| Guangzhou Metro | |||
|---|---|---|---|
 | |||
 ALine 6 train on the Jinshazhou Pearl River Bridge | |||
| Overview | |||
| Owner | City of Guangzhou | ||
| Locale | Guangzhou Foshan | ||
| Transit type | Rapid transit | ||
| Number of lines | 19 | ||
| Number of stations | 399[1] | ||
| Daily ridership | 8.2 million (2018 Avg.)[2] 14.093 million (31 December 2025 peak)[3][4] | ||
| Annual ridership | 3.31 Billion (2019)[5] | ||
| Website | www | ||
| Operation | |||
| Began operation | 28 June 1997; 28 years ago (1997-06-28) | ||
| Operator(s) | Guangzhou Metro Corporation | ||
| Number of vehicles | 625 trains (as of 2021[update])[6] | ||
| Technical | |||
| System length | 779.9 km (484.6 mi)[1] | ||
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in)standard gauge | ||
| Minimum radius of curvature | 206 m (676 ft)[7] | ||
| Electrification |
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| Guangzhou Metro | |||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Simplified Chinese | 广州地铁 | ||||||||||||
| Traditional Chinese | 廣州地鐵 | ||||||||||||
| Jyutping | gwong2 zau1 dei6 tit3 | ||||||||||||
| CantoneseYale | Gwóngjàu Deihtit | ||||||||||||
| Hanyu Pinyin | Guǎngzhōu Dìtiě | ||||||||||||
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TheGuangzhou Metro (广州地铁) is therapid transit system of the city ofGuangzhou, Guangdong, China. It is operated by the state-owned Guangzhou Metro Corporation and was the fourth metro system to be built inmainland China, afterBeijing,Tianjin, andShanghai.
The earliest efforts to build anunderground rapid transit system in Guangzhou date back to 1960. In 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.[9][10] Preparation of what would lead to today's Guangzhou Metro did not start until the 1980s, and it was not until 1993 that construction ofLine 1 officially began.[10][11] Line 1 opened four years later in 1997 with five stations in operation.[12]
As of 29 June 2025[update], Guangzhou Metro has 19 lines in operation: Line 1,Line 2,Line 3,Line 4,Line 5,Line 6,Line 7,Line 8,Line 9,Line 10,Line 11,Line 12,Line 13,Line 14,Line 18,Line 21,Line 22,Guangfo Line, andZhujiang New Town APM reaching both the urban core and surrounding suburbs. Guangfo Line connects Guangzhou and Foshan and is the first metro line between two cities in the country.[13] Daily service hours start at 6:00 am and end at midnight and daily ridership averages over 7 million.[14][15][16] Having delivered 3.029 billion rides in 2018, Guangzhou Metro is thethird busiest metro system in the world and the 3rd largest in terms of length, after the metro systems ofBeijing andShanghai. Guangzhou Metro operates 399 stations[1][e] and 779.9 km (484.6 mi)[1] of lines.
Extensive development of the metro network has been planned for the next decade, with construction started onLine 24 and pre-construction preparations onLine 28 [zh]. Extensions ofLine 8,Line 10,Line 12,Line 13,Line 14,Line 18, as well as the extension ofLine 22 toBaiyun Airport are in the works.
Some 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 kilometres per hour (99 mph). Lines 18 and 22 are the fastest metro lines in China, a title previously held byLine 11 of the Shenzhen Metro.[17][18]
A city cannot be modernized without a metro system!
Chen Yu (Chinese:陈郁), Governor of Guangdong in 1957–1967,[19] was the first to have proposed an underground metro system for Guangzhou. In the summer of 1960, he ordered a secret geological survey of groundwater levels of Guangzhou. Six holes with an accumulated depth of1980 m were drilled in thekarst andalluvial plains in the city. The geological conditions of Guangzhou, despite their complexity, did not preclude the possibility of an underground metro system. Analysis of the survey data resulted in a confidential report titledGeological Survey for Guangzhou Underground Railway Project dated July 1961, the earliest one of such reports.[9]
In 1965, Chen Yu along withTao Zhu (陶铸), who had been the Governor of Guangdong and First Secretary of Guangdong Committee of theChinese Communist Party, proposed in the wake of theGulf of Tonkin incident that a tunnel is built in Guangzhou for wartime evacuations and post-war metro development. Approved by thecentral government, the project started in the spring of 1965. Due to its confidentiality in the context of intensification of theVietnam War, the project adopted the obscure name of "Project Nine" (九号工程), where "Nine" was the number of strokes in "地下", the Chinese word for "underground".[10][20]
As 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 toDongshan along today's Dongfeng Lu. The two lines roughly parallelled Line 2 and Line 1 of the modern days, respectively. The east–west line was never built, while Project Nine was dedicated to the north–south line. Over ten teams of miners were recruited for a project filled with hazards and perils. Constrained 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. For ¥13 million, an 8 km (5.0 mi) long tunnel was completed in 1966. The tunnel was planned to be used as an air-raid shelter and eventual metro line;[21] 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. In 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. Due to lack of funds and complex geotechnical conditions, none of these efforts materialized.[10]
The 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. Before the 1980s, war preparedness was the dominant tenet of underground infrastructure projects in mainland China. The construction of Guangzhou Metro marked the first deviation from the old doctrine as traffic itself became the prime consideration of the project.[10]
The design of the initial metro network was a collaborative effort between China and France (SYSTRA).[22] Four tentative designs were published on 14 March 1988 edition ofGuangzhou Daily. From the four designs, one was selected based on expert and mass feedback. The selected design, featuring two intersecting lines, was the baseline typology for today's Line 1 and Line 2.[10]
Construction of Line 1 officially commenced on 28 December 1993, although work on a trial section atHuangsha had begun in October 1992, five months before the feasibility study of the line was ratified by the State Planning Commission[g] in March 1993.[10][11] Various technologies novel to China's construction industry at the time were adopted in different sections of the project, notably includingimmersed tubes (Pearl River Tunnel) andtunnel boring machines (Huangsha–Martyrs' Park section).[11] As the most massive urban infrastructure project in the history of Guangzhou, Line 1 required funding of¥12.75 billion, all of which was raised by the local government.[23] Use ofcut-and-cover tunnels aggressively backed by then-mayorLi Ziliu necessitated the relocation of approximately 100,000 residents in 20,000 households and demolition of buildings totalling 1.1 km2 (0.42 sq mi) in the area and earned Li the nickname "Li the Demolisher" (Yue Chinese:黎拆樓,romanized: lai4 caak3 lau2).[24][25]
Three and a half years after construction started, the 5.4 km (3.4 mi) section fromXilang to Huangsha opened for trial operation on 28 June 1997. The remaining 13 km (8.1 mi), from Huangsha toGuangzhou East railway station, was completed eighteen months later on 28 December 1998.[26] The 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.[27] Operation of Line 1 officially began on 28 June 1999, 34 years after the start of Project Nine in 1965.[12]
The success of Line 1 as aturnkey project acquired fromSiemens[28] with 100% imported electromechanical equipment prompted a wave of similar proposals from twelve other cities in mainland China toward the end of the 1990s. The 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. Amid 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.[29]
Construction of Line 2 started in July 1998.[30] Rolling stock manufacturerBombardier airlifted the first two train cars in anAn-124 from Berlin to Guangzhou in November 2002 after schedule delays.[29][h] The first section, fromSanyuanli toXiaogang opened on 29 December 2002; the remaining section from Xiaogang toPazhou opened on 28 June 2003.[31][32] At ¥2.13 billion, the equipment cost of Line 2 was 53% lower than that of Line 1. This 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.[29]
The renewed craze for rapid transit across the country soon encountered a new round of tightened control on project approval around 2003. But Guangzhou was exempted along with Beijing, Shanghai and Shenzhen.[33] By the time Line 2 was completed, construction of Line 3, Line 4, and Guangfo Line had been underway,[32] among which only Guangfo Line later fell to stringent regulation of approvals.[33]
 | |||||||
| Line | Terminals (District) | Commencement | Newest Extension | Length km | Stations | Depots/ Stabling Sidings | |
|---|---|---|---|---|---|---|---|
| 1 | Xilang (Liwan) | Guangzhou East Railway Station (Tianhe) | 1997 | 1999 | 18.4 | 16 | Xilang |
| 2 | Guangzhou South Railway Station (Panyu) | Jiahewanggang (Baiyun) | 2002 | 2010 | 31.8 | 24 | Jiahe/Dazhou |
| 3 | Haibang (Panyu) | Airport North (Terminal 2) (Huadu) Tianhe Coach Terminal (Tianhe) | 2005 | 2024 | 74.89 | 34 | Jiahe/Xiajiao/Guangzhou New Town |
| 4 | Nansha Passenger Port (Nansha) | Huangcun (Tianhe) | 2005 | 2017 | 56.2 | 23 | Xinzao/Nansha |
| 5 | Jiaokou (Liwan) | Huangpu New Port (Huangpu) | 2009 | 2023 | 41.7 | 30 | Yuzhu/Shuanggang |
| 6 | Xunfenggang (Baiyun) | Xiangxue (Huangpu) | 2013 | 2016 | 42.0 | 32 | Xunfenggang/Luogang |
| 7 | Meidi Dadao (Shunde, Foshan) | Yanshan (Huangpu) | 2016 | 2023 | 54.24 | 27 | Dazhou/Yifeng/Jitang |
| 8 | Jiaoxin (Baiyun) | Wanshengwei (Haizhu) | 2003 | 2020 | 33.9 | 28 | Baiyunhu |
| 9 | Fei'eling (Huadu) | Gaozeng (Baiyun) | 2017 | — | 20.1 | 11 | Qishan |
| 10 | Xilang (Liwan) | Yangji East (Tianhe) | 2025 | — | 17.2 | 12 | Guanggang New Town |
| 11 | Loop line (–) | 2024 | — | 44.2 | 31 | Chisha | |
| 12 West | Xunfenggang (Baiyun) | Guangzhou Gymnasium (Baiyun) | 2025 | — | 15.0 | 9 | Chatou |
| 12 East | Ersha Island (Yuexiu) | Higher Education Mega Center South (Panyu) | 2025 | — | 12.9 | 9 | Higher Education Mega Center South |
| 13 | Tianhe Park (Tianhe) | Xinsha (Zengcheng) | 2017 | 2025 | 36.9 | 15 | Yuzhu/Guanhu |
| 14 | Lejia Road (Baiyun) Xinhe (Baiyun) | Dongfeng (Conghua) Zhenlong (Huangpu) | 2017 | 2025 | 85.1 | 29 | Shihu/Zhenlong/Dengcun |
| 18 | Xiancun (Tianhe) | Wanqingsha (Nansha) | 2021 | — | 58.3 | 8 | Longzhen/Wanqingsha |
| 21 | Tianhe Park (Tianhe) | Zengcheng Square (Zengcheng) | 2018 | 2019 | 60.5[34] | 20 | Zhenlong/Xiangling/Shuixi |
| 22 | Fangcun (Liwan) | Panyu Square (Panyu) | 2022 | 2025 | 30.6 | 8 | Longzhen/Chentougang |
| APM | Canton Tower (Haizhu) | Linhexi (Tianhe) | 2010 | — | 4.0 | 9 | Chigang Pagoda |
| Guangfo | Xincheng Dong (Shunde, Foshan) | Lijiao (Haizhu) | 2010 | 2018 | 39.6 | 25 | Xianan |
| Total | 779.9[1] | 399[1] | |||||
Line 1 runs fromXilang toGuangzhou East railway station, with a total length of 18.5 km (11.5 mi).Except forKengkou and Xilang, all stations on Line 1 are underground.[35] Its first section, from Xilang toHuangsha, opened on 28 June 1997, making Guangzhou the fourth city in mainland China to have a metro system. The full line started operation two years later on 28 June 1999. Line 1's color isyellow.
Line 2 is a north–south line that runs fromJiahewanggang toGuangzhou South railway station. Until 21 September 2010, it ran fromSanyuanli toWanshengwei. Its first section, between Sanyuanli andXiaogang, opened on 29 December 2002. It was extended from Xiaogang toPazhou on 28 June 2003 and further to Wanshengwei a year later. The section between Xiaogang and Wanshengwei was split off to form part of Line 8 during 22–24 September 2010, when the operation was paused. The latest extension, fromJiangnanxi to Guangzhou South railway station and from Sanyuanli to Jiahewanggang, opened on 25 September 2010 as the whole line resumed operation. The length of the current line is 31.4 km (19.5 mi). All stations in Line 2 are underground.[36] Line 2's color isdeep blue.
Line 3 is a 74.9 km (46.5 mi) Y-shaped line connectingAirport North andTianhe Coach Terminal toHaibang. All stations in the line are underground.[37] When the line opened on 26 December 2005, trains operated betweenGuangzhou East railway station andKecun. Following 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. The Guangzhou East railway station–Tiyu Xilu section became a shuttle until it was extended northwards toAirport South on 30 October 2010. Southwards, it was extended from Panyu Square to Haibang on 1 November 2024.[38]In 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.[39] The spur line will be split off in the short term to form part of Line 10.[40] Line 3 had been notorious for its crowding since it opened, for it ran three-car trains. That was partly relieved when all three-car trains started operating as six-car ones, connected in sets of two, on 28 April 2010.[41] Sectional services betweenTonghe toDashi are added from 7:30 to 8:30 every workday, partly solving the capacity issues.[42] Despite these changes, as of 2025, the line is still severely overcrowded. Line 3's color isorange.
Line 4 is a north–south line running parallel to Line 2 along the east of the city. It is 60.03 km (37.30 mi) long with 24 stations. The section of the line fromHuangcun toXinzao,Feishajiao toNansha Passenger Port are built underground, while that from Xinzao toJinzhou is built at theelevated track.[43][44] It was the first metro line in mainland China to uselinear motor trains.[45] Its first section, fromWanshengwei to Xinzao, opened on 26 December 2005. Southwards, it was extended from Xinzao toHuangge on 30 December 2006 and further to Jinzhou on 28 June 2007. Northwards, it was extended from Wanshengwei toChebeinan on 28 December 2009 and further to Huangcun on 25 September 2010. Its latest extension, from Jinzhou to Nansha Passenger Port, opened on 27 December 2017. Line 4's color isgreen.
The 41.7 km (25.9 mi) long Line 5 currently runs fromJiaokou toHuangpu New Port. It first entered operation on 28 December 2009 between Jiaokou andWenchong, and was extended on 28 December 2023 from Wenchong to Huangpu New Port. All stations in the line except Jiaokou andTanwei are underground. Until Line 8 was split off from Line 2, it was the only line that interchanged with all other lines. Similar to Line 4, Line 5 also uses linear motor trains. Line 5's color isred.
The first stage of Line 6, a 24.5 km (15.2 mi) long phase one runs fromXunfenggang toChangban with 22 stations. It began service on 28 December 2013 and contains three elevated stations along the route. A 10-station, 17.5 km (10.9 mi) long extension toXiangxue from Changban entered revenue service in 2016. The line runs four-car trains, but stations on the east extension starting with South China Botanical Garden are constructed with a provision to accommodate six-car trains in preparation for a route split in the future.[46] All stations in the line exceptXunfenggang,Hengsha andShabei are underground. Line 6's color ismaroon.
The first phase of Line 7 began service on 28 December 2016 and ran fromGuangzhou South railway station toHigher Education Mega Center South inPanyu District throughout 18.6 km (11.6 mi). The phase 1 west extension opened on 1 May 2022 fromGuangzhou South railway station toMeidi Dadao station. Six-car trains are used. All stations are underground.[47] Phase 2 opened on 28 December 2023, and extends the line by 22.2 km (13.8 mi) fromHigher Education Mega Center South station toYanshan station, with 11 stations, to reach north of the Pearl River and go deep to Huangpu District, providing interchanges with Line 13 atYufengwei, Line 5 atDashadong, Line 6 atLuogang, Line 21 atShuixi and the planned east extension of Line 8 atChangzhou. Line 7's color islight green.
The 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. Line 8 ran from Fenghuang Xincun to Wanshengwei. The section from Changgang to Wanshengwei opened on 25 September 2010 when the split-off from Line 2 was complete. The section west of Changgang did not open until 3 November 2010 due to disputes over the environmental impact of the cooling facilities atShayuan.[48][49] The remaining section from Fenghuang Xincun toCultural Park and Cultural Park toJiaoxin are opened on 28 December 2019 and 26 November 2020 separately. Line 8's color isteal.
The 20.1 km (12.5 mi) long underground route is operated by six-car trains, which runs fromFei'eling toGaozeng, serving 11 stations. The line, other thanQingtang station, went operational on 28 December 2017. Line 9 mainly serves as a link for the passengers ofHuadu District andGuangzhou North railway station to the rest of the system, having only one transfer station withLine 3 atGaozeng. After 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 reservedswitches at Gaozeng to become a new spur line.[citation needed] Line 9's color ispale green.
The 17.2 km (10.7 mi) long initial section of Line 10 fromXilang toYangji East opened on 29 June 2025. Line 10 connectsTianhe withLiwan viaHaizhu. Due to logistical uncertainties in constructing the connection betweenYangji East andShipaiqiao (which requires track dismantling and reconfiguration), the section betweenShipaiqiao andTianhe Coach Terminal which currently runs as a branch ofLine 3 will not be incorporated into the line yet. All stations on the line are underground. Line 10's color isbluish grey.
Line 11 is a 44.2 km (27.5 mi) underground loop-shaped line—the first in such shape—connectingChisha andLongtan, viaGuangzhou railway station,Guangzhou East railway station,Pazhou,Caihong Bridge,Tianhe Park andFangcun. The line was opened on 28 December 2024 at 14:00 local time, with trains stopping at all stations exceptGuangzhou Railway Station.[50] Line 11's color isgold.
Line 12 currently operates in 2 separate sections, with their total length being 27.9 km (17.3 mi). The 9-station western section betweenXunfenggang andGuangzhou Gymnasium and the 9-station eastern section betweenErsha Island andHigher Education Mega Center South exceptChigang opened on 29 June 2025.Chigang station opened on 13 February 2026. The middle section between Guangzhou Gymnasium and Ersha Island, consisting of 7 stations, is still under construction. All stations on the line are underground. Line 12 is a special case in which its signposting and line display colors are different to each other. The Line 12 signposting color issea green, whilst its line information display color isbrownish green. This is because originally,brownish green was used for Line 12, but changed tosea green during construction, and back tobrownish green after. This has caused inconsistencies in route color, with LEDs usingsea green, butbrownish green used for everything else, including the official map, platform screen door colors, Line 12 route map colors, station numbering colors, and more.
Opened on 28 December 2017, Line 13 is the first metro line in Guangzhou built to run eight-car trains. The currently operating 27.03 km (16.80 mi) first phase runs fromYuzhu toXinsha, serving passengers ofHuangpu and Xintang,Zengcheng. The eleven-station line currently has transfers withLine 5 atYuzhu andXiayuan,Line 7 atYufengwei, and thenational railway atXintang. The second phase of Line 13 runs west of the current phase, which cuts through popular areas ofHuangpu,Tianhe, andLiwan District. Among them, the first section of the second phase (Yuzhu - Tianhe Park) entering Tianhe District opened on 29 September 2025, bringing the residents ofTianhe Zhucun and Tangxia and other areas along Zhongshan Avenue into the metro network.Tianhe Park station allows transfer to Line 11, and because it runs parallel to Line 5, it can help ease the passenger flow pressure on the latter. Line 13's color isolive.
Two sections of Line 14 are currently in service. The Knowledge City Branch Line, a ten-station 21.01 km (13.06 mi) long route located mainly withinHuangpu, opened on 28 December 2017. The branch line operates primarily withinHuangpu between Xinhe and Zhenlong, serving theSino-Singapore Guangzhou Knowledge City. The mainline segment toConghua opened a year later on 28 December 2018 and runs fromJiahewanggang inBaiyun District to Dongfeng in Conghua. A southward extension via Jichang (Airport) Road toLejia Road inBaiyun District opened on 29 September 2025. A further extension south toGuangzhou railway station is under construction. Line 14 was the first Guangzhou Metro line to run express services. Line 14's color isbrown.
The section fromXiancun toWanqingsha of Line 18 opened on 28 September 2021. The section is 58.3 km in length. It will be extended 3 km toGuangzhou East Railway Station. A further 39.6 km extension toHuachengjie and a southwestern extension toZhongshan is also under construction.[51] Line 18's color isblue.
The 60.5 km (37.6 mi)[34] long Line 21 runs between Tianhe Park inTianhe and Zengcheng Square inZengcheng with six-car trains. It has 40.1 km (24.9 mi) of underground tracks, 14.7 km (9.1 mi) of elevated tracks, and 6.8 km (4.2 mi) of tracks in mountain tunnels.[52] The section from Yuancun to Tianhe Park is intended as part of Line 11 and constructed to accommodate the eight-car trains of the latter. When the construction of Line 11 was completed, this section was returned to Line 11, making Tianhe Park the new west end of Line 21.[53] Express service was also provided after the inauguration of the western section (Yuancun – Zhenlongxi). Line 21's color isdark navy.
The section fromPanyu Square toChentougang of Line 22 opened on 31 March 2022. The section is 18.2 km in length. The section fromChentougang toFangcun opened on 29 December 2025. The section is 11.5 km in length.[54] It will be extended 42.4 km toAirport North (Terminal 2).[55] Line 22's color isdark orange.
The Guangzhou–Foshan Section ofPearl River Delta Region Intercity Rapid Transit (Chinese:珠江三角洲地区城际快速轨道交通广州至佛山段) is an intercity metro line that connects Guangzhou and Foshan. It is commonly known asGuangfo Metro andGuangfo Line of Guangzhou Metro. The section within Foshan also doubles asLine 1 of FMetro (Foshan Metro). The line is operated by Guangdong Guangfo Rail Transit Co., Ltd., a subsidiary co-owned by Guangzhou Metro (51%) and Foshan Metro (49%).[56][57] Its first section, from Xilang toKuiqi Lu inFoshan, started operation on 3 November 2010 with 21 km (13 mi) of tracks and 14 stations.[13][49] Eleven of the stations are located in Foshan, while the other three are in Guangzhou.[49] Relocation disputes at Lijiao were not resolved until October 2013 and have delayed completion of the extension from Xilang toLijiao till December 2015.[58] When the line is completed, it will have 32.2 km (20.0 mi) of tracks and 21 stations, of which 17.4 km (10.8 mi) of tracks and 10 stations will be located in Guangzhou.[57] The line runs four-car trains.[57] All its stations are underground.[59] The Guangfo Line's color isyellowish green.
The Automated People Mover System of Zhujiang New Town Core District Municipal Traffic Project (Chinese:珠江新城核心区市政交通项目旅客自动输送系统)[60] is an undergroundautomated people mover that serves thecentral business district ofZhujiang New Town. It is commonly known asZhujiang New Town Automated People Mover System or theAPM for short. At a length of 3.9 km (2.4 mi), it connects Linhexi and Canton Tower with nine stations on the line.[61] The operation started on 8 November 2010 with Canton Tower Station named Chigang Pagoda Station until December 2013.[62] The stations of Haixinsha and Chigang Pagoda remained closed during the 2010 Asian Games. Chigang Pagoda Station opened on 28 November 2010, one day after the Asian Games ended;[63][64] Haixinsha Station remained unopened until 24 February 2011.[65] There is no direct platform-to-platform connection between the APM and Line 3 albeit they share the stations of Linhexi and Canton Tower.[63] Transfer passengers need to exit and reenter with a new ticket. The APM runs two-carrubber-wheeled driverless trains.[63]The APM Line's color islight blue.
_by_Tim.svg) | |||||
| Under construction[66] | |||||
|---|---|---|---|---|---|
| Project | Terminals/Stations | Length km | Stations | Construction progress[i] | Expected opening time |
| 4 Remaining station | Guanqiao | — | 1 | Under construction | 2026 |
| 7 Remaining station | Hongshengsha | — | 1 | Opening postponed | — |
| 8 Far northern extension | Jiaoxin – Jiangfu | 9.4 | 4 | 26% | — |
| 8 Eastern extension | Wanshengwei –Lianhua | 18.0 | 8 | 3% | — |
| 10 Line 3 branch dismantling section[j] | Yangji East –ShipaiqiaojoinsLine 3 spur line | 2.1 | 1 | 69% | — |
| 11 Remaining station | Guangzhou Railway Station | — | 1 | — | |
| 12 Middle section | Guangzhou Gymnasium –Ersha Island | 9.7 | 7 | 88% | 2026 |
| 13 Phase 2 remaining section | Tianhe Park – Chaoyang | 25.2 | 19 | 95% | |
| 14 Phase 2 remaining section | Guangzhou railway station –Lejia Road | 3.0 | 1 | — | — |
| 18 Remaining section of Phase 1 | Xiancun –Guangzhou East Railway Station | 3 | 1 | 55% | |
| 18 Northern extension (Guanghua intercity) | Guangzhou East Railway Station –Huachengjie | 40.1 | 7 | 63% | — |
| 18 Southern extension western section (Nanzhuzhong intercity Nansha to Zhongshan section) | Wanqingsha – Xingzhong | 47.6 | 10 | 86% (Guangzhou section) 44% (Zhongshan section) | — |
| 22 Northern extension (Fangbai intercity) | Fangcun –Airport North | 42.4 | 10 | 53% | — |
| 24 North section (Line 8 far northern extension) | Jiangfu –Guangzhou North Railway Station | 11.3 | 18 | 26% | — |
| 24 South section (Line 8 far northern extension branch) | Sun Yat-sen Memorial Hall – Jiangfu | 20.0 | 23% | ||
| 28 (Fosuiguan intercity Foshan-Guangzhou section) | Luzhou –Xintang | 71.6 | 17 | Pre-construction preparations | — |
| Approved and awaiting construction[k] | |||||
| Project | Terminals/Stations | Length km | Stations | Status | |
| 18 Southern extension (Nanzhuzhong intercity Zhongshan to Zhuhai section) | Xiangshan – Gongbei | 18.1 (Zhongshan section) 26.6 (Zhuhai section) | 11 | EIA publicity | |
| 28 (Fosuiguan intercity Dongguan section) | Xintang – Songshan Lake | 41.4 | 6 | Preliminary studies in progress | |
| Awaiting approval | |||||
| Project | Terminals/Stations | Length km | Stations | Status | |
| 26 Foshan section | Magang Dadao –Shunde College Railway Station– (Guangfo city boundary) | 11.3 | 4 | EIA publicity | |
The Guangzhou Urban Rail Transit Network Planning Scheme (2018–2035) (Chinese:《广州市城市轨道交通线网规划方案》（2018—2035年）), 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. This round of line network planning is divided into three levels: high-speed metro, rapid metro, and regular-speed metro. Among 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.[67][68]
The Guangzhou Metro is actively constructing connections to neighboring cities.Foshan is already connected via theGuangfo Metro with connections viaLine 7 andFoshan Metro Line 2 is now opened.Dongguan city is proposing connections with Guangzhou MetroLine 13 and theDongguan Metro.[69] NeighboringHuizhou city proposed in 2016 thatGuangzhou Metro Line 16 be extended intoLongmen County, achieving the integration of Huizhou and Guangzhou. In 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 andLine 21 extended toMount Luofu inBoluo County.[70][71] In 2018, Guangzhou is studying the feasibility of extending Line 18 south intoZhongshan[72] and north intoQingyuan.[73]
| # | Guangzhou Metro | FMetro | Status |
|---|---|---|---|
| 1 | Guangfo Metro | In operation | |
| 2 | Line 2 | Line 2 | In operation |
| 3 | Line 7 | Line 3 Line 10 | Partially in operation (Line 3 only) |
| 4 | 10 | 6 | Planned |
| 5 | 17 | 7 | Planned |
| 6 | Extension of Guangzhou Metro Line 12 from Chatou to Lishui | Planned | |
| 7 | Extension of Guangzhou Metro Line 19 to Suiyan Lu | Planned | |
The Guangzhou Metro currently operates five different categories of rolling stock: A, B, D, L, and APM.
| Name | Image | Line(s) | Manufacturer(s) | Manufactured | Quantity | Cars per train | Notes |
|---|---|---|---|---|---|---|---|
| A1 |  | 1 | Adtranz / Siemens Mobility | 1996 - 1999 | 21 | 6 | Briefly used on Line 2 previously before the A2 trains arrived. |
| A2 | _entering_Kengkou_Station%2c_Guangzhou_Metro_20191013.jpg) | 1 8 | CNR Changchun / Bombardier Transportation | 2002 - 2005 | 26 | Previously used on Line 2 before the A5 trains arrived. | |
| A3 | _leaving_Kengkou_Station%2c_Guangzhou_Metro_20191013.jpg) | 1 | 2006 | 8 | |||
| A4 |  | 2 | CSR Zhuzhou | 2009 - 2011 | 27 | Previously also used on Line 8 before the A2 trains were reallocated. | |
| A5 |  | 2 8 | 2011 - 2014 | 32 | Originally meant for service on Lines 1, 2 and 8. | ||
| A6 |  | 8 | CRRC Zhuzhou | 2018 - 2020 | 24 | ||
| A7 |  | 13 | CRRC Dalian | 2016 - 2017 | 17 | 8 | |
| A8 | %2c_Guangzhou_Metro_20230701-A.jpg) | 8 | CRRC Changchun | 2022 - 2023 | 13 | 6 | Originally meant for service on Line 2. |
| A9 | _leaving_Chisha_Station%2c_Guangzhou_Metro_20250112-2.jpg) | 11 | CRRC Zhuzhou | 2023 - 2024 | 55 | 8 | |
| A10 |  | 12 | 47 | 6 | |||
| A11 | - | 13 | CRRC Dalian | 2025 - | 42 | 8 | |
| B1 |  | 3 | CSR Zhuzhou / Siemens Mobility | 2005-2007 | 40 | 6 | Initially operated in 3-car trainsets. Currently operates with 2 of these 3-car sets connected as a 6-car set. |
| B2 | .jpg) | CSR Zhuzhou | 2009 - 2011 | 25 | |||
| B3 |  | Guangfo | CNR Changchun | 27 | 4 | Owned by Guangdong Guangfo Metro. | |
| B3-I | _at_Lijiao_Station%2c_Guangfo_Metro_20250712.jpg) | CRRC Qingdao Sifang | 2015 | 6 | Owned by Foshan Metro. | ||
| B3-II | _at_Lijiao_Station%2c_Guangfo_Metro_20250712.jpg) | 2019-2020 | 18 | Owned by Guangdong Guangfo Metro. | |||
| B4 |  | 3 | CSR Zhuzhou | 2011 - 2013 | 26 | 6 | |
| B5 | _at_Guangzhou_CRRC_Base%2c_Guangzhou_Metro_20230626.jpg) | 7 | CRRC Zhuzhou | 2015 - 2016 | 23 | ||
| B6 |  | 9 | 2016 - 2018 | 18 | |||
| B7 |  | 14 | 2017 - 2019 | 30 | |||
| B8 |  | 21 | 2016 - 2018 | 33 | |||
| B9 | _at_Dazhou_Depot%2c_Guangzhou_Metro_20230626-A.jpg) | 7 | CRRC Qingdao Sifang | 2019 - 2021 | 13 | ||
| B10 |  | 3 | CRRC Zhuzhou | 2021 - 2022 | 10 | ||
| B11 | _at_Xiajiao_Depot.jpg) | CRRC Changchun | 2022 - 2023 | 18 | |||
| B12 | _at_Guangzhou_CRRC_Base%2c_Guangzhou_Metro_20240331.jpg) | 7 | CRRC Zhuzhou | 2023 - 2025 | 19 | ||
| B13 | _at_Guangzhou_CRRC_Base%2c_Guangzhou_Metro_20241026.jpg) | 10 | 43 | ||||
| B14 | _at_Guangzhou_CRRC_Base%2c_Guangzhou_Metro_20240331-B.jpg) | 14 | 16 | ||||
| D1 | _entering_Guangzhou_South_Railway_Station%2c_Guangzhou_Metro_20230528.jpg) | 18 22 | 2020-2021 | 25 | 8 | Express metro trains. Can operate at speeds of up to 160km/h. | |
| D2 | _at_Dazhou_Depot.jpg) | 15 | |||||
| L1 |  | 4 | CSR Qingdao Sifang | 2005 - 2007 | 30 | 4 | |
| L2 | .jpg) | 5 | 2008 - 2010 | 30 | 6 | ||
| L3 |  | 6 | 2011 - 2013, 2016 | 51 | 4 | ||
| L4 |  | 5 | 2011 - 2013 | 32 | 6 | ||
| L5 |  | 4 | CRRC Qingdao Sifang | 2016 - 2017 | 27 | 4 | |
| L6 |  | 6 | CRRC Guangdong | 2020 - 2022 | 38 | ||
| L7 | _at_Tanwei_Station%2c_Guangzhou_Metro_20241207.jpg) | 5 | 2021 - 2023 | 14 | 6 | ||
| APM1 | _at_Guangzhou_Opera_House_Station%2c_Guangzhou_Metro_20230701.jpg) | APM | Bombardier Transportation | 2009 - 2010 | 7 (2 cars each) | 2 |
Fares of Guangzhou Metro currently range from¥2 (a couple of stations) to ¥20 (the longest journeys).[74] A 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. A flat fare of ¥2 applies on the XPM line.[75] Between 30 October 2010 and 30 October 2011, an additional, undiscountable ¥5 fee was charged for any journey to or from Airport South. Collection of such a fee was approved for one year in July 2010 and expired without extension.[76][77]
If a passenger exits with no record of entry, the maximum possible fare will be charged. The maximum journey time is set such that it is always possible to complete the longest possible journey without penalty. It is currently set at 270 minutes. If the maximum journey time is exceeded, the maximum possible fare will charged in addition to the normal fare.[75][74]
Frequent user discounts are available when using smartcards and QR payments. A discount of 20% applies after ¥80 is spent on public transport in a calendar month, boosted to 50% after ¥200.
There was formerly provision for an extra charge of ¥2 for excess luggage, however this has since been removed from the fare rules.[78][75]
Single journey tickets can be bought at a kiosk at every station or at the automatic ticket vending machines. The ticket itself is a contactlessradio-frequency plastic token, only valid on day of issue. To enter, it can simply be tapped at the ticket gate like a smartcard. When exiting, it is inserted into a slot for collection and reuse. Full base fares are charged for single journey tickets for individuals. Passengers travelling in groups of 30 or larger can enjoy a 10% discount.[75]
A number of contactlesssmartcards are accepted by Guangzhou Metro.Yang Cheng Tong (Chinese:羊城通;lit. 'Ram City Pass') is the most commonly used, however many other cards from other Chinese issuers are accepted via theChina T-Union standard. Digital smartcards used viaNFC on a smartphone can also be used.[75]
Concession Yang Cheng Tong cards are available for students (half fare), seniors aged 60–64 (half fare) and seniors over 65 (free travel).[79][80]
EMV cards
From 12 October 2025, Guangzhou Metro started accepting EMV payments on all lines. Cards issued byVisa,Mastercard,American Express,JCB andUnionPay are supported.[81]. For Visa and JCB card holders, only cards issued outside Mainland China are available for tap to ride.[82][83][84]
Digital QR tickets
The Guangzhou Metro app can be used to generate a QR code for travel. Similar to smartcards, this QR code is scanned at tickets gates at either end of a journey. Shortly after exiting, the fare is automatically deducted from the user's mobile wallet.
This QR ticketing is also available embedded intoWechat andAlipay as mini apps. The same QR codes are accepted on some other metro systems in China (includingFoshan Metro), and conversely QR codes issued by some other metro systems are also accepted on Guangzhou Metro.
Guangzhou Metro introduced day passes on 1 January 2013. A 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. Two variants are currently available:[75]
Day passes are not rechargeable. They can be fully refunded until the first use, at which time they become nonrefundable. Used passes are not reclaimed, although they can be voluntarily recycled at drop boxes in the stations.
The passes are decorated with illustrations of theCantonese language andcuisine to promote the local culture. The art design was favored by over 70% of those who responded to public opinion surveys compared to two other competing designs.[85]
Guangzhou Metro discontinued the following ticket types in favor of Yang Cheng Tong.
Stored value tickets were very similar to Yang Cheng Tong. Stored 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.
Monthly passes were introduced on 1 November 2008 and abolished on 1 May 2010.[86][87] There were three types of monthly pass:
Each journey could travel from one station to any other station regardless of distance. A monthly pass was valid within a calendar month, not the one-month period from the first day it was used. Unused journeys in a month could not be rolled over to a pass for the following month.
Both were issued by the metro company and used on metro only, allowing the holders to travel free or at half price.
MetroPay is a function integrated in Guangzhou Metro App on NFC (only Android phone). To use this function, simply tap your phone onto the reader on the turnstile to go through it. The MetroPay is no longer available for user effective from 20 May 2021.[82]
Most Guangzhou Metro lines in operation are powered by1,500 V DC. For power transmission, lines 1, 2, 3, 7, 8, 9, 10, 11, 12 and 13 as well as Guangfo Line useoverhead lines, while lines 4, 5, 6, 14 and 21 usethird rails. Lines 18 and 22 also use overhead wires, although at25 kV 50 Hz AC. In contrast to the heavy-rail lines, the light-rail APM runs on 600 V 50 Hz 3-phase AC supplied by third rails.[8]
Starting from 1997, the Guangzhou Metro implemented a policy that allowed free rides for, in addition to its employees, their relatives. The policy was exposed to the public after its validity was questioned at a hearing on metro fares in December 2005.[88] At first, it was reported that up to three lineal kins of each metro employee were allowed free access to the metro. Based 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.[88][89]
In 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. He citedcounter-terrorism when explaining that the policy was not exclusively an employee benefit but also a safety measure.[89] Guangzhou 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. Free rides were strictly regulated and tracked, with abuse subject to disciplinary actions. An unnamed metro employee estimated that the actual cost per year was ¥3 million rather than ¥13 million.[88]
Following its publicity, the policy sparked widespread criticism.[88][89] ANanfang Daily editorial criticised the policy as Guangzhou Metro exploiting public resources to its own interests. It also questioned the competence of relatives of metro employees in counter-terrorism. It further argued that if Guangzhou Metro indeed needed voluntary security personnel, it could have recruited them openly from the public.[90] Such criticism was echoed by hearing participants as well as members of the Municipal People's Congress of Guangzhou.[91] Guangzhou Metro officially abandoned the policy under pressure on 16 December 2005.[88]
The first lines that were constructed, such as Lines 1, 2, and 8, used high capacity 6-car A-type trains in anticipation of heavy ridership. This 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.[92] However, in the early days of operation, ridership of these lines was low. Ridership for Line 1 plateaued at172000–176000 in the late 1990s and early 2000s even though it was projected to reach290000 in 1998. The under utilization of these lines at the time allowed experts to insist on using lower capacity trains on newer lines and even led to the Guangzhou government being criticized for overinflating ridership predictions to approve metro projects. Preference was given to small-capacity trains and low-headway operation in the planning of later projects such as Lines 3, 5 and 6. Line 3 was to be built using smaller, lower capacity B-type rolling stock while Lines 5 and 6 were planned to use even lower capacitylight metro four car L-type trains.
Initially 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. This 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.[93] These 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. Line 3 was forced to adopt its final long term configuration of six-car trains and low headway operation only five years after opening.[94] However, 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. The section crossing thePearl River betweenKecun andCanton Tower stations is the most congested, reaching 136% capacity.[95] In June 2017, the ridership of Line 3 averaged over 2 million passengers per day[96] and on 1 March 2019 the line carried 2.54 million passengers in a single day.[97] With the busiest section carrying over 60,000 pphpd of passenger volume in 2018.[98]
As 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.[99][100][101][102][103] Originally believed to have limited attraction to commuters, Line 6 was intended as an auxiliary line with a projected daily ridership of428000 two years after opening and507000 in nine years, These projections assumed the opening year of Line 6 was still 2010 and Guangzhou was less populated. Such projections were in line with ridership of the, at the time, underutilized Lines 1 and Line 2 prior to 2004. However, 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. An 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%. Land expropriation and residence relocation would pose even greater challenges as evidenced by severe delays in the construction of the stations ofYide Lu andShahe.[94] In 2014, one year after opening, daily ridership on Line 6 has grown to 600,000 and continues to increase steadily,[104] peaking at 858,000 passengers on 16 September 2016, a mere two years later.[105] With the opening of Phase II extending the line fromChangban to Xiangxue in late 2016 ridership continues to increase, averaging 850,000 passengers per day as of April 2018.[106]
The congestion following the openings of Lines 3 and 6 made a profound impact on the planning and design of metro lines in Guangzhou. Line 5 had an urgent revision during early construction to support longer six car trains but still using a low capacity L-type design. Lines 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. Before the opening of Line 6, the mayor of GuangzhouChen Jianhua publicly admitted that planning of Line 6 lacked foresight and ridership estimates were too conservative. He predicts the line would be very crowded upon opening. He promised to ensure that future lines will be designed to use trains that are six or more cars long.[107] Newer lines around the city center such as the under constructionLine 11,Line 12 and in operationLine 13 will all use high capacity eight car A-type trains.
On 11 October 2010, news broke that the concrete structures of two connecting passages in the north extension of Line 3 betweenJiahewanggang andLonggui had substandard compressive strength. The quality of the two connecting passages was found to be questionable as early as August 2009.[108] But 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 hisblog in August 2010, and the media picked up the story in October 2010.[109]
The connecting passages were intended as connections between two metro tunnels for the maintenance crew and emergency escape corridors for passengers.[110] Their compressive strength was designed to reach 30 MPa. However, the lowest values measured in two inspections were only 21.9 MPa and 25.5 MPa, respectively.[109] Guangzhou Metro and Beijing Chang ChengBilfinger Berger Construction Engineering Co., Ltd. (BCBB), contractor of the Jiahewanggang–Longgui section,[110] commissioned two inspection companies to perform a total of three inspections. All three inspections reported results below standard. According 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.[108]
According to the two technicians, BCBB rejected a negative inspection report and conspired with their employer company to produce a fraudulent positive report.[108] In response, both the inspection company and BCBB denied their involvement in any fraud attempts.[109] Su 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. According 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. Su blamed the incident on deceit by BCBB and declared the structures safe for train operation.[108] Su's comments were acknowledged by Guangzhou Metro.[109]
According 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.[108] In 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. It also commissioned a re-inspection in September 2010 and obtained results comparable to previous ones. Evaluation by the designer of the connecting passages based on these results recognised their structures as safe. Previously 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.[111]
In the wake of widespread media coverage, the Construction Commission of Guangzhou launched an investigation into the incident. The commission invited an independent expert group to inspect the connecting passages. The 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. The commission also confirmed that BCBB violated regulations in concealing negative inspection reports from related parties.[112] The 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.[113]
The scheduled opening of the north extension of Line 3 on 30 October 2010 was eventually unaffected.
In January 2010, then-mayorZhang 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.[114] On 27 September 2010, contents of the gift package were officially announced. Included was universal free access to public transit on 30 workdays in November and December 2010 that would coincide with the schedules of the2010 Asian Games andAsian Para Games in urban areas excluding the districts ofPanyu,Nansha andHuadu and the cities ofZengcheng andConghua. The 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.[115][116]
The free rides policy prompted unprecedented enthusiasm from local residents on 1 November 2010, the first day it went into effect. The metro system carried 7.80 million rides, doubling the figure of an average day.[117] Ridership of the day exceeded the previous peak of 5.13 million onNational Day 1 October 2010 by a significant margin and set a national record.[118] Metro traffic remained intense in the days that followed. The 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.[119][120] Provisional 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.[120] Trains were often crammed, and stations were filled with people queuing in swarms to take a free ride.[121] Guangzhou Metro estimated that when the Asian Games opened, daily ridership would surpass 8 million.[120]
Five 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.[121]Registered households 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. Residents could claim the subsidies between 12 January and 31 March 2011.[122] Public transit discount policies that were in effect before November 2010 remained unchanged.[123]
Around 16:40 on 28 January 2013, in the immediate neighbourhood of the construction site of theCultural Park station of Line 6 on Kangwang Lu (Chinese:康王路), a sinkhole of approximately100 m2 in area and10 m in depth collapsed, consuming several houses and trees.[124] Six collapses occurred within 40 minutes. Two more collapses occurred later at 21:45, when workers were pouring concrete into the sinkhole. Nearby roads were immediately closed for emergency engineering.[125] The 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.[126]
There were no casualties in the incident because metro construction workers detected geological anomalies 20 minutes before the initial collapse and promptly evacuated the neighbourhood.[125] The sinkhole caused disruptions to electricity, gas and water supplies and drainage pipelines. Preliminary analysis blamed the incident on inaccurate geological drawings used for underground blast operations.[127][128] In total, 412 households, 103 businesses and 69 warehouses were evacuated, and 257 residents were relocated.[129] Guangzhou 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.[128]
On February 25, 2020, the Guangzhou Metro Group and thePunjab Provincial Public Transport Authority ofPakistan signed a service contract for the operation and maintenance of the Orange Line of theLahore Metro in Pakistan. The bid-winning consortium would undertake the operation and maintenance of the Lahore Metro Orange Line for eight years.
开通后广州地铁运营总里程突破600公里，达到607.6公里，车站将增加至294座。
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Rapid transit in Asia | |
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 Armenia | |
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 China (PRC) |
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 Georgia | |
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 Israel | |
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* Under construction. | |
23°06′32″N113°15′53″E / 23.1089°N 113.2647°E /23.1089; 113.2647
