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Shenzhen’s newly opened Metro Line 11 features business-class carriages with comfortable seats and even window curtains. Reportedly， though， while passengers are packed like sardines into standard-class cars， the high-end compartments， which cost up to three times the price of their economy-class counterparts， remain almost empty. The striking contrast between the two types of carriage quickly triggered a heated debate on whether or not the “luxury” service should be offered.
Those in favor say that the differentiated service can satisfy the various public transportation needs of different passengers. Since Metro Line 11 is much longer than Shenzhen’s other lines， running as it does between the airport and the city center. Passengers heading to the airport with bulky or heavy luggage， as well as those traveling long distances across the city， will find businessclass more convenient than economy.
Opponents， however， criticize the upperclass service as a waste of limited transport resources， particularly during peak hours， when each train’s two business-class cars are almost empty， while the six standard-class cars are overflowing. Some say there’s nothing wrong with the concept， but it is ahead of its time； such special carriages will be appropriate once the city’s public transport network has reached such an extensive and complex stage of development that the metro system is no longer quite so crowded.
Inappropriate
Zhao Zhixuan （www.eastday.com）： By providing business-class cars， Shenzhen’s Metro Line 11 aims to make journeys more comfortable for long-distance passengers. While Line 11’s economy-class teems with passengers， its business class is almost empty. Consequently， the introduction of business-class cars has triggered strong debate. Apparently， the idea is to meet the special needs of people who require such services. The special provision， however， comes at the cost of ordinary passengers’ interests and， as it discriminates against ordinary people， is unfair. The question is whether China’s public transport resources are already sufficiently developed to allow such service differentiation.
With so few passengers taking business class， each train’s almost-empty special cars strike a stark contrast to the crowded economy- class cars. This is also a waste of transport resources. The priority for the city metro should be to ensure sufficient seats for a majority of ordinary passengers， not to set aside cars for special passengers while the current public transportation capacity is strained. The concept of business-class cars on metro trains is not objectionable in itself， but it should come on the precondition that sufficient capacity already exists to ensure convenient and comfortable journeys for a majority of metro passengers.
He Yonghai （Shanghai Law Journal）： Actually， as early as 2012， Shenzhen began to plan differentiated services on its metro system. At that time， the scheme sparked heated debates. Now， the plan has finally been implemented. But the question remains. Is it necessary and proper to provide such a service on mass transit systems？
Metro systems， as part of a city’s public transport infrastructure， are a kind of public resource. They also enjoy government financial support. For this reason， the service differentiation is inappropriate. As in many other cities， underground trains in Shenzhen have become as important as public buses. Intentionally creating a division in this area between rich and poor， therefore， is improper.
While the city’s public transport capacity still falls far short of the level that would meet current public demand， providing businessclass services for a small fraction of passengers is unacceptable. In all of China’s large cities， public transport is strained by huge crowds of passengers， and Shenzhen is no exception. In this context， local transport authorities should input more resources to ensure comfortable transport for a majority， instead of providing differentiated services.
Rapid urban expansion has brought more and more cars onto the roads and pushed more and more people into public transport systems. While metro lines remain inundated by massive waves of passengers， meeting the public’s basic transport needs should take precedence over providing special services.
Wang Ying （www.hangzhou.com.cn）： Do business-class metro cars waste transport resources or cater to passengers’ different needs？ The supporting opinion is that business class provides a comfortable service， and if passen-gers are willing to pay the price， it’s all right. The opposing voice argues that， as a kind of public infrastructure， metro systems exist to carry as many passengers as possible， not to waste limited transport resources.
While both opinions are reasonable to some extent， supporters and opponents are strongly divided. According to a survey by news website Xinhuanet.com， over 90 percent of respondents said they would not choose business class on the metro， and less than 10 percent said they would love to take the superior service. Of course， business class is nothing new； airline flights and high-speed trains provide such seating. Why， then， has the introduction of business class on metro trains provoked such public outrage？ The fundamental reason is the desire for high-quality public transport for everyone.
Unlike aircraft and express trains， mass transit systems operate over comparatively short distances and serve a whole city. Every day， the public depends on the metro， whose main mission is to safely transport as many passengers as possible. Empty carriages contravene that principle.
By running business-class cars， the Shenzhen Metro aims to fulfill passengers’ differing transportation needs. Although this is understandable， the operator should face up to the reality of current conditions on Shenzhen public transport. Instead of providing businessclass cars， the company should focus on relieving pressure on the system as much as possible. Passengers who feel the need for high-quality and comfortable services would probably be better off taking taxis.
An experiment
Zhang Ping （Daily News）： Sometimes， disputes arise due to lack of knowledge about certain programs， and sometimes， they arise due to misunderstanding. In the case of business-class carriages on the Shenzhen Metro， the first of their kind on the Chinese mainland， the reason for providing the special service needs to be made clear. Shenzhen’s Line 11 is not an ordinary metro line； it connects the city center with the Shenzhen Bao’an International Airport. With a total length of 52 km， Line 11 is Shenzhen’s longest urban railway.
In its role as the airport express train， Line 11 provides special carriages for people in need of a better service. Airport passengers， often laden with luggage， will find the business-class cars a good choice， as they are unencumbered by the sea of people that typically floods stan- dard metro cars. Those who claim the businessclass cars siphon off limited transport resources overlook the fact that the two special cars are additional to the six economy-class cars that make up regular trains. Thus， the service actually offers greater choice. Moreover， businessclass seats cost a maximum of 30 yuan （$4.5）， which is not high compared with the cost of taking a taxi over the same distance.
The dissatisfaction with business-class cars voiced by their opponents stems mainly from the unbearably crowded conditions of the Shenzhen Metro during peak hours. The managing company， therefore， should improve the way the system operates， for example， by increasing the frequency of trains during the busiest times， so that passengers feel less uncomfortable.
The introduction of business-class cars on the Shenzhen Metro is just an experiment. Whether or not the service will be accepted by more passengers remains to be seen. The idea of improving metro services to meet passengers’ differing needs， however， should not be dismissed.
Those in favor say that the differentiated service can satisfy the various public transportation needs of different passengers. Since Metro Line 11 is much longer than Shenzhen’s other lines， running as it does between the airport and the city center. Passengers heading to the airport with bulky or heavy luggage， as well as those traveling long distances across the city， will find businessclass more convenient than economy.
Opponents， however， criticize the upperclass service as a waste of limited transport resources， particularly during peak hours， when each train’s two business-class cars are almost empty， while the six standard-class cars are overflowing. Some say there’s nothing wrong with the concept， but it is ahead of its time； such special carriages will be appropriate once the city’s public transport network has reached such an extensive and complex stage of development that the metro system is no longer quite so crowded.
Inappropriate
Zhao Zhixuan （www.eastday.com）： By providing business-class cars， Shenzhen’s Metro Line 11 aims to make journeys more comfortable for long-distance passengers. While Line 11’s economy-class teems with passengers， its business class is almost empty. Consequently， the introduction of business-class cars has triggered strong debate. Apparently， the idea is to meet the special needs of people who require such services. The special provision， however， comes at the cost of ordinary passengers’ interests and， as it discriminates against ordinary people， is unfair. The question is whether China’s public transport resources are already sufficiently developed to allow such service differentiation.
With so few passengers taking business class， each train’s almost-empty special cars strike a stark contrast to the crowded economy- class cars. This is also a waste of transport resources. The priority for the city metro should be to ensure sufficient seats for a majority of ordinary passengers， not to set aside cars for special passengers while the current public transportation capacity is strained. The concept of business-class cars on metro trains is not objectionable in itself， but it should come on the precondition that sufficient capacity already exists to ensure convenient and comfortable journeys for a majority of metro passengers.
He Yonghai （Shanghai Law Journal）： Actually， as early as 2012， Shenzhen began to plan differentiated services on its metro system. At that time， the scheme sparked heated debates. Now， the plan has finally been implemented. But the question remains. Is it necessary and proper to provide such a service on mass transit systems？
Metro systems， as part of a city’s public transport infrastructure， are a kind of public resource. They also enjoy government financial support. For this reason， the service differentiation is inappropriate. As in many other cities， underground trains in Shenzhen have become as important as public buses. Intentionally creating a division in this area between rich and poor， therefore， is improper.
While the city’s public transport capacity still falls far short of the level that would meet current public demand， providing businessclass services for a small fraction of passengers is unacceptable. In all of China’s large cities， public transport is strained by huge crowds of passengers， and Shenzhen is no exception. In this context， local transport authorities should input more resources to ensure comfortable transport for a majority， instead of providing differentiated services.
Rapid urban expansion has brought more and more cars onto the roads and pushed more and more people into public transport systems. While metro lines remain inundated by massive waves of passengers， meeting the public’s basic transport needs should take precedence over providing special services.
Wang Ying （www.hangzhou.com.cn）： Do business-class metro cars waste transport resources or cater to passengers’ different needs？ The supporting opinion is that business class provides a comfortable service， and if passen-gers are willing to pay the price， it’s all right. The opposing voice argues that， as a kind of public infrastructure， metro systems exist to carry as many passengers as possible， not to waste limited transport resources.
While both opinions are reasonable to some extent， supporters and opponents are strongly divided. According to a survey by news website Xinhuanet.com， over 90 percent of respondents said they would not choose business class on the metro， and less than 10 percent said they would love to take the superior service. Of course， business class is nothing new； airline flights and high-speed trains provide such seating. Why， then， has the introduction of business class on metro trains provoked such public outrage？ The fundamental reason is the desire for high-quality public transport for everyone.
Unlike aircraft and express trains， mass transit systems operate over comparatively short distances and serve a whole city. Every day， the public depends on the metro， whose main mission is to safely transport as many passengers as possible. Empty carriages contravene that principle.
By running business-class cars， the Shenzhen Metro aims to fulfill passengers’ differing transportation needs. Although this is understandable， the operator should face up to the reality of current conditions on Shenzhen public transport. Instead of providing businessclass cars， the company should focus on relieving pressure on the system as much as possible. Passengers who feel the need for high-quality and comfortable services would probably be better off taking taxis.
An experiment
Zhang Ping （Daily News）： Sometimes， disputes arise due to lack of knowledge about certain programs， and sometimes， they arise due to misunderstanding. In the case of business-class carriages on the Shenzhen Metro， the first of their kind on the Chinese mainland， the reason for providing the special service needs to be made clear. Shenzhen’s Line 11 is not an ordinary metro line； it connects the city center with the Shenzhen Bao’an International Airport. With a total length of 52 km， Line 11 is Shenzhen’s longest urban railway.
In its role as the airport express train， Line 11 provides special carriages for people in need of a better service. Airport passengers， often laden with luggage， will find the business-class cars a good choice， as they are unencumbered by the sea of people that typically floods stan- dard metro cars. Those who claim the businessclass cars siphon off limited transport resources overlook the fact that the two special cars are additional to the six economy-class cars that make up regular trains. Thus， the service actually offers greater choice. Moreover， businessclass seats cost a maximum of 30 yuan （$4.5）， which is not high compared with the cost of taking a taxi over the same distance.
The dissatisfaction with business-class cars voiced by their opponents stems mainly from the unbearably crowded conditions of the Shenzhen Metro during peak hours. The managing company， therefore， should improve the way the system operates， for example， by increasing the frequency of trains during the busiest times， so that passengers feel less uncomfortable.
The introduction of business-class cars on the Shenzhen Metro is just an experiment. Whether or not the service will be accepted by more passengers remains to be seen. The idea of improving metro services to meet passengers’ differing needs， however， should not be dismissed.