荷兰首都阿姆斯特丹
一直觉得阿姆斯特丹是个挺纠结的城市：小时候从地理教科书上就学过荷兰人民填海造地的创举，如今却听说由于因此带来的生态负效应阿姆斯特丹开始推倒海堤，退耕还海；作为荷兰宪法X的首都，这里却没有荷兰中央X,议会，最高法院以及外国使馆（一律坐落在海牙），就连荷兰国王也不住在这里；
这个拥有木鞋，风车，郁金香和奶酪，运河和桥梁纵横的北方威尼斯同时承认安乐死，同性恋婚姻，咖啡馆在规定范围内XX和红灯区的合法化——恰似以之命名的那颗33.74克拉的全黑钻石Amsterdam一般：极其稀有。言归正传，还是让我们来看看阿姆斯特丹的有轨电车吧……
The Amsterdam Tram (Dutch: Amsterdamse tram) is a tram network in Amsterdam, Netherlands. The network dates back to 1875. Since 1943, it has been operated by municipal public transport operator GVB, which also runs the Amsterdam metro and the city bus and ferry services. The Amsterdam Tram is the largest tram network in the Netherlands and one of the largest in Europe.
阿姆斯特丹有轨电车是荷兰阿姆斯特丹的有轨电车网络，其历史可追溯到1875年。1943年起由市政公交运营者GVB运营，它同时运营着地铁，公共汽车和轮渡。阿姆斯特丹有轨电车是荷兰最大的有轨电车系统，也是欧洲最大的有轨电车系统之一。
The trams on the network run on standard gauge track. Since 1900, they have been powered by electricity, at 600 V DC. At the terminus station of almost every tram route is a turning loop, so that the route can be operated by unidirectional trams. The only exception is Amstelveen Binnenhof, one of the termini of route 5, which must therefore be served by bidirectional vehicles.
As of 2016, there are 14 tram routes.The network comprises a total of 80.5 kilometres (50.0 mi) of route,and 200 kilometres (120 mi) of track. The fleet consists of 200 trams, of which 24 are bidirectional for use on the loop-less route 5.
网络上的有轨电车在标准轨距轨道上运行。1900年起由600伏直流电牵引。在几乎每一条有轨电车线路的终点站都有一条转向回路，从而可以由单向有轨电车运行。唯一的例外是5号线的终点站Amstelveen的Binnenhof，只能由双向有轨电车运行。
到2016年为止，共有14条有轨电车线路，线路总长80.5公里，轨道总长200公里。车队由200辆有轨电车组成，其中有24辆是在没有转弯回路的5号线上运行的双向有轨电车。
Operation运营
Locale位置
Amsterdam, Netherlands荷兰阿姆斯特丹
Horsecar era: 1875–1906/1916有轨马车时期
Electric tram era: since 1900有轨电车时期（1900年起）
Status状况
Operational正在运营
Routes线路：14
Operator(s)运营者
Gemeentetram Amsterdam (GTA) (1900–1942)
Gemeentelijk Vervoerbedrijf (GVB) (since 1943)（1943年起）
Track gauge轨距
1,435 mm (4 ft 8?in)
Propulsion system(s)动力系统
Electricity电力
Electrification电气化指标
600 V DC Catenary
Stock车辆：200
Track length (single)轨道长度（单轨）
200 km (120 mi)
Route length线路长度
80.5 km (50.0 mi)
Stops车站：500
有轨电车特色： 颜色的巧妙应用
Amsterdam’s trams are suitably distinctive, decked out in blue and white and armed with a famous bell that rings out to attract the attention of any pedestrians and cyclists in the vicinity.
阿姆斯特丹的有轨电车与众不同却又恰如其分——以蓝，白两种颜色装扮，配着那个著名的铃铛时不时地响起以引起附近任何行人和自行车骑行者的注意。
Upon the electrification of the Amsterdam tramway network, all tram routes were given a route number and a route colour. The latter designator is a square logo next to the route number, so that people who cannot read the route numbers can still recognise the route. The tram stop signs also display the route colours, as did the early twentieth century horse tram routes. Route colours have been used in other cities in the Netherlands (The Hague, Rotterdam, Utrecht), but outside Amsterdam the colours have since been removed.
在阿姆斯特丹有轨电车网络电气化改造的同时，所有的线路都设了一个线路编号和一个线路颜色。后者设计成线路编号旁边的一个方块标志，这样看不清线路编号的人们也能通过颜色认出是哪条线路。车站的站牌也显示线路颜色（二十世纪初有轨马车线路也是如此）。线路颜色在荷兰的其他城市也曾使用过（海牙，鹿特丹，乌得勒支），但后来除了阿姆斯特丹外都不再使用了。
The Amsterdam route colours consist of combinations of one or two colours (red, green, yellow, blue and white). Not all colour combinations are permitted: for example, green-blue and yellow-white are not used, due to the lack of contrast. The square plane can be split horizontally, vertically or diagonally.
Under the current system, there are 38 colour combinations. They are located next to the route number on the front of the trams and light rail vehicles (and also on light rail vehicles running on metro routes 50, 51, 53 and 54).
阿姆斯特丹有轨电车线路颜色由一种或两种颜色组合而成（红，绿，黄，蓝和白）。并不是任何两种颜色都可以组合在一起：比如绿-蓝和黄-白就因为缺少色彩对比度而没有使用。颜色方块可以水平分割，垂直分割或沿对角线分割。
在现有系统下，共有38种颜色组合。它们位于有轨电车和轻轨前方的线路编号旁边。（在地铁50，51，53和54号线上运行的轻轨列车上也有）
Current routes 现有线路
As of 2016, the Amsterdam tramway network was made up of the following routes:到2016年为止，阿姆斯特丹有轨电车网络由以下线路组成：
Amsterdam’s tram line number 2 has been named by National Geographic as one of the world’s best tram rides – and with good reason! For over 110 years it’s been transporting visitors and locals around Amsterdam, taking in some of the city’s best sights and attractions along the way.
阿姆斯特丹有轨电车2号线被《国家地理》杂志命名为世界最棒有轨电车搭乘线路之一，的确名不虚传。110多年来，它搭载着游客和当地人领略着沿途的美丽风光——其中不乏阿姆斯特丹最美的景点。
History历史
Beginnings源头
On 3 June 1875, Amsterdam’s first horse-drawn tramway 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 Singelgracht with Dam Square, and were extended to newly constructed residential areas. By the end of the century, about 15 routes led to or from the Vondelstraat, Overtoom, Willemsparkweg, Amsteldijk, Linnaeusstraat, Weesperzijde, Bilderdijkstraat and Ceintuurbaan.
The routes 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.
1875年6月3日，阿姆斯特丹的首条有轨马车线路开始运营，将Plantage和
Leidseplein连接起来，由AOM（1872年由Karel Herman Schadd和其他人共同创立）运营。十九世纪最后的四分之一段，在阿姆斯特丹的主要街道上奔跑着的有轨马车将辛格运河内的所有社区和Dam广场连接起来，并且扩展到新建的住宅区。到十九世纪末，大约有15条线路通往或来自Vondelstraat, Overtoom, Willemsparkweg, Amsteldijk, Linnaeusstraat, Weesperzijde, Bilderdijkstraat 和 Ceintuurbaan.最初的有轨马车线路可以从如今的1，2，3，4，7，9，10和13号线清晰辨认出来。
Dam Square with horse trams, around 1903.
Dam广场上的有轨马车（1903年左右）
Gemeentetram：Gemeentetram时期
As of 1 January 1900, the municipality of Amsterdam took over AOM. The company continued as the Gemeentetram Amsterdam (GTA). A total of 242 tramcars, 758 horses and 15 buildings were acquired along with the company.
到1900年1月1日为止，阿姆斯特丹市接管了AOM，公司延续为GTA，随公司交接过来的还有总共242辆有轨车辆，758匹马和15幢建筑物。
In the late 19th century, Dam Square was the centre of the horse-drawn tramway network.
19世纪末，Dam广场是有轨马车网络的中心
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? in) standard gauge.
By 1906, the electric tram network consisted of 12 tram routes（ (1-11 and 13). To operate these routes, 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 was route 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 route, which linked Overtoom with Sloten, were replaced by tram-hauling buses in 1922; the route was converted into a conventional bus route in 1925.
1900到1906年间，除去其中的一条外所有线路都进行了电气化改造。而且，AOM的非常规1422mm轨道也转换为1435mm标准轨道。到1906年为止，有轨电车网络由12条线路组成（1-11和13）。为了运营这些线路，GTAX了229辆新的有轨电车。原来由马拉的有轨车辆被升级转型为拖车。
Line 1 with motorcar 89 on the Overtoom; 1904.
在1号线上运行的89号有轨电车（1904年）
1906年，Amsterdamse Tramharmonie（阿姆斯特丹有轨电车和弦）管弦乐队（现在的Symfonisch Blaasorkest ATH）成立，这支由业余音乐家组成的管弦乐队现在仍然存在。最后一条有轨马车线路——12号线（(Nassauplein–Sloterdijk)1916年被电气化。5年以后，随着阿姆斯特丹吞并Sloten，Sloten原有的一条有轨马车线路由GTA接管。这条线路（连接Overtoom和Sloten）的马匹19X被拉着有轨车辆的公共汽车取代，1925年转换为常规公共汽车线路。
In 1922, the horses of the Sloten horsecar route were replaced by tram-hauling buses, such as this one in Jacob Marisstraat.
19X，Sloten有轨马车线路上的马匹被公共汽车取代（由公共汽车拉着有轨车辆行驶）（如图）
Further developments进一步发展
Between 1910 and 1930, the growth of the city generated many new extensions to the tram routes. The first thirteen electrified tram routes were joined by: route 14 in 1910, routes 15–18 in 1913, route 19 in 1916, routes 22 and 23 in 1921, route 20 in 1922, route 21 in 1928, route 24 in 1929 and route 25 in 1930.
In 1931, the tramway network reached its greatest extent, at 25 tram routes. From that year to 1940, (almost) all the districts in 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.
1910到1930年间，城市的发展为有轨电车带来了新的拓展。最初的13条电气化线路又增加了以下线路：14号线（1910年），15-18号线（1913年），19号线（1916年），22、23号线（（19X），20号线（19X），21号线（1928年），24号线（1929年）和25号线（1930年）。
A twin axle tram in 1929; this tram type was used until 1968.
1929年的双轴有轨电车，这种车型一直服役到1968年
1931年，有轨电车网络以25条线路达到其最高峰。从这一年到1940年，阿姆斯特丹几乎所有的地区有轨电车都可以达到。1900到1930年间，车队发展成为445辆电力牵引有轨电车和大约350辆拖车，都是木质车身的双轴车辆。
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 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, routes 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.
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 routes had to be suspended (route 4, 6, 8 and 14), before the whole service ceased in October 1944 due to a coal shortage. Many tram cars were transported eastward.
从19X直到1971年，所有有轨电车的后面都设有信箱，它们在中央火车站被清空，邮局的分拣中心设在Stationsplein（后来在Oosterdokskade），就在火车站旁边 。多亏了有轨电车信箱，信件可以准时送达，即使已经赶不上普通信箱的最后一次开箱收信时间。
在二十世纪三十年代的大萧条时期，有轨电车服务被缩减了。1932年，12，15，19，20号线被取消。然而，作为东部铁路工程的一部分，1939到1942年，有轨电车通到了Amsterdam-Oost的新社区。
Articulated trams in Amsterdam: Zesasser 6-axle in the original grey, and bi-articulated in yellow.
阿姆斯特丹铰接式有轨电车：经典灰色的6-轴Zesasser和黄色的双铰接式电车
1943年1月1日，GTA与Gemeenteveren合并，组成了GVB。
1940到1945年间，有轨电车运载了大量乘客也面临着危机。几条线路（4，6，8和14号线）不得不暂停，1944年10月，由于煤的短缺全线停运。许多有轨电车被运往东方。
Postwar period战后时期
Following the end of World War II, tram services were resumed in June 1945, initially with only limited service (routes 1, 3, 5, 7, 9, 10, 12, 13, 16, 24, 25). Route 5 was split into route 5 and route 12. Between 1945 and 1949, the emergency route 26 was the tram line with the highest route number. In 1948 and 1949, a special tram S ran as an express service from route 25 to Amstel station.
Between 1948 and 1950, the GVB acquired sixty motorised trams and fifty trailers, known as 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 route after another was shut down in the 1950s.Buses were considered to be more practical. Thus, between 1950 and 1965 route 18, 12, 11, 17 and 5 were replaced, in that order, by bus services. Only the Leidsestraat and Utrechtsestraat remained served by tram routes (routes 1, 2 and 4), which were necessary because these streets were too narrow for buses.
随着二战的结束，有轨电车在1945年6月恢复运营，最初仅在几条线路上——1，3，5，7，9，10，12，13，16，24，25号线。5号线被拆分为5号线和12号线。1945到1949年间出现的26号线是线路编号最大的线路。1948和1949年间，一条特殊的有轨电车S线作为从25号线到Amstel站的快线运营。
Drieasser 3-axle tram cars 533+987 at the Electric Tramway Museum Amsterdam, at Haarlemmermeerstation (Haarlemmermeer railway station). This tram type was used between 1948 and 1983.
Drieasser 3-轴有轨电车533+987（在Haarlemmermeer火车站的阿姆斯特丹有轨电车博物馆），这种车型在1948到1983年间服役。
从1948到1950年，GVB 取得了60辆有轨电车和50辆拖车，被称为3-轴drieassers 。它们是由Werkspoor 在 Utrecht-Zuilen生产的，用于替代车队里1902开始服役的最老的有轨电车。
经过二十世纪四十年代的一段重建期，一条接一条的有轨电车线路在五十年代被关闭。公共汽车被认为更实用。因此，1950到1965年间，18，12，11，17和5号线相继被公共汽车所取代。只有Leidsestraat 和 Utrechtsestraatb保留了轨电车服务（1，2，4号线），因为其街道对公共汽车来说太窄了。
Revival复兴
In the mid-1950s, (modern) tramcars came back into the spotlight. The 25 articulated trams ordered in 1955 to serve only the Leidsestraat routes 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 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.
二十世纪五十年代中叶，（现代）有轨电车重新引起了人们的关注。1955年订购的25辆铰接式有轨电车（用于在Leidsestraat运行的1号线和2号线）令人满意，也给有轨电车在阿姆斯特丹未来的发展打下很好的基础。1957到1968年间，160辆新的铰接式有轨电车（由Beijnes 和Werkspoor在荷兰制造）加入到车队；它们被编号为551-587 和602-724。战前开始服役的老式双轴有轨电车在1945到1968年间被淘汰。
Old articulated tram at the Ceintuurbaan / Ferdinand Bolstraat intersection. This tram type was used between 1957 and 2004.
老式铰接式有轨电车在Ceintuurbaan / Ferdinand Bolstraat交叉口。这种型号在1957到2004年间服役
Extensions扩展
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 routes with line numbers that had long since disappeared or had never existed.
有轨电车在中心城区重新受到欢迎之后，阿姆斯特丹西部新建的西部花园城镇陆续由有轨电车网络连接在一起。还出现了一些新的线路，其线路编号有的已经消失了很久，有的从未出现过。
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.
其他的变化也出现了：1971年有轨电车邮政服务取消了。1972年到1973年间，第一批铰接式有轨电车中间被加入了一节车厢成为双铰接式有轨电车。同样在七十年代早期，从德国Salzgitter的Linke-Hofmann-Busch订购了两个系列的新有轨电车用于西部延伸线。
Yellow Amsterdam tram, series 725-779. This tram type was used between 1974 and 2003. The line colour is shown beside the line number.
阿姆斯特丹黄色有轨电车725-779。这种型号在1974到2003年间服役。线路颜色显示在线路编号旁边
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 the network were opened. 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.
八十年代早期，GVB有252辆双铰接式有轨电车可供使用，在当时的欧洲排名第一。1983年——仅仅35年之后（对阿姆斯特丹有轨电车网络来说只是一小段时间）——3轴有轨电车结束了其服役生涯——它们从未得到有轨电车员工的青睐。1981到1983年间，GVB还损失了4辆有轨电车——被X者放火损毁。同时，网络向西部继续延伸。1985年，修建了通往Haarlemmerhouttuinen的有轨电车线路，但没和其他轨道相连，也没有配置车顶的电线。30年过去了，至今没有投入运营。
New technology新技术
In 1989-1991, to replace the oldest articulated trams, and to operate new routes, 45 articulated vehicles (numbers 817-841 and 901-920) were built by BN in Bruges, Belgium. They were Amsterdam’s first low-floor trams.
1989到1991年，为了替换最老的铰接式有轨电车和运营新线路，由BN在比利时的布鲁日制造了45辆铰接式有轨电车（编号817-841以及901-920）。它们是阿姆斯特丹最早的低地台有轨电车。
In 1990, a new tramway to Buitenveldert and Amstelveen was ready to go. Route 5 links Station Zuid with Amstelveen Binnenhof, while line 51 runs as a light rail service, from Station Zuid to Amstelveen Poortwachter, and since 2004 to Westwijk. Also in 1990, Route 9 to the Watergraafsmeer was extended to Diemen (Sniep). In 1991, a rush hour route 20 and a special events route 11 were opened. In 1993 a support route 11 and in 1997 a circle line 20 were added to the network. Routes 6, 11 (2 lines) and 20 have since disappeared. However, route 11 is still used occasionally for extra services to the RAI convention centre.
1990年，通往Buitenveldert 和 Amstelveen的新线路即将开通。5号线连接Station Zuid 和 Amstelveen Binnenhof,51号线作为轻轨运营， 从Station Zuid 通往Amstelveen Poortwachter（从2004 年起通往Westwijk），开往Watergraafsmeer 的9号线延伸到Diemen (Sniep)。1991年，高峰时段线路20号线和特勤线路11号线开通。1993年11号补充线和1997年20路环线加入网络。6，11（两条线）和20号线后来消失了。11路偶尔用于通往RAI会议中心的加班服务。
‘De Red Crosser’ 3001 (ex-767) with facilities serving people with disabilities (including a lift). This tram was used between 2003 and 2016.
‘De Red Crosser’ （红十字号）3001 (前-767）配备有为残疾人服务的设施（包括一个升降平台）。这辆有轨电车在2003年到2016年间服役。
Between 2002 and 2004, following an order for 155 Siemens Combino trams (nos 2001-2151 and 2201-2204), the existing tram fleet 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.
2002到2004年间，随着155辆西门子Combino有轨电车的订购（车辆编号2001-2151以及2201-2204），有轨电车车队得到大规模更新。Combinos中的4辆特制成双向列车用于通往Amstelveen的5号线。到2004年上半年为止，155辆Combinos全部到位，最后一批二十世纪六十年代的老式铰接式有轨电车因此在2004年3月退役。然而，2004年到2008年间，所有的Combinos不得不相继退出运营加以维修和加固，以矫正其本身的许多结构缺陷。
Current fleet 现有车队
Serie 11G：编号901-920
由BN制造，共20 辆，1990 投入使用至今
Serie 12G：编号817-841
由BN制造，共25 辆，1991 投入使用至今
Combino’s serie 13G / C1 / C1A
C1编号2001-2130, 2145-2151，C1A编号2131-2144 (have ATB for the Piet Heintunnel)（为Piet Heint隧道配备了ATB)
由Siemens制造，共151 辆，2002 投入使用至今
Combino’s serie 14G / C2A：
C2A编号2201-2204
由Siemens制造 共4 辆，2002 投入使用至今
·End·
※更多世界有轨电车地理※
意大利：米兰 ▏葡萄牙·X ▏澳大利亚·墨尔本
美国·波特兰 ▏图桑
法国：大巴黎地区 ▏兰斯
德国：德累斯顿 ▏柏林 ▏弗莱堡
英国·伦敦 ▏伯明翰 ▏爱丁堡
匈牙利：布达佩斯 ▏摩洛哥：卡萨布兰卡 ▏瑞士：苏黎世
中国：香港 ▏台湾：高雄 ▏日本：札幌
捷克：布拉格 ▏巴西：里约热内卢 ▏X：亚历山大
俄罗斯：哈巴罗夫斯克 ▏奥地利：维也纳
From Wikipedia, the free encyclopedia、www.iamsterdam.com
编译：禾页
编辑：阿古
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