Amsterdam Metro / Light Rail Network, Netherlands

The largest single order for new-generation light rail vehicles was placed by the Dutch city of Amsterdam as part of a major exercise to replace its antiquated fleet of 234 trams which have become increasingly unreliable.

Trams have been on the streets of Amsterdam for many years, but the city gained its first light rail line in 1977, and the network was subsequently extended during the early 1980s. However, cash constraints meant that the full network proposed at that time could not be completed.

The city now has an extensive network of a combination of tramway and light rail routes, but the new order, placed with Siemens in March 2000, saw 150 low floor, single-ended Combino Trams and four double-ended Combino Trams enter service between 2002-03. This new order allowed the withdrawal from service of a large proportion of the fleet of antiquated trams - of which almost a quarter were out of service at the time the order was placed.

GVB, previously under the direct control of Amsterdam City Council, was awarded a Public Transport Operating Franchise in 2005 ahead of the total privatisation of the Netherlands transport systems by 2017. The city has a large interest in ensuring that its light rail system is seen as an attractive form of transport, encouraging people to leave their cars at home, and will be reviewing GVB's performance in 2008.

THE PROJECT

The new Combinos are to be used on 16 former tram routes, and their improved reliability over the old vehicles means that fewer of the new trams will be needed to provide the same level of service.

Another important element of the decision to choose a new, modern tram design is the hope that it will positively influence peoples' perceptions of the system, and help eradicate the menaces of fare-dodgers and drug-using passengers, which have deterred many people from using the system.

A new terminal has been completed at the key interchange at Centraal Station, where five lines converge, and this was brought into use in June 2000.

Extensions are still being added to existing lines. In September 2004 a 2km extension to route 51 was completed taking it beyond Amstelveen on to Loethoelielaan with three new stations at Spinnerij, Sacharovlaan and Westwijk. The station at Spinnerij includes a new part and ride facility.

INFRASTRUCTURE

An important part of the new light rail development has been the construction of a new central workshop facility. But its introduction has been troubled, as an independent report, released in 2000, criticised its design and productivity. The system would be better served, it said, if the workshops were closed down, their work carried out at smaller depots, and the staff redeployed to help ease acute shortages on other parts of the system.

Most of the system runs at street-level, but there is a large proportion of reserved trackbed, separated from the street by raised kerbs.

In addition, a new tram line opened on 31 May 2005: Line 26 from Centraal Station to Ijburg. This line links the centre of Amsterdam with the new housing area (40,000 people) on the artificial islands in Ijmeer. The line is 8.5km long and runs on a reserved trackbed for most of the route which includes a 1.5km tunnel.

ROLLING STOCK

The city still runs 234 tram cars of varying ages, and many of the older cars are being retained for use alongside the Combinos on 16 different routes.

These operate off a 600V power supply through overhead lines, while the light rail system is supplied through a 750V DC third rail supply.

The new Combinos will each consist of five modular sections, giving a total capacity of 64 seated passengers and 125 standing.

The first 150 Combinos were built with single cabs, whilst a further four have driving cabs at both ends. It is possible to couple more than one unit together to give extra capacity.

The low-floor vehicles have a floor height of just 30cm at the door openings, and the single-level interior is also seen as an important security 'plus'.

Power comes from four 120kW-rated motors, and the central control system governs the operation of such functions as heating in the passenger saloon, opening and closing of the doors, plus a number of important diagnostic functions.

SIGNALLING / COMMUNICATIONS

The system is governed by multiple-aspect colour light signals. These are integrated with the road traffic signals for the street running sections.

The Combinos will feature in-cab signalling, giving drivers a reminder of the status of the next signal. This information is received by the train's 'nervous system' which then processes the information and communicates with the central control room by bus links. This means that less wiring is required than conventional signalling lines, offering the prospect of greater reliability.

The driver is also kept informed of the status of the train's operating systems through the diagnostic circuits, which also store information to help maintenance teams carry out their work as quickly and cost-effectively as possible.

THE FUTURE

The first Combinos were initially introduced onto the new 'supertram' route running 8.5km from Centraal station to Ijburg, a string of new artificial islands reclaimed from the Ijsselmeer inland sea.

Further route developments are planned and construction work on the 'Zuidas' north-south line 9.8km from Buikslotermeerplein with central Amsterdam and the city's south railway station at Zuid. This project is due for completion in 2011. A proposed later extension of this route will see it reach Amsterdam Airport (Schipol) and eventually the town of Hoofddorp.

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