Why is there no "Hongqiao Hub" behind Hongqiao Hub?

Hongqiao hub has become a miracle, so it is necessary to examine the planning changes in 2005-18 for more than ten years. Many people have answered the technical elements, but two points are worth noting.

Planning is a dynamic process from passive to active. In 2005, the railway station and the airport were initially put together, which was the result of the compromise of railway route selection, but the expansion plan of Hongqiao Airport was readjusted in combination with this opportunity. Before this, Hongqiao Airport even had the idea of dismantling and moving out, referring to Longhua Airport. Fortunately, the hub worked well in the end. 10 years later, the concept of Hongqiao business district was gradually put forward around the hub. Even after the merger of Jing 'an Zhabei, the rumors of "Hongqiao New District" were rampant until the vision and positioning planning of Hongqiao Business District was implemented in 2035.

Multi-party consultation and overall layout planning. In the whole process, the adjustment of Hongqiao station position is the fuse, the adjustment of airport planning is the breakthrough, and the rerouting and integration of public rail and empty rail traffic is the highlight. In the early communication, Shanghai took the lead in organizing a number of unrelated peer units to coordinate with each other, and all parties had sufficient reasons, patience and sincerity to do things. This process is rare even today. The success of Hongqiao, first of all, is the success of Shanghai, which has successfully consolidated its position as a comprehensive transportation hub. In this process, railway, aviation and local administration all have sacrifices, but overall it is still an optimal scheme.

When investigating the positioning of Hongqiao, there are several points to be noted:

The dual airport strategy has long been decided. Even if Hongqiao is demolished, there will be another airport in the west to bear the corresponding responsibilities, and even if this airport is mainly a domestic route, it will never be defined as an airport that only serves Shanghai. It needs to undertake the transshipment work in the Yangtze River Delta, Jiangsu, Zhejiang and even Anhui. Hongqiao's design passenger flow of 40 million is also planned on this basis, so air-rail combined transport is very important for the hub. Even when high-speed railway station is located in Qibao, we should consider this issue. From now on, going to the airport by subway is nothing more than walking 10 minutes. Of course, this issue is mainly considered by Shanghai, and it doesn't need to be bothered by the national railway.

In terms of national railways, there are problems with existing railways, Shanghai Railway Station and Shanghai Du Nan. Shanghai station cannot be expanded at all. In fact, it has always been a very marketable topic in Shanghai to expect Shanghai Railway Station to move out (for example, to Taopu Shanghai West Railway Station), get through Zhabei and completely revitalize the new railway station in the city that never sleeps. You can also refer to the relocation of Dachang Airport here. On the premise of not expanding the Shanghai Railway Station, it is impossible for China Railway to sacrifice the operation of hundreds of other ordinary and intercity trains simply for the Beijing-Shanghai high-speed railway. As for Shanghai South Railway Station, it was just completed at that time, and there was no obvious advantage from Hongqiao.

There is really no way to take care of Hongqiao Station and Shanghai Station on the Beijing-Shanghai line at the same time, otherwise Hongqiao can only be changed to Nanxiang instead of Qibao. But Nanxiang itself already has a Big Mac marshalling station. On the premise that Shanghai Station cannot be expanded or is incompatible with Hongqiao Station, it is more reasonable to take Hongqiao as the main line to reach the station.

The passenger flow between Beijing and Shanghai high-speed railway is much higher than the end-to-end passenger flow between the two hubs, and the passenger flow between Shanghai and Nanjing is the most impressive. It should be noted that when the Beijing-Shanghai high-speed railway started, the Shanghai-Nanjing intercity was also under construction, and Shanghai Station was the end of the main line. Passengers who really need to enter the center of the Yangtze River Delta region can choose the number of trains on this line.

As for the direct passenger flow between Beijing and Shanghai, on the one hand, considering the distance of 1300km, China Railway may not really expect to overthrow the airlines on this basis; On the other hand, the high-speed rail also has a big killer that can offset the flight delay rate of Hongqiao for dozens of minutes.

When Hongqiao hub was planned, the high-speed railway was still in its infancy, and the dispute over wheel-rail maglev was not completely over. In the initial planning of Hongqiao Station, there was a Shanghai-Hangzhou maglev as a verification line. This line can't go into town.

Shanghai's urban layout is polycentric. As the largest industrial city in China, Shanghai has a large number of secondary industrial institutions and living facilities for related personnel in the western suburbs of Shanghai, such as Baoshan, Jiading, Qingpu, Songjiang, Fengxian and Jinshan. Hongqiao is undoubtedly in a comfortable position. Compared with Daxing and even the Capital Airport, Hongqiao is really an urban area. Through two track crossings and several elevated expressways, Hongqiao basically falls in the center of Puxi one-hour traffic circle.

Personally, Hongqiao has at least a few points worth learning:

Revitalization and regeneration of large-scale transportation facilities in big cities

Urban planning and specific bearing measures of comprehensive transportation hub

Linkage communication and coordination mechanism of large-scale projects under multi-stakeholders

The above three points are of great reference value to the current nine national central cities.

I will answer the landlord's question from several aspects.

1. In the process of building four verticals and four horizontals, it is the mainstream understanding that the high-speed rail hub is located in the periphery of the city and at the junction of different cities. Even Beijing South Railway Station, which is close to the city center, still has this idea. The topographical structure of Shanghai determines that the newly-built large-scale high-speed railway station is located in the west. First, the west is facing the direction of going out of the province, which is the best choice from the perspective of the correct riding direction. Do you want to go near the East China Sea? What's more, the Beijing-Shanghai high-speed railway is connected with the southbound railway at the Shanghai railway hub, and a large number of vehicles around the city have to meander in and out like the early Guangmeishan Railway, which makes passengers spend more time and money on a trip on the east bank of the Huangpu River in Shanghai. Therefore, Shanghai and high-speed railway station must be located in the west.

2. It happens that Hongqiao Airport is also in the west, which objectively increases the possibility of merging high-speed rail airports into one. Other places may not have such luck. For example, Shenzhen North Railway Station is surrounded by mountains, and its airport is far from the city center, so it is unlikely to set up a large-scale high-speed rail hub. For example, Guangzhou North Railway Station, just four elephants away from the airport, was forcibly demolished and transferred to Baiyun Airport. It's not as simple as dismantling the station. The whole Beijing-Guangzhou high-speed railway and Beijing-Guangzhou ordinary have followed suit, so we have to choose to build a new intercity railway. Besides Beijing, Daxing Airport is more than 30 kilometers away from the city center, and Hongqiao Airport is only 16 kilometers away from the city center. Therefore, the probability of building a large-scale high-speed railway station with multiple trunk lines meeting near Daxing Airport is much lower, and normal operation is an ordinary intermediate station.

3. Hongqiao Hub has a large number of departure and destination trains, which is of course due to the planning, design and functional positioning of its stations, but the objective conditions are also due to Shanghai, a giant city and hub city (that is, whether Hongqiao high-speed railway station is located at the airport, as long as it is the main station of a prefecture-level city). As for the old station and the new station, how to allocate the number of EMU trains in proportion is another topic, which will also involve the issue of whether ordinary trains will stay or not, and it will also involve the reconstruction of the scale upper limit of the old station. Different people have different opinions, so I won't discuss it here.

4. The term "air-rail combined transport" actually includes four situations: international aviation+local national railways, international aviation+short-distance city railways, domestic aviation+short-distance city railways, and domestic aviation+long-distance national railways.

Obviously, of the above four forms, the first one has the highest comprehensive value because it is almost irreplaceable. ); The second value is second, because road transportation will divert intercity railways; The third value was higher before, but with the increase of high-speed rail density in the feeder line, the value decreased, mainly in the frontier and border provinces; The fourth value is almost zero, but it may be one in a million under special circumstances, such as Spring Festival travel rush peak and hard to get a ticket.

Shanghai Hongqiao Hub can well meet the needs of the first and second class passengers, and meet the needs of its international metropolis and the four first-tier cities in China.

Air-rail combined transport still has a certain demand for human beings at this stage. First of all, due to its own characteristics, the airport is doomed to be built in the city center; Secondly, not all cities around big cities have the conditions to build large-scale high-speed rail hubs or international airports. Third, the speed, safety and capacity of the railway are the great advantages of the highway and the scarce resources of the second, third and fourth tier cities. Take Jieyang Airport as an example. From Meizhou to Jieyang Airport, the experience of taking the expressway and high-speed rail by car is completely different.

5. Other answers mentioned that whether it is an airport or a high-speed rail, business and height are the inherent intention of its hub construction, and it is to build a high-end new city of high-speed rail, not a transportation hub, which leads to the promotion of humanistic policies. Other cities don't have such a volume demand at all, so a new city with the densest transportation network should be compiled, and even the Guangzhou-Shenzhen high-speed rail new city doesn't have this heavyweight.

3. Can Shanghai Hongqiao Hub Model be emulated?

Shanghai Hongqiao Hub is only from the perspective of air-rail combined transport. As mentioned above, there are other situations. However, it is inappropriate and difficult to forcibly integrate the high-speed rail from the origin to the terminal with the airport. Because there are too many factors to achieve the effect of Hongqiao hub, even Guang Bei-Shenzhen does not have it. In addition, due to high-speed rail competition, civil aviation airports will develop in the direction of centralized optimization. High-speed rail is difficult to build, and civil aviation is difficult to build. It is prudent to build air-rail combined transport. After all, domestic routes and high-speed rail will continue to divert civil aviation.

Parting line ~ ~ ~ ~

Explain the original answer.

1. Why is it almost impossible for Shanghai Hongqiao Hub to be copied (to the corresponding scale)?

Do you know the scale of Hongqiao Station? 16 platform 30 lanes! The one that can match it is almost like Guangzhou South Railway Station, and the top ten is no problem.

Do you know the size of Shenzhen North Station? 1 1 platform 20 lanes! It is completely the second echelon, ranking behind the scale of 20 stations.

Do you know the relationship between Shenzhen North Railway Station and shanghai hongqiao railway station? It is the first large-scale high-speed rail hub with four verticals and four horizontals.

Do you understand? From the beginning, the scale of high-speed railway station in Shenzhen was not comparable to that of Hongqiao in Shanghai, with two gradients.

Look at the design scale of Xili high-speed railway station, which is also the scale of 1 1 group of 20 tracks, and there is still no further slope.

Not as awesome as Shenzhen, so the scale of the station must be on a par with Shanghai Hongqiao, not to mention the air-rail combined transport with more complicated comprehensive factors. Are you going to take the initiative to move the main station to the airport or the airport to the city?

Shanghai Hongqiao is about 15km away from the city center, and Shenzhen Airport is also about 15km away from Nanshan core area and its before the gulf New District. In this case, high-speed railway station is far away. 15km, Shenzhen Airport has arrived in Chang 'an Town, Dongguan next door. What's more, how many trunk lines can Shenzhen Airport introduce? Even if the Guangzhou-Shenzhen urban rail is rebuilt, there are only two, right? Can the status and passenger flow of Futian and Luohu be abused by Baoan District? According to the data, after the opening of the Guangzhou-Shenzhen urban rail, the passenger flow can't even compare with the Wanhui urban rail. Compared with Shanghai Hongqiao, it's no joke.

If Hongqiao Hub had exchanged a position between the railway passenger station and the airport, so that Hongqiao Airport could effectively use more space in the western suburbs to lay out three runways, and other measures were taken, Hongqiao Hub would certainly be able to reach a new level, with the average daily passenger flow doubling, becoming the only super-transportation giant hub in the world.

First, it meets the overall planning requirements of the national high-speed rail entering the city and the airport moving out.

2. If Hongqiao Airport has three runways and a dual terminal building of nearly one million square meters, it can meet the air passenger demand of about 80 million passengers per year. In this way, we don't have to consider the location and construction of the third Shanghai airport, the transformation of Jiaxing military airport into Cheng Junmin shared airport and the construction of Suzhou new airport.

Third, it is conducive to the convenient distribution of passenger flow in Hongqiao hub. The hub can choose to build a large passenger distribution center on the second runway of Hongqiao Airport, which is closer to the urban area and has more convenient road traffic. More subway, intercity and other rail lines can be planned and introduced, which makes the passenger flow distribution capacity and efficiency of Hongqiao hub higher.

Fourth, it is conducive to reducing the impact of airport noise on the central city. If Hongqiao Airport chooses the relocation plan, its airport center will be pushed out about 3 4 kilometers, which is located between the existing Jia Min Elevated Road and G 15 shenyang-haikou expressway, that is, the area west of the National Convention and Exhibition Center. This plays an important role in reducing the noise of taking off and landing of Shanghai aircraft.

5. Conducive to the layout of other major transportation infrastructure in Shanghai. In the layout of urban roads including expressways, moving the airport westward can effectively solve the problem that the airport runway blocks urban road construction. Play a greater role in the construction of urban rail transit. If the hub distribution center is closer to the urban area, more track lines can be laid out; It is also conducive to the construction of a large-capacity fast subway loop along the outer ring of Shanghai. The fast railway connecting lines of Shanghai's two major airports can leave a large number of urban built-up areas, and are generally built along the direction of Shenjiahu Expressway with a high standard, with a design speed of 200 and 250 kilometers per hour. If the airport connecting line can stop directly at one stop or only stop at one stop in the middle, it can not only greatly reduce the travel time between the two major airports in Shanghai to about 20 minutes, but also serve as the * * * line segment extending from Shanghai-Suzhou-Lake high-speed railway and Shanghai-Hangzhou intercity to Shanghai East Station, and even serve as an important part of Shanghai-Zhahang high-speed railway.

It's Zhengzhou Airport, the Zhengzhou version of Dahongqiao. Xinzheng Airport (recently expanded to 4 runways, 5 long-term runways, with reserved space) Zhengzhou South Railway Station (sixteen 32 lines, connected to Zhengzhou Mi-shaped high-speed rail network, supporting intercity, subway and elevated). The high-speed rail airport will be switched at will within 10 minutes, during which a large-scale international convention and exhibition center will be built.

No, Ningbo West is more Hongqiao than Hongqiao.