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Hangzhou Metro Map

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Hangzhou is the capital of the Province of Zhejiang and lies some 190 km southwest of Shanghai.


 Line 1

54 km, 34 stations

24 Nov 2012: Linping/Wenzelu - Xianghu
24 Nov 2015: Wenzelu - Xiasha Jiangbin (5.7 km)

Hangzhou metro Hangzhou metro Hangzhou metro
 Line 2

42.9 km, 32 stations

24 Nov 2014: Qianjianglu - Chaoyang (18.3 km)
28 April 2016: Qianjiang Century City station added
03 July 2017: Qianjianglu - Gucuilu (11.3 km)
27 Dec 2017: Gucuilu - Liangzhu (13.3 km)

Hangzhou metro Hangzhou metro Hangzhou metro
 Line 4

20.8 km, 17 stations

02 Feb 2015: Pengbu - Jinjiang (9.7 km)
28 June 2015: Xintang station added
09 Jan 2018: Jinjiang - Puyan (11.1 km)
06 June 2018: Lianzhuang station added

Hangzhou metro Hangzhou metro Hangzhou metro
 Line 5

17.8 km, 12 stations

24 June 2019: Liangmu Road - Shanxian (16.2 km)



Hangzhou is planning a network with 8 lines, totalling 278 km which is expected to be completed in 2035.

Line 3 will run from Gongshu to Shangcheng (35km).

Line 4 will connect Qianjiang New City (15km).

Line 5 will terminate at Xiaoshan Railway Station (48km).

Line 6 will connect with Jiangnan Yanjiang, Binjiang District, Qianjiang Century City and Qianjiang Culture Industrial Park (25km).

Line 7 will connect with Jiangdong Area and Qianjiang Century City (31km).

Line 8 will connect with Jiangdong Area and Xiasha District (18km).


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Click to expand maps:

Hangzhou subway map Hangzhou subway map

Hangzhou subway Hangzhou subway


Hangzhou Metro (Official Website)

Hangzhou Metro at Wikipedia



In April 2017, Craig Moore sends his views on Hangzhou:

Since opening in 2012, the Hangzhou Metro has grown to 3 lines and 81.5km (79.2km revenue track) with 53 stations. The system is a joint operation between Hangzhou MTR Corporation and Hangzhou Metro Group, Hangzhou being Hong Kong MTR’s third venture into Mainland China with Beijing and Shenzhen also having MTR funded/managed lines.

Line 1 is the original line and is 53.6km in length (52.2km as revenue track) with 34 stations. It heads north from Xiaoshan District, running under the Qiantang River to the city centre. At Datieguan the line turns east to the huge CRH Hangzhou East Rail Station (Hangzhoudong) and the main coach station and then continues further eastward to Xiasha. At Coach Center, an 11.7km branch runs north, utilising a 6.6km elevated section (3 stations) to Linping. Line 1 is by far the busiest line on the system and visits many large passenger generating areas, including Wulin Square, Chengzhang (Main station), Hangzhoudong, and the city’s two main bus stations. In addition, Longxiangqiao is the closest station to the main tourist attraction of West Lake. Although the stations have the style and features of most stations built in China during this period, there are certain features that make the line more distinctive. The entrance halls vary in size and shape, with many of the main stations providing a huge space to meet passenger demand (Hangzhoudong took 4mins to pass through the exit barriers due to passenger numbers). At Coach Center, Hangzhoudong, Pengbu and Chengzhang, this level is very broad with ticket machines and barriers, customer information booths and platform access points at different parts of the hall. These stations have two separate island platforms lying parallel to each other for cross platform transfer. The platforms are pretty standard with pillars, schematic map, smart vertical line maps, unusual painted seating blocks and full platform screens with RTI. Most stations have standard width platforms but at the busier stations mentioned above have broader platform widths. The horizontal strip map on platform screens and station names also differ from other systems - the station name being reversed out in a lozenge shaped disc, and the route progression and train direction information on the platform screens also displaying a unique style. The three elevated stations on the northern branch have side platforms, a rounded roof and half barriers. These are not particularly attractive stations and nor is the elevated track, with screens along the route and a very weathered feel.

The line uses 6-car CSR sets and has overhead power supply. It runs at 3/4min base headways on the main line with alternate trains running on each branch after Coach Center as 7/8min frequencies. The journey takes 1.06mins, with the Linping branch adding a further 16mins to running time. The stock has a white, red and black exterior and the interior is white with stainless side seating (the casement at the end of the seating is coloured according to the line). In addition to the schematic map, there are line maps above the door, LCD screens with travel information and audio/electronic ‘next station’ information in Mandarin and English.

Line 2 links Chaoyang industrial area in the south of the city with centre at Qianjiang Road, north of the Qiantang River and its 18.3km (17.8km revenue track) run is fully underground, with 13 stations and a 7min base operating headway. The stations on this line are smart, having similar features to Line 1, although not as well used and fresher looking, with striking, large calligraphic station names on escalator side walls. The map at the end of the platforms is geographic rather than schematic (as is the case on Line 4). This map is beautiful, but quite why one line has only schematic platform maps and other lines choose only geographic maps is a puzzle. The highlight on this line is the recently opened station at QCC with an interesting waved roof. The line uses 5-car sets from CSR Nanjing and these have a white and orange exterior. The interior is similar to that of Line 1 with exception of the orange trim and the 40min journey is very nice with a noticeable quiet, smooth and speedy ride. Heading north, the trains get busier as the line reaches QCC and crosses deep below the Qiantang, after which it reaches the large Qianjiang Road where there is cross-platform transfer with southbound Line 4 services, whilst the northbound platform is currently titled ‘Terminus’.

Line 4, whose northern section opened in 2015, complements Line 1 in the centre of Hangzhou. Its current 9.6km (9.2km revenue track) route has 10 stations and runs in a north-south direction from Pengbu to Jinjiang. The ATO on this line creates over-long dwell times and adds unnecessarily to the 21mins journey. From Pengbu, the line travels parallel to Line 1 to Hangzhoudong and has cross-platform transfer at both these stations. Heading south, the line offers transfer with Line 2 at Qianjiang Road before running along the north bank of the river to Jinjiang, a large station whose side platforms lie above and at right angles to the line 1 platforms - the only interchange station on the system not to have cross platform transfer. Like the other lines, there are similarities in entrance hall and platforms, with Line 4 taking on most of the attributes of Line 2 stations, including the geographic platform map. Uniquely, this line uses CRRC stock in 5-car sets, the carriages being noticeably shorter in length than the CSR stock, and these trains runs at 7/8min frequencies.

As a note on all stock, there are grab poles all along the centre of the carriage and hanging handles emblazoned with advertising. This makes passenger flow within the carriage more restrictive – it is difficult to walk past the poles and the legs of sitting passengers and is all the more difficult with the many forms of luggage the Chinese take on metros. In addition, the hanging handles are far too low, being at shoulder height, and so to avoid ducking and dodging it is best to stay at the end of the carriage. Here is where the schematic map is located anyway!

The two operating companies have worked hard to produce a cohesive system. The scale of stations (with lovely unique touches), headways, operating hours (0600-2230), different alignments, coverage, high patronage levels as well as the ease of use (clear way finding and cross-platform transfer) make this a lovely system. In addition, information (audio/electronic/printed) is provided in Chinese and English and there is a plentiful supply of printed information available at most stations (in open dispensers – no need to ask). As an added bonus, as well as the usual Single Journey Ticket (distance-based 2 to 9 Yuan), Hangzhou has become the 4th system in China to offer a period pass (Shanghai/Guangzhou/Chongqing being the others – Nanjing and Chengdu plan to follow suite but I haven’t had confirmation yet). This is available from customer service centres only and there are both 24hr and 72hr passes available (15/40 yuan respectively). Fantastic!



2007 © Robert Schwandl (UrbanRail.Net)