{"id":1955,"date":"2026-10-06T10:01:13","date_gmt":"2026-10-06T08:01:13","guid":{"rendered":"https:\/\/ikwilcirculairinkopen.nl\/en\/?p=1955"},"modified":"2026-10-07T10:02:07","modified_gmt":"2026-10-07T08:02:07","slug":"how-ns-incorporates-circularity-from-the-design-phase-in-train-procurement-there-is-no-waste","status":"publish","type":"post","link":"https:\/\/ikwilcirculairinkopen.nl\/en\/how-ns-incorporates-circularity-from-the-design-phase-in-train-procurement-there-is-no-waste\/","title":{"rendered":"How NS Incorporates Circularity from the Design Phase in Train Procurement: \u201cThere is No Waste\u201d"},"content":{"rendered":"\n

The Dutch Railways (NS) have been structurally integrating sustainable and circular thinking for years. Trains are the core product: they contain a lot of material and thus offer the greatest opportunity to make a circular impact. In the modernisation of double-decker trains, 99 percent of the materials are given a second life, and with new trains, circularity is embedded from the design phase through to the contracts.<\/p>\n\n\n\n

We spoke with Ilse de Vos van Eekeren, Program Manager Circular Business at NS, about how this approach works, what lessons the modernisation of existing trains has yielded, and how NS involves the market and suppliers in realising circular trains.<\/p>\n\n\n\n

How does NS view circularity?<\/h2>\n\n\n\n

\u201cMost people know NS for the trains and the fact that we have been running on green electricity for years. My circular journey started with the question: what happens to a train at the end of its life cycle? Initially, I focused on the reuse and recycling of materials from decommissioned trains.<\/p>\n\n\n\n

I soon discovered that you shouldn\u2019t address circularity only at the end, but right at the design stage. That\u2019s when you determine whether materials can be reused or recycled later. Once a train is built, you can only change so much afterwards.<\/p>\n\n\n\n

Trains are our core product. They contain a lot of material and thus offer the greatest opportunity to make a circular impact. If we succeed within the rail sector, where everything must meet strict safety and admission requirements, this principle can also be applied in other sectors.\u201d<\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

What lessons have you learned from train modernisation?<\/h2>\n\n\n\n

\u201cAfter about 20 years of operation, our double-decker trains reach a crossroads. They no longer meet technical requirements, nor travellers\u2019 needs. Think of a power socket to charge your phone; that wasn\u2019t requested thirty years ago.<\/p>\n\n\n\n

In the NS Train Modernisation Workshop in Haarlem, our technicians completely dismantle, refurbish, and modernise the 20-year-old double-decker trains, so they are like new and can be used for another twenty years or so. For example, the doors are removed, polished, and fitted with new rubber. In the end, 86% of what you see in a modernised train consists of the original material, refurbished but not replaced. What cannot be reused in the train gets a second life elsewhere.<\/p>\n\n\n\n

But modernisation also taught us what could be improved. The train floors consist of hardwood and linoleum, two circular materials in themselves. The problem was that they were glued together.<\/p>\n\n\n\n

\n

“What you can\u2019t separate, you can\u2019t reuse at a high level, no matter how circular the individual materials are.”<\/p>\n<\/blockquote>\n\n\n\n

Fortunately, we still found a destination for them. The old train floors now appear as furniture, table tennis tables, or kitchens in office buildings. They also work well acoustically: the damping mat in the subfloor absorbs sound excellently. We learned that the solution is not only in the choice of materials but also in how they are attached. This lesson is now a requirement in the specifications for new trains: connections must be reversible.\u201d<\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

How do you ensure that materials from old trains get a second life?<\/h2>\n\n\n\n

\u201cThat requires an active approach. There is no such thing as waste, but sometimes you have to talk to many companies before finding a new purpose.<\/p>\n\n\n\n

We work in two ways. If the market does not yet have a solution, we seek collaboration with knowledge institutions. A good example is thermoset composites in the walls and luggage racks of trains. The material is super strong and light, ideal for trains, but difficult to recycle. Together with Windesheim, we developed a technique <\/a>to convert it into new raw materials. Since there is not yet a market for it, we are investigating whether the material can eventually be used as railway sleepers.<\/p>\n\n\n\n

For materials that can be reused, we create a harvest book as soon as a train is decommissioned after 46 years: an overview of all released parts, sizes, and materials. This allows us to look for a new destination in a targeted way.\u201d<\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

How do you ensure that circularity is already included in the design of a new train?<\/h2>\n\n\n\n

\u201cCircularity is an integral part of the specifications for our new double-decker trains and sprinters. In the design phase, we sit down with the train builder early. We know how a train needs to be dismantled after thirty or forty years and what challenges arise. We use that knowledge to make better design choices.<\/p>\n\n\n\n

We work according to the R-ladder<\/a> and the Trias Circulair NS<\/a>: minimise (new) material use, use what you have as long as possible, and ensure high-quality returns. Sometimes the impact is in small choices. A label on a seat seems harmless, but if left and right are different, it leads to double inventory and extra material consumption when replacing. Ultimately, the best raw material is the one you don\u2019t need.<\/p>\n\n\n\n

The difference with the past is that we now record which materials are used and how parts are attached in a comprehensive material passport for the train. This is contractually established, and we aim for at least 95 percent (potential) circular output.\u201d<\/p>\n\n\n\n

How do you get the market on board?<\/h2>\n\n\n\n

\u201cWe order a few hundred trains. In the train world, that makes us a relatively small player. If we are the only ones asking for a circular train, the market will not change by itself.<\/p>\n\n\n\n

That is why, within Eurospec<\/a>, we work together with major European operators such as Deutsche Bahn, SNCF, RSBB, and SBB. Together, we have developed and standardised circular specifications and a material passport for trains in Europe. By doing this together, scale and clarity are achieved towards manufacturers. It is no longer a quirky wish from one party, but a broader European standard.<\/p>\n\n\n\n

We have deliberately made the circular requirements and the material passport freely accessible (see: EuroSpec<\/a>) so that other operators and buyers can also use them. For us, publication is not the endpoint; the real work only begins in practice. That\u2019s how you discover where requirements need to be tightened and where innovation is needed. Circularity is not developed on paper alone, but together with the market.\u201d<\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

Do you have tips for buyers?<\/h2>\n\n\n\n

\u201cStart with clear definitions. There are many interpretations of circularity worldwide. If you do not clearly define what you mean, you will not get what you want. Align with recognised standards so you speak the same language as the market. At NS, we deliberately chose to use the globally recognised definitions of WBCSD (World Business Council for Sustainable Development) and their developed CTI (Circular Transition Indicators) measurement method, and to standardise it for the rail sector via Eurospec. CTI and WBCSD: Circular Transition Indicators (CTI) | WBCSD<\/a><\/em><\/strong><\/p>\n\n\n\n

Next, ask beyond just the material. How is something attached? Where does the raw material come from? Is it rapidly renewable (biobased), or does it contain recycled or reused content? Specify that you also want to talk to suppliers and explain why. If people understand the question behind the question, the conversation becomes much easier.<\/p>\n\n\n\n

And use what already exists. The Eurospec specifications are freely available and can also be applied outside the rail sector. You don\u2019t have to reinvent the wheel.\u201d<\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

And looking further ahead, how do you see the future?<\/h2>\n\n\n\n

\u201cThe train we are designing now will still be running in forty years\u2019 time. That is the timeframe we must think in. Decisions we make today will determine material use for decades to come.<\/p>\n\n\n\n

I hope that circular procurement and design will be self-evident by then. Resources are becoming scarcer, prices are rising, and legislation demands increasing transparency. Circularity is never finished. It can always be better. But the greater the urgency becomes, the more self-evident the conversation about circular procurement will also become.\u201d<\/p>\n\n\n\n

<\/a><\/p>\n","protected":false},"excerpt":{"rendered":"

The Dutch Railways (NS) have been structurally integrating sustainable and circular thinking for years. Trains are the core product: they contain a lot of material and thus offer the greatest opportunity to make a circular impact. 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