Who made the subway cars in Shanghai?

I design subway stations, so I pay close attention to the posts about Shanghai subway. It seems that everyone is very concerned about the Shanghai subway and has put forward many questions and suggestions. I think this is very important to us.

It is very helpful to improve the design ability. Thanks in advance! Let me explain a few questions first: 1. Metro 1 Line was not designed by Germans, but designed by China people themselves, but it was made with the help of Hongkong Metro Company. Many British people came at that time, but they only stayed for a while (the Japanese won't help you draw the construction drawings). At that time, the leading design unit was Beijing Urban Construction and Design Institute (the only subway in China at that time), and the reference design was completely a replica of the Hong Kong subway. If anyone has been to Hong Kong, see if the oldest Dongchun Line is very similar. 2。 The design of Line 2 is really a failure, but this failure is completely different from that uploaded on the Internet. The main problem is the wrong choice of environmental control, which leads to high energy consumption and cost, which is impossible for ordinary people to feel. Other standards are much higher than 1 line. Some posts on the Internet said that the defects were exaggerated and many of them were not in place. 3。 Line 3 is completely restricted by the system, and the land belonging to the whole line belongs to the Ministry of Railways, so the design is dominated by the design unit of the Ministry of Railways. There are indeed some problems in coordinating railways and localities in the whole project. 4。 About People's Square, hahaha, I am building the main design of People's Square Station on M8 Line. What you see in the future is the hub station where three lines transfer. At present, the main contradiction is that it is inconvenient to transfer between 1 and Line 2. The problem is that the short transfer corridor is too narrow and the instantaneous passenger flow is too concentrated. For safety reasons, the operation department has to adopt the so-called clockwise shift. So why is it narrow? The main reason is that the passenger flow forecast is insufficient (don't blame me for swearing-we don't know what the passenger flow forecast model of Shanghai Communications Research Institute is * * *), so we designed it. ! However, this issue has also attracted attention. In the future, everyone will take a spacious transfer hall, and there will be no more congestion, but if the land is not approved by the municipal government. . . . . When I say it for nothing. I just explained the transfer of 1 and 2 lines. At present, it is an emergency temporary measure, but in the long run, it is definitely not the case. The huge transfer hall opens and I believe no one will scold you, hehe. 5。 It's a long story about the car. 1 and Line 2 use German Siemens cars, which are really expensive! So up to now, there is no way to make up for the eight-segment grouping. However, after the opening of the north extension of * * Hexin Road Viaduct 1 Line, it will be grouped into eight sections, otherwise it will be really crowded. Line 3 (Light Rail) is a newly bought car from Alstom, France. To tell the truth, the quality is worse than that of the Germans, so it is always bad (no way, it was decided when Chirac visited Shanghai). The problem of vehicles is really beyond the family's decision. Take the vehicles on the M8 line as an example. M8 is a main trunk line of Yangpu. I think the characteristic of that line is that most people just don't get off the bus until they get to People's Square! Blind people also know how many informers there will be. For such a huge passenger flow, he chose a small car (just like Xinmin Line). See how to fight in the future! I can't help it Shanghai imported a production line specialized in producing cars from France, but it couldn't be produced. Nobody wants it? The leaders have the final say! We are firmly opposed to the usefulness of design, so I lament the painful experience here. Line 5 uses Alstom's car, which is made in China. The biggest disadvantage of Line 5 is the constant temperature carriage, which can be kept at 20 degrees in summer, but if it is 20 degrees in winter, the bench will freeze. I was frozen for a whole winter last winter. In addition, in order to save investment, the equipment used in Line 5 is basically made in China, so there are many problems in operation (people who do operation and maintenance know this best). I'm not advocating that "the moon in foreign countries is round", I'm just saying it realistically. The design of Line 5 is very strange. At the Dongchuan intersection of Humin Road, I suddenly turned to Yi Xi Road to Tianxing Road at the bottom of Minhang (almost a deserted place), instead of going directly south to the core bustling area of Jiangchuan Street, to prepare for the future extension of Fengxian and Jinshan to the south. At present, there are fewer passengers on Line 5, so it is not convenient for most residents of Jiangchuan Road Street in Minhang to take Line 5. How can a project that is so divorced from the actual needs of the people not be left out in the cold and lead to losses? Did the enterprises in Minhang Development Zone pay part of the project payment? The direction of Line 5 is decided by the two-level urban planning departments and the Construction Committee. Their reason is to consider the long-term development of Minhang District Center in this direction. As for whether there are other insiders, I can't answer. 6。 Suicide problem. This problem has just appeared, and I really didn't think of it before, but I want to tell you here that the screen door was originally designed for line 1 (mainly to save air conditioning and also play a safety role), but it was not installed for some reason, saying it was too expensive (mom's decoration was too luxurious to afford to install this door), and people in Guangzhou and Shenzhen all installed it, which was really shameful. Call on you to build it. 7。 Say a pervert, the original design of the Stadium Station of Line 4 (Pearl Phase II) and the Stadium Station of Line 1 has a very convenient transfer staircase, and the platform goes directly to the platform, which is called zero transfer. It was also published in the newspaper at that time. Since the accident on Line 4, all responsible persons have been frightened, because it is also a relatively high construction risk, so I decided to cancel this transfer staircase and let passengers walk around the station hall. ! But the leader decided what else could I do? ! I dare not tell anyone that I designed it in the future. Everyone is concerned about Line 4. There is nothing else to say. Please rest assured that the line will definitely be repaired and will not be abandoned, although it is difficult. Line 4 will be put into trial operation around June next year, but it will not pass through that place for the time being. Line 4 and Line 3 run together in a "C" shape (it should have been circular, but now it is broken).

* * * New Road North Extension was opened to traffic in June this year, 10 (if there are no accidents). If you don't need to transfer to the long-term design and 1 line, you can always sit in Xinzhuang, but you can't do this during the trial operation. I don't know the specific operation arrangement. According to my experience, ordinary passengers are definitely not suitable for commuting before the Spring Festival (the fare and time will be controlled). First of all, if the north extension is enabled, the entire 1 line must be grouped in eight sections, otherwise it will definitely blow its head and cause chaos. Originally, six sections were considered in the near future, and long-term reconstruction was later found to be infeasible, and it was decided to reach the goal in one step. Secondly, the cars on Line 3 are shared with Lines 1 and 2, and you can of course drive to Lines 1 and 2 if necessary, but the cars on Line 3 are specially used outdoors, so the heat insulation effect is better, and it will be wasted if they are used underground. The platform of Line 3 is relatively simple. Now, some shelters are installed on some platforms. I think the waiting time will be shorter in the future, and I may not feel anything. After all, subway and bus are the same thing, and what I said may not be right. The tunnel of Line 3 in the railway station is really a failure, and it can't be changed now, but we are assisting the original design unit to consider a one-vote transfer (that is, we don't have to buy a ticket to enter the station).

There are flood control measures at the subway entrance and exit. If you pay attention, you can see that there is a set of equipment written "for subway flood control" in the underground part of the entrance and exit. Generally, rain will not flood in. If there is a big flood, the subway can withstand the water level of 1.2 meters (by that time, the whole Shanghai will be finished). Speaking of floor anti-skid, I also have a headache. The glass fossil materials we use now have good anti-skid effect both in experimental data and sample test, but the actual use situation is not very ideal. We are negotiating with champions, Nobel and other material suppliers to develop new varieties, but it seems a little difficult to meet all the requirements. In the future, we may focus on anti-skid effect at the expense of beauty.

Near the zoo, it should be the west extension of Line 2, all the way to Hongqiao Airport. Now, Hongqiao Airport Park and Weining Road are already under construction, but the problem is that macro-control can't speed up the progress. You are waiting for the west extension of Line 2, which originally only went to the airport park station, but now it has been changed to Hongqiao Airport Terminal. Recently, you have encountered macro-control, and the most optimistic will have to wait until 2008.

There are four lines under construction: 1. Line 4 (Pearl Line Phase II) is the one with problems. It will be put into trial operation around June next year, with C-type operation. As mentioned earlier, Baoshan Road and Hongqiao Road are connected with the first phase of the Pearl Line to form a circle. 2。 Line 6, in Pudong, is in full swing, from Waigaoqiao to Linsan area, and was opened to traffic in 2006. Line 6 has not been approved yet, but a lot of construction has been completed, so everyone is still optimistic, it should be 2006. There should be no problem with Line 9, but the technical problems of several nodes have not been solved, and many local changes have occurred, which has delayed the development. 3。 Line 8 (Yangpu Line), most of Puxi has been started, and it is also 2006 from Zhongyuan Community to Pudong Universal Studios (Expo), but it is a bit dangerous. I think the worst is Lin San and Pudong. M8 was supposed to go, but it turned out to be an Expo, which was diverted to Universal Studios. People over there have to wait for R4 and M5. I don't know what year and month it is. The first phase of Line 9 (Shensong Line) from Songjiang to Yishan Road has not yet started. Originally, it was said that in 2006, the progress was too slow, and several nodes were contradictory, so many inside information could not be explained clearly at the moment. Generally speaking, this line is represented by MTR Construction Co., Ltd. (in fact, it is a cooperation between Hong Kong Metro Construction Co., Ltd. and the local government), and Tianjin Third Railway Institute has made the overall design. The working methods of these two units are inconsistent with the local government. As a result, the progress of the project is very slow and full of twists and turns. One of my brothers works in qibao station, and the construction drawing alone has been published seven times. This is a great event. There is nothing else now. Yishan Road Station has not yet started construction. With their efficiency, I estimate that there is no hope in two years, and there should be no problem with Line 9, except for the technical problems of several nodes that have not been solved, and there are still many changes, all of which are suppressed.

-The most important thing is that the MTR is not acclimatized. With the actual level of general contractors, subcontractors and manufacturers in Chinese mainland, it can't meet the basic quality requirements of precise management. Few people can understand the relationship between the bidding business forms designed by MTR. However, I also introduced the situation of Shenyang-Songhuajiang Railway earlier, mainly because the working methods of MTR construction (developer) and the Third Railway Institute (overall design) are not particularly adapted to the local situation, resulting in poor coordination in many links and particularly slow progress, which cannot be completely blamed by others. The local working methods are flexible, and most of the time they don't follow the rules, otherwise the cycle will be incredible, but neither the MTR nor the three railways do. Many ways of doing things are in conflict, and the vacillation of planning makes the whole work difficult to reach a conclusion. Anyway, some important nodes have just been decided recently, but God knows whether they will be overturned in a few months, and the construction drawings have been published many times. The MTR and the Third Hospital will not start construction until the government departments have official documents, but no one dares to make a decision, and this matter may be dragged on forever. Our previous routine is to create a given fact and do it first. To a certain extent, this is the only way. This method is very efficient, but it is easy to regret, which is why our construction speed is extremely fast, but there are many regrets. -At present, it is not clear when the tender for weak current system will be closed. The original intention of the municipal government to introduce MTR is not to strengthen the competition of Shanghai subway construction, but to attract investment from Hong Kong. The management level in Hong Kong is high, but the problem now is that the management level of the construction party is far higher than the actual level of the general contractor and system subcontractor. The actual management accuracy of mainland builders can't keep up with the requirements of Hong Kong. Let's just say that the well-designed business form of MTR really reflects the management level. Without rich practical experience and forecasting ability, it is impossible to fill out these forms at all, and it will also bear high commercial risks. However, among the seven general contractors, Siemens is familiar with the relationship between these forms, Alcatel may be ok, and others are only half-baked. I have explained it to some system subcontractors for more than five times, but some people still don't understand. God knows what jokes will be made when it comes to this.

1. Nowadays, many public facilities prefer glamorous appearance, and do not pay attention to the actual use effect. For example, bright marble is used everywhere on the ground. Don't say that water will slip when it rains, so will girls' stilettos. Even men can skate in polished shoes. The same is true of major shopping malls, as well as the previous subway platform walkways. Compared with the 1 line, it extends several platforms better and uses a lot of rough granite, so it has a strong grip when walking, even if the chassis is high, it is stable and will not slip at high speed. 2. The collision accident of the north extension line of1Line in March and April, it is said that two carriages were lost, and it is estimated that 20 million hit Shui Piao. The accident is said to be a problem with Siemens signal. But it's strange why the government will come forward to deal with it in a low-key way. It seems that there must be something in it. 3. At present, the platform safety devices are mainly screen doors and safety doors. Security doors are somewhat similar to screen doors. This is a product with China characteristics. It is 1 meter high, which is similar to the yellow guardrail used for road construction. Installed on the platform, you can get under the platform when the subway comes. Usually the fence is at the edge of the platform to isolate the platform from the tunnel. This thing is very cheap. It is said that it is only 20,000-30,000 1 m, which can prevent passengers from being caught. And it has no contribution to the environmental control (air conditioning energy saving), noise reduction and dust reduction of the platform. Now Shanghai is ready to go, and it is said that Line 6 will be piloted. Screen doors, installed in Guangzhou Metro, belong to westinghouse and Otis. Expensive! One set has been installed at Shanghai Line 1 North Extension Circus City Station. It is a company in Shanghai, which cooperates with Weilai and Fonda in France and Shenzhen. It's the Favelle brand. In fact, the real French technology is the door machine and the control computer. The glass panels of the door and frame components are all made in China. Shanghai people are responsible for installation and warranty maintenance. French people eat meat, while Shenzhen people drink soup. Shanghainese can only lick dishes, so they should always be careful not to break them. The price is also ridiculously high. China people made a little money this time. The value of such a large pile of things only accounts for about 20% of the total price, but the French portal crane control system accounts for more than 70%. Huge profits! A unit of screen door is about 3 meters, but the price is1.2000 RMB, which is equivalent to the size and value of a Santana 3000. In other words, a platform is nearly 100 meters long, and the investment of screen doors is equivalent to stopping at both sides 1 and taking a trip to the new Santana 3000. This time, 80 screen doors were installed at Circus City Station, with a total price of10 million RMB. Isn't it amazing? The screen door in hengshan road was made by China himself. It looks a bit like it, but it is rough and the control is far from perfect. It was done by several domestic experts who didn't buy foreigners' accounts, so they gave up halfway. Alas, they paid the tuition again. In fact, if we really want to pay that much money, we have developed screen doors in China. Maybe people nowadays are impatient and like to make great achievements. Although the screen door is not big, it has a lot of technology, and it has to bear the squeezing force of at least 200 cows. The frame is made of No.30 H-beam, which looks light and practical, but the whole platform needs hundreds of tons of steel, and the safety is still guaranteed. At present, the platform of Line 4 14 needs to be equipped with screen doors, and the total price is 1 more than 100 million, which was also made by Faweilai, Shenzhen University and Shanghai. This time, there may be more things localized, and the fate of licking the plate with soup will not change, but the soup is thicker and there is more left on the plate. There are some hidden problems with the screen doors in Shanghai, that is, when the doors are opened, there is a gap of more than 30 cm between the screen doors and the subway cars, so children or adults may be caught without being recognized by the security system. Can you imagine what will happen to the people caught in the train when it starts, like rubbing noodles?

I mentioned the gap of more than 30 marks five years ago. I thought there was something wrong when I saw the design details, but I mentioned it and didn't see any reaction. I haven't seen the drawings yet. If they are Favelan's, I think I should pay attention to them. After all, people have done a lot and have rich experience! In fact, I think the complexity of the screen door lies in the control system. What is a portal crane? To put it bluntly, it is the automatic door in the mall. I have consulted several Japanese manufacturers about this matter. Although I don't quite understand it, I heard a general idea. This means that other things, such as door leaves and structural connectors, are worthless ordinary machinery, but when people do system integration, they will become extremely mysterious. When I saw the detailed drawings I drew in China, I said, "If it is Favelan's design, you should pay attention." -Unfortunately, this is the original picture of Favelle. I guess European girls are too old to get in. In fact, there is no need to be too superstitious about foreign companies in design. I have contact with Favelle in Germany and Favelle in France. The overall impression is not entirely humanistic and rigorous, and there are many problems and loopholes.

Besides, this Faweilai is not an advanced company in Europe, and from the benefit point of view, Shanghai Faweilai, which makes train air conditioning, is the best in the world. However, for the control of the screen door, Faweilai did spend a lot of thought, rigorous, regardless of cost. Each individual door unit has a set of PLC, and the units are connected and communicated through serial ports, and finally connected to the main control computer system. As a result, a platform has 80 sets of doors, that is, a network composed of 80 sets of PLC computers, which is similar to an Internet cafe. I also think there is no reason for the screen door to open such a high price. There is an article in front that is devoted to bidding for screen doors. In fact, according to the bidding results, it is possible to install them free of charge. -The installation requirements are very high, and each platform is different, which requires independent measurement, independent design, and single-piece manufacturing of each structural member, which is also an important factor of high cost and long installation period. It is estimated that it is also difficult to install it for free. Because these three companies manage the technical design, Shenzhen manages the glass door body and Shanghai manages the installation. If the installation is free, what will Shanghainese eat? I want to ask, why is that screen door so expensive? Isn't it an automatic door? (I'm an amateur, just asking)-Screen doors are automatic doors, but they are too advanced. For example, one is a wired phone and the other is a mobile phone. The installation requirements of screen doors are very high, including rigidity and strength. On the one hand, there is no experience before, on the other hand, the structural design of subway tunnels is limited now, and many screen doors need to be re-measured, redesigned and reconstructed, so the cost is very high. It should be much cheaper if the subway design can start from civil engineering in the future. What you see is only the most intuitive part of the screen door. You don't see much structure and control. You can see 10 thousand yuan per meter, but you can't see the big head.

I have been to Favelle, and I don't know why 40. 1 10,000 air conditioners are assembled with such cheap parts. I also heard that a carriage costs 1.2 million dollars. Why, is profiteering acceptable? ! = = = = = = = = = = = This is the brand. This air conditioner used to play Weilai brand, about 200 thousand. Because there are no competitors in the monopoly, the price will rise to all imported products. To tell the truth, the product is really good, and the parts used are not the cheap parts you said. The shell is made of all stainless steel by numerical control, hand-welded, comparable to Rossles, and then the outside will be chemically corroded and sprayed. The heat exchangers are all welded by thickened copper hydrophilic aluminum foil and 45% silver covered electrode. The latest copper heat exchanger uses purple copper foil instead of aluminum foil, which is said to have the special effect of killing viruses in the air. In addition, the price of raw materials has risen sharply now. Also, it depends on who sells this air conditioner. It's hard to say the price of domestic cars sold to Qingdao and Nanjing, but it's embarrassing to sell them to Bombardier. It's dozens of points higher. In addition, train air conditioning is managed by the Ministry of Railways, with an independent closed system and monopoly. Only Faweilai, Guangzhou and Shijiazhuang in China can drive air-conditioned trains, and the other two are much worse in scale and brand. At present, the air conditioners on Siemens cars of Shanghai Metro and Alstom cars of Xinmin Line are also made in faville, Shanghai.

Many friends have mentioned why subway cars are so expensive. Isn't it just to make the train car smaller? I don't know why it is so expensive. A Siemens carriage costs more than RMB1000000! If the cars produced in Tangshan are only 500,000 RMB, one Siemens car can be equipped with 20 Tangshan cars, which makes it possible for three subways to be equipped with more than 6 cars. I also took the subway in Beijing, but I didn't expect it to be 20 times better than Shanghai! Anyway, I don't know, just introduce what I know about Siemens cars. Domestic cars are ok when they are new. After running for a few days, they are everywhere, sitting on them, swinging from side to side, not talking about noise, and getting fat. The whole thing seems to fall apart at any moment. This Siemens car is different. It has been running for five years, and it is still so smooth and quiet. At the front end, a batch of the earliest Siemens cars were overhauled in China. It is almost as good as new. It's really amazing. If it is a domestic car, it is estimated that it will be scrapped directly before the overhaul, and it will be scattered without disassembly. Parts designed by Germans are sometimes really heavy, but they still need the strength of porcelain. One can be used as several parts. The two cars hit by the 1 line northbound this time are really heartbreaking. Air conditioning system is not air conditioning, but air conditioning system. Foreigners emphasize that the system is reasonable, not just installing an air conditioner to blow air. It is mainly composed of air conditioner with electric heating, air duct, electric heating seat, electric heater under the seat and floor heating. In summer, due to the arrangement of many tuyeres, the wind blown out is not very big, but it emphasizes quietness, softness and comfort. Standing anywhere in the carriage, I just feel cool and comfortable, and I can't hear the sound of the wind. I only feel the wind blowing, but I can't tell where it comes from. In order to pursue the comfort of air supply, when the air supply temperature is lower than the set value, the electric heating system will be automatically started to achieve the effect of constant temperature, which is unimaginable to our domestic designers. The domestic design is relatively straightforward. If several tuyeres with high wind speed and low air supply temperature are set up, they will blow hard on their heads. If you just come in from the sun, you may feel quite happy, but if you stay for a long time, you will inevitably have a headache, sore shoulders and cramps. China people have just come from food and clothing, and their requirements for comfort are relatively rough. Foreigners' designs are not very much to China people's taste. When the 1 line was just running, many passengers complained that the air conditioner was not cold enough, so the configuration of air conditioner was specially strengthened according to the national conditions of China in the future carriage design. Of course, this is not only related to the design concept, but also related to the climate in Shanghai and too many passengers in the rush hour of Shanghai subway. There are so many people at rush hour that they can't even splash water, let alone blow the phoenix. Germany has a temperate continental climate, with cold winters and cool and pleasant summers. Therefore, few families in Germany install household air conditioners, because the highest temperature in summer is only a little over 30 degrees, and it is all in the afternoon, so it is cold in the morning and evening. Needless to say, the air conditioner doesn't even use the electric fan. It may be hard for them to imagine the continuous high temperature in the subtropical high pressure zone at 30 degrees at dawn and 50 degrees at noon in Shanghai, so Germans tend to be conservative in air conditioning design, whether it is cars or trains.

I said the fresh air volume and air supply volume of the air conditioner, but I didn't say the cooling capacity of the air conditioner. In other words, we can now feel the strong wind (not necessarily the cool wind) that can only be felt by the sea in the underground passage of the platform, the floor of the exhibition hall and the platform. After installing the screen door, I'm afraid we'll never feel it again. As for the cooling capacity, the installation of screen doors can definitely greatly reduce the design cooling capacity of air conditioners. It is estimated that the design cooling capacity after installing the screen door is only one-third of that without the screen door, which means that the initial equipment investment and air conditioning operation cost can be greatly reduced. Therefore, after the platform without screen door is installed, the original air conditioning equipment can at least be used as a backup machine, and the electricity bill can also be reduced. But I don't know if the reduced cost will be given to passengers. Maybe the operating company will only tell us that "we will give back to passengers with better service". Regarding the issue of setting up public toilets in the subway, I think it is worth discussing. If I'm not a designer, I guess maybe I'll support setting up public toilets in the subway-after all, it's convenient, but I'm a professional designer. I know how high the cost of underground engineering is, how high the cost of installing an extra toilet is, and the cost of building a toilet underground can build three luxury toilets on the ground. So when designing in the past, so many experts discussed and decided not to consider public toilets. Now the voice of the people is very high, so our current design is to consider increasing the number of public toilets, but also try to avoid increasing the cost and be willing to sacrifice some other functions.

From Xinzhuang to Shanghai Railway Station, it is saturated at 7~9.30 in the morning, and it is like making zongzi every day. In recent days, it seems that there are many real estates, and it is obviously impossible to accommodate Xinzhuang to Caobao Road Station. It takes 65,438+00 minutes from Lianhua Road to Shanghai Gymnasium Station. In recent days, because there are too many people, it is impossible to close the door. It took at least 20 minutes, and the subway load was over-saturated. The design capacity is 2 minutes, and it can be more than 8 vehicles at most. In that case, it would be much better. The key depends on how much money they have to buy a car. If they have no money, there's nothing they can do, right?

Since the opening of the underground platform of South Railway Station on Monday, the number 1 has been squeezed to death! ! My car on Lianhua Road has a relatively loose seat station. As a result, I was shocked to say this. The platform is full of people, especially Caobao Road Station, where there are more people. Today is Wednesday. As a result, one car ran to the front to "put out the fire", and then the second car was full. Alas, what shall we do if this continues? There is a new property to be delivered behind Lianhua Road Station, and thousands of people will rob the subway in a few days. How can I live? ! ! !

It's too noisy. I haven't tidied it up yet, so you can make do with it. Turn around! ! ! Hey hey.