Taipei Metro

The initial network plan approved by the Executive Yuan in 1986

The idea of constructing the Taipei Metro was first put forth at a press conference on 28 June 1968, where the Minister of Transportation and Communications Sun Yun-suan announced his ministry's plans to begin researching the possibility of constructing a rapid transit network in the Taipei metropolitan area; however, the plan was shelved due to financial concerns and the belief that such a system was not urgently needed at the time. With the increase of traffic congestion accompanying economic growth in the 1970s, the need for a rapid transit system became more pressing.[9] In February 1977, the Institute of Transportation (IOT) of the Ministry of Transportation and Communications (MOTC) released a preliminary rapid transport system report, with the designs of five lines, including U1, U2, U3, S1, and S2, to form a rough sketch of the planned corridors, resulting in the first rapid transit system plan for Taipei.[10]

In 1981, the IOT invited British Mass Transit Consultants (BMTC) and China Engineering Consultants, Inc. to form a team and provide in-depth research on the preliminary report.[10] In 1982, the Taipei City Government commissioned National Chiao Tung University to do a research and feasibility study on medium-capacity rapid transit systems. In January 1984, the university proposed an initial design for a medium-capacity rapid transit system in Taipei City, including plans for Wenhu line and Tamsui–Xinyi line of the medium-capacity metro system.[10] On March 1, 1985, the Executive Yuan Council for Economic Planning and Development (CEPD) signed a treaty with the Taipei Transit Council (TTC), composed of three American consultant firms, to do overall research on a rapid transit system in metropolitan Taipei. Apart from adjustments made to the initial proposal, Wenhu line of the medium-capacity metro system was also included into the network. In 1986, the initial network design of the Taipei Metro by the CEPD was passed by the Executive Yuan, although the network corridors were not yet set.[6] A budget of NT$441.7 billion was allocated for the project.[11]

On 27 June 1986, the Preparatory Office of Rapid Transit Systems was created,[12] which on 23 February 1987 was formally established as the Department of Rapid Transit Systems (DORTS) for the task of handling, planning, design, and construction of the system.[11] Apart from preparing for the construction of the metro system, DORTS also made small changes to the metro corridor. The 6 lines proposed on the initial network were:[10] Tamsui line and Xindian line (Lines U1 and U2), Zhonghe Line (Line U3), Nangang Line and Banqiao Line (Line S1), and Muzha (now Wenhu) line (Wenhu line medium-capacity), totaling 79 stations and 76.8 km (47.7 mi) route length,[11] including 34.4 km (21.4 mi) of elevated rail, 9.5 km (5.9 mi) at ground level, and 44.2 km (27.5 mi) underground.[12] The Neihu Line corridor was approved later in 1990. On 27 June 1994, the Taipei Rapid Transit Corporation (TRTC) was formed to oversee the operation of the Taipei Metro system.

The Executive Yuan approved the initial network plan for the system on 27 May 1986.[6] Ground was broken and construction began on 15 December 1988.[6] The growing traffic problems of the time, compounded by road closures due to TRTS construction led to what became popularly known as the "dark age of Taipei traffic". The TRTS was the center of political controversy during its construction and shortly after the opening of its first line in 1996 due to incidents such as computer malfunction during a thunderstorm, alleged structural problems in some elevated segments, budget overruns, and fare prices.

The system opened on 28 March 1996, with the 10.5 km (6.5 mi) elevated Wenhu line, a driverless, medium-capacity line[6] with twelve stations running from Zhongshan Junior High School to Taipei Zoo. The first high-capacity line, the Tamsui–Xinyi line, began service on 28 March 1997, running from Tamsui to Zhongshan, then extended to Taipei Main Station at the end of the year. On 23 December 1998, the system passed the milestone of 100 million passengers.[13]

On 24 December 1999, a section of the Bannan line was opened between Longshan Temple and Taipei City Hall.[6] This section became the first east–west line running through the city, connecting the two previously completed north–south lines. On 31 May 2006, the second stage of the Banqiao–Nangang section and the Tucheng section began operation.[6] The service was then named Bannan after the districts that it connects (Banqiao and Nangang).

On 4 July 2007, the Maokong Gondola, a new aerial lift/cable-car system, was opened to the public. The system connects the Taipei Zoo, Zhinan Temple, and Maokong. Service was suspended on 1 October 2008 due to erosion from mudslides under a support pillar following Typhoon Jangmi.[14] The gondola officially resumed service as of 31 March 2010, after relocation of the pillar and passing safety inspections.[15]

On 4 July 2009, with the opening of the Neihu segment of Wenhu line, the last of the six core segments was completed. Due to debate on whether to construct a medium-capacity or high-capacity line, construction of the line did not begin until 2002.

Zhonghe–Xinlu line was extended from Guting to Luzhou and Huilong in 2012. The Xinyi section of Tamsui–Xinyi line and Songshan section of Songshan–Xindian line were opened on 24 November 2013 and 15 November 2014 respectively.

Prior to 2014, only physical lines had official names; services did not. In 2008, the Tamsui–Xindian–Nanshijiao and Xiaonanmen services were referred to by termini[16][17] while Bannan and Wenhu services were referred to by the physical lines on which they operated.[18][19]

Following the completion of the core sections of the system in 2014, the naming scheme for services was set and 'lines' started to referred to services. Between 2014 and 2016, lines were given alternative number names based on the order of the dates the lines first opened. Brown, Red, Green, Orange and Blue lines were named lines 1 to 5 respectively. The planned Circular, Wanda–Shulin and Minsheng–Xizhi lines were to be lines 6 to 8 respectively. In 2016, the number names were replaced by colour names. Today, on-board announcements in Chinese use full official names, whereas in English, colour names are used instead.

On 31 January 2020, the Circular line opened.[20] Stage I construction consists of 14 stations running from New Taipei Industrial Park on Taoyuan Airport MRT to Dapinglin on Songshan–Xindian line and is about 15.4 km (9.6 mi) long.[1] Electromechanical equipment for the line is supplied by Hitachi Rail STS, including driverless technology and CBTC Radio signalling.[21] In February 2020, free rides were offered to passengers in order to raise awareness and test the route's popularity.[22][23]

Unique dragon boat architecture of Jiantan on Tamsui–Xinyi line

Platform of Wende on the Wenhu line, one of the original planned lines

Wide island platform of Taipei City Hall on Bannan line

Most underground stations have island platform configurations while a few have side platform configurations, and vice versa for elevated/at-grade stations (a few stations have island platform configurations but the majority of elevated/at-grade stations have side platform configurations). All high-capacity metro stations have a 150 m (490 ft) long platform to accommodate all six train cars on a typical metro train (with the exception of Xiaobitan). The width of the platform and concourse depends on the volume of transit; the largest stations include Taipei Main Station, Taipei City Hall, and Ximen. Some other transfer stations, including Chiang Kai-shek Memorial Hall, Guting, and Songjiang Nanjing, also have wide platforms.

Each station is equipped with LED displays and LCD TVs both in the concourse and on the platforms which display the time of arrival of the next train. At all stations, red lights on or above automatic platform gates at stations flash prior to a train arrival to alert passengers and an arrival melody would play (except on the Wenhu line and certain elevated and at-grade stations). As of September 2018, all stations have automatic platform gates.[45]

However, before 2018, all the stations on the Wenhu line and most stations on the Zhonghe–Xinlu line, as well as a few stations on other lines, were equipped with platform screen doors. High-traffic stations, including Taipei Main Station, Zhongxiao Fuxing, and Taipei City Hall,[46][47] had platform gates to prevent passengers and other objects from falling onto the rails.[48] All lines and extensions currently under construction will be equipped with platform screen doors. A Track Intrusion Detection System has also been installed to improve passenger safety at stations without platform doors.[48] The system uses infrared and radio detectors to monitor unusual movement in the track area.[49]

A wayside two-aspect signal and a track point on the Tamsui-Xinyi Line

When the Muzha Line first opened in 1996, the line was initially equipped with automatic train operation (ATO) and automatic train control (ATC), which in turn comprised automatic train protection (ATP) and automatic train supervision (ATS); in particular the ATP relied on transmission coils and wayside control units whereas the ATO relied on dwell operation control units. The transmission coils are controlled by the Control Centre to ensure safety of the line and were positioned on the guideway. Among such coils included the PD loop, safety frequency loop, stopping program loop, vehicle station link and station vehicle link; these loops were cross-arranged to produce electromagnetic induction with the interval between two cross points being 0.3 seconds to both monitor the train and control its speed.[50] However this fixed-block ATC system used on the Muzha Line was plagued with problems in its early years of operation and was replaced with the new moving-block Cityflo 650 CBTC that was supplied by Bombardier Transportation of Canada for the Neihu Line.[51]

On the other hand, the heavy-capacity lines use the traditional fixed block system design, which were initially supplied by General Railway Signal of Rochester, New York, for the Tamsui, Xindian, Zhonghe, and Bannan lines; and later by Alstom for the Tucheng, Xinzhuang, Luzhou, Xinyi and Songshan lines. Key components of the system include impedance bond, 4-foot loops, marker coils, alignment antennae and two-aspect light signals for the wayside as well as automatic train supervision which utilises centralized traffic control.[52]

The Circular Line uses CBTC Radio signalling from Ansaldo STS.[53]

In the initial network, important stations such as transfer stations, terminal stations, and stations with heavy passenger flow were chosen for the installation of public art. The principles behind the locations of public art were visual focus and non-interference with passenger circulation and construction schedules. The artworks included murals, children's mosaic collages, sculptures, hung forms, spatial art, interactive art, and window displays. The selection methods included open competitions, invitational competitions, direct assignments, and cooperation with children.

Stations with public art displays include but are not necessarily limited to: Shuanglian, NTU Hospital, Chiang Kai-shek Memorial Hall, Guting, Gongguan, Xindian, Xiaobitan, Dingxi, Nanshijiao, Taipei City Hall, Kunyang, Nangang, Haishan, and Tucheng. Stations with art galleries include Zhongshan, Chiang Kai-shek Memorial Hall, Zhongxiao Fuxing, and Taipei Main Station.

The promotion for artwork continues today – the Department of Rapid Transit held a bid on providing public large scale artwork for the interiors of Sanchong. The bid is placed at over NT$9 million.[54]

The East Metro Mall is an underground mall which connects between Zhongxiao Fuxing and Zhongxiao Dunhua

In addition to the rapid transit system itself, Taipei Metro operates several public facilities such as underground shopping malls, parks, and public squares in and around stations,[55] including:

• Zhongshan Metro Mall: Shuanglian – Zhongshan – Taipei Main Station (815 m, 81 shops).[48]
• Taipei main station underground mall: on floor B1 of the station.
• Taipei New World Shopping Center: Between the metro and TRA sections of Taipei Station.
• Station front metro mall: West of Taipei main station, beneath Zhongxiao W Road.
• Taipei City Mall: Northwest of Taipei main station, beneath Zhengzhou Rd and Civic Blvd.
• East Metro Mall: Between Zhongxiao Fuxing and Zhongxiao Dunhua (825 m, 35 shops).[48][56]
• Ximen Underground Mall: north of Ximen (currently used as an office building and library).
• Longshan Temple Underground Mall: Longshan Temple north and south sides.
• Global Mall: Banqiao floors B1 to 2F.

As of 2008 there are 102 shops within the stations themselves.[48]

Sanchong is a transfer station between the Taipei Metro and the Taoyuan Airport MRT.

Transfers to city bus stations are available at all metro stations. In 2009, transfer volume between the metro and bus systems reached 444,100 transfers per day (counting only EasyCard users).[57] Connections to Taiwan Railway Administration and Taiwan High Speed Rail trains are available at Taipei Main Station, Banqiao and Nangang. Connections to Taipei Bus Station and Taipei City Hall Bus Station are available at Taipei Main Station and Taipei City Hall stations, respectively. The Maokong Gondola is accessible from Taipei Zoo.

Taipei Songshan Airport is served by the Songshan Airport station.[58] A metro system to connect Taipei to Taoyuan International Airport is also available since March 2017.

The medium-capacity trains of Wenhu line are 1,880 mm (6 ft 2 in) broad gauge rubber-tired trains with no onboard train operators but are operated remotely by the medium-capacity system operation control center. It initially used a fixed-block automatic train control (ATC) system. Each train consists of two 2-car electric multiple unit (EMU) sets, with a total of 4 cars.[1] The Wenhu line is the only line of the system to not have open-gangway carriages, meaning that passengers cannot move between carriages when the train is moving.

The Wenhu line was initially operated with VAL 256 trains cars, where two VAL 256 cars in the same set would share the same road number. As a result of this numbering scheme, the 102 cars of the VAL fleet have car numbers from 1 to 51. In June 2003, Bombardier was awarded a contract to supply the Wenhu line with 202 INNOVIA APM 256 train cars,[59] to install the CITYFLO 650 moving-block communications-based train control (CBTC) system to replace the fixed-block ATC system and also to retrofit the existing 102 VAL 256 cars with the CITYFLO 650 CBTC system. Integration of Bombardier's trains with the existing Wenhu line proved to be difficult in the beginning, with multiple system malfunctions and failures during the first three months of operation.[60] Retrofitting older trains also took longer than expected, as the older trains must undergo several hours of reliability tests during non-service hours. The VAL 256 trains resumed operations in December 2010.

The Hitachi Rail Italy Driverless Metro is used on the Circular line, which entered service in January 2020 with the opening of the first section. Each train consists of a 4-car EMU set and with open-gangway connection between cars. The train runs on 1,435 mm (4 ft 8+1⁄2 in) standard gauge without onboard operators.[21]

The heavy-capacity trains have steel wheels and are operated by an on-board train operator. The trains are computer-controlled. The operator, who is both driver and conductor, is responsible for opening and closing the doors and making (not all) announcements. Most announcements are pre-recorded in Mandarin, English, Hokkien and Hakka, with Japanese at busy stations. The ATC provides the functions of ATP, ATO and ATS[61] and controls all train movements, including braking, acceleration and speed control, but can be manually overridden by the operator in case of an emergency. Newer trains also use a Train Supervision Information System (TSIS) supplied by Mitsubishi Electric that allows the operator to monitor the conditions of the train and identify any faults.[62]

Each train consists of two 3-car Electric Multiple Unit (EMU) sets, with a total of 6 cars.[1] Each 3-car EMU set is permanently coupled as DM–T–M, where DM is the motor car with full-width cab, T is a trailer car and M is the motor car without cab. Each motor car has four 3-phase AC traction motors. The configuration of a 6-car train is DM–T–M+M–T–DM, not interchanged with other car types. Like many contemporary metro rolling stock designs such as the MOVIA by Bombardier, each train features open gangways, allowing passengers to move freely between cars.

All carriages of the heavy-capacity trains are 3.2 metres (10 ft 6 in) wide by 3.6 metres (11 ft 9+3⁄4 in) high, and have a total capacity of 368 passengers, 60 of which seated. Their design maximum speed is 90 km/h (56 mph), which is limited to 80 km/h (50 mph) in service.

The first digit of a DM car is 1, while that of a T car is 2 and that of an M car is 3. This digit then follows the three digits of the set number. For example, C301 set 001/002 consists of carriages 1001-2001-3001+3002-2002-1002.

A single set cannot be in revenue service except C371 single sets 397–399, where their M car is exactly a DM car despite its first digit being 3. These single sets run exclusively on the Xinbeitou and Xiaobitan branch lines.[63] Before the C371 single sets were in revenue service on 22 July 2006, the M cars of C301 sets 013/014 were converted to temporary cab cars to run the Xinbeitou branch.

In 2010, the new C381 was built for Taipei Metro to cope with increasing passenger ridership and the expansion of its network route. Upon entering service on 7 October 2012, three C381 trainsets are servicing the Beitou – Taipower Building segment of the Tamsui and Xindian Lines, with the remaining fleet being put into service on 20 October 2012. These trains provided much-needed capacity increase when the Xinyi and Songshan extensions opened in late 2013. After November 2014, the C381 trains are serving both Tamsui–Xinyi line and Songshan–Xindian line. Whereas the earlier heavy capacity train types have largely retained the same design, the C381 sets are more distinctive with double blue stripes and the re-positioning of the logo from the driver's door to well below the passenger's windows, right on the stripe. Also placed were the more "sleeker" cab and the new advertising screens (as seen in newer Japanese commuter trains such as the E233 series) to improve energy efficiency, although it retains the same propulsion as the C371s.

Taipei Metro also uses a fleet of specialised trains for maintenance of way purposes:[64]

Car Type	Purpose	Builder	Max. speed (km/h)	Length (m)	Lines used on
Barclay locomotive	Traction for maintenance rolling stock	Hunslet-Barclay	35	13.5
Tamping machine	Track ballast tamping	Plasser & Theurer	0.25	29.2
Railgrinder	Restore the profile and remove irregularities from worn tracks	Speno, Harsco[65]	2–7	33
Rail inspection vehicle	Measure and record rail track-related data	Plasser & Theurer	30	12.5
Ultrasonic rail testing vehicle	Detects internal cracks within rail tracks using ultrasound	Speno	25	8.4
High pressure cleaning car	Cleaning of rail tracks and third rail	China Steel Corporation	2–7	26
Water storage and power car	Provides water source and propulsion for high pressure cleaning car			26
Vacuum cleaning vehicle	Remove tunnel sludge		—	19
Flash welding vehicle	Rail welding	Plasser & Theurer		16.24
Rail crane wagon	Lifting heavy spare parts	China Steel Corporation	45	11.2/11.4/16.4/18.7
Flat wagon	Carry spare parts	—	—	18.7
Open wagon	Carry ballast	China Steel Corporation		19.8
Water tanker	Store water used for cleaning purposes	—	2–7	—
Maintenance locomotive	Maintenance of way	Nicolas	—
Rescue locomotive	Rescue of passenger EMU or engineering trains	Bemo Rail	50	9.45
Track maintenance vehicle	Track maintenance		25	5.86
Road–rail vehicle		Mercedes-Benz	50 (rail), 80 (road)	5.2
Flatcar	Carrying maintenance equipment	Bemo Rail	—	18

The system currently has 10 depots, with more under construction.[66][67]

Depot Name	Year Opened	Location	Rolling Stock Housed	Line(s) Served
Muzha	1996	Wenshan, northeast of Taipei Zoo	VAL256, BT370
Beitou	1997	Beitou, southwest of Fuxinggang	C301, C371 (single), C381
Zhonghe	1998	Zhonghe, east of Nanshijiao	C371
Xindian	1999	Xindian, northwest of Xiaobitan	C371, C381
Nangang	2000	Nangang, southeast of Kunyang	C321, C341
Tucheng	2006	Tucheng, southwest of Far Eastern Hospital
Neihu	2009	Nangang, northeast of Taipei Nangang Exhibition Center	VAL256, BT370
Luzhou	2010	Luzhou, northwest of Luzhou	C371
South	2020	Xindian, north of Shisizhang	EMU101
Xinzhuang	2021[68]	Xinzhuang, north of Huilong	C371

• 
  Beitou Depot stabling tracks
• 
  Train wash at Beitou Depot
• 
  Engineering trains stabled at Beitou Depot
• 
  Inside Beitou Depot
• 
  Xindian Depot building
• 
  Xindian Depot stabling tracks
• 
  Entrance of Luzhou Depot
• 
  Luzhou Depot
• 
  Nangang Depot reception and stabling tracks
• 
  Birds-eye view of Muzha Depot
• 
  Trains stabled at Muzha Depot
• 
  Entrance of Neihu Depot
• 
  The workshop area of South Depot

Wanda–Zhonghe–Shulin is a metro line under construction. Phase 1 will run from CKS Memorial Hall to Juguang, Zhonghe, New Taipei. Phase 1 is expected to be completed in 2025.

Phase 2 will connect Zhonghe Senior High School, the previous station of Juguang, to Huilong, making the part between Zhonghe Senior High School and Juguang a branch line. The entire line is expected to be fully completed around late 2028.[90]

Phase 2 of Circular line is under construction and planned completion for 2029.[91] Phase 2 consists of Northern Section and Southern Section. Northern Section will continue from New Taipei Industrial Park to Jiannan Road. This section will service Wugu, Luzhou, Shilin and Neihu. The Southern Section will continue from Dapinglin to Taipei Zoo and will mainly service Wenshan.

Phase 3 is planned to start construction in 2025 and finish construction in 2033. [92] Phase 3 consists of the Eastern Section, is planned to connect Jiannan Road and Taipei Zoo in Phase 2 making the line an actual loop.

Minsheng–Xizhi is a planned metro line. As of February 2011, New Taipei has been pursuing the construction of the 17.52-km Minsheng–Xizhi line, though the most recent plan was rejected by the Ministry of Transportation and Communications, citing the need for further evidence for the line's viability.[93] The city plans to re-submit the proposal, and the project is estimated to cost NT$42.2 billion (US$1.44 billion).[93] A possible 4.25-km extension of the line to connect with the planned Keelung light rail is also being considered.[94] The line is planned to be built partially underground and partially elevated. It will begin from Dadaocheng Harbour beneath Minsheng West Road in Taipei, run along Minsheng East and West Roads, pass through Minsheng Community and journey under the Keelung River towards the Neihu District. The line will then change to an elevated mode and reach its termini at Xintai 5th Road in Xizhi District, New Taipei City. As of May 2018, the proposal for this line has been submitted to the Ministry Of Transportation and Communications, but has yet to be approved.[95]

Currently, the Danhai Light Rail is run by the New Taipei Metro corporation. The Circular Line is also property of the New Taipei Metro corporation, but the Taipei Metro has the operating rights.

On 17 September 2001, Typhoon Nari flooded all underground tracks as well as 16 stations, the heavy-capacity system operation control center, the administration building, and the Nangang Depot.[96] The elevated Wenhu line was not seriously affected and resumed operations the next day. However, the heavy-capacity lines were not restored to full operational status until three months later.[8]

On 21 May 2014, 28 people were stabbed in a mass stabbing by a knife-wielding college student on the Bannan line.[97] The attack occurred on a train near Jiangzicui, resulting in 4 deaths and 24 injured.[98] It was the first fatal attack on the metro system since it began operations in 1996. The suspect was 21-year-old Cheng Chieh (鄭捷), a university student at Tunghai University, who was arrested at Jiangzicui immediately after the incident.[99] On 6 March 2015, Cheng Chieh was found guilty on multiple counts of murder and attempted murder, and was sentenced to death. He was subsequently executed on 10 May 2016.[100]