North/South timeline
The construction of the Noord/Zuid line or North/South line, the new subway line in Amsterdam that (guess what?!) goes from the North to the South of the city, is finalised. In July, the first passengers will be travelling. Every Amsterdammer knows that the construction of the tunnel has been a time consuming (and city funds consuming and house consuming and sanity consuming) and complex process. Even that time consuming, that we can’t remember the early days of the project. Or actually, most of us weren’t even born yet. Therefore, a short throwback into the highlights and low points (sometimes literally) of the project.
1968: The plan for the North/South line is proposed by the City Council and accepted, along with two East/West lines and the so-called ring line.
The City decides to start off with the East/West line from Central Station to Gaasperplas and Gein, once two separate villages but now annexes of Amsterdam. In that time, building a metro line meant demolishing everything aboveground, to create space to literally sink the tunnel into the ground — the caisson method. The demolition of houses that were still in good state was met with large resistance in Amsterdam, which cumulated in the Nieuwmarkt riots in 1975. Today, when you walk from Central Station via the Nieuwmarkt, Waterlooplein and Weesperstraat to Amstel Station, you will see that almost all pre-war buildings have disappeared.
Out of fear for more riots, more budget exceeds and subsidence of ground and houses, the City decided that after 1975 there would be no additional metro lines.
1988: Political party D66 reopens research into the feasibility of the North/South line after a symposium by the Amsterdam Chamber of Commerce called ‘Accessibility inner city Amsterdam: improving or going down’. Metro’s mostly go down if you ask me.
1991: The technical studies show that the tunnel or drill method is the most feasible method, as it does not necessitate aboveground demolition. What they don’t know yet is that a drill is very effective in demolishing what’s aboveground. From belowground. Something that will later happen on the Vijzelgracht.
1996: The project is approved with a large majority in the Council. Expected costs: €817 million.
1997: With 65% of the votes, the people from Amsterdam decide against the construction of the line. The result is not binding, however, because the electoral threshold is not reached.
1998: The tender process starts. The City waits with the definitive decision for the construction until the results of the tender come in.
In this same year, a group of citizens present a report from urban engineer Schiebroek, which says that the majority of the houses along the new metro line will need new foundations to prevent huge damages. The City responds: 90 to 95% of houses will not need new foundations. The source of their conclusion remains unknown.
2000: The tender results for the construction of the metro stations exceed budget tremendously. Only contracts for the tunnels are granted.
2001: The remaining tender is divided into separate contracts and are granted for the tunnel under the river IJ, one piece of caisson and one station. For the other contracts, a third tender round is commenced.
2002: Due to the disappointing tender results, the budget deficit is estimated at €191 million. Cost saving measures are being explored.
The construction is officially kicked off after the Council votes with 29 to 14 in favour of the project. The total budget is €1.472 million, including risk funds. €335 will be paid by the City.
2003: Construction starts. The tram line along de Vijzelgracht aboveground subsides.
2004: A few houses along the Vijzelgracht subside 2 centimeters, as well as the bridge of Central Station square. Cause: a leaking sheet piling.
Budget is exceeded by €91 million. The City appoints an independent commission to investigate the finances of the North/South line.
2006: Construction sites under Central Station and in Amsterdam North are leaking. The City frees up another €83 million after the finances are revised.
2007: New forecasts add another €41 million to this.
2008: The project budget is increased with another €121.4 million. The costs for the City have almost doubled.
More leakages along the Vijzelgracht occur. The Service Environment and Construction Supervision (Dienst Milieu en Bouwtoezicht) halts the construction activities for some months. After the activities start again, new leakages occur in the sheet piling of the Vijzelgracht station: the famous Wevers Houses subside further. Activities are halted again. The costs for the City pass a billion euro’s.
The figurative low point of the project is reached.
2009: The portfolio holder quits his job after new budget overruns of €295 million and a project delay of two years.
The independent, non-governmental committee Veerman is set-up to consult the City and investigate all the misconduct around the project. The committee says that an extra €500 million is needed to complete the project. The City decides that the project will continue: it’s too late to quite.
2010: The literal low point is reached with the completion of station Ceintuurbaan.
2014: The tunnel is finished and the two parts of which it consisted before are connected.
2015: Subcontractor Imtech, responsible for the development of the computer system, is bankrupt. More delay for the project!
2016: The first metro travels all the way from South to North.
Crack occur in the aboveground building of Central Station. Repair costs will reach tons.
2017: The first metro completes a trip at full speed.
Early 2018: The stations and tunnel are fully completed. Contractors deliver the end result.
22 July 2018: The North/South line will open for the first travellers.
Although the North/South line was paid for with blood, sweat, tears and a huge amount of money, first reactions of visitors to the stations are very positive. The second half of 2018 will reveal whether it was all worth is and whether, indeed, the pressure on inner city traffic will decline, without any more leaking sheet pilings.
