{"history":[],"article":{"id":"6d5e76db-8ae4-4709-ba75-e37ac8a485d3","title":"Guangzhou Metro","slug":"guangzhou-metro","content":":::summary\n![Guangzhou Metro](https://upload.wikimedia.org/wikipedia/commons/f/f2/Guangzhou///Metro///logo.svg)\n**Name:** Guangzhou Metro \n**Imagesize:** 150px \n**Image 2:** Jinshazhou Pearl River Bridge, Guangzhou 20220710-A.jpg \n**Caption 2:** A [Line 6](https://bliptext.com/articles/line-6-guangzhou-metro) train on the Jinshazhou Pearl River Bridge \n**Imagesize 2:** 275px \n**Owner:** City of Guangzhou \n**Locale:** [Guangzhou](https://bliptext.com/articles/guangzhou) · [Foshan](https://bliptext.com/articles/foshan) \n**Transit Type:** [Rapid transit](https://bliptext.com/articles/rapid-transit) \n**Operator:** Guangzhou Metro Corporation \n**Began Operation:** June 28, 1997 \n**Lines:** 16 \n**Vehicles:** 625 trains \n**Stations:** 323 \n**Ridership:** 8.2 million (2018 Avg.) · 10.62 million (6 June 2019 peak) \n**Annual Ridership:** 3.31 Billion (2019) \n**System Length:** 652.81 km \n**El:** and · and 600 V 50 Hz 3-phase AC \n**Minimum Radius Of Curvature:** 206 m \n**Website:** www.gzmtr.com \n**Map:** Guangzhou Metro Network.png \n:::\n\n# \nThe **[Guangzhou](https://bliptext.com/articles/guangzhou) Metro** is the [rapid transit](https://bliptext.com/articles/rapid-transit) system of the city of [Guangzhou](https://bliptext.com/articles/guangzhou) in the [Guangdong](https://bliptext.com/articles/guangdong) Province of China.\nIt is operated by the state-owned Guangzhou Metro Corporation and was the fourth metro system to be built in [mainland China](https://bliptext.com/articles/mainland-china), after those of [Beijing](https://bliptext.com/articles/beijing-subway), [Tianjin](https://bliptext.com/articles/tianjin-metro), and [Shanghai](https://bliptext.com/articles/shanghai-metro).\nThe earliest efforts to build an [underground rapid transit](https://bliptext.com/articles/underground-rapid-transit) system in Guangzhou date back to 1960.\nIn the two decades that followed, the project was brought into the agenda five times but ended up abandoned each time due to financial and technical difficulties.\nPreparation of what would lead to today's Guangzhou Metro did not start until the 1980s, and it was not until 1993 that construction of the first line, Line 1, officially began.\nLine 1 opened four years later in 1997 with five stations in operation.\n, Guangzhou Metro has 16 lines in operation, namely: [Line 1](https://bliptext.com/articles/line-1-guangzhou-metro), [Line 2](https://bliptext.com/articles/line-2-guangzhou-metro), [Line 3](https://bliptext.com/articles/line-3-guangzhou-metro), [Line 4](https://bliptext.com/articles/line-4-guangzhou-metro), [Line 5](https://bliptext.com/articles/line-5-guangzhou-metro), [Line 6](https://bliptext.com/articles/line-6-guangzhou-metro), [Line 7](https://bliptext.com/articles/line-7-guangzhou-metro), [Line 8](https://bliptext.com/articles/line-8-guangzhou-metro), [Line 9](https://bliptext.com/articles/line-9-guangzhou-metro), [Line 1](https://bliptext.com/articles/line-1-guangzhou-metro)3, [Line 1](https://bliptext.com/articles/line-1-guangzhou-metro)4, [Line 1](https://bliptext.com/articles/line-1-guangzhou-metro)8, [Line 2](https://bliptext.com/articles/line-2-guangzhou-metro)1, [Line 2](https://bliptext.com/articles/line-2-guangzhou-metro)2, [Guangfo Line](https://bliptext.com/articles/guangfo-metro), and [Zhujiang New Town APM](https://bliptext.com/articles/zhujiang-new-town-automated-people-mover-system) reaching both the urban core and surrounding suburbs.\nGuangfo Line connects Guangzhou and Foshan and is the first metro line between two cities in the country.\nDaily service hours start at 6:00 am and end at midnight and daily ridership averages over 7 million.\nHaving delivered 3.029 billion rides in 2018, Guangzhou Metro is the [third busiest metro system](https://bliptext.com/articles/metro-systems-by-annual-passenger-rides) in the world and the 3rd largest in terms of length, after the metro systems of [Beijing](https://bliptext.com/articles/beijing-metro) and [Shanghai](https://bliptext.com/articles/shanghai-metro).\nGuangzhou Metro operates 320 stations and 652.81 km of lines.\nExtensive development of the metro network has been planned for the next decade, with construction started on [Line 10](https://bliptext.com/articles/line-10-guangzhou-metro), [Line 11](https://bliptext.com/articles/line-11-guangzhou-metro), and [Line 12](https://bliptext.com/articles/line-12-guangzhou-metro), and extensions of Line 3, Line 5, Line 8, Line 13, and Line 14, [Line 18](https://bliptext.com/articles/line-18-guangzhou-metro), [Line 22](https://bliptext.com/articles/line-22-guangzhou-metro), as well as the extension of [Line 7](https://bliptext.com/articles/line-7-guangzhou-metro) into [Shunde District](https://bliptext.com/articles/shunde-district) of [Foshan](https://bliptext.com/articles/foshan).\nSome of the system's lines were designed to operate much faster than traditional metro lines, with stations far apart and faster trainsets regularly running at 160 km/h.\nLines 18 and 22 are the fastest metro lines in China, a title previously held by [Line 11 of the Shenzhen Metro](https://bliptext.com/articles/line-11-shenzhen-metro).\n\n# History\n\n## Forays of the 1960s and 1970s\nChen Yu, Governor of Guangdong in 1957–1967, was the first to have proposed an underground metro system for Guangzhou.\nIn the summer of 1960, he ordered a secret geological survey of groundwater levels of Guangzhou.\nSix holes with an accumulated depth of 1,980 m were drilled in the [karst](https://bliptext.com/articles/karst) and [alluvial plains](https://bliptext.com/articles/alluvial-plain) in the city.\nThe geological conditions of Guangzhou, despite their complexity, did not preclude the possibility of an underground metro system.\nAnalysis of the survey data resulted in a confidential report titled Geological Survey for Guangzhou Underground Railway Project dated July 1961, the earliest one of such reports.\nIn 1965, Chen Yu along with [Tao Zhu](https://bliptext.com/articles/tao-zhu), who had been the Governor of Guangdong and First Secretary of Guangdong Committee of the [Chinese Communist Party](https://bliptext.com/articles/chinese-communist-party), proposed in the wake of the [Gulf of Tonkin incident](https://bliptext.com/articles/gulf-of-tonkin-incident) that a tunnel is built in Guangzhou for wartime evacuations and post-war metro development.\nApproved by the [central government](https://bliptext.com/articles/central-people-s-government-of-the-people-s-republic-of-china), the project started in the spring of 1965.\nDue to its confidentiality in the context of intensification of the [Vietnam War](https://bliptext.com/articles/vietnam-war), the project adopted the obscure name of \"Project Nine\", where \"Nine\" was the number of strokes in \"地下\", the Chinese word for \"underground\".\nAs envisaged by Chen Yu, the metro system of Guangzhou would consist of two lines: a north–south line that would connect Nanfang Building to Sanyuanli via Renmin Lu and Jiefang Beilu, and an east–west line that would run from Xichang to [Dongshan](https://bliptext.com/articles/dongshan-district-guangzhou) along today's Dongfeng Lu.\nThe two lines roughly parallelled Line 2 and Line 1 of the modern days, respectively.\nThe east–west line was never built, while Project Nine was dedicated to the north–south line.\nOver ten teams of miners were recruited for a project filled with hazards and perils.\nConstrained by extreme scarcity of time, monetary and material resources, the ambition to build a tunnel for the metro operation was scaled back— the capability to run trolleybuses was deemed acceptable.\nFor ¥13 million, an 8 km long tunnel was completed in 1966.\nThe tunnel was planned to be used as an air-raid shelter and eventual metro line; however, with a cross-section merely 3 m wide and 2.85 m tall, and exposed rocks and wooden trestles scattered everywhere, it was unusable for public transit.\nIn the two decades that followed, four attempts were made to revive and expand Project Nine, first in 1970, next in 1971, then in 1974, and last in 1979.\nDue to lack of funds and complex geotechnical conditions, none of these efforts materialized.\n\n## Construction of Line 1\nThe metro project of Guangzhou was launched for the sixth time in 1984 as the Preparation Office of Guangzhou Metro, established back in 1979 as part of the last attempt to resurrect Project Nine, was moved out of the civil air-defense system and became a subordinate body of the Construction Commission of Guangzhou, bringing Guangzhou Metro into the scope of urban infrastructure development.\nBefore the 1980s, war preparedness was the dominant tenet of underground infrastructure projects in mainland China.\nThe construction of Guangzhou Metro marked the first deviation from the old doctrine as traffic itself became the prime consideration of the project.\nThe design of the initial metro network was a collaborative effort between China and France ([SYSTRA](https://bliptext.com/articles/systra)).\nFour tentative designs were published on 14 March 1988 edition of [Guangzhou Daily](https://bliptext.com/articles/guangzhou-daily).\nFrom the four designs, one was selected based on expert and mass feedback.\nThe selected design, featuring two intersecting lines, was the baseline typology for today's Line 1 and Line 2.\nConstruction of Line 1 officially commenced on 28 December 1993, although work on a trial section at [Huangsha](https://bliptext.com/articles/huangsha-station) had begun in October 1992, five months before the feasibility study of the line was ratified by the State Planning Commission in March 1993.\nVarious technologies novel to China's construction industry at the time were adopted in different sections of the project, notably including [immersed tubes](https://bliptext.com/articles/immersed-tube) (Pearl River Tunnel) and [tunnel boring machines](https://bliptext.com/articles/tunnel-boring-machine) (Huangsha–[Martyrs' Park](https://bliptext.com/articles/martyrs-park-station) section).\nAs the most massive urban infrastructure project in the history of Guangzhou, Line 1 required funding of [¥](https://bliptext.com/articles/renminbi)12.75 billion, all of which was raised by the local government.\nUse of [cut-and-cover](https://bliptext.com/articles/cut-and-cover) tunnels aggressively backed by then-mayor [Li Ziliu](https://bliptext.com/articles/li-ziliu) necessitated the relocation of approximately 100,000 residents in 20,000 households and demolition of buildings totalling 1.1 km2 in the area and earned Li the nickname \"Li the Demolisher\".\nThree and a half years after construction started, the 5.4 km section from [Xilang](https://bliptext.com/articles/xilang-station) to Huangsha opened for trial operation on 28 June 1997.\nThe remaining 13 km, from Huangsha to [Guangzhou East railway station](https://bliptext.com/articles/guangzhou-east-railway-station), was completed eighteen months later on 28 December 1998.\nThe entire line opened for sightseeing tours between 16 February and 2 March 1999, delivering 1.39 million rides 15 days before closing for final testing.\nOperation of Line 1 officially began on 28 June 1999, 34 years after the start of Project Nine in 1965.\n# [Metro network design of Guangzhou selected in 1988 | upload.wikimedia.org/wikipedia/commons/2/23/Guangzhou///Metro///1988///route///proposal///en.svg]\n\n## Accelerated expansion in the 2000s\nThe success of Line 1 as a [turnkey project](https://bliptext.com/articles/turnkey-project) acquired from [Siemens](https://bliptext.com/articles/siemens) with 100% imported electromechanical equipment prompted a wave of similar proposals from twelve other cities in mainland China toward the end of the 1990s.\nThe fever for import-centric rapid transit caused the State Planning Committee to temporarily halt approval of rapid transit projects nationwide and regulate the localization rates of rolling stock suppliers.\nAmid tightened regulation, only Line 2 of Guangzhou Metro received the immediate green light to proceed in June 1998 on the condition that at least 60% of its electromechanical equipment must be sourced domestically.\nConstruction of Line 2 started in July 1998.\nRolling stock manufacturer [Bombardier](https://bliptext.com/articles/bombardier-transportation) airlifted the first two train cars in an [An-124](https://bliptext.com/articles/an-124) from Berlin to Guangzhou in November 2002 after schedule delays.\nThe first section, from to opened on 29 December 2002; the remaining section from Xiaogang to opened on 28 June 2003.\nAt ¥2.13 billion, the equipment cost of Line 2 was 53% lower than that of Line 1.\nThis demonstrated the feasibility of cost reduction through procurement of domestic equipment, revealing a path to project approval to other Chinese cities and reigniting their aspirations to own a rapid transit system.\nThe renewed craze for rapid transit across the country soon encountered a new round of tightened control on project approval around 2003.\nBut Guangzhou was exempted along with Beijing, Shanghai and Shenzhen.\nBy the time Line 2 was completed, construction of Line 3, Line 4, and Guangfo Line had been underway, among which only Guangfo Line later fell to stringent regulation of approvals.\n\n# Lines in operation\n\n## Line 1\nLine 1 runs from Xilang to Guangzhou East railway station, with a total length of 18.5 km. Except for [Kengkou](https://bliptext.com/articles/kengkou-station-guangzhou-metro) and Xilang, all stations in Line 1 are underground.\nIts first section, from Xilang to Huangsha, opened on 28 June 1997, making Guangzhou the fourth city in mainland China to have a metro system.\nThe full line started operation two years later on 28 June 1999.\nLine 1's color is **yellow**.\n# [Martyrs' Park station of Line 1 | upload.wikimedia.org/wikipedia/commons/6/6f/Guangzhou///Metro///Martyrs%27///Park///Station///Platform///202008.jpg]\n\n## Line 2\nLine 2 is a north–south line that runs from Jiahewanggang to Guangzhou South railway station.\nUntil 21 September 2010, it ran from to Wanshengwei.\nIts first section, between Sanyuanli and, opened on 29 December 2002.\nIt was extended from Xiaogang to on 28 June 2003 and further to Wanshengwei a year later.\nThe section between Xiaogang and Wanshengwei was split off to form part of Line 8 during 22–24 September 2010, when the operation was paused.\nThe latest extension, from to [Guangzhou South railway station](https://bliptext.com/articles/guangzhou-south-railway-station) and from to, opened on 25 September 2010 as the whole line resumed operation.\nThe length of the current line is 31.4 km. All stations in Line 2 are underground.\nLine 2's color is **deep blue**.\n# [Yuexiu Park station of Line 2 | upload.wikimedia.org/wikipedia/commons/b/ba/Platform///1%2C///Yuexiu///Park///Station%2C///Guangzhou///Metro///20231229.jpg]\n\n## Line 3\nLine 3 is a 74.9 km Y-shaped line connecting [Airport North](https://bliptext.com/articles/airport-north-station-guangzhou-metro) and Tianhe Coach Terminal to Haibang.\nAll stations in the line are underground.\nWhen the line opened on 26 December 2005, trains operated between Guangzhou East railway station and [Kecun](https://bliptext.com/articles/kecun-station).\nFollowing completion of the Tianhe Coach Terminal–Tiyu Xilu and Kecun–Panyu Square sections, the line was rerouted on 30 December 2006 to offer transfer-free connections between Panyu Square and Tianhe Coach Terminal via Tiyu Xilu.\nThe Guangzhou East railway station–Tiyu Xilu section became a shuttle until it was extended northwards to Airport South on 30 October 2010.\nSouthwards, it was extended from Panyu Square to Haibang on 1 November 2024.\nIn official distinctions, the main route consists of the entire Airport North–Haibang section, while the Tianhe Coach Terminal–Tiyu Xilu section is a spur line.\nThe spur line will be split off in the long term to form part of Line 10.\nLine 3 had been notorious for its crowding since it opened, for it ran three-car trains.\nThat was partly relieved when all three-car trains started operating as six-car ones, connected in sets of two, on 28 April 2010.\nSectional services between Tonghe to Dashi are added from 7:30 to 8:30 every workday, partly solving the capacity issues.\nDespite these changes, as of 2018, the line is still severely overcrowded.\nLine 3's color is **bright orange**.\n# [Tiyu Xilu station of Line 3 | upload.wikimedia.org/wikipedia/commons/4/4d/Tiyu///Xilu///Station///Line///3///Platforms///East///202009.jpg]\n\n## Line 4\nLine 4 is a north–south line running parallel to Line 2 along the east of the city.\nIt is 60.03 km long with 24 stations.\nThe section of the line from [Huangcun](https://bliptext.com/articles/huangcun-station) to [Xinzao](https://bliptext.com/articles/xinzao-station), [Feishajiao](https://bliptext.com/articles/feishajiao-station) to [Nansha Passenger Port](https://bliptext.com/articles/nansha-passenger-port-station) are built underground, while that from [Xinzao](https://bliptext.com/articles/xinzao-station) to Jinzhou is built at the [elevated track](https://bliptext.com/articles/elevated-railway).\nIt was the first metro line in mainland China to use [linear motor](https://bliptext.com/articles/linear-motor) trains.\nIts first section, from Wanshengwei to Xinzao, opened on 26 December 2005.\nSouthwards, it was extended from Xinzao to [Huangge](https://bliptext.com/articles/huangge-station) on 30 December 2006 and further to Jinzhou on 28 June 2007.\nNorthwards, it was extended to Chebeinan on 28 December 2009.\nSouthwards, it extended from Chebeinan to Huangcun, opened on 25 September 2010.\nIts latest extension, from Huangcun to Nansha Passenger Port, opened on 27 December 2017.\nLine 4's color is **green**.\n# [Nansha Passenger Port station of Line 4 | upload.wikimedia.org/wikipedia/commons/a/a2/Nansha///Passange///Port///Station///Platform///1///Part///2.jpg]\n\n## Line 5\nThe 41.7 km long Line 5 starts at Jiaokou and runs to Huangpu New Port.\nIt entered operation on 28 December 2009 between Jiaokou and Wenchong, and on 28 December 2023 between Wenchong and Huangpu New Port.\nAll stations in the line except Jiaokou and [Tanwei](https://bliptext.com/articles/tanwei-station) are underground.\nUntil Line 8 was split off from Line 2, it was the only line that interchanged with all other lines.\nSimilar to Line 4, Line 5 also uses linear motor trains.\nLine 5's color is **red**.\n# [Taojin station of Line 5 | upload.wikimedia.org/wikipedia/commons/b/b1/Taojin///Station///Platform///1///2019///08.jpg]\n\n## Line 6\nThe first stage of Line 6, a 24.5 km long phase one runs from [Xunfenggang](https://bliptext.com/articles/xunfenggang-station) to [Changban](https://bliptext.com/articles/changban-station) with 22 stations.\nIt began service on 28 December 2013 and contains three elevated stations along the route.\nConstruction of a 10-station, 17.5 km long extension to Xiangxue from Changban is entered revenue service in 2016.\nThe line runs four-car trains, but stations of the east extension starting with South China Botanical Garden will be constructed with a provision to accommodate six-car trains in preparation for a route split in the future.\nLine 6's color is **maroon**.\n# [Beijing Lu station of Line 6 | upload.wikimedia.org/wikipedia/commons/c/cc/Beijing///Lu///Station///Platform///20231228-A.jpg]\n\n## Line 7\nThe first phase of Line 7 began service on 28 December 2016 and ran from [Guangzhou South railway station](https://bliptext.com/articles/guangzhou-south-railway-station) to [Higher Education Mega Center South](https://bliptext.com/articles/higher-education-mega-center-south-station) in [Panyu District](https://bliptext.com/articles/panyu-district) throughout 18.6 km. The phase 1 west extension opened on 1 May 2022 from [Guangzhou South railway station](https://bliptext.com/articles/guangzhou-south-railway-station) to [Meidi Dadao station](https://bliptext.com/articles/meidi-dadao-station).\nSix-car trains are used.\nAll stations are underground.\nPhase 2 opened on 28 December 2023, and extends the line by 22.2 km and 11 stations to reach north of the Pearl River and go deep to Huangpu district, providing interchanges with Line 13 at, Line 5 at , Line 6 at , Line 21 at and the planned east extension of Line 8 at.\nLine 7's color is **light green**.\n# [Chencun station of Line 7 | upload.wikimedia.org/wikipedia/commons/4/41/Platform///1%2C///Chencun///Station%2C///Guangzhou///Metro///20240531.jpg]\n\n## Line 8\nThe first section of Line 8, from Xiaogang to Wanshengwei, opened in 2002 and ran as part of Line 2 until the extension to the line was completed in September 2010.\nLine 8 ran from Fenghuang Xincun to Wanshengwei.\nThe section from Changgang to Wanshengwei opened on 25 September 2010 when the split-off from Line 2 was complete.\nThe section west of Changgang did not open until 3 November 2010 due to disputes over the environmental impact of the cooling facilities at [Shayuan](https://bliptext.com/articles/shayuan-station).\nThe remaining section from Fenghuang Xincun to [Cultural Park](https://bliptext.com/articles/cultural-park-station) and [Cultural Park](https://bliptext.com/articles/cultural-park-station) to [Jiaoxin](https://bliptext.com/articles/jiaoxin-station) are opened on 28 December 2019 and 26 November 2020 separately.\nLine 8's color is **teal**.\n# [Pazhou station of Line 8 | upload.wikimedia.org/wikipedia/commons/6/6c/Pazhou///Station///Platform///1///202011.jpg]\n\n## Line 9\nThe 20.1 km long underground route is operated by six-car trains, which runs from [Fei'eling](https://bliptext.com/articles/fei-eling-station) to [Gaozeng](https://bliptext.com/articles/gaozeng-station), serving 10 stations.\nThe line, other than [Qingtang station](https://bliptext.com/articles/qingtang-station), went operational on 28 December 2017.\nLine 9 mainly serves as a link for the passengers of [Huadu District](https://bliptext.com/articles/huadu-district) and [Guangzhou North railway station](https://bliptext.com/articles/guangzhou-north-railway-station) to the rest of the system, having only one transfer station with [Line 3](https://bliptext.com/articles/line-3-guangzhou-metro) at [Gaozeng](https://bliptext.com/articles/gaozeng-station).\nAfter the Tianhe Coach Terminal–Tiyu Xilu spur line of Line 3 is split off to form part of Line 10, the line is expected to be connected into Line 3 using the reserved [switches](https://bliptext.com/articles/railroad-switch) at Gaozeng to become a new spur line.\nLine 9's color is **pale green**.\n# [Qingtang station of Line 9 | upload.wikimedia.org/wikipedia/commons/9/9b/Platform///1%2C///Qingtang///Station%2C///Guangzhou///Metro///20240206.jpg]\n\n## Line 13\nOpened on 28 December 2017, Line 13 is the first metro line in Guangzhou built to run eight-car trains.\nThe currently operating 27.03 km first phase runs from [Yuzhu](https://bliptext.com/articles/yuzhu-station) to [Xinsha](https://bliptext.com/articles/xinsha-station), serving passengers of [Huangpu](https://bliptext.com/articles/huangpu-district-guangzhou) and Xintang, [Zengcheng](https://bliptext.com/articles/zengcheng).\nThe eleven-station line currently has only one transfer station with [Line 5](https://bliptext.com/articles/line-5-guangzhou-metro) at Yuzhu.\nThe second phase of Line 13 runs west of the current phase, which cuts through popular areas of [Huangpu](https://bliptext.com/articles/huangpu-district-guangzhou), [Tianhe](https://bliptext.com/articles/tianhe-district), and [Liwan Districts](https://bliptext.com/articles/liwan-district), and is currently under construction.\nLine 13's color is **olive**.\n# [Nanhai God Temple station of Line 13 | upload.wikimedia.org/wikipedia/commons/6/65/Platform///2%2C///Nanhai///God///Temple///Station%2C///Guangzhou///Metro///20230520.jpg]\n\n## Line 14\nTwo sections of Line 14 are currently in service.\nThe Knowledge City Branch Line, a ten-station 21.01 km long route located mainly within [Huangpu](https://bliptext.com/articles/huangpu-district-guangzhou), opened on 28 December 2017.\nThe branch line operates primarily within [Huangpu](https://bliptext.com/articles/huangpu-district-guangzhou) between Xinhe and Zhenlong, serving the [Sino-Singapore Guangzhou Knowledge City](https://bliptext.com/articles/huangpu-district-guangzhou).\nThe mainline segment to [Conghua](https://bliptext.com/articles/conghua-district) opened a year later on 28 December 2018 and runs from Jiahewanggang in [Baiyun District](https://bliptext.com/articles/baiyun-district-guangzhou) to Dongfeng in [Conghua](https://bliptext.com/articles/conghua-district).\nA southward extension to [Guangzhou railway station](https://bliptext.com/articles/guangzhou-railway-station) is currently under construction.\nLine 14 was the first Guangzhou Metro line to run express services.\nLine 14's color is **brown**.\n# [Wangcun station of Line 14 | upload.wikimedia.org/wikipedia/commons/d/dd/Wangcun///Station///Platform///1///202001.jpg]\n\n## Line 18\nThe section from to of Line 18 opened on 28 September 2021.\nThe section is 58.3 km in length.\nIt will be extended 3 km to.\nA further 39.6 km extension to is also planned.\nLine 18's color is **blue**.\n# [Panyu Square station of Line 18 | upload.wikimedia.org/wikipedia/commons/6/67/Platform///4%2C///Panyu///Square///Station%2C///Guangzhou///Metro///20210928.jpg]\n\n## Line 21\nThe 60.5 km long Line 21 runs between [Tianhe](https://bliptext.com/articles/tianhe-district) Park in [Tianhe](https://bliptext.com/articles/tianhe-district) and [Zengcheng](https://bliptext.com/articles/zengcheng-district) Square in [Zengcheng](https://bliptext.com/articles/zengcheng-district) with six-car trains.\nIt has 40.1 km of underground tracks, 14.7 km of elevated tracks, and 6.8 km of tracks in mountain tunnels.\nThe section from Yuancun to Tianhe Park is intended as part of Line 11 and constructed to accommodate the eight-car trains of the latter.\nWhen the construction of Line 11 is completed, this section will be operated as part of Line 11, making Tianhe Park the west end of Line 21.\nExpress service was also provided after the inauguration of the western section (Yuancun – Zhenlongxi).\nLine 21's color is **dark purple**.\n# [Zengcheng Square station of Line 21 | upload.wikimedia.org/wikipedia/commons/2/21/Zengcheng///Square///Station///Platform///2///202001.jpg]\n\n## Line 22\nThe section from to of Line 22 opened on 31 March 2022.\nThe section is 18.2 km in length.\nIt will be extended 73.2 km to.\nLine 22's color is **orange**.\n# [Shiguanglu Station of Line 22 | upload.wikimedia.org/wikipedia/commons/a/ab/Platform///1%2C///Shiguanglu///Station%2C///Guangzhou///Metro///20220404.jpg]\n\n## Guangfo Line\nThe Guangzhou–Foshan Section of [Pearl River Delta](https://bliptext.com/articles/pearl-river-delta) Region Intercity Rapid Transit is an intercity metro line that connects Guangzhou and Foshan.\nIt is commonly known as Guangfo Metro and Guangfo Line of Guangzhou Metro.\nThe section within Foshan also doubles as Line 1 of FMetro (Foshan Metro).\nThe line is operated by Guangdong Guangfo Rail Transit Co., Ltd., a subsidiary co-owned by Guangzhou Metro (51%) and Foshan Metro (49%).\nIts first section, from Xilang to [Kuiqi Lu](https://bliptext.com/articles/kuiqi-lu-station) in [Foshan](https://bliptext.com/articles/foshan), started operation on 3 November 2010 with 21 km of tracks and 14 stations.\nEleven of the stations are located in Foshan, while the other three are in Guangzhou.\nRelocation disputes at [Lijiao](https://bliptext.com/articles/lijiao-station) were not resolved until October 2013 and have delayed completion of the extension from Xilang to [Lijiao](https://bliptext.com/articles/lijiao-station) till December 2015.\nWhen the line is completed, it will have 32.2 km of tracks and 21 stations, of which 17.4 km of tracks and 10 stations will be located in Guangzhou.\nThe line runs four-car trains.\nAll its stations are underground.\n# [Kuiqi Lu station of Guangfo metro | upload.wikimedia.org/wikipedia/commons/a/a8/Kuiqi///Lu///Station///Platform///1///202010.jpg]\n\n## Zhujiang New Town APM Line\nThe Automated People Mover System of [Zhujiang New Town](https://bliptext.com/articles/zhujiang-new-town) Core District Municipal Traffic Project is an underground [automated people mover](https://bliptext.com/articles/automated-people-mover) that serves the [central business district](https://bliptext.com/articles/central-business-district) of [Zhujiang New Town](https://bliptext.com/articles/zhujiang-new-town).\nIt is commonly known as Zhujiang New Town Automated People Mover System or the APM for short.\nAt a length of 3.9 km, it connects Linhexi and Canton Tower with nine stations on the line.\nThe operation started on 8 November 2010 with Canton Tower Station named Chigang Pagoda Station until December 2013.\nThe stations of Haixinsha and Chigang Pagoda remained closed during the 2010 Asian Games.\nChigang Pagoda Station opened on 28 November 2010, one day after the Asian Games ended; Haixinsha Station remained unopened until 24 February 2011.\nThere is no direct platform-to-platform connection between the APM and Line 3 albeit they share the stations of Linhexi and Canton Tower.\nTransfer passengers need to exit and reenter with a new ticket.\nThe APM runs two-car [rubber-wheeled](https://bliptext.com/articles/rubber-tyred-metro) driverless trains.\n# [Canton Tower station of APM Line | upload.wikimedia.org/wikipedia/commons/9/9d/Platform///APM%2C///Canton///Tower///Station%2C///Guangzhou///Metro///20240419.jpg]\n\n# Network expansion\n\n## Short-term planning\n\n## Long-term planning\nThe Guangzhou Urban Rail Transit Network Planning Scheme (2018-2035), which was approved by the Guangzhou Municipal Government in November 2020, shows that a total of 53 metro lines and 2,029 km are planned in Guangzhou.\nThis round of line network planning is divided into three levels: high-speed metro, rapid metro, and regular-speed metro.\nAmong them, there are 5 high-speed metro lines with 452 km in Guangzhou, 11 rapid metro lines with 607 km in Guangzhou, and 37 regular-speed metro lines with 970 km.\n\n## Connections to neighboring cities\nThe Guangzhou Metro is actively constructing connections to neighboring cities.\n[Foshan](https://bliptext.com/articles/foshan) is already connected via the [Guangfo Metro](https://bliptext.com/articles/guangfo-metro) with connections via [Line 7](https://bliptext.com/articles/line-7-guangzhou-metro) and [Foshan](https://bliptext.com/articles/foshan) Metro Line 2 is now opened.\n[Dongguan](https://bliptext.com/articles/dongguan) city is proposing connections with Guangzhou Metro [Line 13](https://bliptext.com/articles/line-13-guangzhou-metro) and the [Dongguan](https://bliptext.com/articles/dongguan) Metro.\nNeighboring [Huizhou](https://bliptext.com/articles/huizhou) city proposed in 2016 that Guangzhou Metro Line 16 be extended into [Longmen County](https://bliptext.com/articles/longmen-county), achieving the integration of [Huizhou](https://bliptext.com/articles/huizhou) and Guangzhou.\nIn January 2018, Huizhou's mayor Mai Jiaomeng revealed that Huizhou was studying two connections with the Guangzhou Metro with Line 16 heading to Yonghan Town, Longmen County and [Line 21](https://bliptext.com/articles/line-21-guangzhou-metro) extended to [Mount Luofu](https://bliptext.com/articles/mount-luofu) in [Boluo County](https://bliptext.com/articles/boluo-county).\nIn 2018, Guangzhou is studying the feasibility of extending Line 18 south into [Zhongshan](https://bliptext.com/articles/zhongshan) and north into [Qingyuan](https://bliptext.com/articles/qingyuan).\n\n# Fares and tickets\n\n## Fares\nFares of Guangzhou Metro currently range from [¥](https://bliptext.com/articles/renminbi)2 (a couple of stations) to [¥](https://bliptext.com/articles/renminbi)22 (the longest journeys).\nA journey shorter than 4 km costs ¥2; ¥1 is charged for every 4 km after 4 km, every 6 km after 12 km, and every 8 km after 24 km. Between 30 October 2010 and 30 October 2011, an additional, undiscountable ¥5 fee was charged for any journey to or from Airport South.\nCollection of such a fee was approved for one year in July 2010 and expired without extension.\nThe fare for the longest possible journey to the exiting station will be charged if a journey exceeds four hours.\nPassengers may carry luggage below weight and size limits at no cost or a ¥2 surcharge.\n\n## Current ticket types\n\n### Single journey ticket\nSingle journey tickets can be bought at a kiosk at every station or at the automatic ticket vending machines.\nThe ticket itself is a contactless [radio-frequency](https://bliptext.com/articles/radio-frequency) plastic token.\nThe user has to tap it on the sensor on the ticket barrier when entering and insert it into a slot at the exit gate where the token is reclaimed.\nFull base fares are charged for single journey tickets for individuals.\nPassengers travelling in groups of 30 or larger can enjoy a 10% discount.\n# [Guangzhou Metro single journey ticket | upload.wikimedia.org/wikipedia/commons/d/dd/Guangzhou///Metro///Single///Journey///Ticket.jpg]\n\n### Yang Cheng Tong and Lingnan Pass\n[Yang Cheng Tong](https://bliptext.com/articles/yang-cheng-tong) is a contactless [smartcard](https://bliptext.com/articles/smartcard) which can be used on the metro and most other forms of public transport in Guangzhou.\nYang Cheng Tong offers discounts for rides on buses and the metro.\nWithin each month, bus and metro rides combined, a 5% discount is available for the first 15 journeys and a 40% discount for all journeys beyond.\nFull-time students enrolled in primary, secondary, and vocational schools can apply for student passes, which allow them bus and metro rides at half price.\nSenior citizens can also obtain special passes.\nHalf price is charged for seniors aged 60–64.\nSeniors aged 65 and above as well as people with major disabilities ride free of charge.\nYang Cheng Tong was rebranded in November 2010 as a type of Lingnan Pass, a new transport card that is valid in multiple cities across the Pearl River Delta.\nLingnan Pass cards issued in Guangzhou are named Lingnan Pass·Yang Cheng Tong.\nExisting cards were automatically upgraded and need not be replaced.\n\n### Day pass\nGuangzhou Metro introduced day passes on 1 January 2013.\nA day pass holder can travel an unlimited number of times in the metro system during a limited period of validity starting from the first use.\nTwo variants are currently available:\nDay passes are not rechargeable.\nThey can be fully refunded until the first use, at which time they become nonrefundable.\nUsed passes are not reclaimed, although they can be voluntarily recycled at drop boxes in the stations.\nThe passes are decorated with illustrations of the [Cantonese language](https://bliptext.com/articles/cantonese-language) and [cuisine](https://bliptext.com/articles/cantonese-cuisine) to promote the local culture.\nThe art design was favored by over 70% of those who responded to public opinion surveys compared to two other competing designs.\n# [Art design of Guangzhou Metro day passes | upload.wikimedia.org/wikipedia/commons/e/eb/Guangzhou///Metro///day///passes.jpg]\n\n## Discontinued ticket types\nGuangzhou Metro discontinued the following ticket types in favor of Yang Cheng Tong.\n\n### Stored value ticket\nStored value tickets were very similar to Yang Cheng Tong.\nStored value tickets are not on sale anymore, but they will be presented as souvenirs to VIPs at the activities of the subway company and can have a 5% discount on fares.\n# [Guangzhou Metro stored value ticket | upload.wikimedia.org/wikipedia/commons/3/3e/GZMTR///stored///value///ticket.jpg]\n\n### Monthly pass\nMonthly passes were introduced on 1 November 2008 and abolished on 1 May 2010.\nThere were three types of monthly pass:\nEach journey could travel from one station to any other station regardless of distance.\nA monthly pass was valid within a calendar month, not the one-month period from the first day it was used.\nUnused journeys in a month could not be rolled over to a pass for the following month.\n\n### Student pass and senior citizen pass\nBoth were issued by the metro company and used on metro only, allowing the holders to travel free or at half price.\n\n# Power supply\nMost Guangzhou Metro lines in operation are powered by.\nFor power transmission, lines 1, 2, 3, 7, 8, 9 and 13 as well as Guangfo Line use [overhead lines](https://bliptext.com/articles/overhead-lines), while lines 4, 5, 6, 14 and 21 use [third rails](https://bliptext.com/articles/third-rail).\nLines 18 and 22 also use overhead wires, although at.\nIn contrast to the heavy-rail lines, the light-rail APM runs on 600 V 50 Hz 3-phase AC supplied by third rails.\n\n# Controversies\n\n## Free rides for relatives of metro employees\nStarting from 1997 (Guangzhou Metro) implemented a policy that allowed free rides for, in addition to its employees, their relatives.\nThe policy was exposed to the public after its validity was questioned at a hearing on metro fares in December 2005.\nAt first, it was reported that up to three lineal kins of each metro employee were allowed free access to the metro.\nBased on Guangzhou Metro having about 6,000 employees at the time, participants of the hearing estimated that up to 18,000 relatives of metro employees could ride free at an approximate cost of ¥13 million per year.\nIn response to questions on the policy raised at the hearing, Lu Guanglin, then-General Manager of Guangzhou Metro, claimed that relatives of employees with free access would volunteer as security personnel of the metro.\nHe cited [counter-terrorism](https://bliptext.com/articles/counter-terrorism) when explaining that the policy was not exclusively an employee benefit but also a safety measure.\nGuangzhou Metro later clarified that only the spouse and at most one pre-college child under 18 of each employee were allowed free access, limiting the number of such people to about 2,000.\nFree rides were strictly regulated and tracked, with abuse subject to disciplinary actions.\nAn unnamed metro employee estimated that the actual cost per year was ¥3 million rather than ¥13 million.\nFollowing its publicity, the policy sparked widespread criticism.\nA [Nanfang Daily](https://bliptext.com/articles/nanfang-daily) editorial criticised the policy as Guangzhou Metro exploiting public resources to its own interests.\nIt also questioned the competence of relatives of metro employees in counter-terrorism.\nIt further argued that if Guangzhou Metro indeed needed voluntary security personnel, it could have recruited them openly from the public.\nSuch criticism was echoed by hearing participants as well as members of the Municipal People's Congress of Guangzhou.\nGuangzhou Metro officially abandoned the policy under pressure on 16 December 2005.\n\n## Ridership under-prediction\nThe first lines that were constructed, such as Lines 1, 2, and 8, used high capacity 6-car A-type trains in anticipation to heavy ridership.\nThis choice later proved invaluable in the densely populated Guangzhou with all three aforementioned lines today having a peak daily usage of over 1 million passengers each.\nHowever, in the early days of operation, ridership of these lines was low.\nRidership for Line 1 plateaued at 172,000–176,000 in the late 1990s and early 2000s even though it was projected to reach 290,000 in 1998.\nThe under utilization of these lines at the time allowed experts to insist using lower capacity trains on newer lines and even led to the Guangzhou government being criticized for overinflating ridership predictions to approve metro projects.\nPreference was given small-capacity trains and low-headway operation in the planning of later projects such as Lines 3, 5 and 6.\nLine 3 was to be built using smaller, lower capacity B-type rolling stock while Lines 5 and 6 was planned to use even lower capacity [light metro](https://bliptext.com/articles/light-metro) four car L-type trains.\nInitially the trains of Line 3 would only be three cars long and planned to gradually be extended into six car trains in the long-term future.\nThis was in line with the conservative ridership projections at the time, with the Airport Section of Line 3 predicted in 2007 to have a long term peak demand of just over 20,000 pphpd by 2034.\nThese ideas would soon prove utterly shortsighted with Line 3 trains being plagued with extreme overcrowding with significant sections of the line over 100% capacity only a few years after opening.\nLine 3 was forced to adopt its final long term configuration of six-car trains and low headway operation only five years after opening.\nHowever, as of 2014, with continuing growth in passenger demand, many sections of Line 3 are still over 100% capacity even after conversion to six car trains and low headway operation.\nThe section crossing the [Pearl River](https://bliptext.com/articles/pearl-river-china) between [Kecun](https://bliptext.com/articles/kecun-station) and [Canton Tower](https://bliptext.com/articles/canton-tower-station) stations is the most congested, reaching 136% capacity.\nIn June 2017, the ridership of Line 3 averaged over 2 million passengers per day and on 1 March 2019 the line carried 2.54 million passengers in a single day.\nWith the busiest section carrying over 60,000 pphpd of passenger volume in 2018.\nAs the controversy surrounding Line 3 unfolded the low capacity design of Line 6, another downscaled line, drew concentrated but late criticism from local media in July 2009.\nOriginally believed to have limited attraction to commuters, Line 6 was intended as an auxiliary line with a projected daily ridership of 428,000 two years after opening and 507,000 in nine years, These projections assumed the opening year of Line 6 was still 2010 and Guangzhou was less populated.\nSuch projections were in line with ridership of the, at the time, underutilized Lines 1 and Line 2 prior to 2004.\nHowever, with the construction of Line 6 well underway using the original plan of four car L-type trains, a change to longer trains had become unrealistic as it would require modification to stations structures whose construction had been completed.\nAn internal report of Guangzhou Metro also released in 2009 reckoned that using the same six car B-type rolling stock as Lines 3 and 7 would increase the capacity of Line 6 by 50%.\nLand expropriation and residence relocation would pose even greater challenges as evidenced by severe delays in the construction of the stations of [Yide Lu](https://bliptext.com/articles/yide-lu-station) and Shahe.\nIn 2014, one year after opening, daily ridership on Line 6 has grown to 600,000 and continues to increase steadily, peaking at 858,000 passengers on 16 September 2016, a mere two years later.\nWith the opening of Phase II extending the line from [Changban](https://bliptext.com/articles/changban-station) to Xiangxue in late 2016 ridership continues to increase, averaging 850,000 passengers per day as of April 2018.\nThe congestion following the openings of Lines 3 and 6 made a profound impact on the planning and design of metro lines in Guangzhou.\nLine 5 had an urgent revision during early construction to support longer six car trains but still using a low capacity L-type design.\nLines 7 was originally also planned to use the same four car light metro design as Line 6 but was redesigned and constructed to use higher capacity six car B-type trains.\nBefore the opening of Line 6, the mayor of Guangzhou [Chen Jianhua](https://bliptext.com/articles/chen-jianhua) publicly admitted that planning of Line 6 lacked foresight and ridership estimates were too conservative.\nHe predicts the line would be very crowded upon opening.\nHe promised to ensure that future lines will be designed to use trains that are six or more cars long.\nNewer lines around the city center such as the under construction [Line 11](https://bliptext.com/articles/line-11-guangzhou-metro), [Line 12](https://bliptext.com/articles/line-12-guangzhou-metro) and in operation [Line 13](https://bliptext.com/articles/line-13-guangzhou-metro) will all use high capacity eight car A-type trains.\n\n## Quality inspection of Line 3 north extension\n\n### Exposure of quality issue\nOn 11 October 2010, news broke that the concrete structures of two connecting passages in the north extension of Line 3 between [Jiahewanggang](https://bliptext.com/articles/jiahewanggang-station) and [Longgui](https://bliptext.com/articles/longgui-station) had substandard compressive strength.\nThe quality of the two connecting passages was found to be questionable as early as August 2009.\nBut it not was brought to light until a technician who worked for a company that inspected their quality posted scanned copies of the original inspection reports in his [blog](https://bliptext.com/articles/blog) in August 2010, and the media picked up the story in October 2010.\nThe connecting passages were intended as connections between two metro tunnels for the maintenance crew and emergency escape corridors for passengers.\nTheir compressive strength was designed to reach 30 [MPa](https://bliptext.com/articles/pascal-unit).\nHowever, the lowest values measured in two inspections were only 21.9 MPa and 25.5 MPa, respectively.\nGuangzhou Metro and Beijing Chang Cheng [Bilfinger Berger](https://bliptext.com/articles/bilfinger-berger) Construction Engineering Co., Ltd. (BCBB), contractor of the Jiahewanggang–Longgui section, commissioned two inspection companies to perform a total of three inspections.\nAll three inspections reported results below standard.\nAccording to the technician who disclosed the issue and another technician who participated in the first inspection, possible consequences of weaker-than-standard concrete structures included collapse of the passages, blockage of groundwater drains, and even paralysation of the metro tunnels.\n\n### Alleged fraud attempts\nAccording to the two technicians, BCBB rejected a negative inspection report and conspired with their employer company to produce a fraudulent positive report.\nIn response, both the inspection company and BCBB denied their involvement in any fraud attempts.\nSu Zhenyu, a deputy manager of the Quality and Safety Division of Guangzhou Metro, admitted the quality issue with the connecting passages but maintained the innocence of Guangzhou Metro.\nAccording to him (Guangzhou Metro) never received the original inspection reports in 2009 and was unaware of the issue until it received them on 30 September 2010.\nSu blamed the incident on deceit by BCBB and declared the structures safe for train operation.\nSu's comments were acknowledged by Guangzhou Metro.\n\n### Reactions\nAccording to Su (Guangzhou Metro) had launched an investigation into the incident and demanded remedial plans for fortifying the structures from the designer after its experts verified that the quality of the passage did not meet the design standard.\nIn its official response (Guangzhou Metro) claimed that it had been monitoring the connecting passages since they were completed in August 2009 and noticed no cracks, deformation or leaks.\nIt also commissioned a re-inspection in September 2010 and obtained results comparable to previous ones.\nEvaluation by the designer of the connecting passages based on these results recognised their structures as safe.\nPreviously in 2009, the designer also evaluated one of the two connecting passages as safe upon demand of BCBB with the standard for its compressive strength at the lowest permissible value of 25 MPa.\nIn the wake of widespread media coverage, the Construction Commission of Guangzhou launched an investigation into the incident.\nThe commission invited an independent expert group to inspect the connecting passages.\nThe expert group reaffirmed that despite their quality was indeed below the design standard, the passages were safe for operation and needed not be strengthened or rebuilt.\nThe commission also confirmed that BCBB violated regulations in concealing negative inspection reports from related parties.\nThe cause of weaker-than-standard concrete structures was blamed by deputy mayor Su Zequn on cement being mixed manually instead of using machinery due to space limitation at the construction site.\nThe scheduled opening of the north extension of Line 3 on 30 October 2010 was eventually unaffected.\n\n## Universal free access in November 2010\nIn January 2010, then-mayor [Zhang Guangning](https://bliptext.com/articles/zhang-guangning) revealed to the media that the local government was considering rewarding residents with an \"Asian Games gift package\" in acknowledgement of their support for the Games.\nOn 27 September 2010, contents of the gift package were officially announced.\nIncluded was universal free access to public transit on 30 workdays in November and December 2010 that would coincide with the schedules of the [2010 Asian Games](https://bliptext.com/articles/2010-asian-games) and [Asian Para Games](https://bliptext.com/articles/2010-asian-para-games) in urban areas excluding the districts of [Panyu](https://bliptext.com/articles/panyu-district), [Nansha](https://bliptext.com/articles/nansha-guangzhou) and [Huadu](https://bliptext.com/articles/huadu-district) and the cities of [Zengcheng](https://bliptext.com/articles/zengcheng) and [Conghua](https://bliptext.com/articles/conghua).\nThe measure was intended to compensate for the inconvenience caused by a temporary traffic rule that would ban cars from the streets by the parity of the last digits of their license plates during the Games.\nThe free rides policy prompted unprecedented enthusiasm from local residents on 1 November 2010, the first day it went into effect.\nThe metro system carried 7.80 million rides, doubling the figure of an average day.\nRidership of the day exceeded the previous peak of 5.13 million on [National Day](https://bliptext.com/articles/national-day-of-the-people-s-republic-of-china) 1 October 2010 by a significant margin and set a national record.\nMetro traffic remained intense in the days that followed.\nThe daily ridership record was refreshed twice on 3 and 5 November 2010, reaching 7.844 million; total ridership amounted to 38.77 million over the entire workweek.\nProvisional flow control measures were put into force at all stations, but were utterly inadequate to contain traffic far beyond the design capacity of the metro system.\nTrains were often crammed, and stations were filled with people queuing in swarms to take a free ride.\nGuangzhou Metro estimated that when the Asian Games opened, daily ridership would surpass 8 million.\nFive days after the free rides policy came into force, local authorities decided to rescind the free public transit offer starting from 8 November 2010 and replace it with a cash subsidy program as they deemed the enormous public response a potential security threat to the Games.\n[Registered households](https://bliptext.com/articles/hukou-system) and migrant households with presence in the city longer than half a year would each receive a public transit subsidy of ¥150 in cash; individuals in corporate households would each receive ¥50.\nResidents could claim the subsidies between 12 January and 31 March 2011.\nPublic transit discount policies that were in effect before November 2010 remained unchanged.\n\n## Kangwang Lu sinkhole incident\nAround 16:40 on 28 January 2013, in the immediate neighbourhood of the construction site of the Cultural Park Station of Line 6 on Kangwang Lu, a sinkhole of approximately 100 m2 in area and 10 m in depth collapsed, consuming several houses and trees.\nSix collapses occurred within 40 minutes.\nTwo more collapses occurred later at 21:45, when workers were pouring concrete into the sinkhole.\nNearby roads were immediately closed for emergency engineering.\nThe affected section of Kangwang Lu remained closed until the Spring Festival holidays and was closed for a second time on 12 February due to discovery of additional risks.\nThere were no casualties in the incident because metro construction workers detected geological anomalies 20 minutes before the initial collapse and promptly evacuated the neighbourhood.\nThe sinkhole caused disruptions to electricity, gas and water supplies and drainage pipelines.\nPreliminary analysis blamed the incident on inaccurate geological drawings used for underground blast operations.\nIn total, 412 households, 103 businesses and 69 warehouses were evacuated, and 257 residents were relocated.\nGuangzhou Metro offered provisional compensations that amounted to ¥50,000 for each collapsed business and ¥2600 for each resident of the collapsed houses, among other compensations.\n\n# Overseas business\nOn February 25, 2020, the Guangzhou Metro Group and the [Punjab](https://bliptext.com/articles/punjab-pakistan) Provincial Public Transport Authority of [Pakistan](https://bliptext.com/articles/pakistan) signed a service contract for the operation and maintenance of the Orange Line of the [Lahore Metro](https://bliptext.com/articles/lahore-metro) in [Pakistan](https://bliptext.com/articles/pakistan).\nThe bid-winning consortium would undertake the operation and maintenance of the Lahore Metro Orange Line for eight years.","current_revision":null,"created_by":"kACnuQmH5k9Nr5VNVEpVeg7XpvUmMctD","created_at":"2025-01-25T21:24:16.295Z","updated_at":"2025-01-25T21:24:16.295Z","search_vector":"'guangzhou':1 'metro':2","search_content":" \n \n**Name:** Guangzhou Metro \n**Imagesize:** 150px \n**Image 2:** Jinshazhou Pearl River Bridge, Guangzhou 20220710-A.jpg \n**Caption 2:** A [Line 6](https://bliptext.com/articles/line-6-guangzhou-metro) train on the Jinshazhou Pearl River Bridge \n**Imagesize 2:** 275px \n**Owner:** City of Guangzhou \n**Locale:** [Guangzhou](https://bliptext.com/articles/guangzhou) · [Foshan](https://bliptext.com/articles/foshan) \n**Transit Type:** [Rapid transit](https://bliptext.com/articles/rapid-transit) \n**Operator:** Guangzhou Metro Corporation \n**Began Operation:** June 28, 1997 \n**Lines:** 16 \n**Vehicles:** 625 trains \n**Stations:** 323 \n**Ridership:** 8.2 million (2018 Avg.) · 10.62 million (6 June 2019 peak) \n**Annual Ridership:** 3.31 Billion (2019) \n**System Length:** 652.81 km \n**El:** and · and 600 V 50 Hz 3-phase AC \n**Minimum Radius Of Curvature:** 206 m \n**Website:** www.gzmtr.com \n**Map:** Guangzhou Metro Network.png \n \n\n# \nThe **[Guangzhou](https://bliptext.com/articles/guangzhou) Metro** is the [rapid transit](https://bliptext.com/articles/rapid-transit) system of the city of [Guangzhou](https://bliptext.com/articles/guangzhou) in the [Guangdong](https://bliptext.com/articles/guangdong) Province of China.\nIt is operated by the state-owned Guangzhou Metro Corporation and was the fourth metro system to be built in [mainland China](https://bliptext.com/articles/mainland-china), after those of [Beijing](https://bliptext.com/articles/beijing-subway), [Tianjin](https://bliptext.com/articles/tianjin-metro), and [Shanghai](https://bliptext.com/articles/shanghai-metro).\nThe earliest efforts to build an [underground rapid transit](https://bliptext.com/articles/underground-rapid-transit) system in Guangzhou date back to 1960.\nIn the two decades that followed, the project was brought into the agenda five times but ended up abandoned each time due to financial and technical difficulties.\nPreparation of what would lead to today's Guangzhou Metro did not start until the 1980s, and it was not until 1993 that construction of the first line, Line 1, officially began.\nLine 1 opened four years later in 1997 with five stations in operation.\n, Guangzhou Metro has 16 lines in operation, namely: [Line 1](https://bliptext.com/articles/line-1-guangzhou-metro), [Line 2](https://bliptext.com/articles/line-2-guangzhou-metro), [Line 3](https://bliptext.com/articles/line-3-guangzhou-metro), [Line 4](https://bliptext.com/articles/line-4-guangzhou-metro), [Line 5](https://bliptext.com/articles/line-5-guangzhou-metro), [Line 6](https://bliptext.com/articles/line-6-guangzhou-metro), [Line 7](https://bliptext.com/articles/line-7-guangzhou-metro), [Line 8](https://bliptext.com/articles/line-8-guangzhou-metro), [Line 9](https://bliptext.com/articles/line-9-guangzhou-metro), [Line 1](https://bliptext.com/articles/line-1-guangzhou-metro)3, [Line 1](https://bliptext.com/articles/line-1-guangzhou-metro)4, [Line 1](https://bliptext.com/articles/line-1-guangzhou-metro)8, [Line 2](https://bliptext.com/articles/line-2-guangzhou-metro)1, [Line 2](https://bliptext.com/articles/line-2-guangzhou-metro)2, [Guangfo Line](https://bliptext.com/articles/guangfo-metro), and [Zhujiang New Town APM](https://bliptext.com/articles/zhujiang-new-town-automated-people-mover-system) reaching both the urban core and surrounding suburbs.\nGuangfo Line connects Guangzhou and Foshan and is the first metro line between two cities in the country.\nDaily service hours start at 6:00 am and end at midnight and daily ridership averages over 7 million.\nHaving delivered 3.029 billion rides in 2018, Guangzhou Metro is the [third busiest metro system](https://bliptext.com/articles/metro-systems-by-annual-passenger-rides) in the world and the 3rd largest in terms of length, after the metro systems of [Beijing](https://bliptext.com/articles/beijing-metro) and [Shanghai](https://bliptext.com/articles/shanghai-metro).\nGuangzhou Metro operates 320 stations and 652.81 km of lines.\nExtensive development of the metro network has been planned for the next decade, with construction started on [Line 10](https://bliptext.com/articles/line-10-guangzhou-metro), [Line 11](https://bliptext.com/articles/line-11-guangzhou-metro), and [Line 12](https://bliptext.com/articles/line-12-guangzhou-metro), and extensions of Line 3, Line 5, Line 8, Line 13, and Line 14, [Line 18](https://bliptext.com/articles/line-18-guangzhou-metro), [Line 22](https://bliptext.com/articles/line-22-guangzhou-metro), as well as the extension of [Line 7](https://bliptext.com/articles/line-7-guangzhou-metro) into [Shunde District](https://bliptext.com/articles/shunde-district) of [Foshan](https://bliptext.com/articles/foshan).\nSome of the system's lines were designed to operate much faster than traditional metro lines, with stations far apart and faster trainsets regularly running at 160 km/h.\nLines 18 and 22 are the fastest metro lines in China, a title previously held by [Line 11 of the Shenzhen Metro](https://bliptext.com/articles/line-11-shenzhen-metro).\n\n# History\n\n## Forays of the 1960s and 1970s\nChen Yu, Governor of Guangdong in 1957–1967, was the first to have proposed an underground metro system for Guangzhou.\nIn the summer of 1960, he ordered a secret geological survey of groundwater levels of Guangzhou.\nSix holes with an accumulated depth of 1,980 m were drilled in the [karst](https://bliptext.com/articles/karst) and [alluvial plains](https://bliptext.com/articles/alluvial-plain) in the city.\nThe geological conditions of Guangzhou, despite their complexity, did not preclude the possibility of an underground metro system.\nAnalysis of the survey data resulted in a confidential report titled Geological Survey for Guangzhou Underground Railway Project dated July 1961, the earliest one of such reports.\nIn 1965, Chen Yu along with [Tao Zhu](https://bliptext.com/articles/tao-zhu), who had been the Governor of Guangdong and First Secretary of Guangdong Committee of the [Chinese Communist Party](https://bliptext.com/articles/chinese-communist-party), proposed in the wake of the [Gulf of Tonkin incident](https://bliptext.com/articles/gulf-of-tonkin-incident) that a tunnel is built in Guangzhou for wartime evacuations and post-war metro development.\nApproved by the [central government](https://bliptext.com/articles/central-people-s-government-of-the-people-s-republic-of-china), the project started in the spring of 1965.\nDue to its confidentiality in the context of intensification of the [Vietnam War](https://bliptext.com/articles/vietnam-war), the project adopted the obscure name of \"Project Nine\", where \"Nine\" was the number of strokes in \"地下\", the Chinese word for \"underground\".\nAs envisaged by Chen Yu, the metro system of Guangzhou would consist of two lines: a north–south line that would connect Nanfang Building to Sanyuanli via Renmin Lu and Jiefang Beilu, and an east–west line that would run from Xichang to [Dongshan](https://bliptext.com/articles/dongshan-district-guangzhou) along today's Dongfeng Lu.\nThe two lines roughly parallelled Line 2 and Line 1 of the modern days, respectively.\nThe east–west line was never built, while Project Nine was dedicated to the north–south line.\nOver ten teams of miners were recruited for a project filled with hazards and perils.\nConstrained by extreme scarcity of time, monetary and material resources, the ambition to build a tunnel for the metro operation was scaled back— the capability to run trolleybuses was deemed acceptable.\nFor ¥13 million, an 8 km long tunnel was completed in 1966.\nThe tunnel was planned to be used as an air-raid shelter and eventual metro line; however, with a cross-section merely 3 m wide and 2.85 m tall, and exposed rocks and wooden trestles scattered everywhere, it was unusable for public transit.\nIn the two decades that followed, four attempts were made to revive and expand Project Nine, first in 1970, next in 1971, then in 1974, and last in 1979.\nDue to lack of funds and complex geotechnical conditions, none of these efforts materialized.\n\n## Construction of Line 1\nThe metro project of Guangzhou was launched for the sixth time in 1984 as the Preparation Office of Guangzhou Metro, established back in 1979 as part of the last attempt to resurrect Project Nine, was moved out of the civil air-defense system and became a subordinate body of the Construction Commission of Guangzhou, bringing Guangzhou Metro into the scope of urban infrastructure development.\nBefore the 1980s, war preparedness was the dominant tenet of underground infrastructure projects in mainland China.\nThe construction of Guangzhou Metro marked the first deviation from the old doctrine as traffic itself became the prime consideration of the project.\nThe design of the initial metro network was a collaborative effort between China and France ([SYSTRA](https://bliptext.com/articles/systra)).\nFour tentative designs were published on 14 March 1988 edition of [Guangzhou Daily](https://bliptext.com/articles/guangzhou-daily).\nFrom the four designs, one was selected based on expert and mass feedback.\nThe selected design, featuring two intersecting lines, was the baseline typology for today's Line 1 and Line 2.\nConstruction of Line 1 officially commenced on 28 December 1993, although work on a trial section at [Huangsha](https://bliptext.com/articles/huangsha-station) had begun in October 1992, five months before the feasibility study of the line was ratified by the State Planning Commission in March 1993.\nVarious technologies novel to China's construction industry at the time were adopted in different sections of the project, notably including [immersed tubes](https://bliptext.com/articles/immersed-tube) (Pearl River Tunnel) and [tunnel boring machines](https://bliptext.com/articles/tunnel-boring-machine) (Huangsha–[Martyrs' Park](https://bliptext.com/articles/martyrs-park-station) section).\nAs the most massive urban infrastructure project in the history of Guangzhou, Line 1 required funding of [¥](https://bliptext.com/articles/renminbi)12.75 billion, all of which was raised by the local government.\nUse of [cut-and-cover](https://bliptext.com/articles/cut-and-cover) tunnels aggressively backed by then-mayor [Li Ziliu](https://bliptext.com/articles/li-ziliu) necessitated the relocation of approximately 100,000 residents in 20,000 households and demolition of buildings totalling 1.1 km2 in the area and earned Li the nickname \"Li the Demolisher\".\nThree and a half years after construction started, the 5.4 km section from [Xilang](https://bliptext.com/articles/xilang-station) to Huangsha opened for trial operation on 28 June 1997.\nThe remaining 13 km, from Huangsha to [Guangzhou East railway station](https://bliptext.com/articles/guangzhou-east-railway-station), was completed eighteen months later on 28 December 1998.\nThe entire line opened for sightseeing tours between 16 February and 2 March 1999, delivering 1.39 million rides 15 days before closing for final testing.\nOperation of Line 1 officially began on 28 June 1999, 34 years after the start of Project Nine in 1965.\n# [Metro network design of Guangzhou selected in 1988 | upload.wikimedia.org/wikipedia/commons/2/23/Guangzhou///Metro///1988///route///proposal///en.svg]\n\n## Accelerated expansion in the 2000s\nThe success of Line 1 as a [turnkey project](https://bliptext.com/articles/turnkey-project) acquired from [Siemens](https://bliptext.com/articles/siemens) with 100% imported electromechanical equipment prompted a wave of similar proposals from twelve other cities in mainland China toward the end of the 1990s.\nThe fever for import-centric rapid transit caused the State Planning Committee to temporarily halt approval of rapid transit projects nationwide and regulate the localization rates of rolling stock suppliers.\nAmid tightened regulation, only Line 2 of Guangzhou Metro received the immediate green light to proceed in June 1998 on the condition that at least 60% of its electromechanical equipment must be sourced domestically.\nConstruction of Line 2 started in July 1998.\nRolling stock manufacturer [Bombardier](https://bliptext.com/articles/bombardier-transportation) airlifted the first two train cars in an [An-124](https://bliptext.com/articles/an-124) from Berlin to Guangzhou in November 2002 after schedule delays.\nThe first section, from to opened on 29 December 2002; the remaining section from Xiaogang to opened on 28 June 2003.\nAt ¥2.13 billion, the equipment cost of Line 2 was 53% lower than that of Line 1.\nThis demonstrated the feasibility of cost reduction through procurement of domestic equipment, revealing a path to project approval to other Chinese cities and reigniting their aspirations to own a rapid transit system.\nThe renewed craze for rapid transit across the country soon encountered a new round of tightened control on project approval around 2003.\nBut Guangzhou was exempted along with Beijing, Shanghai and Shenzhen.\nBy the time Line 2 was completed, construction of Line 3, Line 4, and Guangfo Line had been underway, among which only Guangfo Line later fell to stringent regulation of approvals.\n\n# Lines in operation\n\n## Line 1\nLine 1 runs from Xilang to Guangzhou East railway station, with a total length of 18.5 km. Except for [Kengkou](https://bliptext.com/articles/kengkou-station-guangzhou-metro) and Xilang, all stations in Line 1 are underground.\nIts first section, from Xilang to Huangsha, opened on 28 June 1997, making Guangzhou the fourth city in mainland China to have a metro system.\nThe full line started operation two years later on 28 June 1999.\nLine 1's color is **yellow**.\n# [Martyrs' Park station of Line 1 | upload.wikimedia.org/wikipedia/commons/6/6f/Guangzhou///Metro///Martyrs%27///Park///Station///Platform///202008.jpg]\n\n## Line 2\nLine 2 is a north–south line that runs from Jiahewanggang to Guangzhou South railway station.\nUntil 21 September 2010, it ran from to Wanshengwei.\nIts first section, between Sanyuanli and, opened on 29 December 2002.\nIt was extended from Xiaogang to on 28 June 2003 and further to Wanshengwei a year later.\nThe section between Xiaogang and Wanshengwei was split off to form part of Line 8 during 22–24 September 2010, when the operation was paused.\nThe latest extension, from to [Guangzhou South railway station](https://bliptext.com/articles/guangzhou-south-railway-station) and from to, opened on 25 September 2010 as the whole line resumed operation.\nThe length of the current line is 31.4 km. All stations in Line 2 are underground.\nLine 2's color is **deep blue**.\n# [Yuexiu Park station of Line 2 | upload.wikimedia.org/wikipedia/commons/b/ba/Platform///1%2C///Yuexiu///Park///Station%2C///Guangzhou///Metro///20231229.jpg]\n\n## Line 3\nLine 3 is a 74.9 km Y-shaped line connecting [Airport North](https://bliptext.com/articles/airport-north-station-guangzhou-metro) and Tianhe Coach Terminal to Haibang.\nAll stations in the line are underground.\nWhen the line opened on 26 December 2005, trains operated between Guangzhou East railway station and [Kecun](https://bliptext.com/articles/kecun-station).\nFollowing completion of the Tianhe Coach Terminal–Tiyu Xilu and Kecun–Panyu Square sections, the line was rerouted on 30 December 2006 to offer transfer-free connections between Panyu Square and Tianhe Coach Terminal via Tiyu Xilu.\nThe Guangzhou East railway station–Tiyu Xilu section became a shuttle until it was extended northwards to Airport South on 30 October 2010.\nSouthwards, it was extended from Panyu Square to Haibang on 1 November 2024.\nIn official distinctions, the main route consists of the entire Airport North–Haibang section, while the Tianhe Coach Terminal–Tiyu Xilu section is a spur line.\nThe spur line will be split off in the long term to form part of Line 10.\nLine 3 had been notorious for its crowding since it opened, for it ran three-car trains.\nThat was partly relieved when all three-car trains started operating as six-car ones, connected in sets of two, on 28 April 2010.\nSectional services between Tonghe to Dashi are added from 7:30 to 8:30 every workday, partly solving the capacity issues.\nDespite these changes, as of 2018, the line is still severely overcrowded.\nLine 3's color is **bright orange**.\n# [Tiyu Xilu station of Line 3 | upload.wikimedia.org/wikipedia/commons/4/4d/Tiyu///Xilu///Station///Line///3///Platforms///East///202009.jpg]\n\n## Line 4\nLine 4 is a north–south line running parallel to Line 2 along the east of the city.\nIt is 60.03 km long with 24 stations.\nThe section of the line from [Huangcun](https://bliptext.com/articles/huangcun-station) to [Xinzao](https://bliptext.com/articles/xinzao-station), [Feishajiao](https://bliptext.com/articles/feishajiao-station) to [Nansha Passenger Port](https://bliptext.com/articles/nansha-passenger-port-station) are built underground, while that from [Xinzao](https://bliptext.com/articles/xinzao-station) to Jinzhou is built at the [elevated track](https://bliptext.com/articles/elevated-railway).\nIt was the first metro line in mainland China to use [linear motor](https://bliptext.com/articles/linear-motor) trains.\nIts first section, from Wanshengwei to Xinzao, opened on 26 December 2005.\nSouthwards, it was extended from Xinzao to [Huangge](https://bliptext.com/articles/huangge-station) on 30 December 2006 and further to Jinzhou on 28 June 2007.\nNorthwards, it was extended to Chebeinan on 28 December 2009.\nSouthwards, it extended from Chebeinan to Huangcun, opened on 25 September 2010.\nIts latest extension, from Huangcun to Nansha Passenger Port, opened on 27 December 2017.\nLine 4's color is **green**.\n# [Nansha Passenger Port station of Line 4 | upload.wikimedia.org/wikipedia/commons/a/a2/Nansha///Passange///Port///Station///Platform///1///Part///2.jpg]\n\n## Line 5\nThe 41.7 km long Line 5 starts at Jiaokou and runs to Huangpu New Port.\nIt entered operation on 28 December 2009 between Jiaokou and Wenchong, and on 28 December 2023 between Wenchong and Huangpu New Port.\nAll stations in the line except Jiaokou and [Tanwei](https://bliptext.com/articles/tanwei-station) are underground.\nUntil Line 8 was split off from Line 2, it was the only line that interchanged with all other lines.\nSimilar to Line 4, Line 5 also uses linear motor trains.\nLine 5's color is **red**.\n# [Taojin station of Line 5 | upload.wikimedia.org/wikipedia/commons/b/b1/Taojin///Station///Platform///1///2019///08.jpg]\n\n## Line 6\nThe first stage of Line 6, a 24.5 km long phase one runs from [Xunfenggang](https://bliptext.com/articles/xunfenggang-station) to [Changban](https://bliptext.com/articles/changban-station) with 22 stations.\nIt began service on 28 December 2013 and contains three elevated stations along the route.\nConstruction of a 10-station, 17.5 km long extension to Xiangxue from Changban is entered revenue service in 2016.\nThe line runs four-car trains, but stations of the east extension starting with South China Botanical Garden will be constructed with a provision to accommodate six-car trains in preparation for a route split in the future.\nLine 6's color is **maroon**.\n# [Beijing Lu station of Line 6 | upload.wikimedia.org/wikipedia/commons/c/cc/Beijing///Lu///Station///Platform///20231228-A.jpg]\n\n## Line 7\nThe first phase of Line 7 began service on 28 December 2016 and ran from [[Guangzhou South railway station](https://bliptext.com/articles/guangzhou-south-railway-station)](https://bliptext.com/articles/guangzhou-south-railway-station) to [Higher Education Mega Center South](https://bliptext.com/articles/higher-education-mega-center-south-station) in [Panyu District](https://bliptext.com/articles/panyu-district) throughout 18.6 km. The phase 1 west extension opened on 1 May 2022 from [[Guangzhou South railway station](https://bliptext.com/articles/guangzhou-south-railway-station)](https://bliptext.com/articles/guangzhou-south-railway-station) to [Meidi Dadao station](https://bliptext.com/articles/meidi-dadao-station).\nSix-car trains are used.\nAll stations are underground.\nPhase 2 opened on 28 December 2023, and extends the line by 22.2 km and 11 stations to reach north of the Pearl River and go deep to Huangpu district, providing interchanges with Line 13 at, Line 5 at , Line 6 at , Line 21 at and the planned east extension of Line 8 at.\nLine 7's color is **light green**.\n# [Chencun station of Line 7 | upload.wikimedia.org/wikipedia/commons/4/41/Platform///1%2C///Chencun///Station%2C///Guangzhou///Metro///20240531.jpg]\n\n## Line 8\nThe first section of Line 8, from Xiaogang to Wanshengwei, opened in 2002 and ran as part of Line 2 until the extension to the line was completed in September 2010.\nLine 8 ran from Fenghuang Xincun to Wanshengwei.\nThe section from Changgang to Wanshengwei opened on 25 September 2010 when the split-off from Line 2 was complete.\nThe section west of Changgang did not open until 3 November 2010 due to disputes over the environmental impact of the cooling facilities at [Shayuan](https://bliptext.com/articles/shayuan-station).\nThe remaining section from Fenghuang Xincun to [Cultural Park](https://bliptext.com/articles/cultural-park-station) and [Cultural Park](https://bliptext.com/articles/cultural-park-station) to [Jiaoxin](https://bliptext.com/articles/jiaoxin-station) are opened on 28 December 2019 and 26 November 2020 separately.\nLine 8's color is **teal**.\n# [Pazhou station of Line 8 | upload.wikimedia.org/wikipedia/commons/6/6c/Pazhou///Station///Platform///1///202011.jpg]\n\n## Line 9\nThe 20.1 km long underground route is operated by six-car trains, which runs from [Fei'eling](https://bliptext.com/articles/fei-eling-station) to [Gaozeng](https://bliptext.com/articles/gaozeng-station), serving 10 stations.\nThe line, other than [Qingtang station](https://bliptext.com/articles/qingtang-station), went operational on 28 December 2017.\nLine 9 mainly serves as a link for the passengers of [Huadu District](https://bliptext.com/articles/huadu-district) and [Guangzhou North railway station](https://bliptext.com/articles/guangzhou-north-railway-station) to the rest of the system, having only one transfer station with [Line 3](https://bliptext.com/articles/line-3-guangzhou-metro) at [Gaozeng](https://bliptext.com/articles/gaozeng-station).\nAfter the Tianhe Coach Terminal–Tiyu Xilu spur line of Line 3 is split off to form part of Line 10, the line is expected to be connected into Line 3 using the reserved [switches](https://bliptext.com/articles/railroad-switch) at Gaozeng to become a new spur line.\nLine 9's color is **pale green**.\n# [Qingtang station of Line 9 | upload.wikimedia.org/wikipedia/commons/9/9b/Platform///1%2C///Qingtang///Station%2C///Guangzhou///Metro///20240206.jpg]\n\n## Line 13\nOpened on 28 December 2017, Line 13 is the first metro line in Guangzhou built to run eight-car trains.\nThe currently operating 27.03 km first phase runs from [Yuzhu](https://bliptext.com/articles/yuzhu-station) to [Xinsha](https://bliptext.com/articles/xinsha-station), serving passengers of [Huangpu](https://bliptext.com/articles/huangpu-district-guangzhou) and Xintang, [Zengcheng](https://bliptext.com/articles/zengcheng).\nThe eleven-station line currently has only one transfer station with [Line 5](https://bliptext.com/articles/line-5-guangzhou-metro) at Yuzhu.\nThe second phase of Line 13 runs west of the current phase, which cuts through popular areas of [Huangpu](https://bliptext.com/articles/huangpu-district-guangzhou), [Tianhe](https://bliptext.com/articles/tianhe-district), and [Liwan Districts](https://bliptext.com/articles/liwan-district), and is currently under construction.\nLine 13's color is **olive**.\n# [Nanhai God Temple station of Line 13 | upload.wikimedia.org/wikipedia/commons/6/65/Platform///2%2C///Nanhai///God///Temple///Station%2C///Guangzhou///Metro///20230520.jpg]\n\n## Line 14\nTwo sections of Line 14 are currently in service.\nThe Knowledge City Branch Line, a ten-station 21.01 km long route located mainly within [Huangpu](https://bliptext.com/articles/huangpu-district-guangzhou), opened on 28 December 2017.\nThe branch line operates primarily within [Huangpu](https://bliptext.com/articles/huangpu-district-guangzhou) between Xinhe and Zhenlong, serving the [Sino-Singapore Guangzhou Knowledge City](https://bliptext.com/articles/huangpu-district-guangzhou).\nThe mainline segment to [Conghua](https://bliptext.com/articles/conghua-district) opened a year later on 28 December 2018 and runs from Jiahewanggang in [Baiyun District](https://bliptext.com/articles/baiyun-district-guangzhou) to Dongfeng in [Conghua](https://bliptext.com/articles/conghua-district).\nA southward extension to [Guangzhou railway station](https://bliptext.com/articles/guangzhou-railway-station) is currently under construction.\nLine 14 was the first Guangzhou Metro line to run express services.\nLine 14's color is **brown**.\n# [Wangcun station of Line 14 | upload.wikimedia.org/wikipedia/commons/d/dd/Wangcun///Station///Platform///1///202001.jpg]\n\n## Line 18\nThe section from to of Line 18 opened on 28 September 2021.\nThe section is 58.3 km in length.\nIt will be extended 3 km to.\nA further 39.6 km extension to is also planned.\nLine 18's color is **blue**.\n# [Panyu Square station of Line 18 | upload.wikimedia.org/wikipedia/commons/6/67/Platform///4%2C///Panyu///Square///Station%2C///Guangzhou///Metro///20210928.jpg]\n\n## Line 21\nThe 60.5 km long Line 21 runs between [Tianhe](https://bliptext.com/articles/tianhe-district) Park in [Tianhe](https://bliptext.com/articles/tianhe-district) and [Zengcheng](https://bliptext.com/articles/zengcheng-district) Square in [Zengcheng](https://bliptext.com/articles/zengcheng-district) with six-car trains.\nIt has 40.1 km of underground tracks, 14.7 km of elevated tracks, and 6.8 km of tracks in mountain tunnels.\nThe section from Yuancun to Tianhe Park is intended as part of Line 11 and constructed to accommodate the eight-car trains of the latter.\nWhen the construction of Line 11 is completed, this section will be operated as part of Line 11, making Tianhe Park the west end of Line 21.\nExpress service was also provided after the inauguration of the western section (Yuancun – Zhenlongxi).\nLine 21's color is **dark purple**.\n# [Zengcheng Square station of Line 21 | upload.wikimedia.org/wikipedia/commons/2/21/Zengcheng///Square///Station///Platform///2///202001.jpg]\n\n## Line 22\nThe section from to of Line 22 opened on 31 March 2022.\nThe section is 18.2 km in length.\nIt will be extended 73.2 km to.\nLine 22's color is **orange**.\n# [Shiguanglu Station of Line 22 | upload.wikimedia.org/wikipedia/commons/a/ab/Platform///1%2C///Shiguanglu///Station%2C///Guangzhou///Metro///20220404.jpg]\n\n## Guangfo Line\nThe Guangzhou–Foshan Section of [Pearl River Delta](https://bliptext.com/articles/pearl-river-delta) Region Intercity Rapid Transit is an intercity metro line that connects Guangzhou and Foshan.\nIt is commonly known as Guangfo Metro and Guangfo Line of Guangzhou Metro.\nThe section within Foshan also doubles as Line 1 of FMetro (Foshan Metro).\nThe line is operated by Guangdong Guangfo Rail Transit Co., Ltd., a subsidiary co-owned by Guangzhou Metro (51%) and Foshan Metro (49%).\nIts first section, from Xilang to [Kuiqi Lu](https://bliptext.com/articles/kuiqi-lu-station) in [Foshan](https://bliptext.com/articles/foshan), started operation on 3 November 2010 with 21 km of tracks and 14 stations.\nEleven of the stations are located in Foshan, while the other three are in Guangzhou.\nRelocation disputes at [Lijiao](https://bliptext.com/articles/lijiao-station) were not resolved until October 2013 and have delayed completion of the extension from Xilang to [Lijiao](https://bliptext.com/articles/lijiao-station) till December 2015.\nWhen the line is completed, it will have 32.2 km of tracks and 21 stations, of which 17.4 km of tracks and 10 stations will be located in Guangzhou.\nThe line runs four-car trains.\nAll its stations are underground.\n# [Kuiqi Lu station of Guangfo metro | upload.wikimedia.org/wikipedia/commons/a/a8/Kuiqi///Lu///Station///Platform///1///202010.jpg]\n\n## Zhujiang New Town APM Line\nThe Automated People Mover System of [Zhujiang New Town](https://bliptext.com/articles/zhujiang-new-town) Core District Municipal Traffic Project is an underground [automated people mover](https://bliptext.com/articles/automated-people-mover) that serves the [central business district](https://bliptext.com/articles/central-business-district) of [Zhujiang New Town](https://bliptext.com/articles/zhujiang-new-town).\nIt is commonly known as Zhujiang New Town Automated People Mover System or the APM for short.\nAt a length of 3.9 km, it connects Linhexi and Canton Tower with nine stations on the line.\nThe operation started on 8 November 2010 with Canton Tower Station named Chigang Pagoda Station until December 2013.\nThe stations of Haixinsha and Chigang Pagoda remained closed during the 2010 Asian Games.\nChigang Pagoda Station opened on 28 November 2010, one day after the Asian Games ended; Haixinsha Station remained unopened until 24 February 2011.\nThere is no direct platform-to-platform connection between the APM and Line 3 albeit they share the stations of Linhexi and Canton Tower.\nTransfer passengers need to exit and reenter with a new ticket.\nThe APM runs two-car [rubber-wheeled](https://bliptext.com/articles/rubber-tyred-metro) driverless trains.\n# [Canton Tower station of APM Line | upload.wikimedia.org/wikipedia/commons/9/9d/Platform///APM%2C///Canton///Tower///Station%2C///Guangzhou///Metro///20240419.jpg]\n\n# Network expansion\n\n## Short-term planning\n\n## Long-term planning\nThe Guangzhou Urban Rail Transit Network Planning Scheme (2018-2035), which was approved by the Guangzhou Municipal Government in November 2020, shows that a total of 53 metro lines and 2,029 km are planned in Guangzhou.\nThis round of line network planning is divided into three levels: high-speed metro, rapid metro, and regular-speed metro.\nAmong them, there are 5 high-speed metro lines with 452 km in Guangzhou, 11 rapid metro lines with 607 km in Guangzhou, and 37 regular-speed metro lines with 970 km.\n\n## Connections to neighboring cities\nThe Guangzhou Metro is actively constructing connections to neighboring cities.\n[Foshan](https://bliptext.com/articles/foshan) is already connected via the [Guangfo Metro](https://bliptext.com/articles/guangfo-metro) with connections via [Line 7](https://bliptext.com/articles/line-7-guangzhou-metro) and [Foshan](https://bliptext.com/articles/foshan) Metro Line 2 is now opened.\n[Dongguan](https://bliptext.com/articles/dongguan) city is proposing connections with Guangzhou Metro [Line 13](https://bliptext.com/articles/line-13-guangzhou-metro) and the [Dongguan](https://bliptext.com/articles/dongguan) Metro.\nNeighboring [Huizhou](https://bliptext.com/articles/huizhou) city proposed in 2016 that Guangzhou Metro Line 16 be extended into [Longmen County](https://bliptext.com/articles/longmen-county), achieving the integration of [Huizhou](https://bliptext.com/articles/huizhou) and Guangzhou.\nIn January 2018, Huizhou's mayor Mai Jiaomeng revealed that Huizhou was studying two connections with the Guangzhou Metro with Line 16 heading to Yonghan Town, Longmen County and [Line 21](https://bliptext.com/articles/line-21-guangzhou-metro) extended to [Mount Luofu](https://bliptext.com/articles/mount-luofu) in [Boluo County](https://bliptext.com/articles/boluo-county).\nIn 2018, Guangzhou is studying the feasibility of extending Line 18 south into [Zhongshan](https://bliptext.com/articles/zhongshan) and north into [Qingyuan](https://bliptext.com/articles/qingyuan).\n\n# Fares and tickets\n\n## Fares\nFares of Guangzhou Metro currently range from [¥](https://bliptext.com/articles/renminbi)2 (a couple of stations) to [¥](https://bliptext.com/articles/renminbi)22 (the longest journeys).\nA journey shorter than 4 km costs ¥2; ¥1 is charged for every 4 km after 4 km, every 6 km after 12 km, and every 8 km after 24 km. Between 30 October 2010 and 30 October 2011, an additional, undiscountable ¥5 fee was charged for any journey to or from Airport South.\nCollection of such a fee was approved for one year in July 2010 and expired without extension.\nThe fare for the longest possible journey to the exiting station will be charged if a journey exceeds four hours.\nPassengers may carry luggage below weight and size limits at no cost or a ¥2 surcharge.\n\n## Current ticket types\n\n### Single journey ticket\nSingle journey tickets can be bought at a kiosk at every station or at the automatic ticket vending machines.\nThe ticket itself is a contactless [radio-frequency](https://bliptext.com/articles/radio-frequency) plastic token.\nThe user has to tap it on the sensor on the ticket barrier when entering and insert it into a slot at the exit gate where the token is reclaimed.\nFull base fares are charged for single journey tickets for individuals.\nPassengers travelling in groups of 30 or larger can enjoy a 10% discount.\n# [Guangzhou Metro single journey ticket | upload.wikimedia.org/wikipedia/commons/d/dd/Guangzhou///Metro///Single///Journey///Ticket.jpg]\n\n### Yang Cheng Tong and Lingnan Pass\n[Yang Cheng Tong](https://bliptext.com/articles/yang-cheng-tong) is a contactless [smartcard](https://bliptext.com/articles/smartcard) which can be used on the metro and most other forms of public transport in Guangzhou.\nYang Cheng Tong offers discounts for rides on buses and the metro.\nWithin each month, bus and metro rides combined, a 5% discount is available for the first 15 journeys and a 40% discount for all journeys beyond.\nFull-time students enrolled in primary, secondary, and vocational schools can apply for student passes, which allow them bus and metro rides at half price.\nSenior citizens can also obtain special passes.\nHalf price is charged for seniors aged 60–64.\nSeniors aged 65 and above as well as people with major disabilities ride free of charge.\nYang Cheng Tong was rebranded in November 2010 as a type of Lingnan Pass, a new transport card that is valid in multiple cities across the Pearl River Delta.\nLingnan Pass cards issued in Guangzhou are named Lingnan Pass·Yang Cheng Tong.\nExisting cards were automatically upgraded and need not be replaced.\n\n### Day pass\nGuangzhou Metro introduced day passes on 1 January 2013.\nA day pass holder can travel an unlimited number of times in the metro system during a limited period of validity starting from the first use.\nTwo variants are currently available:\nDay passes are not rechargeable.\nThey can be fully refunded until the first use, at which time they become nonrefundable.\nUsed passes are not reclaimed, although they can be voluntarily recycled at drop boxes in the stations.\nThe passes are decorated with illustrations of the [Cantonese language](https://bliptext.com/articles/cantonese-language) and [cuisine](https://bliptext.com/articles/cantonese-cuisine) to promote the local culture.\nThe art design was favored by over 70% of those who responded to public opinion surveys compared to two other competing designs.\n# [Art design of Guangzhou Metro day passes | upload.wikimedia.org/wikipedia/commons/e/eb/Guangzhou///Metro///day///passes.jpg]\n\n## Discontinued ticket types\nGuangzhou Metro discontinued the following ticket types in favor of Yang Cheng Tong.\n\n### Stored value ticket\nStored value tickets were very similar to Yang Cheng Tong.\nStored value tickets are not on sale anymore, but they will be presented as souvenirs to VIPs at the activities of the subway company and can have a 5% discount on fares.\n# [Guangzhou Metro stored value ticket | upload.wikimedia.org/wikipedia/commons/3/3e/GZMTR///stored///value///ticket.jpg]\n\n### Monthly pass\nMonthly passes were introduced on 1 November 2008 and abolished on 1 May 2010.\nThere were three types of monthly pass:\nEach journey could travel from one station to any other station regardless of distance.\nA monthly pass was valid within a calendar month, not the one-month period from the first day it was used.\nUnused journeys in a month could not be rolled over to a pass for the following month.\n\n### Student pass and senior citizen pass\nBoth were issued by the metro company and used on metro only, allowing the holders to travel free or at half price.\n\n# Power supply\nMost Guangzhou Metro lines in operation are powered by.\nFor power transmission, lines 1, 2, 3, 7, 8, 9 and 13 as well as Guangfo Line use [overhead lines](https://bliptext.com/articles/overhead-lines), while lines 4, 5, 6, 14 and 21 use [third rails](https://bliptext.com/articles/third-rail).\nLines 18 and 22 also use overhead wires, although at.\nIn contrast to the heavy-rail lines, the light-rail APM runs on 600 V 50 Hz 3-phase AC supplied by third rails.\n\n# Controversies\n\n## Free rides for relatives of metro employees\nStarting from 1997 (Guangzhou Metro) implemented a policy that allowed free rides for, in addition to its employees, their relatives.\nThe policy was exposed to the public after its validity was questioned at a hearing on metro fares in December 2005.\nAt first, it was reported that up to three lineal kins of each metro employee were allowed free access to the metro.\nBased on Guangzhou Metro having about 6,000 employees at the time, participants of the hearing estimated that up to 18,000 relatives of metro employees could ride free at an approximate cost of ¥13 million per year.\nIn response to questions on the policy raised at the hearing, Lu Guanglin, then-General Manager of Guangzhou Metro, claimed that relatives of employees with free access would volunteer as security personnel of the metro.\nHe cited [counter-terrorism](https://bliptext.com/articles/counter-terrorism) when explaining that the policy was not exclusively an employee benefit but also a safety measure.\nGuangzhou Metro later clarified that only the spouse and at most one pre-college child under 18 of each employee were allowed free access, limiting the number of such people to about 2,000.\nFree rides were strictly regulated and tracked, with abuse subject to disciplinary actions.\nAn unnamed metro employee estimated that the actual cost per year was ¥3 million rather than ¥13 million.\nFollowing its publicity, the policy sparked widespread criticism.\nA [Nanfang Daily](https://bliptext.com/articles/nanfang-daily) editorial criticised the policy as Guangzhou Metro exploiting public resources to its own interests.\nIt also questioned the competence of relatives of metro employees in counter-terrorism.\nIt further argued that if Guangzhou Metro indeed needed voluntary security personnel, it could have recruited them openly from the public.\nSuch criticism was echoed by hearing participants as well as members of the Municipal People's Congress of Guangzhou.\nGuangzhou Metro officially abandoned the policy under pressure on 16 December 2005.\n\n## Ridership under-prediction\nThe first lines that were constructed, such as Lines 1, 2, and 8, used high capacity 6-car A-type trains in anticipation to heavy ridership.\nThis choice later proved invaluable in the densely populated Guangzhou with all three aforementioned lines today having a peak daily usage of over 1 million passengers each.\nHowever, in the early days of operation, ridership of these lines was low.\nRidership for Line 1 plateaued at 172,000–176,000 in the late 1990s and early 2000s even though it was projected to reach 290,000 in 1998.\nThe under utilization of these lines at the time allowed experts to insist using lower capacity trains on newer lines and even led to the Guangzhou government being criticized for overinflating ridership predictions to approve metro projects.\nPreference was given small-capacity trains and low-headway operation in the planning of later projects such as Lines 3, 5 and 6.\nLine 3 was to be built using smaller, lower capacity B-type rolling stock while Lines 5 and 6 was planned to use even lower capacity [light metro](https://bliptext.com/articles/light-metro) four car L-type trains.\nInitially the trains of Line 3 would only be three cars long and planned to gradually be extended into six car trains in the long-term future.\nThis was in line with the conservative ridership projections at the time, with the Airport Section of Line 3 predicted in 2007 to have a long term peak demand of just over 20,000 pphpd by 2034.\nThese ideas would soon prove utterly shortsighted with Line 3 trains being plagued with extreme overcrowding with significant sections of the line over 100% capacity only a few years after opening.\nLine 3 was forced to adopt its final long term configuration of six-car trains and low headway operation only five years after opening.\nHowever, as of 2014, with continuing growth in passenger demand, many sections of Line 3 are still over 100% capacity even after conversion to six car trains and low headway operation.\nThe section crossing the [Pearl River](https://bliptext.com/articles/pearl-river-china) between [Kecun](https://bliptext.com/articles/kecun-station) and [Canton Tower](https://bliptext.com/articles/canton-tower-station) stations is the most congested, reaching 136% capacity.\nIn June 2017, the ridership of Line 3 averaged over 2 million passengers per day and on 1 March 2019 the line carried 2.54 million passengers in a single day.\nWith the busiest section carrying over 60,000 pphpd of passenger volume in 2018.\nAs the controversy surrounding Line 3 unfolded the low capacity design of Line 6, another downscaled line, drew concentrated but late criticism from local media in July 2009.\nOriginally believed to have limited attraction to commuters, Line 6 was intended as an auxiliary line with a projected daily ridership of 428,000 two years after opening and 507,000 in nine years, These projections assumed the opening year of Line 6 was still 2010 and Guangzhou was less populated.\nSuch projections were in line with ridership of the, at the time, underutilized Lines 1 and Line 2 prior to 2004.\nHowever, with the construction of Line 6 well underway using the original plan of four car L-type trains, a change to longer trains had become unrealistic as it would require modification to stations structures whose construction had been completed.\nAn internal report of Guangzhou Metro also released in 2009 reckoned that using the same six car B-type rolling stock as Lines 3 and 7 would increase the capacity of Line 6 by 50%.\nLand expropriation and residence relocation would pose even greater challenges as evidenced by severe delays in the construction of the stations of [Yide Lu](https://bliptext.com/articles/yide-lu-station) and Shahe.\nIn 2014, one year after opening, daily ridership on Line 6 has grown to 600,000 and continues to increase steadily, peaking at 858,000 passengers on 16 September 2016, a mere two years later.\nWith the opening of Phase II extending the line from [Changban](https://bliptext.com/articles/changban-station) to Xiangxue in late 2016 ridership continues to increase, averaging 850,000 passengers per day as of April 2018.\nThe congestion following the openings of Lines 3 and 6 made a profound impact on the planning and design of metro lines in Guangzhou.\nLine 5 had an urgent revision during early construction to support longer six car trains but still using a low capacity L-type design.\nLines 7 was originally also planned to use the same four car light metro design as Line 6 but was redesigned and constructed to use higher capacity six car B-type trains.\nBefore the opening of Line 6, the mayor of Guangzhou [Chen Jianhua](https://bliptext.com/articles/chen-jianhua) publicly admitted that planning of Line 6 lacked foresight and ridership estimates were too conservative.\nHe predicts the line would be very crowded upon opening.\nHe promised to ensure that future lines will be designed to use trains that are six or more cars long.\nNewer lines around the city center such as the under construction [Line 11](https://bliptext.com/articles/line-11-guangzhou-metro), [Line 12](https://bliptext.com/articles/line-12-guangzhou-metro) and in operation [Line 13](https://bliptext.com/articles/line-13-guangzhou-metro) will all use high capacity eight car A-type trains.\n\n## Quality inspection of Line 3 north extension\n\n### Exposure of quality issue\nOn 11 October 2010, news broke that the concrete structures of two connecting passages in the north extension of Line 3 between [Jiahewanggang](https://bliptext.com/articles/jiahewanggang-station) and [Longgui](https://bliptext.com/articles/longgui-station) had substandard compressive strength.\nThe quality of the two connecting passages was found to be questionable as early as August 2009.\nBut it not was brought to light until a technician who worked for a company that inspected their quality posted scanned copies of the original inspection reports in his [blog](https://bliptext.com/articles/blog) in August 2010, and the media picked up the story in October 2010.\nThe connecting passages were intended as connections between two metro tunnels for the maintenance crew and emergency escape corridors for passengers.\nTheir compressive strength was designed to reach 30 [MPa](https://bliptext.com/articles/pascal-unit).\nHowever, the lowest values measured in two inspections were only 21.9 MPa and 25.5 MPa, respectively.\nGuangzhou Metro and Beijing Chang Cheng [Bilfinger Berger](https://bliptext.com/articles/bilfinger-berger) Construction Engineering Co., Ltd. (BCBB), contractor of the Jiahewanggang–Longgui section, commissioned two inspection companies to perform a total of three inspections.\nAll three inspections reported results below standard.\nAccording to the technician who disclosed the issue and another technician who participated in the first inspection, possible consequences of weaker-than-standard concrete structures included collapse of the passages, blockage of groundwater drains, and even paralysation of the metro tunnels.\n\n### Alleged fraud attempts\nAccording to the two technicians, BCBB rejected a negative inspection report and conspired with their employer company to produce a fraudulent positive report.\nIn response, both the inspection company and BCBB denied their involvement in any fraud attempts.\nSu Zhenyu, a deputy manager of the Quality and Safety Division of Guangzhou Metro, admitted the quality issue with the connecting passages but maintained the innocence of Guangzhou Metro.\nAccording to him (Guangzhou Metro) never received the original inspection reports in 2009 and was unaware of the issue until it received them on 30 September 2010.\nSu blamed the incident on deceit by BCBB and declared the structures safe for train operation.\nSu's comments were acknowledged by Guangzhou Metro.\n\n### Reactions\nAccording to Su (Guangzhou Metro) had launched an investigation into the incident and demanded remedial plans for fortifying the structures from the designer after its experts verified that the quality of the passage did not meet the design standard.\nIn its official response (Guangzhou Metro) claimed that it had been monitoring the connecting passages since they were completed in August 2009 and noticed no cracks, deformation or leaks.\nIt also commissioned a re-inspection in September 2010 and obtained results comparable to previous ones.\nEvaluation by the designer of the connecting passages based on these results recognised their structures as safe.\nPreviously in 2009, the designer also evaluated one of the two connecting passages as safe upon demand of BCBB with the standard for its compressive strength at the lowest permissible value of 25 MPa.\nIn the wake of widespread media coverage, the Construction Commission of Guangzhou launched an investigation into the incident.\nThe commission invited an independent expert group to inspect the connecting passages.\nThe expert group reaffirmed that despite their quality was indeed below the design standard, the passages were safe for operation and needed not be strengthened or rebuilt.\nThe commission also confirmed that BCBB violated regulations in concealing negative inspection reports from related parties.\nThe cause of weaker-than-standard concrete structures was blamed by deputy mayor Su Zequn on cement being mixed manually instead of using machinery due to space limitation at the construction site.\nThe scheduled opening of the north extension of Line 3 on 30 October 2010 was eventually unaffected.\n\n## Universal free access in November 2010\nIn January 2010, then-mayor [Zhang Guangning](https://bliptext.com/articles/zhang-guangning) revealed to the media that the local government was considering rewarding residents with an \"Asian Games gift package\" in acknowledgement of their support for the Games.\nOn 27 September 2010, contents of the gift package were officially announced.\nIncluded was universal free access to public transit on 30 workdays in November and December 2010 that would coincide with the schedules of the [2010 Asian Games](https://bliptext.com/articles/2010-asian-games) and [Asian Para Games](https://bliptext.com/articles/2010-asian-para-games) in urban areas excluding the districts of [Panyu](https://bliptext.com/articles/panyu-district), [Nansha](https://bliptext.com/articles/nansha-guangzhou) and [Huadu](https://bliptext.com/articles/huadu-district) and the cities of [Zengcheng](https://bliptext.com/articles/zengcheng) and [Conghua](https://bliptext.com/articles/conghua).\nThe measure was intended to compensate for the inconvenience caused by a temporary traffic rule that would ban cars from the streets by the parity of the last digits of their license plates during the Games.\nThe free rides policy prompted unprecedented enthusiasm from local residents on 1 November 2010, the first day it went into effect.\nThe metro system carried 7.80 million rides, doubling the figure of an average day.\nRidership of the day exceeded the previous peak of 5.13 million on [National Day](https://bliptext.com/articles/national-day-of-the-people-s-republic-of-china) 1 October 2010 by a significant margin and set a national record.\nMetro traffic remained intense in the days that followed.\nThe daily ridership record was refreshed twice on 3 and 5 November 2010, reaching 7.844 million; total ridership amounted to 38.77 million over the entire workweek.\nProvisional flow control measures were put into force at all stations, but were utterly inadequate to contain traffic far beyond the design capacity of the metro system.\nTrains were often crammed, and stations were filled with people queuing in swarms to take a free ride.\nGuangzhou Metro estimated that when the Asian Games opened, daily ridership would surpass 8 million.\nFive days after the free rides policy came into force, local authorities decided to rescind the free public transit offer starting from 8 November 2010 and replace it with a cash subsidy program as they deemed the enormous public response a potential security threat to the Games.\n[Registered households](https://bliptext.com/articles/hukou-system) and migrant households with presence in the city longer than half a year would each receive a public transit subsidy of ¥150 in cash; individuals in corporate households would each receive ¥50.\nResidents could claim the subsidies between 12 January and 31 March 2011.\nPublic transit discount policies that were in effect before November 2010 remained unchanged.\n\n## Kangwang Lu sinkhole incident\nAround 16:40 on 28 January 2013, in the immediate neighbourhood of the construction site of the Cultural Park Station of Line 6 on Kangwang Lu, a sinkhole of approximately 100 m2 in area and 10 m in depth collapsed, consuming several houses and trees.\nSix collapses occurred within 40 minutes.\nTwo more collapses occurred later at 21:45, when workers were pouring concrete into the sinkhole.\nNearby roads were immediately closed for emergency engineering.\nThe affected section of Kangwang Lu remained closed until the Spring Festival holidays and was closed for a second time on 12 February due to discovery of additional risks.\nThere were no casualties in the incident because metro construction workers detected geological anomalies 20 minutes before the initial collapse and promptly evacuated the neighbourhood.\nThe sinkhole caused disruptions to electricity, gas and water supplies and drainage pipelines.\nPreliminary analysis blamed the incident on inaccurate geological drawings used for underground blast operations.\nIn total, 412 households, 103 businesses and 69 warehouses were evacuated, and 257 residents were relocated.\nGuangzhou Metro offered provisional compensations that amounted to ¥50,000 for each collapsed business and ¥2600 for each resident of the collapsed houses, among other compensations.\n\n# Overseas business\nOn February 25, 2020, the Guangzhou Metro Group and the [Punjab](https://bliptext.com/articles/punjab-pakistan) Provincial Public Transport Authority of [Pakistan](https://bliptext.com/articles/pakistan) signed a service contract for the operation and maintenance of the Orange Line of the [Lahore Metro](https://bliptext.com/articles/lahore-metro) in [Pakistan](https://bliptext.com/articles/pakistan).\nThe bid-winning consortium would undertake the operation and maintenance of the Lahore Metro Orange Line for eight years.","revisionCount":0},"hasMore":false,"nextCursor":null}