Collection

These vehicles, built in 1927 by Werkspoor (Zuilen), first operated in Utrecht (GTU). In 1939, shortly before the war, 12 of these cars were transferred to Amsterdam as the 1–12 series. In the 1950s they were renumbered to 301–312 to avoid duplicates and confusion with existing numbers. The intention is to restore this former no. 301 back to its original condition as no. 1.

The Amsterdam motor car 72 is one of only three preserved Amsterdam two‑axle cars out of a total of 215. They were built between 1902 and 1905 by three manufacturers (Raba Györ in Hungary, Werkspoor Amsterdam, and Van der Zypen in Cologne, Germany). All of these cars were equipped with electrical systems from the Union Elektrizitäts‑Gesellschaft. The name “Union” was displayed in elegant lettering on the controller housings, and it quickly became the nickname by which Amsterdam crews referred to these trams.

After the purchase of 229 electric motor cars between 1900 and 1905, the former horse‑tram cars were used as trailers. Over time, there was also a need for trailers built specifically for electric operation. The first newly built series of twenty trailers was delivered in 1910 by Werkspoor, numbered 401–420. Unlike what was common at the time, these trams had transverse seats that could be folded over. The three side windows could also be lowered far down, allowing them to serve as semi‑open cars in summer. For this reason, they were called “season cars”.

Since the start of the Museum Tram Line in 1975, motor car 401 has been a familiar sight. In 1967 it made its final run in Amsterdam’s regular service, and even before that last trip was completed, the tram had already been added to the collection.

Due to Amsterdam’s expansion, the Municipal Tramways purchased 50 motor cars and 30 matching large‑type trailers in 1929. A notable feature was the use of longitudinal benches, which were soon converted into transverse benches with two‑seaters on one side. The seats faced each other, except for those next to the end bulkheads, which remained transverse benches. The trailers almost always ran behind the matching blue motor cars 396–445, though they were also coupled to the Grootbordes motor cars.

In 2002, the restored car 465 returned to service on the Museum Tram Line. Until 1997, this single‑ended tram could not be used in passenger service on the line to Amstelveen because there was no turning facility. It was therefore converted into a “Book Tram,” the predecessor of today’s Museum Shop, and placed at the terminus. It is the same tram that performed the inaugural run on 20 September 1975.

Already in the 1930s, plans were made to modernise the tram fleet. Four‑axle cars, which had been purchased in large numbers in Rotterdam, were considered too expensive for Amsterdam. A compromise was therefore chosen: the three‑axle tram. Delayed by the Second World War, sixty new motor cars and fifty matching trailers were acquired between 1948 and 1950.

Already in the 1930s, plans were made to modernise the tram fleet. Four‑axle cars, like those purchased in large numbers in Rotterdam, were considered too expensive for Amsterdam. A compromise was therefore chosen: the three‑axle tram. Delayed by the Second World War, sixty new motor cars and fifty matching trailers were acquired between 1948 and 1950. In 1968, motor cars 491–550 were renumbered to 891–950 because buses were being delivered with the same fleet numbers. In that same year, twelve motor cars were rebuilt with a larger destination box and new doors.

This carriage is a replica, built in 2000 by staff of the Stichting Rijdend Elektrisch Tram Museum. In 1893, the Amsterdamsche Omnibus Maatschappij introduced a large number of open horse‑tram cars. After the company was transformed into the Municipal Tram of Amsterdam, the new municipal operator inherited this substantial fleet of horse‑tram vehicles. Nearly 200 of these cars were adapted for use as trailers behind the electric motor cars. This included trailer 211, which was renumbered to 600 in 1914 and became part of the sub‑series 597–600 (ex‑AOM 208–211). The complete series of open trailers of this type comprised numbers 566–600. These cars could accommodate 22 seated and 18 standing passengers.

GVB 663 is one of the oldest preserved Amsterdam trailer cars.
It began its life in 1913, operated in Amsterdam until 1940, then had a second career with the NZH, later moving through various museums and storage locations, and has been under restoration since 2005 to return it to its 1916 historical appearance.
It is a remarkable example of early‑20th‑century Amsterdam tram history and one of the few surviving trailers from this series.

Trailer car 748 is part of the series of 140 trailers numbered 701–840, built by Werkspoor between 1914 and 1918. In 1921, another forty trailers were added, numbered 841–880, built by HAWA in Hannover. These 180 trailers formed the largest series of Amsterdam trailer cars and operated behind (almost) all types of two‑axle motor cars used in the city. For more than half a century, they were a defining presence on Amsterdam’s tram routes.

Because of the running behaviour and noise of the Type trailers, Werkspoor was commissioned by the Municipal Tramways to re‑develop a trailer type using an improved truck. Equipped with double suspension and an extremely light underframe, the running characteristics were significantly improved. By giving the roof a domed shape, the entire car body became lighter in weight (which earned them the nickname “submarine”). The platforms had the same layout as the Grootbordes motor cars of 1913, hence the name Grootbordes trailers. The platforms allowed separate boarding and alighting. Between 1914 and 1918, 140 trailers of this type were built. In 1921, a follow‑up order of 40 identical trailers was placed, this time built by the German manufacturer HaWa.

Trailer car 946 is a middle‑entry trailer from the 931–950 series, built in 1930 by the Rotterdam firm Allan. This series was an extended version of the earlier middle‑entry cars (881–900) and was designed for rapid passenger flow thanks to the low central platform. Conductors were less fond of these cars, known as the “birdcage,” because they constantly had to go up and down the steps between the raised compartments.

This three‑axle trailer, built in 1949 and refurbished in 2012, serves—whenever possible or required—as the regular trailer for three‑axle motor car 903. Like the motor car, it was upgraded in 1968 and fitted with improved doors and larger destination boxes.

As articulated trams were already being developed in Germany, the management of the Amsterdam Municipal Transport Company decided to place a trial order for 25 articulated trams. These trams received the type designation “1G” (First Series Articulated) and were numbered 551–575. They were delivered in 1957. With their modern design in the characteristic light‑grey and white colour scheme, fitted with a pantograph and a large destination box that also displayed the route colour, they were striking newcomers on the Amsterdam tram network.

On 9 November 1959, the rear section of car 602 was delivered in Amsterdam, followed on 10 November by the middle section and on 11 November by the front section. On 22 November 1959, motor car 602 entered service on route 24. It offered space for 45 seated and 160 standing passengers. In April 1969, car 602 was converted for one‑man operation during a mid‑life overhaul. The rebuilt 602 entered service on 23 June 1969.

The Amsterdam articulated trams of the 9G and 10G series, also known as Blokkendozen (“boxcars”), were two series comprising a total of 37 trams built between 1979 and 1981 by the German railway manufacturer Linke‑Hofmann‑Busch for use on the GVB tram network. At the time, they were intended to replace the remaining three‑axle trams, a goal that ultimately proved unachievable. Between 2004 and 2016, they were the oldest trams still in regular service.

The Amsterdam articulated trams of the 11G and 12G series, also known as trapwagens (“step cars”) or hangbuiken (“sag‑bellies”), were two series comprising a total of 45 trams (20 of which were built as bi‑directional units). They were delivered between 1989 and 1991 by the Belgian manufacturer La Brugeoise in Bruges (now Bombardier Transportation). From early 2016 onwards, they were the oldest trams still in regular service. Withdrawal took place between January and July 2021. Car 820 is of the 12G type.

Zilvermeeuw (nickname, Silver Gull) unit 23, the only surviving trainset from Amsterdam’s very first metro trains, is being given a second life. At SBCAVM, this metro train is being restored so it can once again be presented to the public.

The Zilvermeeuwen—aluminium “tin cans” in 1970s style with a distinctive design cab—turned out to have a surprisingly robust steel frame beneath their skin. For an impressive 40 years they ran reliably between Amsterdam’s city centre and Zuidoost. Their introduction had a major impact on Zuidoost, which became closely connected to the rest of the city thanks to this fast new mode of transport. Just one year after opening, the metro line was already carrying twice as many passengers as originally forecast.

In the end, only unit 23 was saved from scrapping—and for good reason: it was the trainset used by Princess Beatrix and Prince Claus to officially open the line in 1977, and it also operated the very last passenger run in 2015.

The RR2, or Rail Cleaner 2, built in 1912. Part of the museum tram collection since 1978.

The P7 is a brine‑spraying car, built in 1919 by Werkspoor and later converted into a brine car by Beijnes in 1958. It remained in service until 1989, after which it was withdrawn. At the Museum Tramway this tram is used for training purposes, but in winter—during snow and ice—the GVB still deploys it to spray brine on critical infrastructure.

The H80, a small shunting locomotive built in 1941 by Du Croo & Brauns, was taken into service by the GVB in 1986. It has been part of the Museum Tramway collection since 2010.