead wires box. There were also ilegal semipermanent buildings under a toll flyover over the tracks near the station. The group found out that plants were grown on both sides of trackbeds around BMW park. The purpose was people would not build illegal semipermanent building on them.

When entering Tanjung Priuk Station, the team was greeted by another group of illegal semipermanent buildings. The station itself was being renovated. The renovation included a signal box, walls, doors, roofs and floors. The walls were painted white combined by gray with a red stripe at the bottom. A cafeteria and ticket booths had been completely renovated. But, of the eight lines in the station, only three lines were fully functioned. IRPS also handed over leaflets about the history of the station to the event participants. Enthusiastically, several Indonesian State Railway ompany (PT Kereta Api/PT KA) employees photocopied the leaflets.

Akhmad Sujadi, who supported the event and was ready to support IRPS programmes in preserving historical assets in the station, hoped that data and documents gathered in the event would be handed over to Indonesian State Railway ompany (PT Kereta Api/PT KA) Operation Region I and Director General of Indonesian Railway as soon as possible. Nurcahyo, of IRPS, presented worth-preserved historical assets, i.e. the overhead wires box in Ancol Station, the semaphore signal gantry in Tanjung Priuk Station and ESS 3201. They were worth preserved because they were special marks of the past and would be combined by the placement of ESS 3201 in the station. He also said that the semaphore signals preservation was not obstructing the signal electrification plan. Akhmad assured that the box in Ancol Station would be kept intact. He suggested IRPS to send a letter about semaphore signals preservation plan to Director General of Indonesian Railway. He also said that Operation Region I supported the placement of ESS 3201 in Tanjung Priuk Station because the station was planned as a tourist object in the future, and ESS 3201 was also hoped to attract visitors.