Macau’s light rapid transit strategy marks a shift toward an underground-focused design to reduce cross-district travel time, alleviate congestion on cross-sea bridges, and minimize impact on the urban landscape.
A core component is “integrated infrastructure”: the proposed South Line and New Urban Zone lines will share tunnel structures with the Overpass in New Urban Zone A and B, and the fifth cross-sea connection channel, respectively, according to TDM.
Utilizing shield tunneling to minimize ground disruption, this approach seeks to lower costs, accelerate construction, and facilitate flexible Transit-Oriented Development (TOD).
For the Macau Peninsula, the goal is a closed-loop network. The immediate priority is the East Line Extension, a 1.5-kilometer underground route linking the Border Gate to the Qingmao Checkpoint.
Read more: LRT East Line nears 50% completion amid plans for South and West extensions
Medium-term plans of the light rapid transit strategy include the 7.7-kilometer South Line and the initial phase of the West Line. The South Line, connecting Barra, NAPE, and the Hong Kong-Zhuhai-Macau Bridge, will be primarily underground, with an elevated segment at the artificial island.
The West Line, running 3.7 kilometers along the Inner Harbour, will be constructed in coordination with flood control projects; the section from Qingmao to Fai Chi Kei is a medium-term target, while the extension to Barra is planned for the long term.
In Taipa, the study proposes two long-term underground routes: the Taipa North Line (3.9 km) and the Taipa Central Line (2.2 km). The North Line will connect New Urban Zones to Ocean station and Pac On station to manage passenger flows for large events, while the Central Line will serve core areas like Taipa Central Park.
Given their operational independence, the government is considering a new system and depots for these lines. Meanwhile, the Seac Pai Van extension remains a short-term priority.
