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{{Rapid transit OSM map| system_qid = Q260870| frame-lat = 52.35| frame-long = 4.90| frame-width = 400| frame-height = 350| zoom = 11| length = yes}}

East Line (Routes 53 and 54)

Route

(File:AmsterdamMetroWashingtonStyle (from 2018).svg|thumb|right|Map of current Amsterdam Metro routes)File:Waterlooplein metro station Oct 2011.jpg|thumb|right|Waterlooplein station, opened in 1980, seen before its 2010s renovation.]]File:Metro_Amsterdam_M5_Kraaiennest_4.JPG|thumb|right|A M5 metro at Kraaiennest station ]]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 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.WEB,weblink PlanAmsterdam: Structural Vision Amsterdam 2040, Department of Physical Planning, City of Amsterdam, 2011,

Architecture

A notable part of the East Line infrastructure is a dual metro overpass on the Gaasperplas Branch in the Bijlmermeer district between Ganzenhoef and Kraaiennest stations. This {{Convert|1100|m|ftin|adj=on}} long colonnade contains two single crossovers, each consisting of 33 pillars carrying {{Convert|33|m|ftin|adj=on}} long beams. The center-to-center distance between the two overpasses is {{Convert|15|m|ftin}}. This exceptional height 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.File:BijlmerArena1.jpg|thumb|right|New Bijlmer Arena station (2007)]]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 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 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 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.WEB,weblink 'Metrokunst waardevol voor stad' ('Metro art valuable for city'), FoliaWeb, 26 March 2012, 31 July 2014, 8 August 2014,weblink" title="web.archive.org/web/20140808042301weblink">weblink live, WEB,weblink Stations Oostlijn mogen (beschadigde) kunstwerken houden (East Line station keep their (damaged) art works), Het Parool, 27 September 2012, 31 July 2014, 8 August 2014,weblink" title="web.archive.org/web/20140808042028weblink">weblink live,

Renovation

Over the years, several stations along the East Line were expanded or renovated. Since 2003, 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 was shortlisted for the Stirling Prize of the Royal Institute of British Architects.WEB,weblink Bijlmer Station by Grimshaw, DeZeen Magazine, 9 September 2008, 31 July 2014, 8 August 2014,weblink" title="web.archive.org/web/20140808043730weblink">weblink live, 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 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.WEB,weblink Maccreanor Lavington overhauls Amsterdam's Kraaiennest metro station, DeZeen Magazine, 8 April 2014, 31 July 2014, 8 August 2014,weblink" title="web.archive.org/web/20140808043732weblink">weblink live, The design was awarded the 2014 EU Stirling Prize.WEB,weblink The best new buildings – 2014 RIBA National Award winners are announced, Royal Institute of British Architects, 19 June 2014, dead,weblink" title="web.archive.org/web/20141104184003weblink">weblink 4 November 2014, WEB,weblink Amsterdam metro station is world famous for its architecture, DutchNews.nl, 29 July 2014, 31 July 2014, 2 August 2014,weblink" title="web.archive.org/web/20140802080423weblink">weblink live, 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 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.WEB,weblink Stationsrenovatie Oostlijn (Station renovation East Line), Metro Department, City of Amsterdam, nl, 25 June 2014, WEB,weblink MetroMorphosis Amsterdam: Renovation of 18 metro stations on the Eastern Line, Zwarts en Jansma Architects, 31 July 2014, 8 August 2014,weblink" title="web.archive.org/web/20140808045810weblink">weblink live,

Amstelveen Line (former route 51)

History

File:Zuid-WTC.jpg|thumb|right|Route 51 lightrail vehicle at Zuid Station, where it changed from third rail to overhead wireoverhead wireFollowing 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 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 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 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 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 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 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 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.WEB,weblink Tram 5 vanaf 2018 naar Westergasfabriek), rtva.nl, 1 June 2017, 10 December 2018, 10 December 2018,weblink live, Conversion of the southern section of the Amstelveen Line to tram operation started in 2016.WEB,weblink Persbericht: Regioraad stelt plannen voor ombouw Amstelveenlijn vast (Press notice: Regional council approves plans for conversion of Amstelveen Line), Amstelveenlijn.nl, 12 March 2013, 1 August 2014,weblink" title="web.archive.org/web/20140815010316weblink">weblink 15 August 2014, dead, WEB,weblink Beschrijving voorkeursvariant Amstelveenlijn (Description Preferred Version Amstelveen Line), p. 12, City Region of Amsterdam, 13 March 2013, 1 August 2014,weblink" title="web.archive.org/web/20150202212205weblink">weblink 2 February 2015, dead, 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 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.WEB,weblink Vernieuwde Amstelveenlijn krijgt lijnnummer 25, Inge Jacobs, 11 September 2019, OV Pro, 15 January 2020, nl, 16 November 2021,weblink live,

Route

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 {{Convert|3|m|ftin|adj=on}} wide trams. The BN vehicles, however, had a width of {{Convert|2.65|m|ftin}} 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 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 the route from Zuid Station to Westwijk.

Ring Line (Route 50)

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 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 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.

North–South line (Route 52)

(File:20180120 CS15.jpg|thumb|Platforms of the North–South Line at Amsterdam Centraal)In 2002, the construction of the Noord/Zuidlijn (North–South line) was started. The new metro line 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.WEB,weblink Zuidas Visie, 13 July 2006, 20 June 2006,weblink" title="web.archive.org/web/20060620165356weblink">weblink live, The line includes a mixture of bored tunnels and immersed tunnels under the IJ.JOURNAL,weblink Last section of Noord/Zuidlijn nears completion, Railway Gazette International, 24 September 2012, 29 September 2012,weblink" title="web.archive.org/web/20120929001336weblink">weblink live, The construction programme experienced several difficulties, mainly at Amsterdam Centraal, resulting in 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.WEB,weblink Planning en begroting, Planning and Budgeting, Gemeente Amsterdam [Municipality of Amsterdam], Noord/Zuidlijn, nl, 8 July 2016, 13 July 2016,weblink" title="web.archive.org/web/20160713131602weblink">weblink live, The North–South line might be extended to Amsterdam Airport Schiphol in 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.WEB,weblink New Amsterdam metro line to get 4G coverage, 8 August 2014, 12 August 2014, Telecompaper, 24 September 2015,weblink" title="web.archive.org/web/20150924130833weblink">weblink live,

Planned expansion

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, the tunnel was abandoned, and there are plans to use it as part of a chocolate museum.WEB,weblink The biggest useless works of Amsterdam, 9 June 2014, 24 December 2010,weblink" title="web.archive.org/web/20101224200615weblink">weblink live, There are still plans for the tram to IJburg to be upgraded to metro and connect to the nearby city of Almere.WEB,weblink A Metro from Amsterdam to Almere (pdf), 9 June 2014,weblink" title="web.archive.org/web/20140714162150weblink">weblink 14 July 2014, dead, 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.WEB,weblink Amsterdam completes EUR 3.1 billion metro line, Railway PRO, 23 January 2018, 18 June 2020, 19 June 2020,weblink live, In January 2019, CEO of Amsterdam Airport Schiphol Dick Benschop announced that agreements had been reached to extend the north–south line to the airport and Hoofddorp.WEB,weblink Amsterdam metro line to be extended to Schiphol airport, I Am Expat, 9 January 2019, 29 July 2019, 29 July 2019,weblink live, In June 2019, the province of North Holland outlined plans to extend the metro to Zaandam and Purmerend along with Schiphol and Hoofddorp.WEB,weblink Provincie wil metro naar Zaandam, Purmerend, Hoofddorp en Schiphol, NH Nieuws, 12 June 2019, 17 November 2019, nl, 13 June 2019,weblink live, 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.WEB,weblink Amsterdam krijgt brug over het IJ, www.amsterdam.nl, 11 January 2017, nl,

Technology

Rolling stock

As of January 2016, there are 90 electric multiple unit train sets in use within the Amsterdam Metro system.WEB,weblink Amsterdamse Metro (Metro Amsterdam), nl, Dutch Wikipedia, 30 January 2016,weblink" title="web.archive.org/web/20150109172116weblink">weblink 9 January 2015, dead, All use standard gauge track and operate on a 750 V DC third rail electrification system.

M1/M2/M3

(File:Zilvermeeuw metrotrain.jpg|thumb| Zilvermeeuw train approaching RAI station)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 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 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.WEB,weblinkweblink 2021-12-21, live, Laatste rit en afscheid Zilvermeeuw Metro GVB Amsterdam (Last ride and farewell of the "Herring gull" Metro GVB Amsterdam), nl, Huey-dean van Eerde, 3 January 2016, {{cbignore}}

S1/S2/S3/M4

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 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 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 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 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.

M5

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, 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 the entire network.{{update inline|date=September 2018}} 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 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.WEB,weblink Nieuwe metro: de M5 Metropolis (New Metro: the M5 Metropolis), GVB, nl, 1 August 2014, dead,weblink" title="web.archive.org/web/20140817015028weblink">weblink 17 August 2014, M7 The newest addition to 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.">

Summary{| class"wikitable"

! Vehicle! Type! DescriptionWEB ! Operation160px) Series M1, M2, and M3 Full metro units for operation on Route 50 (mostly m4/S3), 53 and 54 Built by LHB (44 units total{{citation needed|date=March 2015}})37.5ftinabbr=on}}Width: {{Convertmfrac=854lb70mph|abbr=on}}Power: 4 x 195 kWDC power supply: 750 volts| 1977-2015160px) Series S1 and S2 Hybrid metro/tram units for operation on Route 51 Built by BN (25 units total)30.6ftinabbr=on}}Width: {{Convertmfrac=8}}Weight (fully loaded):{{Converttonneabbr=on}}Maximum speed: {{Convertkm/h|abbr=on}}Power: 6 x 77 kWDC power supply: 600/750 volts| 1990 - 2024160px) Series S3 and M4Light metro units for operation on Routes 50 and 51, sometimes operates on Route 53 Built by CAF (4 S3 units, 33 M4 units)30.9ftinabbr=on}}Width: {{Convertmabbr=on48.0lb70abbr=on}}Power: 6 x 70 kWDC power supply: 750 volts| 1997-present160px) Series M5 Full metro units for Routes 50, 52, 53 and 54 Built by Alstom Konstal (28 units total)116.2ftinfrac=8}}Width: {{Convertmfrac=8190lb90abbr=on}}Power: 16x200 kWDC power supply: 750 volts| 2013-presentborderframeless|160x160px)|Series M7Full metro units for Routes 50, 53 and 54Built by CAF (30 units total)|Cars per unit: 3Length: 59.6 m (195 feet 629⁄64 in)Width: {{Convert|3.0|m|ftin|frac=8|abbr=on}}Weight: 95 t (209 439 lb)Maximum speed: {{Convert|80abbr=on}}|2023-present

Ticketing system

File:Venserpolder2.jpg|thumb|Ticket barriers for the OV-chipkaartOV-chipkaartThe OV-chipkaart, a nationwide contactless smart card system, is the only valid form of ticket on the metro system.WEB, OV-Chip card in Amsterdam,weblink 9 June 2014, 2 July 2014,weblink" title="web.archive.org/web/20140702030047weblink">weblink live, It replaced the so-called strippenkaart system on 27 August 2009, after the two systems had run parallel since 2006. Ticket barriers have been installed in all metro stations, with free-standing card readers where platforms are shared with train or tram lines. Amstelveen Line light rail stations are only equipped with free-standing card readers.

Graphic design

Signage on the Amsterdam metro system has featured multiple designs stemming from different eras. The original 1974 signage uses the M.O.L. typeface, which was specially designed for the metro by Gerard Unger. The openings within the letters are larger than normal in order to improve the letters' legibility when illuminated. The name M.O.L. refers to the Dutch word mol which means mole in English. The idea to use a mole as the mascot for the metro was rejected by city authorities.WEB,weblink M.O.L. (1974), Gerard Unger, 31 July 2014, dead,weblink" title="web.archive.org/web/20081210020821weblink">weblink 10 December 2008, Other versions are the 1991 version found on the Amstelveen Line, the 1995 version found mainly on Ring Line and the 2009 version which has replaced earlier versions at many stations. In 2016 the City Region of Amsterdam commissioned a new signage system and logo in an effort to harmonize all of the signage and wayfinding elements across all metro lines, in time for the renovation of the East Line and opening of the North-South Line.WEB,weblinkweblink dead, 15 March 2022, Wayfinding: nieuwe borden op metrostations - Stadsregio Amsterdam, www.stadsregioamsterdam.nl, 6 September 2016, The new design is based on the already-existing R-net branding, though somewhat modified.WEB,weblink 'R-net' op onze metroborden; wat is het?, 21 January 2016, www.wijnmenjemee.nl, 6 September 2016,weblink" title="web.archive.org/web/20160131233420weblink">weblink 31 January 2016, dead, It uses the Profile typeface and harks back to the original Unger design by using blue, white and red design elements. All of the wayfinding systems commissioned after the original 1974 one are designed by Mijksenaar.File:UngerM.O.L.JPG|1974 original design at Diemen Zuid station, featuring M.O.L. typefaceFile:Amstelveen - Beneluxbaan bij tramhalte Zonnestein - panoramio.jpg|1991 style sign at Zonnestein stationFile:Isolatorweg1.jpg|1995 style sign at Isolatorweg stationFile:Amst bijlmer arena haltebord.JPG|2009 style sign at Bijlmer ArenA stationFile:Nieuwmarkt platform, 2022.jpg|2016 style sign at Nieuwmarkt station

Communications

A communications backbone for the Amsterdam Metro was installed by Thales, which is also responsible for associated maintenance.

See also

• Transport in Amsterdam
• Trams in Amsterdam
• Gemeentelijk Vervoerbedrijf (GVB)

Notes

{{Reflist|30em}}

References

• JOURNAL, Davids, Carel, 2000, Sporen in de stad. De metro en de strijd om de ruimtelijke ordening in Amsterdam,weblink Tijdschrift Holland, 32, 3/4, 157–182, 3 April 2017, 13 April 2016,weblink" title="web.archive.org/web/20160413181400weblink">weblink dead,
• JOURNAL, Jansen, L., 1972, Een oud metroplan,weblink Ons Amsterdam, 24, 310–314, 25 July 2017,
• BOOK, Ouwendijk, Cees, October 1977, Een metro in Amsterdam,weblink 20 September 2022,weblink 20 September 2022, live, Gemeente Vervoerbedrijf, Dutch,

External links

• {{Commons and category-inline|Metro, Amsterdam|Amsterdam Metro}}
• GVB – official website

{{Amsterdam}}{{Amsterdam Metro Line 50 navbox}}{{Amsterdam Metro Line 51 navbox}}{{Amsterdam Metro Line 52 navbox}}{{Amsterdam Metro Line 53 navbox}}{{Amsterdam Metro Line 54 navbox}}{{Urban public transport in the Netherlands}}{{Underground rapid transit in the European Union}}{{Amsterdam Public Transport navbox}}

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