Urban rail transit in China

Systems among Provincial-level administrative divisions
Province	System(s)	#	Length (km)
BJ		1	690.5
TJ		1	233.2
HE		1	61.6
SX		1	23.7
NM		1	49.0
LN		2	273.8
JL		1	68.3
HL		1	31.5
SH	( )	1	706.5
JS		5	657.9
ZJ		3	362.0
AH		1	89.6
FJ		2	127.4
JX		1	88.747
SD		2	221.2
HA		1	151.8
HB		1	339.0
HN	( )	1	161.2
GD		4	934.6
GX		1	81.0
HI
CQ		1	370
SC		1	302.7
GZ		1	35.1
YN		1	137.8
XZ
SN		1	161.8
GS		1	25.9
QH
NX
XJ		1	27.6
HK		1	227.5
MO		1	9.3

Several Chinese cities had urban electric tramways in the early 20th century, which were dismantled in the 1950s–1970s. Nanjing had an urban railway from 1907 to 1958. The first subway in China was built in Beijing in 1969. The Tianjin Metro followed in 1984. Hong Kong, at the time still under British colonial rule, completed its first section of subway in 1979. Today, Hong Kong's MTR Corporation has investment, consulting and management stakes in the rapid transit systems of several mainland Chinese cities.

The rapid growth of the Chinese economy since the 1980s has created a huge surge in demand for urban transport. This prompted cities across China to pursue and draft proposals for subway networks, with Shanghai and Guangzhou opening their first sections of subway in the 90s, inspiring more cities to propose subway networks. In 1995, the Central Government, alarmed by the high cost and financial debt from these ambitious subway plans, put out a "notice on the suspension of approval of urban underground rapid rail transit projects" barring new subway systems outside of Beijing, Tianjin, Guangzhou and Shanghai from being built.[9] At the time Nanjing, Wuhan, Chongqing, Dalian and Shenzhen had advanced proposals waiting to be approved. Wuhan, Chongqing, Dalian managed to circumvent the moratorium on subway construction by constructing and opening lower cost elevated lines, light metros, and monorails in the early 2000s. Rapid urbanization of China lead to severe congestion and pollution in urban areas leading to the suspension being lifted. Initially, light metro lines using small profile and shorter rolling stock were constructed to reduce costs. It was assumed that as ridership grows the line will operate trains at a low headway to increase capacity. This design paradigm was known in China as "small groups, high density" operation.[10][11][12] However, after a few years operating, many of these lines such as Guangzhou Metro Line 3, Line 6, Shanghai Metro Line 6, and Line 8 were severely overcapacity. Guangzhou Metro Line 3 was able to reconfigure from 3-car trains into 6-car trains to slightly relieve overcapacity. This led many cities such as Beijing, Guangzhou, Wuhan and Chengdu to use higher capacity designs on newer lines.

Since the mid-2000s, the growth of rapid transit systems in Chinese cities has rapidly accelerated, with most of the world's new subway mileage in the past decade opening in China.[13][4][14][15] From 2009 to 2015, China built 87 mass transit rail lines, totaling 3,100 km (1,900 mi), in 25 cities at the cost of ¥988.6 billion.[16] In 2016, the Chinese government lowered the minimum population criteria for a city to start planning a metro system from 3 million to 1.5 million residents.[17] As part of its 13th Five Year Plan, the Chinese government published a transport whitepaper titled "Development of China's Transport". The plan envisions a more sustainable transport system with priority focused on high-capacity public transit particularly urban rail transit and bus rapid transit. All cities with over 3 million residents will start or continue to develop urban rail networks. Regional rail networks will be constructed internally connect and integrate urban agglomerations such as the Jingjinji, Yangtze River Delta and Pearl River Delta areas.[18][19] In 2017, some 43 smaller third-tier cities in China have received approval to develop subway lines.[20]