Amsterdam Public Transport, Netherlands

In 2003 Amsterdam has two major projects in progress and one major project agreed and about to begin. The first is the construction of the new North-South metro, which involves the construction of new stations and many new tunnels. The second is the IJ-tram expressway extension to the new residential suburban island complex of IJburg, including the construction of two new bridges. The third project is the construction of a second Coen road tunnel to relieve congestion from Amsterdam Port to Schipol airport; this scheme will also include the widening of the first Coen tunnel. Amsterdam is committed to providing excellent public transport for its citizens and visitors as there is little land available for the construction of further roads.

NORTH-SOUTH LINE ROUTE

The North-South line will be 9.5km long and will begin above-ground in Amsterdam North, continuing underground under the IJ and central station and then through two tunnels under the Damrak, Rokin,Vijzelstraat, Ferdinand Bolstraat and Scheldestraat. The line will then continue underground past the RAI before emerging in the central reservation of the A10 between Europaplein and the South/World Trade Centre station. The bored section is to be 3.8km long. The complex is to have nine stations at an average distance apart of 1.1km. The stations will be Buikslotermeerplein, Johan van Hasseltweg, Central station, Rokin, Vijzelgracht, Ceintuurbaan, Europaplein, South/WTC and Sixhaven.

NORTH-SOUTH LINE CONTRACTORS

The partnership firm of Saturn X VOF, which specialises in design, engineering and construction underground, has been awarded the contract for the bored tunnel section of the line. Herrenknecht AG, which specialises in the design and manufacture of tunnelling machines, has been awarded the contract for drilling and lining the tunnels. Combinatie Strukton Betonbouw/Van Oord ACZ will construct the Central subway station and the connection between the Amsterdam main Central Station and the new subway station.

Strukton Betonbouw will fabricate immersed tunnel elements and place them using the immersion process. This work will be carried out on the section between the Central station and Sixhaven construction dock. Heijmans Beton-en Waterbouw will construct the starting shafts for the boring machine. Ingenieursbureau Amsterdam will be responsible for process and project management and all temporary measures during construction. Max Bogl will construct three stations: Rokin, Vijzelgracht and Ceintuurbaan. Nelis Infra are carrying out work on the diversion of utilities, construction of temporary piers and bus stations. Prorail will construct the rail lines under Central station. Royal Haskoning is responsible for planning and implementation and environmental monitoring. Sol Data Grontmij VOF, a specialist company in geotechnical monitoring, will monitor the construction process and warn of any changes or movement in tunnels and streets. Witteveen & Bos Consulting Engineers will be responsible for safety, risk management and the design and implementation of safety and escape systems for the metro. Benthem Crouwel is responsible for the design of Ceintuurbaan station.

NORTH-SOUTH LINE CONSTRUCTION

Construction work has already started between Central Station and Ceintuurbaan (April 2003); this area will be technically the most difficult because of the possibilities of causing disruption and damage to the historical Central Station. The piles on which the Central Station is built will have to be disturbed to allow a 21m-wide, 130m-long tunnel to be constructed beneath; the process will be undertaken at a slow, careful pace. One major construction technique used will be immersion; where tunnel sections or caissons are built in a construction dock (Sixhaven) and towed to the required place. The sections are then installed in previously dug grooves under water in a canal or harbour, hence the term immersion tunnel. The other method used for tunnel construction, particularly under the Central Station, will be the walls-roof method. Here the walls are constructed from panels of reinforced concrete 40m deep and 1.2m thick; a roof can be formed on top to provide an underground box-like tunnel. The walls are formed by cutting out the space for the wall filling it with clay and water (a mixture called betoniet), placing the steel reinforcement and then filling the space with liquid concrete while pumping away the betoniet.

TUNNEL BORING MACHINES

There will be two tunnels bored side-by-side with a three-month time lag between them. Each of the tunnel boring machines has a diameter of 7m and a length of 60m. The machines will be assembled in a 20m-deep construction pit in the wet Damrak. The head of the boring machine consists of a hollow steel cylinder, the shield. The shield is approximately 5.5m long and tunnel builders will work inside it, protected from earth and water. The front of the machine is a digging wheel and further back are the tunnel construction components, which line the tunnel as it is bored. The boring wheel removes layers of earth and clay which are mixed with water and pumped away for disposal. The machine moves forward by means of jacks and screws pushing against the completed tunnel section. The machine can bore and line approximately 13m of tunnel per 24-hour period. At the tunnelling end, at Scheldestraat, a 15m pit will be constructed to be used for dismantling the boring machines.

Amsterdam is constructing a new residential area called Ijburg. Over 18,000 houses will be built upon seven man-made islands in the Ij-lake by 2012. The decision to implement this project in such a unique location is based upon efficient use of space close to the city of Amsterdam. There is little new building land available for such a large project. National environmental policy dictates that new city districts should be as close as possible to the city centre to limit the pollution caused by traffic and allow people travelling to and from work the plausible alternative of an efficient public transport system. Ijburg will have an estimated population of 45,000 when fully constructed and 12,000 people will be employed in the city and commuting daily. The planning of a new tram to Ijburg was seen as a very important part of the overall project.

IJ TRAM EXPRESSWAY CONTRACTORS AND PLANNERS

The planning and organisation of the IJ tram has been carried out by Project Bureau IJ Tram under the authority of the city council of Amsterdam. The bureau is part of the municipal department of infrastructure, traffic and transport. The bureau awards contracts, carries out project management, support, planning, co-ordination and finance. The project is also supported by Engineering Bureau Amsterdam, industrial designer NPK, architect Van Heeswijk, the Municipal Public Transport Company and the Municipal Department of Environmental Planning. Grimshaw designed two bridges in Ijburg; WS Atkins is the structural engineer, Ingenieurs Bureau Amsterdam is the quantity surveyor and Plangroep IJburg is the project manager.

IJ TRAM EXPRESSWAY CONSTRUCTION

The construction is to take place in three phases. In the first phase the IJ tram will run from Amsterdam Central station to the end of City Street on the new harbour island. This is an 8.5km section with nine stops and will be completed in 2004. The second phase will see the tram run on to the Strandeiland during 2007, when up to 8,000 houses will have been built. The third phase will probably occur in 2012 and will see the tram terminate on Buiteneiland, just before the final houses have been built to give the 18,000 total. The first phase requires the construction of over 1.5km of bridge, tunnel and viaduct and also the services to provide electrical power to run the rolling stock. Associated projects, which will be built alongside the IJ tram are the IPTA loop (a turning loop for a city tram to allow these trams to drive through to the passenger terminal past Oostelijke Handelskade, something they are unable to do at the present time) and the Ijweg, a road system for cars, bicycles and pedestrians travelling in and out of Ijburg.

IJ TRAM EXPRESSWAY ROUTE

The tram will run from Amsterdam Central station along the bank of the IJ lake via the Eastern harbour, the Piet Hein tunnel and Zeeburgereil and to the harbour island on IJburg. There will be two types of tram stops on the route; some opposite one another and also some a space apart in a so-called bayonet formation.

IJ TRAM EXPRESSWAY ROLLING STOCK

New trams have been purchased for the line. These will be the new Siemens Combino trams also running on the main tram network in the rest of Amsterdam. A fleet of 25 will run initially on the first phase tram line. They are 2.35m wide, 28.9m long and have a rail pitch of 1.435m; they have 65 seats and room for 100 standing passengers and a maximum speed of 70km/h.

IJ TRAM EXPRESSWAY BRIDGES

During the construction of the IJ tram bridges will need to be constructed or modified. The bridges crossed by the tram between Central Station and the Piet Hein tunnel have been designed by Van Heeswijk. A bridge is to be constructed over the east entrance to replace the Kramer Bridge. The bridge over the Oosterdoksdoorgang is to be adjusted. On the IJ lake-side there will also be a pedestrian/cyclist bridge. Grimshaw is to build two bridges within the Ijburg development. The first bridge is 35m wide with a triple arrangement of arches dividing lanes for motor vehicles, trams, cycles and pedestrians. The deck is split long-ways to allow a view of the water below. The bridge is constructed of faceted lengths of steel box girder fashioned into curving arches, which are designed to give a bio-skeletal appearance. A second smaller bridge between two islands adopts a similar style.

IJ TRAM EXPRESSWAY FINANCE

The cost for the first phase of construction is €170.2 million. The cost for the IPTA loop is €3.9 million and the total cost for the Ijweg are €28.8 million. The national government has promised €157.9 million for the first phase tram costs and the municipality has promised €21.8 million for the trams. Money for subsequent phases of construction is to be raised via 'Actualisation VINEX', a financial apparatus set up by the national government. When the IJ tram begins its run the ticket sales will support 55% of its running costs in the first year it is estimated.

The Coen road tunnel is the most important connection between the region north of the North Sea canal and Amsterdam. The tunnel is a severe bottleneck for traffic. In 2003 a decision was taken to build a second Coen road tunnel to relieve the congestion; the construction is expected to be complete by 2010. While this is going on the original Coen tunnel is to be upgraded by being widened from four to eight lanes. Two of the new lanes will be exchangeable lanes, offering five in each direction during rush hour traffic. These projects will run side-by-side with the construction of a road to connect Amsterdam Port with Schiphol Airport, the Westrandweg (West Edge Road), which runs through the Coen road tunnel. The new road will be ready by 2012.