Tehran Metro
The Tehran Metro is a rapid transit rail system serving Tehran, the capital of Iran, operated by the Tehran Urban and Suburban Railway Company.[1][2] Its first line opened on 7 March 1999, marking Iran's initial foray into urban subway infrastructure, with subsequent expansions yielding seven operational lines by the 2020s.[3][4] As of 2023, the network extends roughly 250 kilometers with more than 140 stations, facilitating daily ridership in the millions amid Tehran's population exceeding 9 million and chronic road congestion driven by private vehicle dominance.[2][5][4] The system's growth persists despite economic constraints from international sanctions limiting technology imports and fleet modernization, enabling construction through domestic engineering and limited foreign partnerships, such as with Chinese firms for early lines.[1] Trains feature dedicated first and last carriages primarily for women, reflecting Iran's policies on gender separation to mitigate harassment risks in crowded public spaces, though usage remains voluntary for female passengers.[6][7] Notable achievements include bridging north-south divides in the city's topography and reducing reliance on buses and taxis, yet persistent issues like overcrowding, outdated rolling stock, and maintenance shortfalls have led to incidents such as the 2021 Line 5 collision injuring over 20 people.[8] Future plans aim to extend the network to over 400 kilometers by 2030, prioritizing underserved suburbs to accommodate urban expansion.[5][9]History
Planning and Initial Proposals (1960s-1980s)
Planning for a rapid transit system in Tehran began in 1970 when the Plan and Budget Organization and the Tehran Municipality announced an international tender for constructing an underground metro to combat escalating traffic congestion in the burgeoning capital.[10] These efforts aligned with broader urban modernization initiatives under Mohammad Reza Shah Pahlavi, aiming to integrate Tehran into the ranks of global cities equipped with subway infrastructure, with French engineering firms enlisted for technical planning.[11] By 1971, formal planning had commenced, focusing on feasibility studies for an extensive network to serve the city's projected population growth and vehicular overload.[12] In October 1974, detailed transport studies culminated in a proposal for a seven-line metro system spanning key districts, designed to interconnect central Tehran with peripheral areas and reduce reliance on surface roads.[12][13] This blueprint envisioned underground lines to navigate the dense urban core, drawing on international expertise amid Iran's oil-fueled economic expansion. The 1979 Iranian Revolution disrupted these initiatives, halting progress amid political instability, asset nationalization, and severed foreign partnerships.[14] Economic isolation and war further deferred implementation through the early 1980s. In 1985, post-revolutionary authorities revived the project via the "Tehran Metro Execution Plan," re-approved by the Majles under revised legal frameworks to adapt the original designs to new fiscal and ideological constraints.[10] This approval marked a cautious resumption, prioritizing domestic capabilities over the Shah-era's reliance on Western contractors, though full construction awaited subsequent funding allocations.Early Construction and First Openings (1990s-2000s)
Following the Iran-Iraq War (1980-1988) and associated economic disruptions, substantive construction of the Tehran Metro recommenced in the early 1990s, prioritizing a suburban commuter rail link to alleviate intercity congestion between Tehran and the satellite city of Karaj. Initial efforts focused on what is designated Line 5, with tunneling and infrastructure development advancing amid international sanctions that limited access to advanced technology and required reliance on domestic engineering and select foreign partnerships, including Chinese firms for equipment supply. By 1995, contracts had been awarded for urban lines, but progress on Line 5 accelerated due to its surface and elevated components, enabling faster completion compared to the fully underground urban segments.[15][16][17] The inaugural segment of Line 5 opened on March 7, 1999, spanning 31.5 kilometers from Sadeghieh station in western Tehran to Karaj with initial service at three stations, marking Iran's first operational rapid transit line and providing electric multiple-unit trains for peak-hour commuters. This priority line, constructed partly above ground to expedite rollout, carried over 100,000 passengers daily within months, demonstrating feasibility despite budgetary constraints and seismic engineering challenges in the region. Extensions followed incrementally, with additional stations added by 2004 to reach Golshahr, enhancing connectivity to Tehran's growing suburbs.[18][1][18] Urban expansion began with Line 2, a 10.5-kilometer underground route from Imam Khomeini Square to Sadeghieh, which entered service in February 2000 with 14 stations, intersecting Line 5 and serving central districts burdened by traffic overload. Line 1 followed in August 2001, with its initial 10-kilometer phase from Mirdamad to Shahid Hemmat (later extended), featuring 7 stations and deep bored tunnels to navigate Tehran's dense geology. These early urban openings relied on imported rolling stock and signaling from China, operationalized through phased testing to ensure safety amid variable power supply and construction quality variances reported in state media. By the mid-2000s, cumulative ridership exceeded 1 million daily, validating the system's role in mitigating urban sprawl, though delays from funding shortfalls and import restrictions persisted.[1][19][19]Major Expansions (2010s)
The 2010s marked a period of accelerated construction and operational openings for the Tehran Metro, driven by government investment despite international sanctions limiting access to foreign technology and financing. Key advancements included extensions to existing lines and the initiation of new routes, adding dozens of stations and tens of kilometers to the network. Between 2010 and 2018, 45 new stations entered service, enhancing connectivity across Tehran's densely populated districts and suburbs.[20] These developments prioritized north-south and east-west corridors to alleviate traffic congestion, with Line 3 emerging as the decade's flagship project due to its length and strategic alignments. Line 4 saw initial extensions into the decade, with service reaching Farhangsara station in June 2010, extending the eastbound route from Tehran Pars and improving access to eastern residential areas.[1] Further progress occurred on 23 July 2012, when two additional stations opened, linking Line 4 directly to Line 5 at interchange points and facilitating transfers for passengers traveling toward western suburbs.[21] These incremental additions totaled approximately 5 km, incorporating standard-gauge tracks and automated signaling upgrades to handle growing ridership. Line 3's development dominated major expansions, with its inaugural 7 km southwestern segment from Azadi Square to Shahr-e-Ziaee opening on 7 December 2012, serving 5 stations and intersecting Line 4.[22] A subsequent 12 km extension northeastward to Hakimiyeh commenced operations on 22 April 2013, adding 8 stations and boosting daily capacity along the route.[23] The most substantial advance came on 22 September 2015, when an 18 km northern extension from Hakimiyeh to Ghaem Hospital station opened, incorporating 11 new stations and extending the line's total operational length to over 30 km; this phase was inaugurated by President Hassan Rouhani, emphasizing its role in connecting underserved northeastern districts.[24] [22] Line 7's first phase, a 27 km route from western Tehran toward the city center, partially opened in 2017 with initial segments serving high-demand areas, marking the debut of a new north-south axis.[14] Preparatory work on Line 6 also advanced, with tunneling completed for much of its 31 km alignment by mid-decade, though full operations awaited the 2020s.[25] These expansions collectively added over 60 km of track, though progress was hampered by domestic funding constraints and reliance on local engineering firms for rolling stock and infrastructure.[9]Recent Developments (2020-2025)
In 2023, Tehran Metro Line 1 extended its airport branch by 19.2 km from Imam Khomeini International Airport to Shahr-e Parand, inaugurated on November 30 to serve over 30,000 residents in the suburban city and improve connectivity to the capital.[26][27] Line 4 added a 1.4 km segment from Eram-e Sabz to Allameh Ja'fari on May 1, 2023, followed by an extension to Ayatollah Kashani on March 16, 2024, enhancing service in western Tehran.[22] Line 6 saw substantial growth, with a 9.5 km section from Tarbiat Modares University to Emam Hossein opening on March 18, 2023, and another segment from Shahid Sattari to Shahid Arman Aliverdi (Kouhsar) on October 10, 2023. Additional stations including Bahar-e Shiraz, Ayatollah Kashani, and Shohada-ye Kan commenced operations on March 16, 2024. The Maryam-e Moghaddas station on Line 6, located near the Armenian St. Sarkis Cathedral and featuring arched ceilings with religious frescoes, opened on October 18, 2025, after a decade of construction.[22][28] Line 7 progressed with a 1.5 km extension from Meydan-e San'at to Shahid Dadman on March 18, 2023, and further to Meydan-e Ketab on October 10, 2023, adding capacity along the northwest-southeast corridor.[22] In February 2025, serial production started for Iranian-made metro trains by Tehran Wagon Manufacturing Co., achieving 85% domestic components to mitigate import constraints from sanctions.[29] A memorandum of understanding was signed on October 21, 2025, for an 11 km eastern extension of Line 4 with 10 new stations, led by Mapna Group, targeting improved access in northeast Tehran.[30] These developments reflect ongoing efforts to expand the network toward 240 km amid resource limitations, prioritizing domestic engineering and phased station activations.[31]Current Network
Line 1
Line 1 of the Tehran Metro, also known as the red line, runs north-south through central Tehran, connecting the northern terminus at Tajrish to the southern terminus at Kahrizak, with an extension to Shahr-e Parand.[32][26] The line spans approximately 37.5 kilometers with 29 active stations, of which most are underground.[32] It serves as a primary artery for north-south travel, intersecting with six other metro lines to facilitate transfers.[33] Construction began in the late 1990s, with the initial 10-kilometer section from Nemat Abad to Shahr-e Ray opening on August 21, 2001.[22] Subsequent phases extended northward: a 7-kilometer segment from Darvazeh Dowlat to Mirdamad with eight stations opened on March 28, 2002, followed by a 5-kilometer stretch to Sadr in 2003.[22] The line reached Tajrish by 2009, completing the core route, while southern extensions progressed incrementally to Kahrizak by 2012.[22] Trains consist of seven-car sets with a capacity of about 1,290 passengers each and a maximum speed of 80 km/h, operating on standard-gauge track with third-rail electrification.[1] The route starts in affluent northern neighborhoods at Tajrish station, near bazaars and residential areas, then passes through central districts including interchanges at Imam Khomeini Square (with Lines 2 and 15), Panzdah-e Khordad (Line 4), and Meydan-e Ji (Lines 3 and 6).[34] Southward, it traverses denser urban zones toward industrial and suburban areas at Kahrizak, providing access to southern Tehran Province.[32] A branch extends further south to Imam Khomeini International Airport and onward to Shahr-e Parand, a new town; the 19-kilometer Parand extension, including new stations, was inaugurated on November 30, 2023, by President Ebrahim Raisi, enhancing connectivity for suburban commuters.[26] This extension integrated the airport branch fully into Line 1 numbering.[35] As of 2005, Line 1 had a designed daily capacity of 650,000 passengers, with trains stopping 20 seconds per station to maximize throughput.[10] Current ridership contributes to the system's overall 2.5–3 million daily passengers, though line-specific figures remain dominated by peak-hour north-south flows amid Tehran's traffic congestion.[34] No major extensions beyond Parand have opened as of 2025, though planning continues for further suburban links.[4]Line 2
Tehran Metro Line 2 operates as an east-west rapid transit route spanning 22 kilometers with 22 stations, connecting Sadeghiyeh in western Tehran to Farhangsara in the east via central interchanges such as Imam Khomeini.[22] The line facilitates transfers with Lines 1, 3, 4, 5, and 7 at various stations, serving high-density residential, educational, and commercial areas.[32] Construction of the initial western segment began in the late 1990s, with the first operational phase from Sadeghieh to Imam Khomeini opening on 21 February 2000, covering 9.3 kilometers and nine stations.[22] Eastern extensions followed: on 17 March 2004, a 1.6-kilometer stretch with two stations reached Baharestan; partial openings to Elm-o-Sanat University occurred on 17 March 2006, with additional stations Darvazeh Shemiran and Sabalan activated on 1 July 2006; the line extended to Tehran Pars on 15 February 2009; and the final segment to Farhangsara opened on 10 June 2010, completing the current route.[22] No major extensions have been reported as of 2025.[35] The line employs eleven seven-car trains, each 137 meters long, powered by 750-volt third-rail electrification, operating at a peak headway of two minutes.[22] Stations feature island platforms, with approximately 19 kilometers underground and the remainder at-grade or elevated in outer sections.[36] Line 2 ranks among Tehran's busiest corridors, contributing significantly to the system's daily passenger volume exceeding three million.[32]Line 3
Tehran Metro Line 3 operates as a north-south rapid transit corridor, extending approximately 37 kilometers across 28 underground stations from the northeastern Artesh Highway area to southwestern districts toward Islamshahr.[37][38] The single-tunnel design facilitates efficient urban connectivity, serving densely populated residential and commercial zones while interchanging with Lines 1, 4, and 6 at key hubs such as Vali-e Asr and Imam Khomeini stations.[23] Construction advanced in phased segments to manage engineering challenges in Tehran's seismically active terrain. The inaugural 7-kilometer stretch from Shahid Beheshti to Vali-e Asr opened in December 2012, marking the line's entry into service.[23] This was extended by 12 kilometers on April 22, 2014, under the oversight of Mayor Mohammad Qalibaf, reaching further south.[23] A significant 18-kilometer northern extension, completed in 14 months at a cost of US$66.5 million primarily funded by Tehran municipality, commenced operations on September 22, 2015, inaugurated by President Hassan Rouhani and Mayor Mohammad Bagher Ghalibaf.[24] The line forms part of a five-phase development plan originating from Qa'em in northeast Tehran to Islamshahr in the southwest, with ongoing efforts addressing remaining segments amid urban expansion pressures.[39] Daily operations run from 5:30 a.m. to 10:30 p.m., accommodating peak-hour demands that contribute to the metro's role in reducing surface traffic, though specific ridership figures for Line 3 remain integrated into system-wide totals exceeding 3 million passengers daily as of recent years.[4]Line 4
Tehran Metro Line 4 operates as an east-west rapid transit corridor spanning approximately 22 kilometers, connecting western suburbs like Eram-e Sabz to eastern districts up to Shahid Kolahdooz, with a short branch serving Mehrabad International Airport via three dedicated stations.[22] The line facilitates access to key landmarks such as Azadi Stadium at Meydan-e Azadi station and supports commuter traffic across Tehran's densely populated areas.[40] As of 2025, it includes around 14 main stations, enhancing connectivity in the city's western and central zones before extending eastward.[41] Construction on Line 4 commenced in the early 2000s amid broader metro expansion efforts, with the inaugural section opening to passengers on April 19, 2008.[40] Subsequent phases extended the network, notably adding the segment from Meydan-e San'at to Basij on June 10, 2017, which incorporated seven stations and solidified the 22-kilometer operational length.[22] The airport branch, operational since earlier phases, provides direct rail links to domestic aviation facilities, reducing reliance on surface transport.[22] In October 2025, a memorandum of understanding was executed to advance an 11-kilometer eastern extension, projected to include 10 new stations serving northeastern Tehran and improving regional integration.[30] This development, led by domestic engineering firm Mapna, aims to address growing demand but remains in early procurement stages as of late 2025.[42] Operational challenges, including integration with existing infrastructure, have historically delayed full realization, though the line now handles standard metro frequencies during peak hours.[22]Line 5
Line 5 of the Tehran Metro functions as a suburban commuter rail service, designated in green on system maps, extending westward from Sadeghieh station in Tehran to Mehrshahr via Karaj.[22] The line spans approximately 66 kilometers and primarily operates at surface level, distinguishing it from the underground urban metro lines.[22] It interchanges with Line 2 and Line 4 at Sadeghieh, facilitating connections to central Tehran.[43] Initial operations commenced on March 7, 1999, marking it as one of the earliest segments of the broader Tehran rail network.[44] The line serves high-demand commuter routes between Tehran and satellite cities in Alborz Province, with services running from early morning to late evening.[34] As of 2025, the operational section covers key stations including Sadeghieh, Eram-e Sabz, Azadi Stadium, Chitgar, Iran Khodro, Vardavard, Garmdareh, Atmosfer, Karaj, and Mohammadshahr, extending toward Golshahr.[32] Modernization efforts, including overhead electrification upgrades, were initiated in 2020 by Mapna Group to enhance reliability and capacity.[45] Technically, Line 5 employs standard gauge tracks (1,435 mm) with 25 kV AC overhead catenary electrification, contrasting with the DC third-rail systems of urban lines. Rolling stock consists of six locomotive-hauled, double-deck train sets, each comprising eight cars for high passenger volumes during peak hours.[22] Trains achieve operational speeds up to 80 km/h, supporting efficient regional travel.[46] Planned extensions aim to reach Parand, but as of October 2025, no significant new sections have opened beyond existing termini.[35]| Station | Location | Status |
|---|---|---|
| Sadeghieh | Tehran | Operational, interchange |
| Eram-e Sabz | Tehran | Operational |
| Azadi Stadium | Tehran | Operational |
| Chitgar | Tehran | Operational |
| Iran Khodro | Tehran/Karaj border | Operational |
| Vardavard | Karaj | Operational |
| Garmdareh | Karaj | Operational |
| Atmosfer | Karaj | Operational |
| Karaj | Karaj | Operational |
| Mohammadshahr | Karaj | Operational |
| Golshahr | Karaj | Operational/Terminus |
Line 6
Line 6 of the Tehran Metro is a rapid transit line designated in pink on system maps, planned to span approximately 32 kilometers with around 30 stations upon completion, connecting the southeastern Dolatabad area through central districts to northern and western parts of the city.[48] The line features modern infrastructure including air conditioning and escalators at stations.[48] Construction on Line 6 advanced significantly in the late 2010s, with the initial 9-kilometer phase inaugurated on April 7, 2019, by President Hassan Rouhani, marking the first operational segment of this route.[49] This underground section included multiple stations serving key southeastern areas such as Kianshahr and Besat Highway.[50] By early 2025, the operational portion extended to about 27 kilometers with 17 stations, reflecting phased expansions amid ongoing tunneling and station development.[32] Further progress in 2025 included the opening of Khorasan Square and Bahar Shiraz stations, enhancing connectivity in central zones.[35] In October 2025, the Maryam-e Moghaddas (Saint Mary) station, located between Haft-e Tir and Vali-Asr squares at a depth of 32 meters, was inaugurated as the 25th station on the line, featuring artwork from the Armenian Church of St. Sarkis.[51] A southern extension project, approximately 6.6 kilometers long with four additional stations, continued development as of 2021, aiming to link toward Haram-e Hazrat-e Abdol-Azim.[52] Key operational stations include Dowlatabad (southern terminus), Kiyan Shahr, Besat, Shahid Rezaei, Amirkabir, and Meydan-e Shohada, with services running from approximately 5:30 a.m. to 10:00 p.m.[53] [34] The line's full route, once completed, will alleviate traffic congestion in densely populated southeastern and central Tehran by providing efficient east-west transit options.[25]Line 7
Line 7 of the Tehran Metro is a rapid transit line extending approximately 27 kilometers from the northwest to the southeast of the city, serving 22 planned stations with most operational as of 2024.[54] The line, marked in purple on system maps, connects residential and commercial areas including Saadat Abad in the north, passing near Milad Tower and along Chamran Highway before reaching industrial and densely populated southeastern districts.[55] It interchanges with Lines 1, 2, 3, 4, and 6 at six stations, facilitating transfers across the network.[55] Construction employed modern tunnel boring machines (TBMs), similar to Line 6, enabling efficient underground routing through varied urban terrain.[56] The initial operating section, spanning 22 kilometers from Meydane San'at in the north to Basij in the southeast with seven stations, commenced service on June 10, 2017.[57] [58] Subsequent phases added stations progressively, with extensions planned to reach 31 kilometers total, though full completion of all 22 stations remained ongoing into 2024, with 19 reported operational.[4] The journey end-to-end takes about 46 minutes under normal operations.[34] Key northern stations include Meydan-e Ketab (Book Square) and Dadman, while southern ones feature Meydan-e Mohammadiyeh, Helal-e Ahmar, and Basij.[34] [59] Stations like Meydan-e San'at provide access to cultural sites, and the line supports commuter traffic in high-density zones without dedicated women-only cars beyond system-wide policies.[55] Rolling stock consists of standard Tehran Metro trains with third-rail electrification, operating at typical network headways.[22] The line's development addressed growing demand in underserved northwestern suburbs, with EPC contracting handled by firms like Farab for equipment and execution.[54] Delays in full openings reflect broader challenges in Iran's infrastructure projects, including funding and technical hurdles, but operational segments have integrated into daily ridership patterns.[56] As of 2025, no major disruptions were reported, maintaining service from early morning to late evening aligned with network hours.[35]Technical Specifications
Infrastructure and Track
The Tehran Metro network employs standard gauge tracks of 1,435 mm (4 ft 8½ in) across all operational lines.[1][18] This gauge facilitates compatibility with imported rolling stock and standard metro components. The tracks primarily consist of slab track systems, especially in underground sections, which replace traditional ballasted tracks with concrete slabs to reduce vibrations, enhance stability in soft soils, and lower long-term maintenance requirements.[60][61] Tunnel infrastructure dominates the central urban segments, constructed using methods such as the New Austrian Tunneling Method (NATM) for shotcrete-supported excavations, Earth Pressure Balance (EPB) shielded Tunnel Boring Machines (TBMs) in cohesive soils, and precast concrete segmental linings for mechanized tunneling.[62][63] Tunnel diameters typically measure 9 to 9.16 meters to accommodate double-track bores, with twin tunnels separated by approximately 10-15 meters in cross-passage configurations for safety and ventilation.[64][65] These methods address Tehran's challenging geology, including alluvial soils prone to settlement, through ground improvement techniques like grouting prior to excavation.[65] Suburban extensions incorporate at-grade alignments and limited elevated viaducts to minimize costs and integrate with existing roadways, as seen in Line 1 where only 14.9 km of its 86.9 km route is underground.[1] Maintenance depots, such as those supporting Lines 1 and 2, feature extensive sidings and workshops for track and vehicle servicing. The overall metro-grade track length stands at approximately 225 km as of 2021, supporting high-capacity operations in a seismically active region.[18][66]Electrification and Signaling
The Tehran Metro employs third-rail electrification at 750 V DC for traction power on most lines, including Lines 1–4 and 6–7, with power delivered via rigid conductors typically composed of steel-aluminum alloys rated for currents up to 4500 A.[1][67][37] Traction rectifier substations (TRS) convert grid-supplied high-voltage AC—such as 63/20 kV—to DC for the third rail, supported by lighting and power substations (LPS) at stations for auxiliary loads; for instance, Line 3 features 10 TRS and 22 LPS units.[67][1] Line 5 deviates from this standard, using an overhead catenary system (OCS) at 25 kV AC, with a dedicated substation transforming 230 kV AC to 27.5 kV AC feeders and ongoing renovations installing catenary masts.[1][68] Signaling relies on a centralized traffic control (CTC) system to oversee train operations network-wide, integrating wayside equipment that calculates train positions, distances to obstacles, and track gradients for collision avoidance.[1] Automatic Train Protection (ATP) augments this via on-board subsystems, including speedometers, antennas, and processors that enforce speed limits and issue alarms based on wayside data.[1] Supervisory Control and Data Acquisition (SCADA) monitors power distribution continuity, while telecommunications encompass optical fiber, radio links, CCTV, and public address systems for operational coordination.[1] These elements support headways as low as 120 seconds on select segments, though capacities vary by line configuration.[67]Stations and Interchanges
The Tehran Metro network features over 150 stations as of 2024, distributed across seven operational lines, with most stations located underground to navigate the city's dense urban layout.[33] Line 1, the north-south spine, operates 29 stations spanning 37.5 kilometers from Tajrish to Kahrizak.[32] Line 2 includes 22 stations over 22 kilometers, serving east-west routes.[32] Stations generally provide basic amenities such as ticket vending machines, information kiosks, and security checkpoints, with larger hubs equipped with escalators and limited elevator access for accessibility.[34] Interchanges enable seamless transfers between lines, facilitating connectivity across the system without extra fares for passengers using integrated tickets. Key transfer points include Imam Khomeini station, where Line 1 intersects Line 2, handling high passenger volumes due to its central location.[22][43] Shahid Beheshti station serves as the junction for Lines 1 and 3, supporting north-south and northeast-southwest travel.[43] Darvazeh Dowlat station connects Lines 1 and 4, while Darvazeh Shemiran links Lines 2 and 4.[10][43] Additional interchanges include Sadeghiyeh station for Lines 2 and 5, and Eram Sabz for Lines 4 and 5, extending service to suburban areas.[3][34] Some stations, such as those on Line 4, also intersect with Line 6 at Shohada Square.[34] These hubs often feature signage in Persian and English, though transfer walkways can involve lengthy corridors during peak hours. Recent expansions, including new stations like Parand on Line 1 in 2024, aim to enhance interchange efficiency and suburban access.[35]| Interchange Station | Connected Lines |
|---|---|
| Imam Khomeini | 1, 2 |
| Shahid Beheshti | 1, 3 |
| Darvazeh Dowlat | 1, 4 |
| Darvazeh Shemiran | 2, 4 |
| Sadeghiyeh | 2, 5 |
| Eram Sabz | 4, 5 |
| Shohada Square | 4, 6 |
Operations
Rolling Stock
The Tehran Metro operates on standard gauge tracks of 1,435 mm, with rolling stock primarily consisting of electric multiple-unit trainsets designed for urban rapid transit.[1] Early fleet acquisitions included 217 metro vehicles ordered on March 23, 1995, from China's Changchun Railway Vehicles (now part of CRRC) for Lines 1 and 2.[69] In 2017, a joint venture between CRRC, Norinco, and the Tehran Metro—Tehran Wagon Manufacturing Co—secured a €93 million contract to supply 70 additional metro cars to expand the network.[70] In March 2024, Tehran Metro authorities confirmed plans to purchase 791 trainsets from Chinese suppliers, following years of negotiations, to address capacity demands amid ongoing line extensions.[71] These imports reflect reliance on foreign technology due to sanctions limiting domestic capabilities historically, though train configurations typically feature 6 to 8 cars per set, with maximum speeds around 80 km/h and third-rail electrification at 750-900 V DC.[46] Domestic production has accelerated since 2022, with Tehran Wagon Manufacturing Co unveiling the first fully Iranian-designed metro trainset that year, achieving operational certification after safety testing.[72] Pilot passenger service for a seven-car domestic train began on April 20, 2024, meeting European safety standards.[73] By February 2025, series production was approved for trainsets with 85% local content, including steel bodies, bogies from Mapna Rail, braking systems from Tivan Termez Raili, and traction components from various Iranian firms; the initial phase targets 15 seven-car sets and one eight-car set.[74][29] Two such sets were slated for integration into the Tehran network by March 2025.[75] This shift aims to reduce import dependency, with localization rising from under 30% four years prior.[75]Daily Operations and Capacity
The Tehran Metro operates daily from approximately 4:30 a.m. to 10:00 p.m. on weekdays, with services starting later at 6:00 a.m. on Fridays, the Iranian weekend day.[35] [32] Train frequencies vary by line and time of day, typically ranging from 2 to 5 minutes during peak hours (7:00–9:00 a.m. and 4:00–6:00 p.m.) and 7 to 10 minutes during off-peak periods, enabling high throughput on major lines like Line 1.[76] [77] The system handles over 3 million passengers per day across its operational lines, reflecting substantial demand in Tehran's urban core and suburbs, though actual capacity is constrained by rolling stock and infrastructure limits on some segments.[5] [78] Daily operations include routine maintenance during off-hours to minimize disruptions, with trains adhering to fixed schedules to manage peak loads, where crowding often exceeds comfortable levels despite the frequency.[76] Expansion efforts aim to increase capacity toward 10 million daily riders by enhancing fleet size and line extensions, but as of 2025, ridership remains below this target due to ongoing construction delays and funding issues reported in state planning documents.[5]Passenger Usage Statistics
The Tehran Metro system handles over 3 million passengers per day, according to multiple reports reflecting operations as of 2024. This figure accounts for the network's role in serving Tehran's metropolitan area of approximately 9.5 million residents, where public transport usage remains challenged by high private vehicle reliance at around 72% of trips. Peak daily records have reached nearly 3 million, underscoring capacity strains during rush hours on key lines.[79][80][34] Annual ridership stood at approximately 824 million trips in recent pre-2020 assessments, though earlier data from 2018 reported 459 million, highlighting variability in reporting or operational fluctuations amid network expansions. By 2023, the system's 179 kilometers of track supported sustained daily volumes exceeding 2.5 million, with projections under a seven-year plan aiming for 10 million daily passengers by late 2025 through further line completions and fleet additions. Actual achievement of this target remains unverified in available data as of mid-2025, with current usage reflecting incremental growth tied to urban density and limited alternatives.[81][82][5] Line-specific data indicate Line 1, the oldest and busiest, carries about 1.2 million passengers daily, contributing significantly to overall volume while operating at near-capacity with 20-second station dwell times. Total cumulative trips since inception exceed 9.6 billion as of the early 2020s, evidencing long-term reliance despite infrastructure constraints and economic factors influencing modal share. Usage trends correlate with line extensions, such as those completed by 2023, yet public transport's modal split lags behind private vehicles due to factors including fare hikes and incomplete network coverage.[76][12][83]Fares and Access
Pricing and Fare Structure
The Tehran Metro operates a distance-based fare system, where charges are calculated according to the zones or distance between entry and exit stations, primarily via electronic deduction from rechargeable smart cards. Single-use paper or QR code tickets are available but typically incur higher costs than card-based fares, with base urban trips starting at around 15,000 Iranian rials (IRR) as of 2025. Longer intra-city journeys may reach up to 25,000 IRR, while suburban extensions, such as to Shahid or airport lines, command premiums up to 90,000 IRR or more. Fares reflect heavy subsidization by the government, keeping them among the lowest globally for urban rail, though periodic hikes—such as a 25% increase for paid tickets effective May 1, 2025—respond to inflation and operational costs.[76][84][85] Smart cards, including the Tehran Public Transportation Card (initially costing 40,000–50,000 IRR), enable lower per-trip rates through preloaded credit, with deductions scaled by travel distance; these integrate seamlessly with BRT buses for combined fares. Cash payments at vending machines yield rounded higher amounts, such as 70,000 IRR for standard urban routes or 170,000 IRR for select suburban segments, discouraging single-ride purchases. Students and children under certain ages receive discounted rates upon presenting identification, while seniors aged 65 and above ride free, reflecting policy priorities for equity amid economic constraints.[86][32][10] Fare evasion is minimized through automated gates requiring validated tickets or cards for entry and exit, with penalties for non-compliance enforced by on-site staff. Economic analyses attribute the system's affordability to state funding, which covers deficits from ticket revenue, though reliability suffers from underinvestment in maintenance. Travel sources, often geared toward tourists, emphasize low costs without delving into fiscal unsustainability, a gap noted in regime-critical reports highlighting fare hikes amid public discontent.[87][88]Ticketing Systems and Integration
The Tehran Metro employs a combination of single-use paper tickets and rechargeable smart cards for access. Single-use tickets, often featuring QR codes, are available for one-way or two-way journeys and can be purchased at ticket counters or vending machines within stations.[86][89] These tickets are scanned at entry and exit gates to validate travel distance. Smart cards, known as Tehran Cards, function as stored-value contactless cards that deduct fares based on distance traveled upon tapping at entry and exit points.[86][34] The cards cost approximately 50,000 Iranian rials to acquire and require recharging at stations or via designated apps, with a minimum recharge of 100,000 rials.[90][76] Integration with Tehran's broader public transport network is facilitated through the same smart card system, enabling seamless use across metro lines, buses, and Bus Rapid Transit (BRT) routes.[91][92] Passengers tap the card at metro gates or BRT/bus validators, with fares unified under a single electronic system that logs transactions for accurate distance-based billing.[91] This multimodal compatibility reduces the need for multiple ticket types and supports data collection for operational planning, as part of efforts to develop an integrated e-ticket framework.[93] Digital enhancements include mobile applications for card recharging and trip planning, such as the Shahrzad app developed by Tehran's municipal services, which allows users to top up smart cards remotely and purchase electronic tickets for metro and BRT access.[94] The official Tehran Metro app provides navigation support but does not handle direct ticketing, emphasizing physical card usage at gates.[95] While QR-coded paper tickets represent a step toward digitization, full mobile entry without cards remains limited, with smart cards preferred for frequent users due to their interoperability.[34]Safety and Security
Accident History and Incidents
On December 22, 2021, a train on Tehran Metro Line 5 passed a red signal and collided with a stationary train near Chitgar station, resulting in the derailment of multiple cars and injuries to 22 passengers, including one in critical condition.[96][97] The incident was attributed to a signaling failure, highlighting vulnerabilities in the system's automatic train protection mechanisms.[97] A fire erupted at Ekbatan station on October 9, 2020, caused by a gas leak in an electrical panel at approximately 7:45 a.m., leading to evacuation but no reported casualties or injuries.[98][99] Emergency services contained the blaze without significant structural damage to the station.[98] Construction-related incidents have also occurred, including a tunnel collapse on September 8, 2016, at a site for a new station on Line 6, which killed four workers and injured 11 others, some of whom were Afghan nationals.[15][100] The accident was linked to unstable soil conditions and inadequate shoring during excavation.[15]| Date | Incident Type | Location/Details | Casualties/Injuries |
|---|---|---|---|
| September 8, 2016 | Tunnel collapse | Line 6 construction site | 4 killed, 11 injured[15] |
| October 9, 2020 | Station fire | Ekbatan station, gas leak in panel | None reported[98] |
| December 22, 2021 | Train collision/derailment | Line 5 near Chitgar, signal violation | 22 injured, 1 critical[96] |