Пекинское метро

Для пригородной железнодорожной службы в Пекине см. Пекинская пригородная железная дорога .

Пекинское метро
Логотип Пекинского метро
Поезда по линии 13 выходит из станции Huoying
Обзор
Владелец	Пекинское муниципальное правительство
Locale	Beijing & Langfang, Hebei
Transit type	Rapid transit
Number of lines	27
Number of stations	490
Daily ridership	10.544 million (2018 daily avg.) 13.7538 million (July 12, 2019, record)
Annual ridership	3.8484 billion (2018)
Website	bjsubway.com mtr.bj.cn bjmoa.cn
Operation
Began operation	January 15, 1971 (1971-01-15)
Operator(s)	Beijing Mass Transit Railway Operation Corp., Ltd. Beijing MTR Corp., Ltd. Beijing Metro Operation Administration (BJMOA) Corp., Ltd. Beijing Public Transit Tramway Co., Ltd. Beijing Capital Metro Corp., Ltd.
Character	Underground, at grade and elevated
Number of vehicles	6,173 Revenue Railcars (2019)
Technical
System length	836 km (519 mi)
Track gauge	1,435 mm (4 ft 8+1⁄2 in) standard gauge
Electrification	1,500 V DC from overhead catenary (lines 6, 11, 14, 16, 17 and 19) or from third rail (line 7) 25 kV 50 Hz AC from overhead catenary (Daxing Airport Express) 750 V DC from overhead catenary (Xijiao line) or from third rail (other lines)
hideSystem map

Beijing Subway
Simplified Chinese	北京地铁
Traditional Chinese	北京地鐵
showTranscriptions Standard Mandarin Hanyu Pinyin Běijīng Dìtiě

Пекинское метро - это быстрого транзита система Пекина муниципалитета , которая состоит из 27 линий, включая 22 быстрого транзита линии , двух железнодорожных каналов аэропорта , одной линии маглев и двух трамвайных линий легкорельсовых трамвая и 490 станций . Железнодорожная сеть простирается на 836 км (519 миль) В 12 городских и пригородных районах Пекина и в районе Лангфанг одном в соседней провинции Хэбэй . В декабре 2023 года в Пекинском метро стало самой длинной в мире системой метро по длине маршрута , превзойдя Шанхайское метро . С 3,8484 миллиардами поездок в 2018 году (10,544 миллиона поездок в день и однодневный рекорд в пассажире 13,7538 миллиона, установленных 12 июля 2019 года, Пекинское метро было самой загруженной системой метро в мире в те годы, непосредственно до начала пандемии Covid-19 .

The Beijing Subway opened in 1971 and is the oldest metro system in mainland China and on the mainland of East Asia. Before the system began its rapid expansion in 2002, the subway had only two lines. The existing network still cannot adequately meet the city's mass transit needs. Beijing Subway's extensive expansion plans call for 998.5 km (620.4 mi) of lines serving a projected 18.5 million trips every day when Phase 2 Construction Plan finished (around 2025). Самое последнее расширение вступило в силу 30 декабря 2023 года, с отверстиями расширений до строки 11 , строки 16 и строки 17 .

Fares

Fare schedules

Single-ride fare
The Beijing Subway charges single-ride fare according to trip distance for all lines except the two airport express lines.

• For all lines except the two airport express lines, fares start at ¥3 for a trip up to 6 km in distance, with ¥1 added for the next 6 km, for every 10 km thereafter until the trip distance reaches 32 km, and for every 20 km beyond the first 32 km. A 40 km trip would cost ¥7.
• The Capital Airport Express has a fixed fare of ¥25 per ride.
• The Daxing Airport Express is the only line to maintain class-based fares with ordinary class fare varying with distance from ¥10 to ¥35 and business class fare fixed at ¥50 per ride.

Same-station transfers are free on all subway lines except the two Airport Express lines, the Xijiao Line and the Yizhuang T1 Line, which require the purchase of a new fare when transferring to or from those lines.

Fare free riders
Children below 1.3 metres (51 in) in height ride for free when accompanied by a paying adult. Senior citizens over the age of 65, individuals with physical disabilities, retired revolutionary cadres, police and army veterans who had been wounded in action, military personnel and People's Armed Police can ride the subway for free.

Unlimited-rides fare
Since January 20, 2019, riders can purchase unlimited rides fare tickets using the Yitongxing (亿通行) APP on smartphones, which generates a QR code with effective periods of one to seven days.

Distance-based single-ride fare schedule

Fare	Trip distance
¥3	<6 km
¥4	6–12 km
¥5	12–22 km
¥6	22–32 km
¥7	32–52 km
¥8	52–72 km
¥9	72–92 km
¥10	92–112 km

Unlimited-rides fare schedule

Period	Price
1 day	¥20
2 days	¥30
3 days	¥40
5 days	¥70
7 days	¥90

Previous fare schedules
On December 28, 2014, the Beijing Subway switched from a fixed-fare schedule to the current distance-based fare schedule for all lines except the Capital Airport Express. Prior to the December 28, 2014, fare increase, passengers paid a flat rate of RMB(¥) 2.00 (including unlimited fare-free transfers) for all lines except the Capital Airport Express, which cost ¥25, The flat fare was the lowest among metro systems in China. Before the flat fare schedule was introduced on October 7, 2007, fares ranged from ¥3 to ¥7, depending on the line and number of transfers.

Fare collection

Each station has two to fifteen ticket vending machines. Ticket vending machines on all lines can add credit to Yikatong cards. Single-ride tickets take the form of an RFID-enabled flexible plastic card.

Discounts for Yikatong card users
Monthly expenditure	Net expenditure after credit rebate	Net discount
¥50	¥50	0%
¥100	¥100	0%
¥150	¥140	6.67%
¥200	¥165	17.5%
¥250	¥190	24%
¥300	¥215	28.3%
¥350	¥240	31.4%
¥400	¥265	33.75%
¥450	¥315	30%
¥500	¥365	27%

Passengers must insert the ticket or scan the card at the gate both before entering and exiting the station. The subway's fare collection gates accept single-ride tickets and the Yikatong fare card. Passengers can purchase tickets and add credit to Yikatong card at ticket counters or vending machines in every station. The Yikatong, also known as Beijing Municipal Administration & Communication Card (BMAC), is an integrated circuit card that stores credit for the subway, urban and suburban buses and e-money for other purchases. The Yikatong card itself must be purchased at the ticket counter. To enter a station, the Yikatong card must have a minimum balance of ¥3.00. Upon exiting the system, single-ride tickets are inserted into the turnstile, which are reused by the system.

Beijing Subway fare media

A single-ride farecard

To prevent fraud, passengers are required to complete their journeys within four hours upon entering the subway. If the four-hour limit is exceeded, a surcharge of ¥3 is imposed. Each Yikatong card is allowed to be overdrawn once. The overdrawn amount is deducted when credits are added to the card.

Yikatong card users who spend more than ¥100 on subway fare in a calendar month will receive credits to their card the following month. After reaching ¥100 of spending in one calendar month, 20% of any further spending up to ¥150 will be credited. When spending exceeds ¥150, 50% of any further spending up to ¥250 will be credited. Once expenditures exceed ¥400, further spending won't earn any more credits. The credits are designed to ease commuters' burdens of fare increases.

Beginning in June 2017, single-journey tickets could be purchased via a phone app. A May 2018 upgrade allowed entrance via scanning a QR code from the same app.

Since the COVID-19 pandemic, a name and Chinese Resident Identity Card number must be entered when buying single-ride tickets for contact tracing purposes. This measure has been criticized for increasing the time spent buying tickets.

Lines in operation

Beijing Subway lines generally follow the checkerboard layout of the city. Most lines through the urban core (outlined by the Line 10 loop) run parallel or perpendicular to each other and intersect at right angles.

Schematic map of Beijing Subway lines in operation. (Not to scale)

Line Name	Code	Terminals (District)		Opened	Newest Ext.	Length km	Stations (# above ground)	Operator
01 1  &  Batong	M1	Pingguoyuan (Shijingshan)	Universal Resort (Tongzhou)	1971	2021	50.9	36 (13)
02 2  loop line	M2	Xizhimen (Xicheng)	Jishuitan (Xicheng)	1984	1987	23.1	18
04 4  &  Daxing	M4	Anheqiaobei (Haidian)	Tiangongyuan (Daxing)	2009	2010	49.4	35 (2)
05 5	M5	Tiantongyuanbei (Changping)	Songjiazhuang (Fengtai)	2007	—	27.6	23 (7)
06 6	M6	Jin'anqiao (Shijingshan)	Lucheng (Tongzhou)	2012	2018	53.4	34
07 7	M7	Beijing West railway station (Fengtai)	Universal Resort (Tongzhou)	2014	2021	40.3	30
08 8	M8	Zhuxinzhuang (Changping)	Yinghai (Daxing)	2008	2021	49.5	34 (3)
09 9	M9	Guojia Tushuguan (National Library) (Haidian)	Guogongzhuang (Fengtai)	2011	2012	16.5	13
10 10  loop line	M10	Bagou (Haidian)	Chedaogou (Haidian)	2008	2013	57.1	45
11 11	M11	Moshikou (Shijingshan)	Xinshougang (Shougang Park) (Shijingshan)	2021	2023	2.9	4
13 13	M13	Xizhimen (Xicheng)	Dongzhimen (Dongcheng)	2002	2003	40.9	17 (16)
14 14	M14	Zhangguozhuang (Fengtai)	Shangezhuang (Chaoyang)	2013	2021	47.3	33 (2)
15 15	M15	Qinghua Donglu Xikou (Haidian)	Fengbo (Shunyi)	2010	2014	41.4	20 (4)
16 16	M16	Bei'anhe (Haidian)	Wanpingcheng (Fengtai)	2016	2023	48.9	29
17 17  (North)	M17	Future Science City North (Changping)	Workers' Stadium (Chaoyang)	2023	—	24.9	9
17 17  (South)		Shilihe (Chaoyang)	Jiahuihu (Tongzhou)	2021	—	15.8	7
19	M19	Mudanyuan (Haidian)	Xingong (Fengtai)	2021	—	20.9	10
Yizhuang	M24	Songjiazhuang (Fengtai)	Yizhuang railway station (Tongzhou)	2010	2018	23.3	14 (8)
Fangshan	M25 North	Dongguantounan (Fengtai)	Yancundong (Fangshan)	2010	2020	31.8	16 (10)
Yanfang	M25 South	Yancundong (Fangshan)	Yanshan (Fangshan)	2017	—	14.4	9 (9)
S1  Maglev	M26	Pingguoyuan (Shijingshan)	Shichang (Mentougou)	2017	2021	10.2	8 (8)
Changping	M27	Changping Xishankou (Changping)	Xitucheng (Haidian)	2010	2023	43.2	18 (6)
Capital Airport	M34	Beixinqiao (Dongcheng)	2 Hao Hangzhanlou (Terminal 2) (Chaoyang) 3 Hao Hangzhanlou (Terminal 3) (Shunyi)	2008	2021	29.9	5 (1)
Daxing Airport	M35	Caoqiao (Fengtai)	Daxing Jichang (Daxing Airport) (Guangyang, Langfang)	2019	—	41.36	3
Xijiao  LRT	M29	Bagou (Haidian)	Fragrant Hills (Haidian)	2017	—	8.8	6 (6)
Yizhuang T1  LRT	—	Quzhuang (Daxing)	Dinghaiyuan (Tongzhou)	2020	—	11.9	14 (14)
Total						836	490 (109)

A Line 2 train

Line 1 platform at Tian'anmen East Station

Ticket entry gates at Yuanmingyuan Park station

Capital Airport Express

Lines through the urban core

The urban core of Beijing is roughly outlined by the Line 10 loop, which runs underneath or just beyond the 3rd Ring Road. Each of the following lines provides extensive service within the Line 10 loop. All have connections to seven or more lines. Lines 1, 4, 5, 6, 8, and 19 also run through the Line 2 loop, marking the old Ming-Qing era city of Beijing.

• Line 1: straight east–west line underneath Chang'an Avenue, bisecting the city through Tiananmen Square. Line 1 connects major commercial centres, Xidan, Wangfujing, Dongdan and the Beijing CBD.
• Line 2: the inner rectangular loop line that traces the Ming-era inner city wall which once surrounded the inner city, with stops at 11 of the wall's former gates (ending in men), now busy intersections, as well as the Beijing railway station.
• Line 4: mainly north–south line running to the west of city centre with stops at the Summer Palace, Old Summer Palace, Peking and Renmin Universities, Zhongguancun, National Library, Beijing Zoo, Xidan, Taoranting and Beijing South railway station.
• Line 5: straight north–south line running to the east of the city centre. Line 5 passes the Temple of Earth, Yonghe Temple and the Temple of Heaven.
• Line 6: east–west line running parallel and to the north of Line 1, passing through the city centre north of Beihai Park. At 53.4 km, Line 6 is the second longest Beijing Subway line after Line 10, and runs from Shijingshan District in the west to the Beijing City Sub-Center in Tongzhou District, terminating at Lucheng just beyond the eastern 6th Ring Road.
• Line 7: east–west line running parallel and to the south of Line 1, from Beijing West railway station to Universal Resort. Line 7 serves the old neighborhoods of southern Beijing with stops at Zhushikou, Caishikou and Ciqikou.
• Line 8: north–south line following the Beijing's central axis from Changping District through Huilongguan, the Olympic Green, Shichahai and Nanluoguxiang, where the line veers east of the Forbidden City and Tiananmen Square with stops at the National Art Museum and Wangfujing before returning to the central axis at Qianmen and continuing due south through Zhushikou and Yongdingmen to Heyi before turning southwest to Yinghai in Daxing District.
• Line 9: north–south line running to the west of Line 4 from the National Library through the Military Museum and Beijing West railway station to Guogongzhuang in the southwestern suburbs.
• Line 10, the outer loop line running beneath or just beyond the Third Ring Road. Apart from the Line 2 loop, which is entirely enclosed within the Line 10 loop, every other line through the urban core intersects with Line 10. In the north, Line 10 traces Beijing's Yuan-era city wall. In the east, Line 10 passes through the Beijing CBD.
• Line 14: inverted-L shaped line that connects the southwest, southeast and northeast parts of the city. From Zhangguozhuang in the southwest, Line 14 runs due west and enters the Line 10 loop at Xiju and passing through the Beijing South Railway Station, Yongdingmenwai, Puhuangyu, Fangzhuang and leaves the Line 10 loop at Shilihe before turning north at Beijing University of Technology and running south - north outside the Line 10 loop through the Beijing CBD, Chaoyang Park and Jiuxianqiao to Wangjing in the northeast.
• Line 16: line from the northwest suburbs of Haidian District north of the Baiwang Mountain that runs mostly north - south upon entering Line 10 into National Library and Yuyuantan Dongmen (Yuyuantan Park East Gate), then continuing south through Muxidi and Daguanying, before entering Fengtai railway station. It then turns west through Fengtai Nanlu before ending at Wanpingcheng in Fengtai District.
• Line 19: north–south line from Mudanyuan to Xingong with stops inside the Line 2 loop at Ping'anli and Taipingqiao near Beijing Financial Street.

Lines serving outlying suburbs

Each of the following lines provides service predominantly to one or more of the suburbs beyond the 5th Ring Road. Lines 15, S1 along with the Changping, Daxing, Yanfang lines extend beyond the 6th Ring Road.

• Line 11 currently runs from Moshikou to Xinshougang (Shougang Park) in Shijingshan District.
• Line 13 arcs across suburbs north of the city and transports commuters to Xizhimen and Dongzhimen, at the northwest and northeast corners of Line 2.
• Line 15 east–west line which runs between the northern 4th and 5th Ring Road from the east of Tsinghua University, through the Olympic Green and Wangjing, turning northeast to suburban Shunyi District.
• Line 17 currently runs from Shilihe to Jiahuihu in its south section, mainly serving Tongzhou District, whilst the north section currently runs from Future Science City North to Workers' Stadium, mainly serving Changping District and northern Chaoyang District.
• Batong line extends Line 1 eastward from Sihui to suburban Tongzhou District.
• Changping line starts at Xitucheng in Haidian District, passing through Liudaokou and Qinghe Xiaoyingqiao before intersecting with Line 13 at Qinghe railway station and Xi'erqi, and then running north through suburban Changping District. The line then passes the Life Science Park, Shahe Univ. Park, and the Ming Tombs.
• Daxing line extends Line 4 south to suburban Daxing District.
• Fangshan line goes from Dongguantounan in Fengtai District to Yancundong in Fangshan District in the southwestern suburbs.
• Yanfang line extends the Fangshan line further into western Fangshan District.
• Yizhuang line extends from Line 5's southern terminus to the Yizhuang Economic & Technological Development Zone in the southeastern suburbs.
• Capital Airport Express connects the Beijing Capital International Airport, 27 km (17 mi) northeast of the city, with Line 5 at Beixinqiao, Line 10 at Sanyuanqiao and Lines 2 and 13 at Dongzhimen.
• Daxing Airport Express connects the Beijing Daxing International Airport, 46 km (29 mi) south of the city, with Line 10 at Caoqiao.
• Line S1, a low-speed maglev line connecting suburban Mentougou District with Line 6 in Shijingshan District.
• Xijiao line, a light rail line that branches off Line 10 at Bagou and extends west to Fragrant Hills.
• Yizhuang T1 line, a light rail line runs from Quzhuang in Daxing District to Dinghaiyuan in Tongzhou District.

• 
  Tian'anmen East station of Line 1
• 
  Dongzhimen station of Line 2
• 
  Beijing Zoo station of Line 4
• 
  Dengshikou station of Line 5
• 
  Xihuangcun station of Line 6
• 
  Langxinzhuang station of Line 7
• 
  Jinyu Hutong station of Line 8
• 
  Fengtai Dongdajie station of Line 9
• 
  Anzhenmen station of Line 10
• 
  Beixin'an station of Line 11
• 
  Longze station of Line 13
• 
  Dongguantou station of Line 14
• 
  Maquanying station of Line 15
• 
  Ganjiakou station of Line 16
• 
  Jiahuihu station of Line 17
• 
  Niujie station of Line 19
• 
  Yizhuang Railway Station of Yizhuang Line
• 
  Huaxiang Dongqiao station of Fangshan Line
• 
  Qiaohuying station of Line S1
• 
  Beishaowa station of Changping Line

Future expansion

Phase II

According to the Phase 2 construction plan approved by the NDRC in 2015, the length of Beijing Subway will reach 998.5 km (620.4 mi) when the Phase 2 construction finished. By then, public transit will comprise 60% of all trips. Of those, the subway will comprise 62%. The adjustment of the Phase 2 construction plan was approved by the NDRC on December 5, 2019. Which altered and expanded some projects in the Phase 2 construction plan. Including adjusting alignments of Line 22 and Line 28 and additional projects such as the Daxing Airport Line north extension, the west section of Line 11 and transforming Line 13 into two lines, 13A and 13B.

A map showing Beijing subway lines currently in operation (solid lines) and subway lines approved by the NDRC (dashed lines). The map is not drawn to scale.

Future Expansion (Phase 2)
Planned opening	Line	Phase & Section	Terminals (District)		Route Description	Construction since	Length (km)	Stations	Status	Refs
2024	3	Phase I	Dongsi Shitiao (Dongcheng)	Dongbabei (Chaoyang)		2017	15.6	10	Under construction
	12		Sijiqing Qiao (Haidian)	Dongbabei (Chaoyang)	Following the North Third Ring Road	2015	28.9	20
2025	1	Renovation on Fushouling station	Pingguoyuan (Shijingshan)	Fushouling (Shijingshan)		2020	1.6	2
	17	Middle section of Phase I	Workers' Stadium (Chaoyang)	Shilihe (Chaoyang)		2015	7.6	4
	22  (Pinggu)		Dongdaqiao (Chaoyang)	Pinggu (Pinggu)		2021	81.2	21
	13A	Line 13 split project	Chegongzhuang (Xicheng)	Tiantongyuandong (Changping)		2021	31.2 (19.8 new)	18
	13B		Dongzhimen (Dongcheng)	Malianwa (Haidian)		2021	32.2 (9.2 new)	15
	Daxing Airport	North extension	Lize Shangwuqu (Fengtai)	Caoqiao (Fengtai)		2020	3.5	1
2026	6	South ext. of Phase II	Lucheng (Tongzhou)	Dongxiaoyingnan (Tongzhou)		2022	2.1	1
2029	28  (CBD line)		Dongdaqiao (Chaoyang)	Guangqudonglu (Chaoyang)	Runs through the Central Business District	2021	8.9	9
Total							213.5	101

Phase III (2022–2027)

According to the information released in July 2022, the "Beijing Rail Transit Phase III Construction Plan" includes 11 construction projects: Line 1 Branch, Line 7 Phase 3, Line 11 Phase 2, Line 15 Phase 2, Line 17 Phase 2 (Branch), Line 19 Phase 2, Line 20 Phase 1, Fangshan line (Line 25) Phase 3 (also known as Lijin Line), Line M101 Phase 1, Line S6 (New Town Link Line) Phase 1, and the connecting line between Yizhuang line, Line 5 and Line 10.

Future Expansion (Phase 3)
Line	Terminals		Planned Opening	Length in km	Station	Source
1  Branch	Bajiao Amusement Park	Qinglonghudong	2027	19.9	9
7  Phase 3	Beijing West railway station	Wanshousi		6.4	4
11  Phase 2	Xinshougang (Shougang Park)	Yangqiao		23.8	17
15  Phase 2	Fengbo	Nancai		3.5	1
17  Branch	Tiantongyuandong	Beiqijia		8.9	2
19  North	Mudanyuan	Shengminggu		17.6	6
19  North Branch	Shangqingqiaonan	Qinghe railway station		6.8	1
19  South	Xingong	Haizijiao		12.6	6
19  South Branch	New Media Industry Base	Biomedical Base West		17.4	7
20  Phase 1	Guanzhuangluxikou	Yanjingqiao		21.3	5
Fangshan  Phase 3	Dongguantounan	Lingjing Hutong		10.9	8
M101  Phase 1	Shangwuyuan	Zhangjiawandong	2027	18.1	14
S6  Phase 1	Terminal 3	Daxing Xincheng		64.4	9
Yizhuang - 5 - 10  (Connecting line)	Connecting Xiaocun, Chengshousi, and Songjiazhuang.			1.1	0
Total				230.4	88

Owner and operators

The Beijing Subway is owned by the Beijing Municipal People's Government through the Beijing Infrastructure Investment Co., LTD, (北京市基础设施投资有限公司 or BIIC), a wholly owned subsidiary of the Beijing State-owned Assets Supervision and Administration Commission (北京市人民政府国有资产监督管理委员会 or Beijing SASAC), the municipal government's asset holding entity.

The Beijing Subway was originally developed and controlled by the Central Government. The subway's construction and planning was headed by a special committee of the State Council. In February 1970, Premier Zhou Enlai handed management of the subway to the People's Liberation Army, which formed the PLA Rail Engineering Corp Beijing Subway Management Bureau. In November 1975, by order of the State Council and Central Military Commission the bureau was placed under the authority of Beijing Municipal Transportation Department.

On April 20, 1981, the bureau became the Beijing Subway Company, which was a subsidiary of the Beijing Public Transportation Company.

In July 2001, the Beijing Municipal Government reorganized the subway company into the Beijing Subway Group Company Ltd., a wholly city-owned holding company, which assumed ownership of all of the subway's assets. In November 2003, the assets of the Beijing Subway Group Company were transferred to the newly created BIIC.

The Beijing Subway has five operators:

1. The main operator is the wholly state-owned Beijing Mass Transit Railway Operation Corp. (北京市地铁运营有限公司 or Beijing Subway OpCo), which was formed in the reorganization of the original Beijing Subway Group Company in 2001, and operates 15 lines: Lines 1, 2, 5–10, 13, 15, Batong line, Changping line, Fangshan line, Yizhuang line and S1 line.
2. The Beijing MTR Corp. (北京京港地铁有限公司 or Beijing MTR), a public–private joint venture formed in 2005 by and among Beijing Capital Group, a state company under Beijing SASAC (with 49% equity ownership), MTR Corporation of Hong Kong (49%), and BIIC (2%), and operates four lines: Lines 4, 14, 16 and Line 17 and Daxing line.
3. The Beijing Metro Operation Administration Corp., Ltd. (北京市轨道交通运营管理有限公司 or BJMOA), a subsidiary of Beijing Metro Construction Administration Corporation Ltd. (北京市轨道交通建设管理有限公司 or BJMCA) also under Beijing SASAC, became the third company to obtain operation rights for the Beijing Subway in 2015. The BJMOA operates the Yanfang line, Daxing Airport Express, and Line 19. Its corporate parent, BJMCA, is a general contractor for Beijing Subway construction.
4. The Beijing Public Transit Tramway Co., Ltd. (北京公交有轨电车有限公司), formed in 2017, is a wholly owned subsidiary of Beijing Public Transport Corporation (北京公共交通控股（集团）有限公司 or BPTC) that operates the Xijiao line. Its corporate parent, BPTC, is the city's main public bus operator.
5. The Beijing City Metro Ltd. (北京京城地铁有限公司), also branded as "Capital Metro" (京城地铁) in their official logo, operates the Capital Airport Express. Beijing City Metro Ltd. is a joint venture established on February 15, 2016, between Beijing Subway OpCo (51%) and BII Railway Transportation Technology Holdings Company Limited (49%)(京投轨道交通科技控股有限公司), a Hong Kong listed company (1522.HK) controlled by BIIC. On March 27, 2017, Beijing City Metro Ltd. acquired a 30-year right to operate the Capital Airport Express and sections of the Dongzhimen subway station.

Rolling stock

Main article: Beijing Subway Rolling Stock

All subway train sets run on 1,435 millimetres (56.5 in) standard gauge rail, except the maglev trains on Line S1, which run on a maglev track. Beijing Subway operates Type B trains on most lines. However, due to increasing congestion on the network, high capacity Type A trains are increasingly being used. Additionally, Type D trains are being used in express subway lines.

Until 2003 nearly all trains were manufactured by the Changchun Railway Vehicles Company Ltd., now a subsidiary of the China CNR Corporation. The newest Line 1 trains and those on Lines 4, 8, Batong, Changping and Daxing are made by Qingdao Sifang Locomotive & Rolling Stock Co., a subsidiary of China South Locomotive and Rolling Stock Industry Corp. Line S1's maglev trains were produced by CRRC Tangshan.

The Beijing Subway Rolling Stock Equipment Co. Ltd., a wholly owned subsidiary of the Beijing Mass Transit Railway Operation Corp. Ltd., provides local assemblage, maintenance and repair services.

• 
  Most Beijing Subway rolling stock, such as this DKZ5 Line 13 train, run on 1,435 millimetres (56.5 in) standard gauge track, drawing 750V direct current (DC) electrical power from the third rail. Line 13, like most lines, use six-car Type-B train sets.
• 
  Lines 14 and 16 trains run on standard gauge track and draw 1500V DC power from overhead electrical lines. The DKZ53 train on Line 14 pictured above uses Type-A cars, which unlike the more common Type-B cars, are 3.1 meters longer and 20 cm wider, have 10 sets of doors instead of 8 sets of doors, greater passenger capacity and higher top speed.
• 
  The four-car train sets of the Capital Airport Express have linear motors of instead of rotary motors. Capital Airport Express trains draw 750V DC power from the third rail, and are propelled using the aluminum strip, a "fourth rail", between the main track. Capital Airport Express trains sets are lighter than subway cars with rotary motors and can reach a top speed of 110 km/h (68 mph).
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  Line S1 features low-to-mid speed maglev trains that run on a maglev track and use 1,500 V DC power. The S1 maglev trains have six cars per train and can reach a top speed of 100 km/h (62 mph).
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  The light rail transit trams on the Xijiao (Western Suburban) line run on standard gauge track and draw power 750V alternating current (AC) electrical power from overhead lines. The Xijiao line uses five-car trams and can reach a top speed of 70 km/h (43 mph).

Subway rolling stock are maintained at depots such as the Wuliqiao Depot for Line 6.

Automated lines

There will be 6 fully automated lines at the level of GoA4, including 4 lines in operation (the Yanfang line, Line 17 and Line 19 and the Daxing Airport Express) and 2 lines under construction (Line 3 and Line 12), using domestically developed communications-based train control systems.

History

Schema showing the development of the Beijing Subway from 1971 to 2018

1953–1965: origins

The subway was proposed in September 1953 by the city's planning committee and experts from the Soviet Union. After the end of the Korean War, Chinese leaders turned their attention to domestic reconstruction. They were keen to expand Beijing's mass transit capacity but also valued the subway as an asset for civil defense. They studied the use of the Moscow Metro to protect civilians, move troops and headquarter military command posts during the Battle of Moscow, and planned the Beijing Subway for both civilian and military use.

At that time, the Chinese lacked expertise in building subways and drew heavily on Soviet and East German technical assistance. In 1954, a delegation of Soviet engineers, including some who had built the Moscow Metro, was invited to plan the subway in Beijing. From 1953 to 1960, several thousand Chinese university students were sent to the Soviet Union to study subway construction. An early plan unveiled in 1957 called for one ring route and six other lines with 114 stations and 172 km (107 mi) of track. Two routes vied for the first to be built. One ran east–west from Wukesong to Hongmiao, underneath Changan Avenue. The other ran north–south from the Summer Palace to Zhongshan Park, via Xizhimen and Xisi. The former was chosen due to more favorable geological foundation and greater number of government bureaus served. The second route would not be built until construction on Line 4 began forty years later.

The original proposal called for deep subway tunnels that can better serve military functions. Between Gongzhufen and Muxidi, shafts as deep as 120 m (390 ft) were being dug. The world's deepest subway station at the time in the Kyiv Metro was only 100 m (330 ft) deep. But Beijing's high water table and high pressure head of ground water which complicated construction and posed risk of leakage, and along with the inconvenience of transporting passengers long distances from the surface, led the authorities to abandon the deep tunnel plan in May 1960 in favor of cut-and-cover shallow tunnels some 20 m (66 ft) below the surface.

The deterioration of relations between China and Soviet Union disrupted subway planning. Soviet experts began to leave in 1960, and were completely withdrawn by 1963. In 1961, the entire project was halted temporarily due to severe hardships caused by the Great Leap Forward. Eventually, planning work resumed. The route of the initial line was shifted westward to create an underground conduit to move personnel from the heart of the capital to the Western Hills. On February 4, 1965, Chairman Mao Zedong personally approved the project.

1965–1981: the slow beginning

Yuquanlu Station, Opened on August 5, 1971. The first phase of the Beijing subway project groundbreaking ceremony was held west of Yuquanlu Road.

Many areas of Beijing's city walls were torn down during the construction of the subway. The route of the initial subway line was slightly altered to save the Qianmen gate.

Construction began on July 1, 1965, at a groundbreaking ceremony attended by several national leaders including Zhu De, Deng Xiaoping, and Beijing mayor Peng Zhen. The most controversial outcome of the initial subway line was the demolition of the Beijing's historic inner city wall to make way for the subway. Construction plans for the subway from Fuxingmen to the Beijing Railway Station called for the removal of the wall, as well as the gates and archery towers at Hepingmen, Qianmen, and Chongwenmen. Leading architect Liang Sicheng argued for protecting the wall as a landmark of the ancient capital. Chairman Mao favored demolishing the wall over demolishing homes. In the end, Premier Zhou Enlai managed to preserve several walls and gates, such as the Qianmen gate and its arrow tower by slightly altering the course of the subway.

Plans of the Beijing Subway network

1965 Plan

1973 Plan

1983 Plan

1993 Plan

The initial line was completed and began trial operations in time to mark the 20th anniversary of the founding of the People's Republic on October 1, 1969. It ran 21 km (13 mi) from Gucheng to the Beijing Railway Station and had 16 stations. This line forms parts of present-day Lines 1 and 2. It was the first subway to be built in China, and predates the metros of Hong Kong, Seoul, Singapore, San Francisco, and Washington, D.C., but technical problems would plague the project for the next decade.

Satellite image of the construction of initial line shot by US spy satellite Corona KH-4B on September 20, 1967.

Entrance to the Fushouling station, once designated terminus of Line 1 but wasn't opened to the public. The station will eventually open in 2024.

Entrance to the Wukesong station on Line 1

Initially, the subway hosted guest visits. On November 11, 1969, an electrical fire killed three people, injured over 100 and destroyed two cars. Premier Zhou Enlai placed the subway under the control of the People's Liberation Army in early 1970, but reliability problems persisted.

On January 15, 1971, the initial line began operation on a trial basis between the Beijing railway station and Gongzhufen. Single ride fare was set at ¥0.10 and only members of the public with credential letters from their work units could purchase tickets. The line was 10.7 km (6.6 mi) in length, had 10 stations and operated more than 60 train trips per day with a minimum wait time of 14 minutes. On August 15, the initial line was extended to Yuquan Lu and had 13 stations over 15.6 km (9.7 mi). On November 7, the line was extended again, to Gucheng Lu, and had 16 stations over 22.87 km (14.21 mi). The number of trains per day rose to 100. Overall, the line delivered 8.28 million rides in 1971, averaging 28,000 riders per day.

From 1971 to 1975, the subway was shut down for 398 days for political reasons. On December 27, 1972, the riders no longer needed to present credential letters to purchase tickets. In 1972, the subway delivered 15 million rides and averaged 41,000 riders per day. In 1973, the line was extended to Pingguoyuan and reached 23.6 km (14.7 mi) in length with 17 stations and 132 train trips per day. The line delivered 11 million rides in 1973, averaging 54,000 riders per day.

Despite its return to civilian control in 1976, the subway remained prone to closures due to fires, flooding, and accidents. Annual ridership grew from 22.2 million in 1976 and 28.4 million in 1977 to 30.9 million in 1978, and 55.2 million in 1980.

1981–2000: two lines for two decades

On April 20, 1981, the Beijing Subway Company, then a subsidiary of the Beijing Public Transportation Company, was organized to take over subway operations. On September 15, 1981, the initial line passed its final inspections, and was handed over to the Beijing Subway Company, ending a decade of trial operations. It had 19 stations and ran 27.6 kilometres (17.1 miles) from Fushouling in the Western Hills to the Beijing railway station. Investment in the project totaled ¥706 million. Annual ridership rose from 64.7 million in 1981 and 72.5 million in 1982 to 82 million in 1983.

Paper tickets for Lines 1 & 2

On September 20, 1984, a second line was opened to the public. This horseshoe-shaped line was created from the eastern half of the initial line and corresponds to the southern half of the present-day Line 2. It ran 16.1 km (10.0 mi) from Fuxingmen to Jianguomen with 16 stations. Ridership reached 105 million in 1985.

Entrance to the Wangfujing Station on Line 1. The Wangfujing station opened in 1999 as part of Line 1's eastward extension from Fuxingmen.

On December 28, 1987, the two existing lines were reconfigured into Lines 1, which ran from Pingguoyuan to Fuxingmen and Line 2, in its current loop, tracing the Ming city wall. Fares doubled to ¥0.20 for single-line rides and ¥0.30 for rides with transfers. Ridership reached 307 million in 1988. The subway was closed from June 3–4, 1989 during the suppression of the Tiananmen Square demonstrations. In 1990, the subway carried more than one million riders per day for the first time, as total ridership reached 381 million. After a fare hike to ¥0.50 in 1991, annual ridership declined slightly to 371 million.

On January 26, 1991, planning began on the eastward extension of Line 1 under Chang'an Avenue from Fuxingmen. The project was funded by a 19.2 billion yen low-interest development assistance loan from Japan. Construction began on the eastern extension on June 24, 1992, and the Xidan station opened on December 12, 1992. The remaining extension to Sihuidong was completed on September 28, 1999. National leaders Wen Jiabao, Jia Qinglin, Yu Zhengsheng and mayor Liu Qi were on hand to mark the occasion. The full-length of Line 1 became operational on June 28, 2000.

Despite little track expansion in the early 1990s, ridership grew rapidly to reach a record high of 558 million in 1995, but fell to 444 million the next year when fares rose from ¥0.50 to ¥2.00. After fares rose again to ¥3.00 in 2000, annual ridership fell to 434 million from 481 million in 1999.

2001–2008: planning for the Olympics

In the summer of 2001, the city won the bid to host the 2008 Summer Olympics and accelerated plans to expand the subway. From 2002 to 2008, the city planned to invest ¥63.8 billion (US$7.69 billion) in subway projects and build an ambitious "three ring, four horizontal, five vertical and seven radial" subway network. Work on Line 5 had already begun on September 25, 2000. Land clearing for Lines 4 and 10 began in November 2003 and construction commenced by the end of the year. Most new subway construction projects were funded by loans from the Big Four state banks. Line 4 was funded by the Beijing MTR Corporation, a joint-venture with the Hong Kong MTR. To achieve plans for 19 lines and 561 km (349 mi) by 2015, the city planned to invest a total of ¥200 billion ($29.2 billion).

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  Line 13 train between Wudaokou and Shangdi
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  Line 13 station at Longze. Line 13 opened in two parts in 2002 and 2003.
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  A model SFX01 Batong line train at Shuangqiao. The Batong line opened in Dec. 2003

The next additions to the subway were surface commuter lines that linked to the north and east of the city. Line 13, a half loop that links the northern suburbs, first opened on the western half from Huilongguan to Xizhimen on September 28, 2002 and the entire line became operational on January 28, 2003. Batong line, built as an extension to Line 1 to Tongzhou District, was opened as a separate line on December 27, 2003. Work on these two lines had begun respectively in December 1999 and 2000. Ridership hit 607 million in 2004.

Line 5 came into operation on October 7, 2007. It was the city's first north–south line, extending from Songjiazhuang in the south to Tiantongyuan in the north. On the same day, subway fares were reduced from between ¥3 and ¥7 per trip, depending on the line and number of transfers, to a single flat fare of ¥2 with unlimited transfers. The lower fare policy caused the Beijing Subway to run a deficit of ¥600 million in 2007, which was expected to widen to ¥1 billion in 2008. The Beijing municipal government covered these deficits to encourage mass transit use, and reduce traffic congestion and air pollution. On a total of 655 million rides delivered in 2007, the government's subsidy averaged ¥0.92 per ride.

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  Elevated Line 5 station and platform at Tiantongyuan. Line 5 opened on Oct. 7, 2007.
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  Beitucheng station for Lines 8 and 10, which along with the Capital Airport Express, opened on July 19, 2008.
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  Each of the four original stations on the Olympic Branch Line (Line 8) has a unique interior decor style. (Pictured: Forest Park South Gate)

As part of the urban re-development for the 2008 Olympics, the subway system was significantly expanded.In the summer of 2008, in anticipation of the Summer Olympic Games, three new lines—Line 10 (Phase 1), Line 8 (Phase 1) and the Capital Airport Express—opened on July 19. The use of paper tickets, hand checked by clerks for 38 years, was discontinued and replaced by electronic tickets that are scanned by automatic fare collection machines upon entry and exit of the subway. Stations are outfitted with touch screen vending machines that sell single-ride tickets and multiple-ride Yikatong fare cards. The subway operated throughout the night from Aug. 8–9, 2008 to accommodate the Opening Ceremonies of the Olympic Games, and is extending evening operations of all lines by one to three hours (to 1-2 a.m.) through the duration of the Games. The subway set a daily ridership record of 4.92 million on August 22, 2008, the day of the Games' closing ceremony. In 2008, total ridership rose by 75% to 1.2 billion.

2008–present: rapid expansion

After the Chinese government announced a ¥4 trillion economic stimulus package in November 2008, the Beijing urban planning commission further expedited subway building plans, especially for elevated lines to suburban districts that are cheaper to build. In December 2008, the commission moved completion dates of the Yizhuang and Daxing Lines to 2010 from 2012, finalized the route of the Fangshan Line, and unveiled the Changping and Xijiao Lines.

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  All stations built since 2007 have platform doors, including the Weigongcun station on Line 4, which opened September 28, 2009.
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  Entrance D to Xisi station on Line 4. Each station entrance has an entrance label
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  Tracks north of Xihongmen Station on the Daxing Line
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  Elevated viaduct on the Fangshan Line

Line 4 started operation on September 28, 2009, bringing subway service to much of western Beijing. It is managed by the MTR Corporation through a joint venture with the city. In 2009, the subway delivered 1.457 billion rides, 19.24% of mass transit trips in Beijing.

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  The Xi'erqi interchange for Lines 13 and Changping
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  Shahe station on the Changping line
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  Changyang station on the Fangshan line
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  Yizhuang Culture Park station on the Yizhuang Line

On December 30, 2010, Lines 15, Changping, Fangshan, Yizhuang and Daxing, all suburban lines, commenced operation.

In 2010, Beijing's worsening traffic congestion prompted city planners to move the construction of several lines from the 13th Five Year Plan to the 12th Five Year Plan. This meant Lines 8 (Phase III), Line 3, Line 12, Line 16, the Yanfang line, as well as additional lines to Changping District and Tiantongyuan were to begin construction before 2015. Previously, Lines 3, 12 and 16 were being planned for the more distant future. On December 30, 2010, five suburban lines: Lines 15 (Phase I from Wangjingxi to Houshayu except Wangjing East station), Changping, Fangshan (except Guogongzhuang station), Yizhuang (except Yizhuang railway station), and Daxing, commenced operation. The addition of 108 km (67 mi) of track, a nearly 50% increase, made the subway the fourth longest metro in the world. One year later, on December 31, 2011, the subway surpassed the New York City Subway to become the third longest metro in revenue track length with the extension of Line 8 north from the Forest Park South Gate to Huilongguan Dongdajie, the opening of Line 9 in southwest Beijing from Beijing West railway station to Guogongzhuang (except Fengtai Dongdajie, which opened on October 12, 2012), the extension of the Fangshan Line to Guogongzhuang, and the extension of Line 15 from Houshayu to Fengbo in central Shunyi. In the same year, the Beijing government unveiled an ambitious expansion plan envisioning the subway network to reach a track density of 0.51 km per km² (0.82 mi per sq. mi.) inside the Fifth Ring Road where residents would on average have to walk 1 km (0.62 mi) to the nearest subway station. Ridership reached 2.18 billion in 2011.

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  Nanluoguxiang station on Line 6 blends into the traditional courtyard neighborhood of central Beijing.
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  Line 8's concourse in Guloudajie station with drum-shaped lights inspired by nearby Drum Tower.
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  Interior décor of Beihai North station evokes the white stupa of Beihai Park.

Beijing Television interviewed subway officials on December 30, 2012, when over 40 new stations were opened, and the subway temporarily surpassed the Shanghai Metro to be the longest in the world, only to be surpassed by Shanghai again a year later.

In February 2012, the city government confirmed that Lines Line 3, Line 12, Line 17, and Line 19 were under planning as part of Phase II expansion. Retroactively implying that the original three ring, four horizontal, five vertical and seven radial plan was part of Phase I expansion. Line 17 was planned to run north–south, parallel and to the east of Line 5, from Future Science Park North to Yizhuang Zhanqianqu South. Line 19 was planned to run north–south, from Mudanyuan to Xin'gong.

Beijing Subway network during the 2008 Summer and 2022 Winter Olympic Games

On December 30, 2012, Line 6 (Phase I from Haidian Wuluju to Caofang), the extension of Line 8 from Beitucheng south to Gulou Dajie (except Andeli Beijie), the remainder of Line 9 (except Military Museum station) and the remainder of the Line 10 loop (except the Xiju-Shoujingmao section and Jiaomen East station) entered service. The addition of 69.8 km (43 mi) of track increased the network length to 442 km (275 mi) and allowed the subway to overtake the Shanghai Metro, for several months, as the world's longest metro. The subway delivered 2.46 billion rides in 2012.

On May 5, 2013, the Line 10 loop was completed with the opening of the Xiju-Shoujingmao section and the Jiaomen East Station. The 57 km (35 mi) loop line became the longest underground subway loop in the world. On the same day, the first section of Line 14 from Zhangguozhuang to Xiju also entered operation, ahead of the opening of the Ninth China International Garden Expo in Fengtai District. The subway's total length reached 456 km (283 mi). On December 28, 2013, two sections were added to Line 8, which extended the line north to Zhuxinzhuang and south to Nanluoguxiang. In 2013, the subway delivered 3.209 billion rides, an increase of 30% from the year before.

On December 28, 2014, the subway network expanded by 62.2 km (38.6 mi) to 18 lines and 527 km (327 mi) with the opening of Line 7, the eastern extension of line 6 (from Caofang to Lucheng), the eastern section of line 14 (from Jintai Lu to Shangezhuang), and the western extension of line 15 (from Wangjingxi to Qinghua Donglu Xikou). At the same time, the ¥2 flat-rate fare was replaced with a variable-rate fare (a minimum of ¥3), to cover operation costs. In 2014, the subway delivered 3.387 billion rides, an increase of 5.68% from the year before. Average daily and weekday ridership also set new highs of 9.2786 million and 10.0876 million, respectively.

From 2007 to 2014, the cost of subway construction in Beijing rose sharply from ¥0.571 billion per km to ¥1.007 billion per km. The cost includes land acquisition, compensation to relocate residents and firms, actual construction costs and equipment purchase. In 2014, city budgeted ¥15.5 billion for subway construction, and the remainder of subway building costs was financed by the Beijing Infrastructure Investment Co. LTD, a city-owned investment firm.

In 2014, Beijing planning authorities assessed mass transit monorail lines for areas of the city in which subway construction or operation is difficult. Straddle beam monorail trains have lower transport capacity and operating speed (60 km/h or 37 mph) than conventional subways, but are quieter to operate, have smaller turning radius and better climbing capability, and cost only one-third to one-half of subways to build. According to the initial environmental assessment report by the Chinese Academy of Rail Sciences, the Yuquanlu Line was planned to have 21 stations over 25 km (16 mi) in western Beijing. The line was to begin construction in 2014 and would take two years to complete. The Dongsihuan Line (named for the Eastern Fourth Ring Road it was to follow) was planned to have 21 stations over 33.7 km (20.9 mi).

In early 2015, plans for both monorail lines were shelved indefinitely, due to low capacity and resident opposition. The Yuquanlu Line remains on the city's future transportation plan, and it will be built as a conventional underground subway line. The Dongsihuan Line was replaced by the East extension of Line 7.

On December 26, 2015, the subway network expanded to 554 km (344 mi) with the opening of the section of Line 14 from Beijing South railway station to Jintai Lu (11 stations; 16.6 km (10.3 mi)), Phase II of the Changping line from Nanshao to Changping Xishankou (5 stations; 10.6 km or 6.6 mi), Andelibeijie station on Line 8, and Datunlu East station on Line 15. Ridership in 2015 fell by 4% to 3.25 billion due to a fare increase from a flat fare back to a distance based fare.

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  Line 8 construction site at Yongdingmenwai in March 2018, next to Beijing's central north-south axis.
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  Enclosed construction site of Line 3 at Dongsishitiao along the 2nd Ring Road in December 2017.
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  Viaduct of the S1 Line near Shichang under construction in March 2017.
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  West Gate of Summer Palace on the Xijiao light rail line under construction in May 2017.

With the near completion of the three ring, four horizontal, five vertical and seven radial subway network, work began on Phase II expansion projects. These new extensions and lines will be operational in 2019~2021. On December 9, 2016, construction started on 126 km (78 mi) of new line with the southern extension of Batong Line, the southern extension of Changping line, the Pinggu line, phase one of the New Airport line, and Line 3 Phase I breaking ground. The northern section of Line 16 opened on December 31, 2016. Ridership reached a new high of 3.66 billion. On December 30, 2017, a one-station extension of Fangshan Line (Suzhuang – Yancun East), Yanfang line (Yancun Dong - Yanshan), Xijiao line (Bagou - Fragrant Hills) and S1 line (Shichang – Jin'anqiao) were opened. On December 30, 2018, the western extension of Line 6 (Jin'anqiao – Haidian Wuluju), the South section of Line 8 (Zhushikou – Yinghai), a one-station extension on Line 8 North section (Nanluoguxiang – National Art Museum), a one-station extension on Yizhuang line (Ciqu – Yizhuang Railway Station) were opened. On September 26, 2019, the Daxing Airport Express (Phase 1) (Caoqiao - Daxing Airport)was opened. On December 28, 2019, the eastern extension of Line 7 (Jiaohuachang-Huazhuang) and the southern extension of Batong line (Tuqiao-Huazhuang) were opened.

Beijing Subway during the COVID-19 pandemic

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  Subway staff in protective clothing check the temperature of a passenger with thermographic camera on January 27, 2020.
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  Subway ridership fell sharply during the COVID-19 pandemic. The Line 2 platform of Dongsi Shitiao station was almost vacant during the Friday evening rush hour on March 20, 2020
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  Passengers wear masks and maintain social distancing on a Line 4 train on March 23, 2020.

Duration: 35 seconds.0:35

Recording of announcement on Line 4 train requiring all passengers to wear masks on March 23, 2020.

On January 24, 2020, the day after a lockdown was declared in the city of Wuhan to contain the outbreak of COVID-19 in China, the Beijing Subway began testing body temperature of passengers at the 55 subway stations including the three main railway stations and capital Airport. Temperature checks expanded to all subway stations by January 27.

On April 4, 2020, at 10:00am, Beijing Subway trains joined in China's national mourning of lives lost in the COVID-19 pandemic, by stopping for three minutes and sounding their horns three times, as conductors and passengers stood in silence. To control the spread of COVID-19, certain Line 6 trains were outfitted with smart surveillance cameras that can detect passengers not wearing masks.

New wayfinding to Line 13

In May 2020, the Beijing Subway began to pilot a new style of wayfinding on Line 13 and Airport Express. However, since then the new designs were not rolled out to other lines or even new lines that opened afterward.

On December 31, 2020, the middle section of Line 16 (Xi Yuan-Ganjia Kou), the northern section of the Fangshan line (Guogongzhuang-Dongguantou Nan(S)), and the Yizhuang T1 line tram were opened.

On August 26, 2021, Line 7 and Batong line extended to Universal Resort station. On August 29, 2021, through operation of Line 1 and Batong line started. On December 31, 2021, the initial sections of Line 11(Jin'anqiao - Shougang Park), Line 17 (Shilihe - Jiahuihu), Line 19(Mudanyuan - Xingong); extensions of Capital Airport Express(Dongzhimen - Beixinqiao), Changping line(Xierqi - Qinghe Railway Station), Line S1(Jin'anqiao - Pingguoyuan), Line 16(Ganjiakou - Yuyantan Park East Gate); and the central sections of Line 8(Zhushikou - National Art Museum) and Line 14(Beijing South Railway Station - Xiju) were opened. With the completion of the central sections of Line 8 and 14 along with the final section of Line S1 marks the completion of the three ring, four horizontal, five vertical and seven radial subway network plan (retroactively named Phase I expansion).

On July 30, 2022, stations Beitaipngzhuang, Ping'anli, Taipingqiao, Jingfengmen of Line 19 were opened. On December 31, 2022, the extension of Line 16 (Yuyantan Park East Gate - Yushuzhuang) was opened.

On January 18, 2023, in the morning and evening peak hours of the workday, the cross-line operation of Fangshan Line and Line 9 began. On February 4, 2023, the extension of Changping Line (Qinghe Railway Station - Xitucheng) was opened.

Facilities

Accessibility

Слева : пространство для инвалидной коляски внутри Daxing Airport Express .
Справа : складной подъем для инвалидных колясок внутри выхода А на станции Донгдан . Большинство станций, построенных после 2007 года, имеют лифты. Старые станции были оснащены подъемниками инвалидных колясок. Тактильная мощность встречается на станциях.

Пространство инвалидных колясок в Пекинском метро

Каждая станция оснащена рампами, подъемами или лифтами для облегчения доступа к инвалидной коляске . Newer model train cars now provide space to accommodate wheelchairs. Автоматизированные аудио объявления для входящих поездов доступны во всех линиях. На всех линиях названия станций объявляются на китайском и английском языке мандарина. В соответствии с правилами метро, ​​гонщики с ограничениями мобильности могут получить помощь от персонала метро, ​​чтобы ввести и выходить из станций и поезда, а визуально -нарушенные гонщики могут привлечь устройства помощи и направлять собак в метро.

Покрытие сотовой сети

Мобильные телефоны в настоящее время могут использоваться по всей сети. В 2014 году Пекинское метро начало модернизировать сотовые сети в Пекинском метро до 4G . В 2016 году вся сеть метро имеет 4G покрытие. С 2019 года покрытие 5G разрабатывается по всей сети.

Коммерческие объекты

В 1990 -х годах в Пекинском метро работало ряд фаст -фуда и круглосуточных магазинов. В 2002 году Wumart . на разных станциях 2 -й линии 2 -й станции Wumart открылись четырнадцать магазинов

После свидетелем пожара в метро Дэгу в феврале 2003 года, Пекинское метро постепенно удаляло 80 газетных киосков и ресторанов быстрого питания на 39 станциях в строке 1 и строке 2. Популярный подземный торговый центр на станции Xidan был закрыт. Это противоречит другим системам в Китае, которые добавили больше коммерции станции, поскольку они начали быстро расширять свои сети. Поскольку внедрение этой политики новые линии не имели коммерции станции после открытия.

Пассажиры постоянно жаловались на то, что отсутствие торговли станции в Пекинском метро неудобно. В начале 2010 -х годов в Пекинском метро начал обращать вспять некоторые из этих политик. Торговые машины, продающие напитки и закуски, постепенно вводятся на станциях с 2013 года. Позже были также введены машины с общими предметами, такими как цветы, наушники, маски и т. Д. В 2013 году China Resources Vanguard и FamilyMart выразили заинтересованность в открытии магазинов магазинов в Пекинском метро, ​​но это так и не осуществлялось.

25 июля 2021 года Лоусон открыл магазин в оплачиваемой зоне Хейпингли Пеки.

Отчет об обследовании удовлетворенности пассажиров в службах метро с 2018 года показывает, что более 70% пассажиров хотят магазинов в станциях метро, ​​особенно для различных горячих и холодных напитков, готовых к употреблению еды и блюда бенто. В декабре 2020 года «развертывание 130 удобных услуг на станциях метро» было указано в качестве ключевого проекта для Пекинского муниципального правительства. 25 июля 2021 года Пекинское метро выбрало три станции: станция Hepingli Beijie на линии 5, станция Цинниана Лу в линии 6 и станцию ​​Caishikou of Line 7, чтобы провести пилотную программу открытых магазинов. С декабря 2021 года быстрое развертывание вокзала Station Commerce началось в широком масштабе по всей сети с различными коммерческими заведениями, такими как книжные магазины, аптеки, цветочные магазины и специализированные поставщики, построенные на станциях.

Информационная горячая линия и приложение

Горячая горячая линия по телефону Пекина была инициирована в канун Летних Олимпийских игр 2008 года, чтобы предоставить информацию о путешественниках, получить жалобы и предложения, а также потерянные и обнаруженные отчеты. Горячая линия объединила девять телефонов государственной службы различных отделов метро. 29 декабря 2013 года номер горячей линии был переключен с (010) -6834-5678 на (010) -96165 для сокращенного набора . В декабре 2014 года горячая линия начала предлагать информацию о тарифе, так как метро переключилось на проезд на расстоянии. Горячая линия укомплектовала обслуживание с 5 до полуночи и автоматизировала услуги в течение неустановленных часов.

В Пекинском метро есть официальное мобильное приложение и ряд сторонних приложений.

Имена английских станций

Согласно соответствующим правилам, опубликованным в 2006 году, все названия мест, общие имена и собственные имена станций метро и автобусных остановок должны использовать верхний заглавный Hanyu Pinyin. Например, станция Nanlishi Lu должна быть написана как станция Nanlishilu. Тем не менее, названия мест могут использовать английский перевод, такие как военный музей.

Согласно стандарту перевода, опубликованным в декабре 2017 года, названия станций железнодорожного транспорта и общественного транспорта должны следовать законам.

С декабря 2018 года в Пекинском метро каждый год меняли формат имен новых станций метро. На карте метро декабря 2018 года названия станций использовали римский сценарий, и он рассмотрел привычку и произношение английского языка. Формат изменился на дословный в декабре 2019 года, где в Ханью Пийнине были написаны позиции (восток, юг, запад и север), и к ним добавлено аббревиатура английского языка.

Знак станции на станции Синшуганг (парк Шуганг) . (Январь 2022 г.)

С 31 декабря 2021 года Пекинское метро начало использовать новый формат названия станции. Пиньин «Жан» используется вместо английского слова «станция» на световой коробке у входа в метро. Это вызвало сильное разногласия. Граждане критиковали это, делая такие комментарии, как «китайцы не нужно читать, а иностранцы не могут его читать». В некоторых знаменательных станциях используются китайское имя, Hanyu Pinyin и английский перевод. Названия станций заканчиваются позициями, которые больше не добавляют английского аббревиатура. Некоторые из станций, в которых использовались английские названия переводов (такие как Shahe Univ. Park, Life Science Park и Liangxiang Univ. Town), изменились только на Hanyu Pinyin (новые станции - Shahe Gaojiaoyuan, Shengming Kexueyuan и Liangxiang Daxuecheng).

Модернизация системы

Емкость

Переполненный трансфер -коридор в строке 10.

С новыми линиями, привлеченными к сети больше гонщиков, в метро произошло сильная переполненность, особенно в час пик . С 2015 года значительные разделы строк 1, 4 - Daxing, 5, 10, 13, Batong и Changping официально превышают вместимость в час пик. К 2019 году, строки 1, 2, 4, 5, 6 и 10 ежедневно имеют ежедневные пассажиры в будние дни из более чем 1 миллиона пассажиров в день. В краткосрочном отклике метро модернизировало электрическое, сигнальное и дворное оборудование для увеличения частоты поездов для добавления дополнительной емкости. Пиковые удары были уменьшены до 1 мин. 43 сек. на линии 4; 1 мин. 45 сек. на строках 1/камень, 5, 9, и 10; 2 мин. на строках 2, 6, 13 и Чандинг; 2 мин. и 35 сек. на линии 15; 3 мин. 30 сек. в строке 8; и 15 мин. На аэропорту Экспресс. Пекинское метро исследует осуществимость уменьшения голов линии 10 до 1 мин 40 секунд.

Линии 13 и Batong преобразовали поезда от 4 автомобиля в 6 автомобилей. Строки 6 и 7 имеют более длинные платформы, которые могут вместить поезда типа B 8 автомобилей, В то время как строки 14, 16, 17 и 19 используют поезда с широкой пропускной способностью типа А (все упомянутые, кроме строки 14, используют поезда из восьми автомобилей). Новые линии, которые пересекают центр города, такие как строка 3 и строительство 12, в настоящее время в настоящее время будут применять поезда типа А на 8 автомобилей с высокой мощностью с увеличением мощности на 70 процентов по сравнению с более старыми линиями, используя 6 типа автомобиля B. Ожидается, что после завершения эти строки значительно облегчат переполненность в существующей сети.

Шормозренные автомобили поездов 5 -й линии имеют большую пропускную способность.

Несмотря на эти усилия, в утренний час пик проводники на терминалах линии и других занятых станциях должны регулярно ограничивать количество пассажиров, которые могут садиться на каждый поезд, чтобы поезд не стал слишком переполненным для пассажиров, ожидающих на других станциях. Некоторые из этих станций построили линии очереди за пределами станций, чтобы управлять потоком ожидающих пассажиров. По состоянию на 31 августа 2011 года 25 станций в основном на строках 1, 5, 13 и Batong наложили такие ограничения. К 7 января 2013 года 41 станция на строках 1, 2, 5, 13, Батонг и Чанпинг установили ограничения по потоку пассажиров в утренний час пик. Количество станций с ограничениями по потоку пассажиров достигло 110 в январе 2019 года, затрагивая все строки, кроме строк 15, 16, Фаншан, Янфанг и S1. Строки 4, 5, 10 и 13 стратегически проводят несколько пустых пробежек поезда в час пик, связанный с конкретными станциями, помогают очистить занятые очереди станции. Поезда Counter Peak Flow Express начал работать в строке 15, Changping и Batong, чтобы минимизировать время забега и позволить существующему размеру флота обслуживать больше пассажиров в пиковые периоды. Кроме того, проводятся исследования в строке 15 и Yizhuang для обновления до 120 км/ч.

Переводы

На Wangjing West , международной станции для строк 13 и 15, пассажиры, переносимые между двумя линиями, должны проходить через длинный коридор переноса, который включает пешеходную пешеходную мосту.

Станции обмена, которые позволяют переводам через две или более линии метро, ​​получают интенсивный транспортный пассажирский поток. Стандартные станции обмена известны длинными коридорами переноса и медленными переводами в часы пик. Среднее расстояние переноса на старых обменных станциях составляет 128 м (420 футов) Передача между строк 2 и 13 в Xizhimen однажды потребовалась 15 минут для завершения в часы пик. В 2011 году эта станция была перестроена, чтобы уменьшить расстояние передачи до около 170 м (560 футов) длиной. Есть планы по восстановлению других обмена, таких как Dongzhimen .

На новых обменных станциях, которые предназначены для обеспечения более эффективных переводов, среднее расстояние переноса составляет 63 м (207 футов). Многие из новых международных станций, в том числе Гугончжуанг (строки 9 и Фаншан), Нанлуогуксиан (строки 8 и 6), Zhuxinzhuang (Changping и Line 8), Пекинг Западная железнодорожная станция (строки 9 и 7), Национальная библиотека (строки 9 и 4), Пекин , Yancun East (Fangshan Line и Line Line Yanfang) имеют трансферт -трансферы . Тем не менее, более длительные переносные коридоры все еще должны использоваться, когда выравнивание линий не позволяет перекрестно переносить. Трансферные коридоры между строк 1 и 9 в военном музее , открывшемся 23 декабря 2013 года, составляют 160 м (520 футов) в одном направлении и чуть менее 300 м (980 футов) в другом.

Безопасность

Проверка безопасности

С момента Олимпийских игр 2008 года проверки безопасности гонщиков и сумок стали обязательными в Пекинском метро.

Чтобы обеспечить общественную безопасность во время летних олимпийских и Паралимпийских игр 2008 года, метро инициировало трехмесячную программу безопасности с 29 июня по 20 сентября 2008 года. Всадники подвергались поискам своих лиц и вещей на всех станциях инспекторами безопасности, использующих металл. Детекторы, рентгеновские машины и собаки-подзертки. Предметы, запрещенные в общественном транспорте, такие как «оружие, боеприпасы, ножи, взрывчатые вещества, легковоспламеняющиеся и радиоактивные материалы и токсичные химические вещества», были подвержены конфискации. Программа безопасности была восстановлена ​​во время новогоднего праздника 2009 года и с тех пор стал постоянным посредством правил, принятых в феврале 2009 года.

Несчастные случаи и инциденты

В первые годы метро было страдано многочисленными несчастными случаями, в том числе пожаром в 1969 году, в результате которого погибли шесть человек и ранены более 200. Но его операции значительно улучшились, и в последние годы было мало аварий. Большая часть зарегистрированных погибших в метро является результатом самоубийств . Власти ответили, установив двери на платформах новых линий.

• 8 октября 2003 года в крах стальных балок на строительной площадке станции Чонгвенмэнь в строительстве 5 -й линии погибли трех рабочих и раненых.
• 29 марта 2007 года строительная площадка на станции Suzhoujie на 10 -й строке 10 , захоронив шесть рабочих.
• 6 июня 2008 года, перед открытием 10 -го, работник был раздавлен до смерти внутри эскалатора на станции Чжичунлу, когда стажер включил движущуюся лестницу.
• 14 июля 2010 года два работника были убиты, а восемь получили ранения на строительной площадке 15 линии станции Шунии , когда на них рухнуло структура поддержки стальной поддержки.
• 17 сентября 2010 года была затоплена линия 9 , строящихся под озером Ююантан, была затоплена, убив одного работника. Городской чиновник, который контролировал контракты на водопровод на месте, был осужден за коррупцию и дал смертный приговор с отсрочкой .
• 1 июня 2011 года один работник был убит, когда разорвался участок 6 строительства 6 в районе Xicheng, недалеко от Пинганли .
• рухнул эскалатор 5 июля 2011 года на станции зоопарка , убив одного 13-летнего мальчика и ранив 28.
• 19 июля 2012 года была смертельно застрелена на станции Hujialou снайпером из Пекинского отделения специального оружия и тактики из Пекинского отделения для специального оружия и тактики .
• 4 мая 2013 года поезд сошел с рельсов, когда он переполнил раздел дорожки в строке 4. Раздел не был открыт для общественности и проходил тестирование. Там не было никаких травм.
• 6 ноября 2014 года была убита женщина, когда она попыталась сесть на поезд на станции Huixinxijie Nankou метро Пекин на линии 5 . Она оказалась в ловушке между дверью поезда и дверью с краем платформы и была раздавлена ​​до смерти уходящим поездом. Авария произошла во второй день встречи ATEC China 2014 в городе, в течение которых муниципальное правительство запретило автомобили на дорогах в альтернативные дни, чтобы облегчить заторы и сократить загрязнение во время саммита - меры, которые, по оценкам транспортных органов столицы, приведут к Еще один миллион пассажиров в метро каждый день.
• 26 марта 2015 года проходил тестирование поезда в линии йхуан Полем На борту не было пассажиров, и водитель столкнулся с травмами ног.
• 1 января 2018 года поезда Xijiao Line сорвался вокруг станции Fragrant Hills . Там не было никаких травм. Станция «Ароматные холмы» была временно закрыта до 1 марта 2018 года.
• 14 декабря 2023 года два поезда на линии Changping столкнулись между станцией Xi'erqi и станцией Life Science Park , что привело к тому, что один из вагонов разлома и ранены более 500 пассажиров на борту.

Культура метро

Логотип

Логотип Пекинского метро содержит аббревиатуру метро, ​​BGD

Логотип метро, ​​заглавная буква «G», окружающая заглавную букву «D» с буквой «B», написанного в письме D, был спроектирован Чжан Лид, сотрудника метро и официально обозначен в апреле 1984 года. Буквы B, G и D образуют пиньин аббревиатуру « Пекинский высокоскоростный трамвай » (Pinyin: diAnchē ; Lit Běijīng Gāosù

Парк культуры метро

Автомобиль с выводом из эксплуатации в парке культуры метро Пекин

Парк культурных культур Пекинского метро, ​​расположенный недалеко от Синьонгменов в районе Даккс, открылся в 2010 году, чтобы отметить 40-летнюю историю Пекинского метро. Парк 19 га (47 акров) был построен с использованием грязи и мусора, удаленного со строительства линии Daxing и содержит старый каллинг , скульптуру и информационные дисплеи. Вход в парк бесплатный.

Пекинская пригородная железная дорога

Основная статья: Пекинская пригородная железная дорога

Пекинская пригородная железная дорога , пригородная пригородная служба, управляется отдельно от Пекинского метро. Две системы, хотя и дополнительные, не связаны друг с другом. Пекинская пригородная железная дорога управляется Китайской железной дорогой Пекинской группой .

В настоящее время находится 4 пригородных железнодорожных линии: линия S2 , субцентральная линия , линия Huairou-Miyun и линию Tongmi .

Сетевая карта

Викимедия | © OpenStreetMap

Смотрите также

• Список станций метро Пекина
• Транспорт в Пекине
• Список систем метро

Диаграмма, показывающая отдельные линейные метки для линии Daxing и линии 4 с помощью обслуживания .

Внешние ссылки

• Официальный веб -сайт Пекинского метро . Подробная информация только для линий, управляемых Пекинским метро.
• Официальный веб -сайт Пекина MTR Архивировал 19 января 2016 года на The Wayback Machine (китайский). Для 5 линий, управляемых MTR Пекином .
• Официальный веб -сайт Пекина MTR Archived 12 января 2016 года на The Wayback Machine (английский)
• Официальный веб -сайт Пекинского управления операциями (BJMOA) для строки 19 , Line Line , Daxing Airport Express, управляемой Администрацией операции Metro Metro в Пекине (BJMOA).
• Пекинская информация о метро на urbanrail.net