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101-511: Ganzenhoef is an Amsterdam Metro station in Amsterdam , Netherlands . 52°19′25″N 4°58′23″E  /  52.32361°N 4.97306°E  / 52.32361; 4.97306 This article about a Dutch railway station is a stub . You can help Misplaced Pages by expanding it . Amsterdam Metro The Amsterdam Metro ( Dutch : Amsterdamse metro ) is a rapid transit system serving Amsterdam , Netherlands , and extending to

202-459: A silvery look. In 2009, all trains were provided with a new interior design by different artists. As they are built to full metro carrying capacity , they were used mainly on the east line services, Routes 53 and 54, with occasional use on Route 50. As they neared the end of their life cycle and spare parts no longer became available, the entire fleet of M1-M3 trains was gradually taken out of service permanently from 2012 to 2015, being replaced by

303-476: A 'sneltram' (express tram) service, and the vehicles were manufactured to light rail standards. The changeover between third rail and overhead tramline power took place at Zuid Station . From March 2019 onwards, the Amstelveenlijn as a sneltram ceased to exist, and is being replaced by a tram line terminating at Zuid station, including a €300 million rebuild of the original line. For connection to

404-414: A Hanning & Kahl 3-way point-setting system was installed to direct trams on routes 4, 14 and 24 to the correct track in stand A at Centraal Station. In December 2001, line 1 was extended to the new district of De Aker, and line 17 replaced line 1 on the route between Osdorpplein and Dijkgraafplein . For a lengthy period, line 24 was diverted via line 16, and line via line 4, during the construction of

505-464: A bomb shelter which has never been used as such. In 1990, the Amstelveenlijn (Amstelveen Line) was opened, which is used for Route 51 . Under a political compromise between the city of Amsterdam and the municipality of Amstelveen , the northern section of the line was built as a metro line while the southern section is an extended tram line. Therefore, Route 51 was originally referred to as

606-495: A fascinating view during the ride. Over the years, these decorations have completely been covered with graffiti. Some of the station artworks have also disappeared. Plans to remove all artworks as part of the large-scale renovation of the East Line tunnel in 2012 were altered after citizens' protests stating their historical significance. Over the years, several stations along the East Line were expanded or renovated. Since 2003,

707-537: A few streets no trams ran anymore, such as in Bos en Lommerweg (line 14), Mozes en Aäronstraat (line 14), Paleisstraat (line 14), or along Albert Cuypstraat–Ruysdaelstraat–Johannes Vermeerstraat–Gabriël Metsustraat–De Lairessestraat–Cornelis Krusemanstraat–Amstelveenseweg up to Stadionplein (line 16). Except for the Witte de Withstraat, where the removal of tram rails was the cause of the removal of line 7 to Postjesweg– Hoofdweg,

808-539: A long-term regional planning study of 2011, the Amstelveenlijn was to be upgraded to a fully-fledged metro service. On 12 March 2013, however, the regional council of the City Region of Amsterdam decided that Route 51 would be replaced by an improved express tram service running from Westwijk to Zuid Station and a separate metro service running from Zuid Station and Amstel Station . Passengers from Amstelveen would then be required to change at Zuid Station to

909-422: A metro line, such as traffic disruption and the demolition of buildings. In 1964 and 1965, Bureau Stadsspoorweg presented four reports to the municipal government of Amsterdam, which were made available to the public on 30 August 1966. In March 1968, the aldermen and mayor of Amsterdam subsequently submitted a proposal to the municipal council of Amsterdam to agree to the construction of the metro network, which

1010-521: A north–south line from the northern district via Amsterdam Centraal to Weteringplantsoen traffic circle, with two branches at both ends; and a second east–west line from Geuzenveld district to Gaasperplas . The system would be constructed gradually and was expected to be completed by the end of the 1990s. The first part of the original plan to be carried out was the construction of the Oostlijn (East Line), which started in 1970. The East Line links

1111-470: A number of the 1974-1975 LHB vehicles were removed from service. In 1990, a new tramway to Buitenveldert and Amstelveen was ready to go. Line 5 links Station Zuid with Amstelveen Binnenhof, while line 51 ran as a light rail service, from Station Zuid to Amstelveen Poortwachter, and later to Westwijk in 2004. Also in 1990, line 9 to the Watergraafsmeer was extended to Diemen (Sniep). In 1991,

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1212-602: A report published by the municipal government concerning the inner city of Amsterdam—known by the Dutch title Nota Binnenstad —suggested installing a commission to explore solutions to the traffic problems Amsterdam faced. This commission, which was headed by former director of the department of Public Works J.W. Clerx, was subsequently installed in March 1956, and published its report Openbaar vervoer in de agglomeratie Amsterdam in 1960. The aldermen and mayor of Amsterdam agreed with

1313-503: A right-of-way mostly separated from road traffic. In 2020, the tram network consisted of 14 lines operating over 95 kilometres (59 mi) of routes and 200 kilometres (120 mi) of standard gauge track with 650 switches and 500 tram stops. The tram fleet travelled almost 12 million kilometres (7.5 million mi) while in service. Tram service consumed 45 million kilowatts of electricity per year, all produced from green sources. On 3 June 1875, Amsterdam's first horse-drawn tramway

1414-471: A rush hour line 20 and a special events line 11 were opened. In 1993 a support line 11 and in 1997 a circle line 20 were added to the network. Lines 6, 11 (2 lines) and 20 have since disappeared. However, line 11 is still used occasionally for extra services to the RAI convention centre. Between 2002 and 2004, following an order for 155 Siemens Combino trams (nos 2001-2151 and 2201–2204), the existing tram fleet

1515-405: A rush-hour tram line 6 was introduced between Amsterdam Zuid station and Amstelveen Stadshart. Because metro line 51 was discontinued and, because the replacement bus service between De Boelelaan/VU and Oranjebaan doesn't stop, line 5 became overcrowded. Following 6 November 2020, tram line 6 was discontinued due to low ridership. It was originally scheduled to be replaced by tram line 25 upon

1616-476: A special tram S ran as an express service from line 25 to Amstel station. Tram lines 6 and 23 did not return to regular service, but operated intermittently until 1958 for transportation to the stadium. Lines 8, 14 and 22, used during the war, were not reactivated as tram lines, although line 22 was revived in 1950 as a bus line. Between 1948 and 1950, the GVB acquired sixty motorised trams and fifty trailers, known as

1717-566: A terminus with line 16 at VU Medisch Centrum ( Gustav Mahlerlaan ). Since that month, line 7 has been sharing the Sloterpark terminus of line 14; the former line's terminus had earlier moved to Surinameplein, because the turning loop at Bos and Lommerplein had been closed. On 30 May 2005, a new line, the IJ-tram (line 26) was opened (Centraal Station – Piet Heintunnel – IJburg , a distance of 8.5 km (5.3 mi)) and (initially) line 16

1818-409: A total length of 42.7 kilometers (26.5 mi). Three routes start at Amsterdam Centraal : Route 53 and Route 54 connect the city centre with the suburban residential towns of Diemen , Duivendrecht and Amsterdam-Zuidoost (the city's southeastern borough), while Route 51 first runs south and then follows a circular route connecting the southern and western boroughs. Route 50 connects Zuidoost to

1919-415: A width of 2.65 metres (8 ft 8 in) which was the maximum width on the southern section of the line between Zuid Station and Westwijk . In order to bridge the gap between the trains and the platforms in northern section, the vehicles were equipped with retractable footboards at the doors. In addition, the vehicles were equipped with pantographs in order to retrieve power from the overhead wiring on

2020-428: Is commemorated by the award plaques in the concourses of Centraal station and Gein station . As part of the city's policy that one percent of construction budgets for public works had to be spent on art, all stations on the Oostlijn have been decorated by different artists. In addition, the western wall of the tunnel was painted with lines and patterns which altered between the two stations, providing passengers with

2121-512: Is now their northern terminus. The Gein Branch was extended in the southern direction on 27 August 1982, when the section between Holendrecht and Gein was completed. Spaklerweg station was then opened. In some plans for the Gein Branch, an extension to Weesp and Almere was being considered. According to the most recent regional planning study, that now seems unlikely. A notable part of

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2222-591: Is the first to serve the Amsterdam North district, via a tunnel under the IJ . From there, it runs via Amsterdam Centraal to Amsterdam Zuid , which is planned to become the second biggest transport hub in the city, after Amsterdam Centraal. The line includes a mixture of bored tunnels and immersed tunnels under the IJ. The construction programme experienced several difficulties, mainly at Amsterdam Centraal, resulting in

2323-507: The Amstelveenlijn (Amstelveen Line) in 1984, it was originally considered an express tram service rather than a fully-fledged metro route. On 1 December 1990 the section running from Spaklerweg to Poortwachter Station in Amstelveen was completed. As the sensitivity surrounding the metro expansion waned in the 1990s, the route was increasingly being referred to as a metro service. On 13 September 2004 an extension to Amstelveen Westwijk

2424-678: The Amsterdam-West borough using a circular line, which it shares with Route 51. It is the only route that does not cross the city centre. A fifth route, Route 52, running from the Amsterdam-Noord ( north ) borough to Amsterdam-Zuid ( south ) via Amsterdam Centraal, came into operation on 21 July 2018. As opposed to the other routes, it runs mostly through bored tunnels and does not share tracks with any other route. The first plans for an underground railway in Amsterdam date from

2525-618: The De Pijp metro station on Ferdinand Bolstraat . In December 2002, line 6 was diverted to call at Centraal Station in place of Stadionplein, and in November 2003, line 16 was extended from Stadionplein to the VU Medisch Centrum . In May 2004, line 10 was extended/diverted to Java-eiland (Azartplein). Lines 7 and 14 was later rerouted to Amsterdam-Oost (with a terminus at Flevopark ). In December 2004, line 6 started sharing

2626-599: The Leidsestraat and Utrechtsestraat remained served by tram lines (lines 1, 2 and 4), which were necessary because these streets were too narrow for buses. In the mid-1950s, (modern) tramcars came back into the spotlight. The 25 articulated trams ordered in 1955 to serve only the Leidsestraat lines 1 and 2 were well received, and secured the future of trams in Amsterdam. Between 1957 and 1968, 160 new articulated vehicles, manufactured by Beijnes and Werkspoor in

2727-501: The Noord-Zuidlijn (North–South Line) was added to the network. The line provides a fast connection from the north of the IJ waterway to the south of Amsterdam. From 1997 to 2018 the Amsterdam metro system consisted of four metro routes. The oldest routes are Route 54 (from Centraal station to Gein ) and Route 53 (from Centraal station to Gaasperplas ). Both routes are using the Oostlijn (East Line) infrastructure, which

2828-679: The Watergraafsmeer , the new Amstel station and the rebuilt Muiderpoort station . On 1 January 1943, the GTA merged with the Gemeenteveren to form Gemeentelijk Vervoerbedrijf (GVB). Between 1940 and 1945, the trams carried big crowds and faced a crisis. Several lines had to be suspended (lines 4, 6, 8 and 14), before the whole service ceased in October 1944 due to a coal shortage. Many tram cars were transported eastward. Following

2929-440: The 1920s: in November 1922, members of the municipal council of Amsterdam Zeeger Gulden and Emanuel Boekman asked the responsible alderman Ter Haar to study the possibility of constructing an underground railway in the city, in response to which the municipal department of Public Works drafted reports with proposals for underground railways in both 1923 and 1929. These plans stalled in the planning phase, however, and it took until

3030-426: The 1950s for the discussion about underground rail to resurface again in Amsterdam. The post-war population boom and increase in motorized traffic shifted the perception of underground rail transport in Amsterdam considerably: whereas in the 1920s, underground rail had been considered too expensive, halfway through the 1950s it was presented as a realistic solution to the problems caused by increased traffic. In 1955,

3131-1084: The Amsterdam Metro fleet is the M7 series, manufactured by the Spanish manufacturer CAF , which entered passenger service on February 28, 2023. Onwards, the M7 series departs radically from previous generation M5 units by coming in three-car articulated sets with gangway connections between all cars. The initial order of 30 M7 metro sets, was placed to replace all S1-S2 in 2024, and S3-M4 in 2027. As such, they are used on line 50, and later on 53 and 54. Full metro units for Routes 50, 53 and 54 Built by CAF (30 units total) (195 feet 6 ⁄ 64 in) Width: 3.0 m (9 ft 10 + 1 ⁄ 8  in) Weight: 95 t (209 439 lb) Maximum speed: 80 km/h (50 mph) Trams in Amsterdam The 15 tram lines within Amsterdam's tram network serve all boroughs in Amsterdam except for Amsterdam-Noord on

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3232-512: The Amsterdam Metro system. All use standard gauge track and operate on a 750 V DC third rail electrification system . The original, first-generation fleet consisted of types M1, M2 and M3, designed as four-axle, two-car sets manufactured by the German firm Linke-Hofmann-Busch and delivered between 1973 and 1980. These first-generation trains are nicknamed zilvermeeuw ( herring gull ) because of their body of unpainted steel creating

3333-579: The East Line infrastructure is a dual metro overpass on the Gaasperplas Branch in the Bijlmermeer district between Ganzenhoef and Kraaiennest stations. This 1,100-metre (3,608 ft 11 in) long colonnade contains two single crossovers, each consisting of 33 pillars carrying 33-metre (108 ft 3 in) long beams. The center-to-center distance between the two overpasses is 15 metres (49 ft 3 in). This exceptional height

3434-489: The GVB started testing the use of coupled pairs of trams on line 26. They were put into service 28 September 2020. In 2018, the GVB replaced the conductor cabins on 151 Combino trams with modern, open service counters, that would give a more welcoming feel. These conversions took 15 hours per tram and were performed in the Lekstraat depot. In March 2018 work started to build an alternative turning circle for tram 26 on

3535-742: The Gein Branch for Route 54 and Gaasperplas Branch for Route 53. Since 1980, the northern terminus for both routes is Amsterdam Centraal railway station . Ben Spangberg, an architect from the Government of Amsterdam , was asked to design the stations on the line. After two years of work, he told that it was too much for one person, and Sier van Rhijn  [ nl ] was assigned to the project as well. Spangberg said that they avoided sharp corners and used smooth designs instead. He wanted to have elevators in all stations, but initially wasn't allowed due to cost issues and because Nederlandse Spoorwegen didn't want to stay behind. After further discussions,

3636-542: The Gemeentetram Amsterdam (GTA). A total of 242 tramcars, 758 horses and 15 buildings were acquired along with the company. Between 1900 and 1906, all but one of the existing tram lines were electrified. Additionally, the AOM's unusual track gauge of 1,422 mm ( 4 ft 8 in ) was converted to 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) standard gauge . By 1906,

3737-612: The IJ side of Centraal Station, for use when events such as the Dam tot Damloop block Stationsplein. It was completed in October 2019 in time for the track relaying of Stationsplein in 2020. On 3 March 2019, the light rail line through Amstelveen (formerly metro line 51 a.k.a. Amstelveenlijn) closed to convert it into a new tram line to Westwijk to go into service as line 25 officially opened on 13 December 2020. (Unofficially, it went into service on 9 December 2020.) Line 25 will later be extended further south to Uithoorn . On 27 May 2019

3838-512: The M5 series departs radically from previous generation units by coming in six-car articulated sets with gangway connections between all cars. Although the trains are suitable for unmanned service , they remain controlled by drivers for the time being. However, the trains are compatible with Alstom's "Urbalis" communications-based train control system which will replace the current signalling system by 2017 and enable automatic train operation across

3939-638: The Netherlands, were added to the fleet; they were numbered 551-587 and 602–724. The old twin axle trams from the prewar period were withdrawn from service between 1945 and 1968. After the trams had returned to favour in the inner city, the newly created Western Garden Cities ( Westelijke Tuinsteden ) in the west of Amsterdam were connected with its tramway network: Bos en Lommerplein in 1950, Slotermeer in 1954, and Osdorp in 1962. There were also some other new tram lines with line numbers that had long since disappeared or had never existed. Line 17, which

4040-707: The Ring Line were narrowed to accommodate the older but wider M1-M3 sets, the boards were permanently removed on all M4 sets, but not on the S3 sets due to the limited loading gauge of the Amstelveen line. A newer addition to the Amsterdam Metro fleet is the M5 series, manufactured by the Polish manufacturer Alstom Konstal based on its Metropolis family of high-capacity metro trains, variants of which are in use in several foreign metro systems. Delivered from June 2013 onwards,

4141-458: The architects were permitted to design two elevator shafts, with only one of them active. Construction on the tunnels started while the stations were still being designed. The architects frequently visited the construction sites to instruct the workers to do something specific to allow for possible changes in the future. Most underground areas of the line were built by using 40 metres (131 ft 3 in) long caissons . The caissons were built on

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4242-411: The city centre with the large-scale Bijlmermeer residential developments in the south-east of the city. It opened in 1977. The East Line starts underground, crossing the city centre and adjacent neighbourhoods in the eastern districts until Amsterdam Amstel railway station , where it continues above ground in southeastern direction. At Van der Madeweg metro station , the line splits into two branches:

4343-421: The city could be reached by tram. Between 1900 and 1930, the fleet grew to 445 motorised trams and approximately 350 trailers. These were all twin axle vehicles with wooden bodies. From 1922 until 1971, all trams had mailboxes at their rear side. These were emptied at Centraal Station ; the post office's distribution centre was located next to the station, at Stationsplein, and later at Oosterdokskade . Thanks to

4444-478: The city of Amsterdam decided to adjust the platforms at the stations between Amstelveenseweg and Isolatorweg , whereby the older rolling stock (M1, M2 and M3) serving on the East Line could also serve on the Ring Line. Such an operation was already taken into account during the construction of the stations. In 2002, the construction of the Noord/Zuidlijn (North–South line) was started. The new metro line

4545-545: The conclusion of the report of the Clerx commission that an underground railway network ought to be built in Amsterdam in the near future. In April 1963 they installed the Bureau Stadsspoorweg which had the task to study the technical feasibility of a metropolitan railway, to propose a route network, to suggest the preferred order of construction of the various lines, and to study the adverse effects of constructing

4646-477: The council assented to on 16 May 1968 with 38 votes in favour and 3 against. Under the original plan, four lines were to be built, connecting the entire city and replacing many of the existing tram lines. The following lines were planned: an east–west line from the southeast to the Osdorp district via Amsterdam Centraal railway station ; a circle line from the western harbor area to the suburban town of Diemen ;

4747-400: The decision to limit the route to the route between Centraal Station and Zuid Station for nearly seven months, with replacement bus services on the remaining route into Amstelveen . In 2018, after the completion of the Noord-Zuidlijn (North–South Line), there would be no more room at Amsterdam Zuid station for Route 51 to continue as express tram service into Amstelveen . According to

4848-532: The electric tram network consisted of 12 tram lines (1-11 and 13). To operate these lines, the GTA purchased 229 new electric tramcars. The former horse-drawn trams were progressively reclassified as tram trailers. In 1906, the Amsterdamse Tramharmonie orchestra (now known as Symfonisch Blaasorkest ATH ) was founded. This orchestra, composed of amateur musicians from the Amsterdam region, still exists. The last remaining Amsterdam horse tramway

4949-473: The end of World War II , tram services were resumed in June 1945, initially with only limited service (lines 1, 3, 5, 7, 9, 10, 12, 13, 16, 24, 25). Line 5 was split into line 5 and line 12. Some lines were returned to service in later years: lines 2, 17 and 18 (in 1947) and 4 (in 1948). Between 1945 and 1949, the emergency line 26 was the tram line with the highest line number, followed by line 11. In 1948 and 1949,

5050-470: The end of the century, about 15 lines led to or from the Vondelstraat, Overtoom, Willemsparkweg, Amsteldijk, Linnaeusstraat, Weesperzijde, Bilderdijkstraat and Ceintuurbaan. The lines of the original horse tram lines can still clearly be recognised in the present day tram routes 1, 2, 3, 4, 7, (9, 10) and 13. As of 1 January 1900, the municipality of Amsterdam took over AOM. The company continued as

5151-472: The entire network. The M4 sets have been similarly equipped with this system in early 2016. The initial order of 28 M5 metro sets, each carrying up to 1,000 passengers, was placed to replace all M1-M3 sets on the East Line as well as to increase overall capacity on the generally overstretched metro network. As such, they are used on all routes except Route 51. For Route 52 on the North–South Line an option

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5252-585: The fleet, and in 1979–1981, nos 780-816 joined them. By the early 1980s, the GVB had 252 bi-articulated trams available for use, at that time the highest number in any city in Europe. In 1983, after only 35 years - a short time for the Amsterdam tramway network - the three axle trams operated their last services; they had never been liked by the tram personnel. Between 1981 and 1983, the GVB also lost four other trams, when they were destroyed by fires started by rioting squatters. Meanwhile, further western extensions of

5353-424: The future. In August 2014, it was announced that the line was to be equipped with 4G mobile phone coverage, to be funded jointly by the major mobile phone operators. The tram line to IJburg in the east was originally planned to be a metro line. For this reason, a short tunnel was constructed eastwards from Centraal Station underneath the railway lines. As this line was eventually constructed for tram services,

5454-601: The gap between the trains and the platforms on sections built to full metro standards. They are due to be withdrawn by 2020 with the conversion of the Amstelveen line to express tram service . Types M4 and S3 were built by CAF in Spain to expand the fleet and have been in service since 1997. Type M4 was built for the new Ring Line service to Isolatorweg and is hence only third rail equipped. They mainly operate on Route 50 but can also be found on Routes 53 and 54, but never on route 51 due to their lack of pantographs. Four vehicles of

5555-412: The growth of the city generated many new extensions to the tram lines. The first thirteen electrified tram lines were joined by: line 14 in 1910, lines 15–18 in 1913, line 19 in 1916, lines 22 and 23 in 1921, line 20 in 1922, line 21 in 1928, line 24 in 1929 and line 25 in 1930. In 1931, the tramway network reached its greatest extent, at 25 tram lines. From that year to 1940, (almost) all the districts in

5656-419: The latter's opening on 13 December 2020. Starting 23 March 2020, tram line 11 (Central Station – Leidseplein – Surinameplein) was suspended due to a drop in ridership, and was definitively cancelled by the end of that year. The GVB recommended that riders take tram 1 between Surinameplein and Leidseplein, and tram 2 or 12 between Leidseplein and Centraal Station. On February 7, 2021, snow storm Darcy caused

5757-500: The lifting of the original line 14. Other changes also occurred. In 1971, the tramway postal service was abandoned. In 1972–1973, the first group of articulated trams were extended by the addition of a middle section, to become bi-articulated trams . Also in the early 1970s, two series of new trams were ordered from Linke-Hofmann-Busch in Salzgitter , Germany, to operate the new western extensions. In 1974–1975, nos 725-779 entered

5858-520: The light rail ("sneltram") line to Amstelveen. Types S1 and S2, manufactured by La Brugeoise et Nivelles in Belgium, were the first units to be produced for use on this new line. In service since 1990, they currently operate exclusively on Route 51, although they could technically also be used on other lines though this has never been done. These vehicles are equipped with both third rail shoes and pantographs , along with retractable footboards to bridge

5959-474: The loop at Gustav Mahlerlaan, which was required to give way to a new building. In December 2013, tram line 25 between Centraal Station and President Kennedylaan in the Rivierenbuurt neighbourhood was discontinued. Tram lines 4 and 12 also ran between Rivierenbuurt and Centraal Station, and their service frequency was increased. In May 2015, tram line 24 between Centraal Station and VU Medisch Centrum

6060-631: The metro and trams and buses. The new tram network thus consisted of 14 tram lines. Fewer trams ran on the lines between Centraal Station, the southern part of the city center and Amsterdam-Zuid borough. Meanwhile, more trams would run in the areas surrounding the city center. The route Leidseplein —Weteringschans– Sarphatistraat –Weesperplein became the busiest tram route portion with three lines serving it. Lines 9, 10 and 16 were discontinued while lines 11 and 19 were reintroduced: The routes of lines 1, 3, 5, 7, 12 and 14 were partially changed, while lines 2, 4, 13, 17, 24 and 26 remained unchanged. In

6161-495: The metro network. The southern sneltram portion was closed for conversion to be incorporated into the tram network . On 14 October 1977, the first metro train ran on the Oostlijn (East Line) from Weesperplein to Amsterdam-Zuidoost , with two branches respectively going to Gaasperplas (now Route 53) and Holendrecht (now Route 54). Spaklerweg station was completed as a shell, but opened later. On 11 October 1980, both routes were extended to Amsterdam Centraal Station , which

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6262-468: The metro route for Amstel or to the new Route 52 for Centraal Station . It was also decided that Tram Route 5 would run between Amstelveen and Westergasfabriek . Conversion of the southern section of the Amstelveen Line to tram operation started in 2016. On 3 March 2019, the Amstelveen branch (the hybrid metro/tram line) was cut from route 51 as the tunnel connecting the metro line with

6363-631: The metro station at Amsterdam Centraal station has been continuously under construction in order to accommodate the new North–South Line station. As part of commercial development of the area surrounding the Amsterdam Arena football stadium, which included a new major business and shopping district, the Bijlmer Arena station was substantially enlarged in order to handle the increasing number of passengers. The new station, designed by Grimshaw and Arcadis Articon Architects, opened in 2007 and

6464-456: The metro, passengers will have to transfer at Zuid station. Line number 51 was retained for a new circular line between Isolatorweg and Central Station. In 1997, the Ringlijn (Ring Line), which is used for Route 50, was added to the system. The line provides a rapid transit connection between the south and the west of the city, eliminating the necessity of crossing the city centre. In 2018,

6565-476: The modern M5 trains. The last unit (No. 23) was retired after a farewell tour on 19 December 2015 and has been preserved as a heritage train . All the other units have been scrapped, with the last of these being scrapped in December 2015. Until the arrival of the new M5 units, the remainder of the fleet consisted of smaller, narrower two section, 6-axle units that could operate both on the main metro network and

6666-544: The network were opened, to Geuzenveld in 1974, Slotervaart -Zuid in 1975, Nieuw Sloten in 1991 and De Aker in 2001. Other enhancements were to: Station Zuid in 1978, Flevopark in 1980, Station RAI in 1981, Station Sloterdijk in 1982 (extended in 1985), and a second connection with Bos en Lommer/Slotermeer in 1989. In 1985, a tram line was built to Haarlemmerhouttuinen, but not connected to other tracks, nor equipped with overhead wires. Thirty years later, it had still not entered into service. In 1989–1991, to replace

6767-821: The north side of the IJ and Amsterdam Zuidoost. Tram lines 5 and 25 extend south of the borough of Amsterdam-Zuid to serve the municipalities of Amstelveen and Uithoorn , and tram line 19 extends east of the borough of Amsterdam-Oost to serve the municipality of Diemen . Since April 2022 , the fleet consists of 227 trams, of which 155 are Combinos (types 13G and 14G) from Siemens and 72 are Urbos 100 trams from Construcciones y Auxiliar de Ferrocarriles (type 15G). The first 15G trams ran on line 25 . Trams of types 14G and 15G are bi-directional for use on lines 5 and 25 which have terminals without turning loops. All other tram lines have turning loops and use unidirectional trams . Lines 25 ( Amsteltram ) and 26 ( IJtram ) can operate trams coupled in pairs; both lines run in

6868-521: The north–south line to the airport and Hoofddorp . In June 2019, the province of North Holland outlined plans to extend the metro to Zaandam and Purmerend along with Schiphol and Hoofddorp. A station box has already been constructed for a potential underground station in Sixhaven , on the north–south line between Noorderpark and Centraal, to be opened at a later date. As of January 2016, there are 90 electric multiple unit train sets in use within

6969-451: The oldest articulated trams, and to operate new lines, 45 articulated vehicles (numbers 817-841 and 901–920) were built by BN in Bruges , Belgium. They were Amsterdam's first (partly) low-floor trams . During the same period came the first withdrawals of the first articulated trams from 1957, apart from a few vehicles that had previously had been damaged by fire or a collision. Additionally,

7070-479: The original plans for an east–west metro line were cancelled. One of the sites where this line was to connect with the East Line had already been built underneath Weesperplein station. This lower level of Weesperplein station was never opened to the public, but its existence can still be noticed by the elevator buttons. Since the East Line was planned and built during the Cold War , Weesperplein station also features

7171-418: The project running more than 40% over budget and the opening being delayed several times. The project initially had a budget of €1.46 billion, but after several setbacks the total cost estimate has been adjusted to €3.1 billion (at 2009 prices). The original planned opening was for 2011, but eventually the line was opened on 21 July 2018. The North–South line might be extended to Amsterdam Airport Schiphol in

7272-454: The rails were kept in place in case of detours, trips to the tram shed or possible future route changes. In 2017, the line 24 track over a 140-metre (460 ft) section of Ferdinand Bolstraat, between Stadhouderskade and Albert Cuypstraat, was rebuilt from double-track to single-track. This change was made to provide more space for pedestrians and cyclists. During the rebuild, a tram stop was moved closer to Marie Heinekenplein. Also in 2017,

7373-406: The route from Zuid Station to Westwijk. Opened on 1 June 1997, the Ringlijn (Ring Line or Circle Line) is entirely built on embankments and viaducts, and has no level crossings. The line was initially for political reasons called "express circle tram", but since the opening of the Ring Line the transit service on the line is referred to as a Metro Route 50 (from Gein to Isolatorweg ). Because it

7474-410: The same design, designated type S3, have been equipped with pantographs to also serve on Route 51, but these rarely appear on other lines. As the platforms on the Ring Line were originally built to a smaller loading gauge than those on Routes 53 and 54, M4 and S3 sets were also equipped with retractable footboards to permit boarding on the section that Route 50 shares with Route 54. When the platforms on

7575-433: The shutdown of the entire Amsterdam tram system. By February 9, tram lines 5 and 17 were again in operation. However, by February 10, lines 1, 3, 4, 13, 14, 24 and 25 were still not operating. It took three days to clear ice and snow on all tram lines, the problem being aggravated by road traffic pushing snow back on the rails and refreezing. To help with clearing the rails, the GVB borrowed two preserved work cars and crew from

7676-480: The southern section into Amstelveen . The line was officially opened on 30 November 1990, replacing the overcrowded bus route 67. The equipment, lightrail series S1 and S2 , was built between 1990 and 1994 by Belgian manufacturer BN in Bruges. From 1994, a total of 25 light rail vehicles was in operation. Since the extension to Westwijk in 2004, a number of S3 series trains are sometimes used on this route, raising

7777-498: The southern section. From Zuid Station to Westwijk , the route operated as an express tram service. On the northern half of this section, Route 51 shared tracks with Line 5 of the tramway , with dual height platforms provided at the stops shared by both lines. Since 3 March 2019, the Amstelveen section of route 51 has been discontinued. Line 51 was upgraded to a full metro line and now runs between Central Station and Isolatorweg. Since December 2020, tram line 25 has been serving

7878-461: The spot and lowered into their place by blasting away the soil beneath. This method required the demolition the houses above the tunnel. The Wibautstraat station and the tunnels near it were constructed differently, using the cut-and-cover method . During the construction of the metro tunnel, the decision to demolish the Nieuwmarkt neighbourhood in the city centre led to strong protests in

7979-410: The spring of 1975 from action groups consisting of locals and members of the highly active Amsterdam squatting movement. Wall decorations at the Nieuwmarkt metro station are a reference to the protests, which are known as the Nieuwmarkt riots ( Nieuwmarktrellen ). Despite the protests, construction of the metro line continued but plans to build a highway through the area were abandoned. In addition,

8080-403: The station to be a lantern for the local neighbourhood, creating a sense of warmth on street level and creating an instantly recognisable feature for the station" at night time. The design was awarded the 2014 EU Stirling Prize . A major overhaul of sixteen East Line stations was announced in June 2014. The renovation works taking place from 2015 until 2017 should bring more light and space to

8181-493: The stations. By removing paint layers on the walls, the original Brutalist architecture will become more pronounced. In addition, disused ticket offices are to be removed and lighting and signage will be improved. Following the Nieuwmarkt Riots in 1975, the next major expansion of the metro network into the bordering city of Amstelveen was politically sensitive. When the decision was made to begin construction of

8282-493: The surrounding municipalities of Diemen and Ouder-Amstel . Until 2019, it also served the municipality of Amstelveen , but this route was closed and converted into a tram line. The network is owned by the City of Amsterdam and operated by municipal public transport company Gemeente Vervoerbedrijf (GVB), which also operates trams, free ferries and local buses. The metro system consists of five routes and serves 39 stations, with

8383-520: The three axles ( drieassers ). They were built by Werkspoor in Utrecht - Zuilen , and replaced the then oldest trams in the fleet, which had entered service in 1902. After a period of reconstruction in the 1940s, one tram line after another was shut down in the 1950s. Buses were considered to be more practical. Thus, between 1950 and 1965 lines 18, 12, 11, 17 and 5 (provisionally in 1961, finally in 1965) were replaced, in that order, by bus services. Only

8484-402: The total number of vehicles available to 29. Shortly before the opening, two lightrail vehicles had collided during trial runs, which reduced the number of vehicles available for the route to 11. Because of the lack of equipment and startup problems, the route was initially operated with limited service. In February 1991 heavy snowfall, continuing technical problems and equipment shortages led to

8585-612: The tram mailboxes, a letter could be delivered on time, even if it is too late for the last collection from the regular mailboxes. During the Great Depression of the 1930s, the tram service was reduced. In 1932, lines 12, 15, 19, 20 and 21 were abandoned. However, as part of the Eastern Railway Works ( Spoorwegwerken Oost ) in 1939–1942, trams came to the new neighborhoods in Amsterdam-Oost , to serve

8686-499: The tram network had to make way for an underground section of the A10 motorway. In December 2020, the Amstelveen Line would become tram line 25 . From Centraal Station to Amsterdam Zuid station , Route 51 ran as a full metro service and had no at-grade intersections. The light-rail vehicles on the line were powered by a third rail with the line being suitable for 3-metre (9 ft 10 in) wide trams. The BN vehicles, however, had

8787-483: The tunnel was abandoned, and there are plans to use it as part of a chocolate museum. There are still plans for the tram to IJburg to be upgraded to metro and connect to the nearby city of Almere . On completion of the north–south metro line, Amsterdam Municipality announced it was analysing a possible east–west line at a projected cost of €7 billion. In January 2019, CEO of Amsterdam Airport Schiphol Dick Benschop announced that agreements had been reached to extend

8888-493: The underground station halls. It also included a sophisticated use of colour. For example, the red colour of the train doors in the original design was also used at major facilities such as billboards, gates, elevator doors, bins, and the platform signage. For the design of the entire East Line Spängberg and Van Rhijn received Merkelbach Award in 1979. The East Line was also awarded the Betonprijs (Concrete Award) in 1981, which

8989-438: Was added to the network operating the Noord-Zuidlijn (North–South Line), which was completed and opened on 21 July 2018. There are 33 full metro stations, Since Route 52 on the new North-South Line opened, six additional stations and 9.5 kilometres (5.9 mi) of route have been added to the metro system, yielding a new combined network length of 52 kilometres (32 mi). In 2019, sneltram Route 51 no longer operates into

9090-407: Was closed in 1956, was revived in 1962 (to Osdorp), when line 27 appeared on the old route of line 17. In October 1971, line 1 was extended to Osdorp. Line 27 disappeared in 1971. In 1977, upon the opening of Amsterdam's first metro line, lines 6 and 12 appeared. In 1978, with the opening of Station Zuid , came line 5, and in 1982, a new line 14 (to Station Sloterdijk ) was opened, forty years after

9191-415: Was completed in 1977. Route 51 (from Centraal station to Amstelveen Westwijk ), using part of the East Line as well as the Amstelveenlijn (Amstelveen Line), was added in 1990. Route 50 (from Isolatorweg to Gein ) using the Ringlijn (Ring Line or Circle Line), which was completed in 1997, as well as part of the East Line infrastructure. A fifth line, Route 52 (from Noord station to Zuid station ),

9292-463: Was completed. Originally, the entire route of the Amstelveen Line from Spaklerweg , where it connects with the East Line, to Amstelveen was to be powered via overhead wiring. Eventually, it was decided to use a third rail between Spaklerweg and Zuid station in order to be able to increase metro service on this section of the line during exhibitions at the RAI convention centre, and overhead wiring on

9393-545: Was extended from CS to the Passagiersterminal (for cruise ships). Twelve months later, line 6 was closed, and the route CS–Passagiersterminal was taken over by line 25 from line 16 (it was later curtailed again to CS). In December 2006, line 24 was extended from Olympiaweg to VU Medisch Centrum. In October 2011, a new turning loop for line 16 and 24 was installed at the De Boelelaan/VU stop . It replaced

9494-493: Was largely renewed. Four of the Combinos were specified as bidirectional vehicles, for use on line 5 to Amstelveen. By mid-2004, 155 Combinos had been delivered. As a result, the last old articulated cars of the 1960s were removed from service in March 2004. However, between 2004 and 2008 all of the Combinos had to be taken progressively out of service for repairs and strengthening, to correct their many structural faults. In 2022

9595-405: Was line 12 (Nassauplein– Sloterdijk ), which was electrified in 1916. Five years later, upon Amsterdam's annexation of the municipality of Sloten , a former Sloten horse tramway came under the control of the GTA. The horses of this line, which linked Overtoom with Sloten, were replaced by tram-hauling buses in 1922; the line was converted into a conventional bus line in 1925. Between 1910 and 1930,

9696-680: Was necessary because the metro had to bridge the main thoroughfares in the Bijlmermeer district which were built on a system of raised embankments and viaducts. The stations, the infrastructure and the Diemen-Zuid maintenance facility of the East Line were designed by Ben Spängberg and Sier van Rhijn, two architects at the former Public Works Department of the City of Amsterdam. Their designs in Brutalist style are characterized by large-scale application of bare concrete and excessive space in

9797-526: Was opened. It linked Plantage with the Leidseplein , and was operated by AOM ( Amsterdamsche Omnibus Maatschappij ), which had been founded in 1872 by Karel Herman Schadd, amongst others. In the last quarter of the 19th century, horse trams ran through the main streets of Amsterdam, linking all neighborhoods inside the Singel with Dam Square , and were extended to newly constructed residential areas. By

9898-467: Was originally considered a tram line, the light rail vehicle width of 2,65 meters was to be applied; the width that was also used on the Amstelveen Line. The new "trams" (Series M4 and S3) have retractable running boards to bridge the space between the vehicle and the platform at existing stations. Since Route 50 proved hugely popular, the express tram vehicles were insufficient to handle the number of passengers. Instead of ordering additional vehicles, in 2000

9999-527: Was shortlisted for the Stirling Prize of the Royal Institute of British Architects. Another East Line station, Kraaiennest on Route 53, was reconstructed and upgraded in 2013 as part of the major urban renewal efforts in the Bijlmermeer district. The station designed by Maccreanor Lavington features a stainless steel facade with a floral design, which, according to the architects, "allows

10100-575: Was taken on a second series of 12 trains which was originally designated M6. However, the GVB now refers to all trains of this type as the M5 series. M7 The newest addition to

10201-421: Was temporarily discontinued. It has since been reinstated and line 16 ceased instead. When the new metro North–South line (line 52) opened on 22 July 2018, the GVB's and Amsterdam "City Region" ('Stadsregio') 's policy was that the metro use should be emphasized, that is, that travelers traveling across the city would, in general, be expected to take the metro more as part of their journey and transfer between

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