MTR
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| Mass Transit Railway (MTR) | |
|---|---|
 The MTR logo since 1996 | |
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| Overview | |
| Native name | 港鐵 (Chinese) |
| Owner | MTR Corporation (Most lines) KCR Corporation (Tuen Ma Line, East Rail Line, and the Light Rail ) |
| Locale | Hong Kong |
| Transit type | |
Number of lines |
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Number of stations |
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Daily ridership | November 2023:
4,823,000 (city metro lines only, without cross border passengers) 5,764,000 (All rail transport, including light rail and high speed rail) |
Annual ridership | January 2023 to December 2023
1,586,646,000 (city metro lines only, without cross border passengers) 1,896,798,000 (all rail transport, including light rail and high speed rail) |
| Website | mtr.com.hk |
| Operation | |
Began operation |
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| Operator | MTR Corporation |
| Technical | |
| System length | |
| Track gauge |
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| Mass Transit Railway (MTR) | |||||||||||||||||||||||||
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| Traditional Chinese | 港鐵 | ||||||||||||||||||||||||
| Simplified Chinese | 港铁 | ||||||||||||||||||||||||
| Jyutping | gong2 tit3 | ||||||||||||||||||||||||
| Cantonese Yale | Góngtit | ||||||||||||||||||||||||
| Literal meaning | "(Hong) Kong railway" | ||||||||||||||||||||||||
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The Mass Transit Railway system (Chinese: 港鐵; Jyutping: gong2 tit3), known locally by the initialism MTR, is a rapid transit system in Hong Kong and the territory's principal mode of railway transportation. Operated by the MTR Corporation (MTRCL), it consists of heavy rail, light rail and feeder bus services, centred around a 10-line rapid transit network, serving the urbanised areas of Hong Kong Island, Kowloon, and the New Territories. The system encompasses 245.3 km (152.4 mi) of railways, as of December 2022, with 179 stations—including 99 heavy rail stations, 68 light rail stops and 1 high-speed rail terminus.[1][2]
Under the government's rail-led transport policy,[4] the MTR system is a common mode of public transport in Hong Kong, with over five and a half million trips made on an average weekday consistently achieving a 99.9% punctuality rate on its arrivals and departures. As of 2025, the MTR holds a 50.2% share of the franchised public transport market, making it the most popular transport option in Hong Kong.[5] The integration of the Octopus card fare-payment technology into the MTR system in September 1997 has further facilitated commuting.
History
[edit]Initial proposals
[edit]
During the 1960s, the government of Hong Kong saw a need to accommodate increasing road traffic as Hong Kong's economy grew rapidly. In 1966, British transport consultants Freeman, Fox, Wilbur Smith & Associates were appointed to study the transport system of Hong Kong.[6] The study was based on the projection of the population of Hong Kong for 1986, estimated at 6,868,000. On 1 September 1967, the consultants submitted the Hong Kong Mass Transport Study to the government, which recommended the construction of a 40-mile (64 km) rapid transit rail system in Hong Kong. The study suggested that four rail lines be developed in six stages, with a completion date set between December 1973 and December 1984.[7] Detailed locations of lines and stations were presented in the study. These four lines were the Kwun Tong line (from Mong Kok to Ma Yau Tong), Tsuen Wan line (from Admiralty to Tsuen Wan), Island line (from Kennedy to Chai Wan Central), and Shatin line (from Tsim Sha Tsui to Wo Liu Hang).
The study was submitted to the Legislative Council on 14 February 1968. The consultants received new data from the 1966 by-census on 6 March 1968. A short supplementary report was submitted on 22 March 1968 and amended in June 1968. The by-census indicated that the projected 1986 population was reduced by more than one million from the previous estimate to 5,647,000. The dramatic reduction affected town planning. The population distribution was largely different from the original study. The projected 1986 populations of Castle Peak New Town, Sha Tin New Town, and, to a lesser extent, Tsuen Wan New Town, were revised downwards, and the plan for a new town in Tseung Kwan O was shelved. In this updated scenario, the consultants reduced the scale of the recommended system. The supplementary report stated that the originally suggested four tracks between Admiralty station and Mong Kok station should be reduced to two, and only parts of the Island line, Tsuen Wan line, and Kwun Tong line should be constructed for the initial system. The other lines would be placed in the list of extensions.[8] This report led to the final study in 1970.
In 1970, a revised system with four lines was laid out in the British consultants' new report, Hong Kong Mass Transit: Further Studies. The four lines were to be the Kwun Tong line, Tsuen Wan line, Island line, and East Kowloon line.[9] The lines that were eventually constructed were somewhat different compared to those presented in this report and the Hong Kong Mass Transport Study.
In 1972, the Hong Kong government authorised construction of the Initial System, a 20-kilometre (12 mi) system that roughly translates to today's Kwun Tong line between Kwun Tong and Prince Edward, Tsuen Wan line between Mei Foo and Admiralty, and Island line between Sheung Wan and Admiralty. The Mass Transit Steering Committee, chaired by the Financial Secretary Philip Haddon-Cave, began negotiations with four major construction consortia in 1973.[10] The government's intention was to tender the entire project, based on the British design, as a single tender at a fixed price. A consortium from Japan, led by Mitsubishi, submitted the only proposal within the government's $5-billion price ceiling.[11] They signed an agreement to construct the system in early 1974, but in December of the same year, pulled out of the agreement for reasons stemming from fears of the oil crisis.[12]
Modified initial system
[edit]
Several weeks later, in early 1975, the Mass Transit Steering Group was replaced by the Mass Transport Provisional Authority, which held more executive powers.[13][14] It announced that the Initial System would be reduced to 15.6 kilometres (9.7 mi) and renamed the "Modified Initial System" (now part of the Kwun Tong and Tsuen Wan lines). Plans for a single contract were abandoned in favour of 25 engineering contracts and 10 electrical and mechanical contracts. On 7 May 1975 the Legislative Council passed legislation setting up the government-owned Mass Transit Railway Corporation (MTRC) to replace the Mass Transport Provisional Authority, the Mass Transit Railway Ordinance.[15][16]
Construction of the system began on 11 November 1975.[17] The northern section was completed on 30 September 1979 and was opened on 1 October 1979 by Governor Murray MacLehose.[18] Trains on this route ran from Shek Kip Mei to Kwun Tong in Phase 1, Tsim Sha Tsui to Kwun Tong in Phase 2 in December 1979, and Chater to Kwun Tong in the last phase, initially in a four-car configuration. The first train drivers were trained on the London Underground.[18][12] It was designed by a consortium of consultants led by Freeman Fox and Partners. On later extensions to the railway the stations were designed under the supervision of Roland Paoletti, the chief architect at MTR.[19]
The full Modified Initial System was opened on 12 February 1980 by Princess Alexandra, who rode the inaugural train through the immersed tube beneath Victoria Harbour to Central station.[20] Trains were gradually extended to six cars to accommodate an increase in passenger numbers.
Line extensions
[edit]The government approved construction of the Tsuen Wan line in 1977, then known as the Tsuen Wan Extension, and works commenced in November 1978. The project added a 10.5-kilometre (6.5 mi) section to the MTR system, from Prince Edward station to Tsuen Wan. The line started service on 17 May 1982 with a total cost of construction (not adjusted for inflation) of HK$4.1 billion[12] (US$526 million). The plan was modified from that in the 1970 report Hong Kong Mass Transit: Further Studies, with Kwai Chung station, Lap Sap Wan station, and a planned depot in Kwai Chung next to Lap Sap Wan station being replaced by stations in Kwai Hing and Kwai Fong and a depot in Tsuen Wan. Several stations also had names different to that during planning: So Uk station became Cheung Sha Wan, Cheung Sha Wan became Lai Chi Kok, and Lai Chi Kok became Lai Wan (later renamed Mei Foo).
When service of this line started, the section of the Kwun Tong line from Chater to Argyle (since renamed Central and Mong Kok respectively) was transferred to the Tsuen Wan line. Thus, Waterloo station (since renamed Yau Ma Tei) became the terminus of the Kwun Tong line, and both Argyle and Prince Edward stations became interchange stations. This change was made because system planners expected the patronage of the Tsuen Wan line to exceed that of the Kwun Tong line. This forecast proved to be accurate, necessitating a bypass from the northwestern New Territories to Hong Kong Island. The Tung Chung line was therefore launched in 1998 with an interchange station at Lai King for that purpose.[12]
Although land acquisitions were made for a station at Tsuen Wan West (near Tsuen King Circuit), beyond Tsuen Wan station, as part of the Tsuen Wan branch, the station was never built. This is not to be confused with the modern-day Tsuen Wan West station on Tuen Ma line, which lies on a newly reclaimed area near the former ferry pier.
Since opening in 1982, the Tsuen Wan line is the line whose alignment has remained the same for the longest time. For example, the Kwun Tong line's alignment has changed three times since its opening—the taking over of Tsuen Wan line from Mong Kok to Central, the taking over of Eastern Harbour Crossing section by the Tseung Kwan O line, and its extension to Whampoa.
Government approvals were granted for construction of the Island line in December 1980. Construction commenced in October 1981. On 31 May 1985, the Island line was opened with service between Admiralty station and Chai Wan station. Both Admiralty and Central stations became interchange stations with the Tsuen Wan line. Furthermore, each train was extended to eight cars.[12] On 23 May 1986, the Island line was extended to Sheung Wan station. Construction was delayed for one year, as government offices which were located over the station had to be moved before the construction could start.
In 1984, the government approved the construction of the Eastern Harbour Crossing, a tunnel to be used by cars and MTR trains. The Kwun Tong line was extended across the harbour on 5 August 1989 to Quarry Bay station, which became an interchange station for the Kwun Tong line and the Island line. An intermediate station, Lam Tin, started operations on 1 October 1989.[12]
Airport connection
[edit]
The decision was made in October 1989 to construct a new international airport at Chek Lap Kok on Lantau Island to replace the overcrowded Kai Tak International Airport.[21] The government invited the MTRC to build a train line, then known as the Lantau Airport Railway, to the airport. Construction started in November 1994, after the Chinese and British governments settled their financial and land disagreements.
The new line was included in the financing plans of the new Hong Kong International Airport as the airport was not considered viable without direct public transport links. Construction costs were also shared by the MTRC, which was granted many large-scale developments in the construction plans for the new stations.
The Lantau Airport Railway included two MTR lines, the Tung Chung line and the Airport Express. The Tung Chung line was officially opened on 21 June 1998 by Hong Kong Chief Executive Tung Chee-hwa, and service commenced the next day. The Airport Express opened for service on 6 July 1998 along with the new Hong Kong International Airport.[12]
The Airport Express also offers flight check-in facilities at Kowloon station and Hong Kong station—the in-town check-ins offer a more convenient and time-saving routine; a free shuttle bus service transports travellers from these stations to their respective hotels as well. Porters are also available to help transport luggage from and onto trains.[22] It is the second most popular means of transport to the airport after buses. In 2012, it had a 21.8 per cent of share of the traffic to and from the airport. However, this has declined from a peak of 32 per cent in 1999.[23][24]
Tseung Kwan O line
[edit]
The Quarry Bay Congestion Relief Works extended the Hong Kong Island end of the Kwun Tong line from Quarry Bay to North Point via a pair of 2.1-kilometre (1.3 mi) tunnels. The project was initiated due to overcrowding at Quarry Bay and persistent passenger complaints about the five-minute walk from the Island line platforms to the Kwun Tong line platform. Construction began in September 1997 and was completed in September 2001 at a cost of HK$3.1 billion.[25][26] As with most earlier interchange stations, a cross-platform interchange arrangement was provided here in both directions.
Construction of the Tseung Kwan O line (called the Tseung Kwan O extension line in the planning stage) was approved on 18 August 1998 to serve the growing Tseung Kwan O New Town. Construction began on 24 April 1999 and the line officially opened in 2002. It took over the existing Kwun Tong line tracks running through the Eastern Harbour Tunnel, so that the full line stretches from Po Lam to North Point. When the line opened, the Kwun Tong line was extended to Tiu Keng Leng on the new line. Construction costs were partly covered by the Hong Kong Government and private developers which linked construction of the Tseung Kwan O line to new real estate and commercial developments.[27]
Interchange stations
[edit]
The interchange between the Kwun Tong line and the Tsuen Wan line (except Yau Ma Tei) as well as that between the Kwun Tong line and the Tseung Kwan O line, are two stations long, allowing cross-platform interchange wherein a passenger leaves a train on one side of the platform and boards trains on the other side of the platform for another line. For example, when passengers are travelling on the Kwun Tong line towards Tiu Keng Leng, getting off at Yau Tong would allow them to switch trains across the platform for the Tseung Kwan O line towards North Point. Whereas, staying on the train and reaching Tiu Keng Leng would allow them to board the Tseung Kwan O line trains towards Po Lam/LOHAS Park. This design makes interchanging more convenient and passengers do not have the need to change to different levels. However this interchange arrangement is not available for all transferring passengers at Kowloon Tong, Central, Hong Kong, Quarry Bay, Nam Cheong (except transfer between Tuen Mun and Hong Kong bound trains), Mei Foo, Tai Wai (only between southbound Tuen Ma line and East Rail line trains) and Sunny Bay (except transfer between Tung Chung and Disneyland Resort bound trains) stations, mainly because this service is available only when there are two continuous stations shared as interchange stations by two lines.
Two major works were undertaken to ease interchange between the Kwun Tong line and East Rail line. The modification of Kowloon Tong station started in June 2001. A new pedestrian link to Kowloon Tong station southern concourse and a new entrance (Exit D) opened on 15 April 2004 to cope with the increase in interchange passenger flow.[28] Modification to Tsim Sha Tsui station involved upgrading station facilities and concourse layout to facilitate access from the East Tsim Sha Tsui station via its pedestrian links.[a] New entrances to the subway links were opened on 19 September 2004 (Exit G) and 30 March 2005 (Exit F), with the whole scheme completed in May 2005.
Disneyland Resort line
[edit]
The Disneyland Resort line, previously known as Penny's Bay Rail Link, provides service to the Hong Kong Disneyland Resort station which was opened on 12 September 2005. Services to Sunny Bay station on the Tung Chung line started on 1 June 2005, but it was only opened to staff of Disneyland at first. It was finally opened to the general public two months later, on 8 August 2005. The new line and the Disneyland Resort station opened on 1 August 2005. It is a 3.5-kilometre (2.2 mi) single-track railway that runs between Sunny Bay station and Disneyland Resort station. The Di11sneyland Resort station itself was designed to blend in with the ambiance of the resort. The line operates fully automated trains running every four to ten minutes without a driver. The carriages are refurbished M-train rolling stock to match the recreational and adventurous nature of the 3.5-minute journey.[29] In 2028, the line is expected to be retrofitted with CRRC Qingdao Sifang trains.[30]
Airport Express extension
[edit]The AsiaWorld–Expo station is an extension of the Airport Express serving a new international exhibition centre, AsiaWorld–Expo, at Hong Kong International Airport. The station opened on 20 December 2005 along with the exhibition centre. To cope with the projected increase in patronage, Airport Express trains were lengthened to eight cars from the previous seven. Additional trains are also deployed on the Tung Chung line during major exhibitions and events.[31]
Partial privatisation and merger
[edit]On 5 October 2000 the operator of the MTR network, the Mass Transit Railway Corporation (MTRC), became Hong Kong's first rail company to be partially privatized,[32] marking the beginning of the Hong Kong government's initiative to reduce its interests in public utilities. Prior to its listing on the Hong Kong Stock Exchange, the Mass Transit Railway Corporation (MTRC) was wholly owned by the Hong Kong government. The offering involved the sale of about one billion shares, and the company now has the largest shareholder base of any company listed in Hong Kong. In June 2001, MTRCL was transferred to the Hang Seng Index.
MTRCL has often developed properties next to stations to complement its profitable railway business. Many recently built stations were incorporated into large housing estates or shopping complexes. For example, Tsing Yi station is built next to the Maritime Square shopping centre and directly underneath the Tierra Verde housing estate.
On 11 April 2006, MTRCL signed a non-binding memorandum of understanding with the Hong Kong government, the owner of Kowloon–Canton Railway Corporation, to merge the operation of the two railway networks in Hong Kong in spite of the strong opposition of KCRC staff.[33][34] The minority shareholders of the corporation approved the proposal at an extraordinary general meeting on 9 October 2007, allowing MTRCL to take over the operation of the KCR network and combine the fare system of the two networks on 2 December 2007.[35][36]
On 2 December 2007 the Kowloon-Canton Railway Corporation (KCRC) granted a 50-year service concession (which may be extended) of the KCR network to MTRCL, in return for making annual payments to KCRC, thereby merging the railway operations of the two corporations under MTRCL's management.[37] At the same time MTRCL changed its Chinese name from "地下鐵路有限公司" (Subway Limited Company) to "香港鐵路有限公司" (Hong Kong Railway Limited Company), but left its English name unchanged; at the same time the system's Chinese name changed from "地鐵" ("underground railway") to "港鐵" ("Hong Kong Railway"). After the merger, the MTR network included three more lines—East Rail line, West Rail line, and Ma On Shan line (now the Tuen Ma line)—as well as the light rail network and Guangdong through train to Guangzhou.
On 28 September 2008, fare zones of all urban lines, East Rail line, Ma On Shan line, and West Rail line were merged. A passenger could travel on these networks with only one ticket, except where a transfer is made between Tsim Sha Tsui and East Tsim Sha Tsui stations, where two tickets are required. Student discounts on Octopus Card were also issued.
Recent extensions
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The MTR system has been extended numerous times since the railway merger. Relevant projects include the LOHAS Park spur line (2009), the Kowloon Southern Link (2009), the West Island line (2014), the Kwun Tong line extension (2016), the South Island line (2016), Tuen Ma line Phase 1 (2020) and Phase 2 (2021) and the East Rail line extension (2022).
The LOHAS Park Spur Line is an extension of the Tseung Kwan O line, splitting off after Tseung Kwan O station. It serves the new residential development of LOHAS Park (formerly "Dream City"), a 3,550,000-square-foot (330,000 m2) estate with fifty residential towers. The project is divided into 9 to 13 phases and is about halfway complete as of 2016. These high rises sit above LOHAS Park station, which opened on 26 July 2009.
The West Island line, first put forward to the government on 21 January 2003, is an extension of the Island line. It serves the Western District of Hong Kong Island. The construction of the West Island line started on 10 August 2009.[38] Kennedy Town station and HKU station opened on 28 December 2014. Sai Ying Pun station opened later, on 29 March 2015, due to construction delays.
A proposal to extend the existing Kwun Tong line to Whampoa Garden was made in April 2006 and approved in March 2008 as part of the bid for the Sha Tin to Central Link.[39][40] Two new stations at Whampoa and Ho Man Tin opened on 23 October 2016.[41]
The South Island line opened on 28 December 2016[42] between Admiralty and South Horizons, linking the MTR to Southern District for the first time. With the opening of the South Island line, all 18 districts of Hong Kong are served by the MTR.
The first section of the Tuen Ma line, an extension of the former Ma On Shan line connecting Tai Wai via Hin Keng and Diamond Hill to Kai Tak station, opened on 14 February 2020. The second and final section of the line was completed and opened on 27 June 2021,[43] linking the previously opened Tuen Ma Line Phase One and the West Rail line together connecting from Kai Tak station to Hung Hom station. It uses the TML C trains (17 trains) and the SP1900/SP1950 (45 trains). The trains have 8 cars in 1 unit. The West Rail line used to have a mix of 7 car and 8 car trains; while the Ma On Shan line had a mix of 4 car trains and 8 car trains.
An extension of the East Rail line, phase two of the Sha Tin to Central Link (SCL) from Hung Hom station to Admiralty station across Victoria Harbour was completed and opened on 15 May 2022. An intermediate station was opened at Exhibition Centre. Along with the extension, the trains were shortened to 9 car trains from 12 cars and replaced the MLR trains with R trains. The MLR trains were retired on its 40th birthday.
Future extensions
[edit]
Tuen Mun South extension
[edit]The Tuen Mun South extension on the Tuen Ma line is a proposed 2.4-kilometre (1.5 mi) extension to a new western terminus, Tuen Mun South, near Tuen Mun Ferry Pier. The extension will extend the line southwards from the current terminus at Tuen Mun station. It will include the construction of the A16 station (placeholder name used by MTR) and the new terminus Tuen Mun South station.
Additionally, the addition of a new infill station, Hung Shui Kiu station, along the Tuen Ma line between Siu Hong station and Tin Shui Wai station is currently under planning. It may be built depending on the development of the Hung Shui Kiu New Town.
Northern Link
[edit]The Northern Link is a proposed new line which connects Tuen Ma line with the Lok Ma Chau Spur Line of East Rail line. It also has Au Tau,