2. TABLE OF CONTENTS
1. Goal of the Project
2. Introduction
2.1. Background
2.1.1. Population
2.1.2. Size of Economy
2.2. History of Chinese Transportation
2.2.1. National data averages and totals (in metric units) for major
cities in China (for specific major cities and overall)
3. Modes of Transportation
3.1. Railway Network
3.1.1. High-speed rail/Bullet train
3.1.2. Traditional rail
3.2. Waterway Network
3.3. Highway Network
3.4. Airport Network
3.5. Freight Network
4. General Issues
4.1. Congestion
4.2. Environmental Pollution
4.3. Traffic Safety
4.4. Government Policies
4.5. Use of Outdated Technology
5. National Transportation Growth History 1980-2010
5.1. Transportation Demand
5.2. Energy Consumption
5.3. CO2 Levels
6. Study of Chinese Cities
6.1. Regional Discussions
6.2. Big Cities
6.2.1. Beijing
6.2.2. Guangzhou
6.2.3. Shanghai
6.3. Medium Cities
6.3.1. Zhengzhou
6.3.2. Wuhan
7. Conclusion
8. Appendix
9. Works Cited
3. Chinese Transportation Network Trends
1. GOAL OF THE PROJECT
2. INTRODUCTION
2.1 Background
Every aspect of China is burgeoning, from basic statistics like its population
to more complicated economic indicators like its GDP, these numbers are increasing
at an astonishing rate. Currently, China is the largest in the world in terms of
population (1,340,910,000 in 2010), and has the second largest nominal gross
domestic product (4.01202 x 10^13 Yuan, or $5.93 trillion in 2010), which only falls
short to the United States. The only thing more impressive than these numbers is
the rate at which they are growing; from 2000-2010 China’s population increased
by 5.8% and its GDP grew by a staggering 304.4%. These growth statistics are
supported by another factor: China is the second largest country by land mass,
coming in at 9.6 million square kilometers. These numbers give insight into the
huge potential that China has as a nation.
The aforementioned statistics show the prosperous nature of China, and it is
vital that there is a sufficient transportation network, in terms of extent and
efficiency, to support China’s growth and huge population. In order to see what
China’s transportation network will look like in the future, it is necessary to look
back at its past to see how it has grown, and how its growth correlates with and
influences other factors like population, GDP, and emissions.
2.2 History of Chinese Transportation (1980-2010)
In 1980, China’s population was only 987 million, 350 million less than it is
now. In order to support China’s growth, the railway, highway, waterway, and
airway networks had to grow to accommodate not only the increasing population,
but also the enormous amounts of freight produced for China and the international
community.
3. MODES OF TRANSPORTATION
Transportation has seen significant growth and expansion in recent years in
China, in correlation with the rapid growth of the urban cities in general. Much of
modern China’s transportation systems have been built after the establishment of
the People’s Republic in 1949. Although rural areas of China still largely depend on
simpler means of transport (such as riding bicycles, motorcycles, by foot, or with the
help of animals), a modern maglev train is slowly connecting more and more places
across provinces in China.
3.1 Railway Network
7. 3.5 Freight Network
4. GENERAL ISSUES
In a country such as China that has developed rapidly over the past few
decades, the need for better and efficient transportation is more important than
ever before. The urban space is in need of vast transportation hubs that can handle
the mass influx of passengers and commodities from other parts of China. However,
keeping up with the demand proves to be quite challenging.
4.2 Environmental Pollution
Environmental and air pollution has been a very serious issue in China. Coal
production and use in China has increased ten-fold since the 1960s and as a result,
China is “the world’s largest emitter of CO2 due to fossil-fuel use and cement
production (Boden, T.A 2011).” Many people in urban settings cannot bear walking
outdoors without a scarf and mask, and visibility has reached all time lows,
especially in the summer months.
0.000
50.000
100.000
150.000
200.000
250.000
300.000
350.000
400.000Length(in10,000kilometers)
Length of Civil Aviation Routes
Length of Civil Aviation Routes
9. As we can see from Figure 8, the total fossil-fuel emissions have doubled starting
with the year 2002. Most of the emissions come from a significant increase in
emissions from solid fuels.
2008
Emissions from Gas Fuels
Emissions from Liquid
Fuels
Emissions from Solid Fuels
Emissions from Gas Flaring
Emissions from Cement
Production
10. A quick comparison allows us to see that the percentage of emissions from solid
fuels has staggered at around 75% of total emissions, while percent emissions from
gas fuels have increased significantly. In actual figures, it is quite astonishing to note
that total emissions in 1978 were only 20.79% of total emissions in 2008 (398,737
thousand metric tons of carbon) and that total emissions in 2008 were a 380.92%
increase from 1978 (with 1,917,621 thousand metric tons of carbon).
4.3 Traffic Safety
In certain cities still undergoing a transition process towards a modernized
state, paved roads and dirt road run parallel to each other. This runs the risk of
passenger safety, as certain places do not have adequate traffic lights or road signs
to alert drivers on how to proceed. Meanwhile, traditional modes of transport such
as bicycles and wagon carts may be interfering with traffic safety as they frequently
come onto the roads and cause traffic delays and congestions.
4.4 Government Policies
Several government policies have been implemented in the past to try to
discourage vehicle usage and reduce air pollution. The Standing Committee of the
National People’s Congress is “considering a draft that would impose fines of up to 1
million yuan ($160,000) or even shut down factories that exceed emission limits
(Reuters, 2014).”
The government also introduced a new system that only allows certain
vehicles to drive on certain days, depending on the last digit of their vehicle
registration number.
1978
Emissions from Gas Fuels
Emissions from Liquid
Fuels
Emissions from Solid Fuels
Emissions from Gas Flaring
Emissions from Cement
Production
11. 4.5 Use of Outdated Technology
5. NATIONAL TRANSPORTATION GROWTH HISTORY 1980-2010
From the statement the project team cited in the above sections. China has became
one of the most prosperous country in transportation development. Not only did the
traditional transportation methods keep developing in China, but an increasing
number of new generation of transportation choices show their faces. The project
team will focus on the development on from 1980 to 2010.
5.1 Transportation Demand
In 1978, China has embraced the most important development opportunity--
economic reform. Based on the new developing policies from the central
government of the new People Republic of China, numerous number of
opportunities had emerged in transportation field. Based on the world individual
vehicles transportation report (China Business Information, 2010), there is a partial
data counting from year 2000 to year 2009, with only the first six months. The
number of vehicles production in 2000 is 2,068,200 and the number of sedans is
only 607,400. However, in 2009, these two number rapidly increasing to 5,990,600
and 3,145,200. From another aspect, by looking at the portion of individual vehicles
over the entire vehicle demand, the portion of individual vehicles over the total
number is 29.37%. This number has increased to 52.50, which is an amazing
number since every two of the vehicle production will contain an individual
vehicles.
Figure 1 Vehicles and Sedans increasing 2000-2009 (half year)
Based on the annual report of Development Research Center of the State Council,
this number is going to be more astounding in the future. In 2015, the demand for
12. vehicles will 14,570,000, and individual vehicles will be 11,260,000. In 2020, the
total demand for vehicles will be 20,740,000, and individual vehicles will be
20,430,000(Newspaper of China vehicles, 2004). This prediction is based on the
current developing speed of economy. One of the most important reason is the rapid
expansion of middle class and increasingly well-developed road construction. Based
on the current increasing rate, family-used sedan will be the main drag force on the
car industry. Another important point from this report revealed that, followed by
the increasing economic power of middle class, the disposable income will allow
them to purchase more luxury cars instead of economy cars. This will also be a
significant incentive of car industry.
Besides the individual transportation, the demand of public transportation will also
increase in the future. In 2008, China has already constructed 146,000km public
transportation network. In this portion, track transportation consists 855km, and
Bus Rapid Transit cover 283.8km. For the average service level, Every 10,000
people own 11.1 bus. And the annual service number is 61,400,000,000. (Ministry of
Transportation and Road, 2010)
Nevertheless, there are still a lot of problems existing in the current public
transportation service. First of all, most of the public transportation infrastructure is
in need of renovation. For example, over 65% of the buses in China are crowded
during normal service time. The congestion will always cause the vehicle delays.
Second, there is a huge gap needing to be fill between the demand of citizens and
current service level. Take my hometown, Zhengzhou as an example, there is a large
amount of passengers take buses everyday. Even though there are over 50 line of
buses existing in Zhengzhou, it is still very crowded during peak hours. Considering
the number of people coming from other towns in the neighborhood to Zhengzhou
for working opportunities, the future demand will surely increasing.
Third, the public transportation has become less and less appealing to passengers.
Based on the opinion survey in 2014 from the Ministry of Transportation. Most of
the Chinese citizens complained about the low service quality of public
transportation. On the other hand, since the purchase power of middle class has
rising, a lot of people have their own cars and prefer to drive by themselves rather
than take public transportation. Currently the split rate of public transportation is
only 20% of the entire transportation share.
13. Figure 2. Public transportation share rate in different cities.
From left to right: New York City, London, Tokyo, Paris, Ningbo, Shenyang, Hefei,
Yinchuan, Nanjing, Wuhan, Changsha, Shanghai, Beijing
5.2 Energy Consumption
The energy consumption is from transportation has increased rapidly in
recent years. Based on the China_Restoftheworld Energy consumption chart(Vanek,
2014), there are increasing amount of energy consumption in every field of
transportation. In 1980, the annual energy consumption of transportation in China
is 18.47 EJ, and this number kept a slow increasing rate until 2002, which increased
to 44.71 EJ. From 2002, the increasing rate has been raised to a new level. The
average increasing rate before 2002 is 4.72%, and this number bumping to 10.58%.
In the end of 2010, the energy consumption is 109.43 EJ.
There is a figure showing the percentage share of the energy consumption in China
vs. U.S. and the entire world. Based on this figure, the total energy consumption of
U.S. is 82.68 EJ, and all the other countries in the world is 182.11 EJ. The percentage
share of China is 6.52%, and U.S. is 29.17%. In 2008, the percentage share of China is
18.20% and U.S. is 21.52%. In 2011, the percentage share of China is 19.34% and
U.S. is 18.73%, which is the first time got surpassed by China. From these sets of
data, it is obvious that, with the increasing demand of transportation service, the
transportation energy consumption of China has rising in a unstoppable rate and
became one of the most energy consuming countries in the world.
14. Figure 3. Energy consumption of China, U.S. And all other countries of the world
Actually, the high energy demand of China is only a representative of the entire
world’s developing trend. From the figure below, emerging countries embrace their
developing opportunities in 2002 and, as a result, consumed much more energy
than before. The developing countries in the entire world has built a large amount of
infrastructure to develop their transportation. Also, people in these countries
became richer so that they have enough purchase power right now to consume
private cars. That’s the main incentive for this increase.
Figure 4. Energy consumption in industrial countries, emerging countries and the
entire world.
5.3 CO2 Emission Levels
In China, most of the vehicles still use fossil fuel for their elementary energy
source. In this case, the CO2 emission rate has also increased. From 2013 to 2014,
the CO2 emission is 6.2 tons per capita (The World Bank IBRD-IDA, 2014). This
15. value is 60% higher than the world average. Another source is cited from the
academic report of Professor Corinne Le Quere, who is from Environmental
Engineering Department of University College London. In 2013, the total CO2
emission of the entire world is 36,000,000,000 tonnes, the CO2 emission per capita
is 5 tonnes. Over all the countries in the world China has emitted most CO2 than any
other countries, which is 29% of the entire world. Compared with China, U.S. Only
emitted 16% of the entire world. One reason for such a high emission rate is that
most of the low-efficiency on the vehicle engine and increasing number of fossil fuel
power stations.
Figure 5. Transport in China: Energy Consumption and Emission (passengers)
From the figure attached above about the Energy consumption and emission
(Institute for Energy and Environmental, May 2008), we can figure out the rapid
16. increase in every transportation method in China. Compared to Germany, we can
notice this sharp difference. Also, from this figure, the urban roads and highways are
the most important transportation methods in China.
Another aspect from CO2 emission can be revealed from the freight transportation.
Still from the China emission report (Institute for Energy and Environmental, May
2008), This graph showed the increase rate on freight transportation is also
increasing rapidly.
Figure 6. Transport in China: Energy Consumption and Emission (freights)
1. With the background knowledge from the demand increase in China, it will be
easier to understand the current CO2 emission rate in China. The primary energy
consumption and CO2 emissions of the transport sector in China have increased
strongly. From the figure below (Institute for Energy and Environmental, May
2008), we can have a very clear overview of the CO2 consumption in different
methods. In 2005, gasoline consumption on urban road network consumed most
17. energy than any other methods. Diesel is the second ranking in the list. Coming to
CO2 emission, energy consumption from road network generated most CO2 than any
other methods. The CO2 emission from Aircraft, Inland+Coastal Vessels and Rail
together is only 20% of the emission from road. This number is very reasonable,
since the oassenger kilometers from road is 72% of the total passenger kilometers
traveling. Compared with road transportation, the passenger kilometers in rail is
only 21% and in aircraft is only 7%. From this point, we can figure out that road
transportation still occupy a large portion of the entire field.
Figure 7. Transport in China: Energy Consumption and Emission - Final Report May
2008
6. STUDY OF CHINESE CITIES
China is a very big country. With 1.3 billion people and 3.705 million sq miles
area, there are different transportation service level existing in this country. Based
18. on the economic power and developing level, the project team will separate the
cities of China into different levels. Big cities, such as Beijing and Shanghai, medium
cities, such as Zhengzhou and Wuhan, and small cities like Huizhao.
6.1 Regional Discussions
China is known to the world right now for its huge plan on High Speed
Railway. China plans to have high-speed rail services running between 70 percent of
key cities by 2020, which would cover more than 80 percent of the airline network.
About 16,000 km of railway for 350-km/h trains will be built on the mainland in the
next 10 years, according to a blueprint by the Ministry of Railways. By 2012, work
will be completed on 42 high-speed links covering 13,000 km, the blueprint showed
(China Daily, 2009). Wu Wenhua, a researcher with the National Development and
Reform Commission's comprehensive transport institute, said developing high-
speed rail networks is in line with the demand for high-efficiency, low-emissions
transport. As one of the representatives of future transportation, the new HSR must
be environmentally-friendly and energy-saving.
Besides High-Speed Railway, Airline transportation has always played a significant
role in China. There are three main Airline companies existing in China: Eastern
Airlines, Air China and Southern Airlines. In 2012, he freight transportation on
airlines is 60.82 billion tonne-km, which increased by 6.1% from last year. The
passengers served is 0.319 billion, which increased by 9.2%. The revenues from this
year is 21.1 billion yuan (Chinese Business Information, 2012).
If we focused on the regional difference. It is very obvious that the transportation
demand and service is strongly connected with the development level. Take airline
as an example, based on the report information from Chinese Business Information.
Over 70% of the service and operation is concentrated on the south-eastern part of
China, which contain 67% of economy power and 70% of population. There are
eleven international airports existing in China, 10 of them are located in the south-
eastern part. However, in recent years, the airline development is growing rapidly.
The Urumqi international airport, which located in the north-western part of China,
has an demand increasing rate of 20% annually. The infrastructure construction and
service level is also growing in an enormous speed. From this aspect, we can notice
that even though China has a heavy incline on the regional development. The north-
western part still embrace a huge development potential in transportation.
19. Figure 8. Map of railways in China, with high-speed rail lines shown in color
Similar situation also happened on railway service. From the figure showed above,
most of the railway service concentrated on the eastern part of China(National
Statistics Database, 2014). A glance at China’s topographic map suggests that
western provinces face several problems. First of all, the entire western regions are
land-locked with sizable distance to the eastern coast, yet the coastal provinces have
long coastlines. Second, most of the plains with arable lands are concentrated on the
eastern coast belt, while high plateaus and mountain ranges occupy the western
regions. This will create a lot of problems when building railways since railway is
the most geographic restricted transportation method. Even more so, western
regions have less suitable climate for agricultural production. The Northwest region
is arid, while the Southwest region suffers from deficit in energy. The coastal
provinces, on the other hand, enjoy humid and temperate monsoonal climate.
Thanks to such geographic characters, early Open-Door policy that started from the
two southeast provinces Guangdong and Fujian had the intentions to exploit the
locational advantages of the coast, especially their proximity to foreign investors,
international markets and sea-based transportation routes. However, as a result, the
20. other sectors of China is still under developed for a long time. Without enough
policies and financial support from the central government, the sharp difference
between the transportation situations became reasonable. Airline is only a
representative.
However, in recent years, the situation gradually changed. With the China Western
Development policy established, thousands of construction projects and financial
contribution policies are approved by the central government. The development of
transportation in western part has begun.
The construction of Qinghai-Tibet railway is one of the most significant
representative for the transportation development in western part of China. With
the customer demand increasing rapidly and the eagerness of regional connection,
the central government of Beijing decided to construct a railway which connected
the Tibet, which is a very difficult and time consuming project. There are many
technical difficulties for such a railway. First of all, about half of the second section
was built on barely permanent permafrost. In the summer, the uppermost layer
thaws and the ground becomes muddy. Additionally, the heat from the trains
passing above is able to melt the permafrost even with a small change in
temperature. Second, which is also the main engineering challenge, the oxygen
shortages of the permafrost. For areas of permafrost that are not very fragile, an
embankment of large rocks is sufficient. Meanwhile in the most fragile areas, the rail
bed must be elevated like a bridge. In order to solve this problem, the engineers
built elevated tracks with pile-driven foundations sunk deep into the ground.
Similar to the Trans-Alaska Pipeline System, portions of the track are also passively
cooled with ammonia-based heat exchangers.
21. Figure 9. Bridge of Qinghai-Tibet railway on permafrost horizon
The integrity and strength of the railroad is not fully secure. Due to Climate change,
temperatures in the Tibetan Plateau will increase by an estimated two to three
degrees Celsius. This change is sufficient to melt the permafrost and thereby affect
the integrity of the entire system. The effects of climate change have yet to be seen.
The change in airline and railway is only the beginning, with more and more
construction projects established in the western part of China, the development
level will be evened in the future. With the large amount of resources and human
power in this country, China has the confident to build a modern transportation
network in every field.
6.2 Large Cities
Beijing
As the capital of People republic of China, Beijing has embraced most resources and
financial support to build a modern transportation infrastructure.
Urban Road and Subway
It is well-known to the entire world that Beijing has a huge amount of vehicles. The
demand of urban road transportation has surpassed twice the service level of
current road infrastructure. One of the essential reason is that Beijing has very
heavy population. The total population in this city is over 11,000,000, and the urban
citizens are 7,220,000. From another investigation, as the center of politics economy
and culture. The floating population of Beijing is over 3,500,000. However, over
70% of the total population is squeezed in the 10% urban planning center. This
irregular residential policy generated a lot of problems. For example most of the
people will drive to work. From the research on China Highway, In over 400 main
intersections in urban areas, there are over 55 intersection with a vehicle traffic of
1,550,000 during peak hour. Also, 51 intersection with 5,000 to 10,000 vehicle
traffic. 99 of the intersections have server congestion problem. Of all the 110 main
avenues inside third ring road, there are over 80 of them have a saturated or super
saturated situation on their capacity.
In order to relieve this situation, the Beijing Government has vehicle restriction
policy on from 2007. At the very beginning, only odd number ending vehicles can
drive on Mon, Wed. And Fri, while even number ending vehicles can drive on Tues,
Thurs and Sat. On Sundays there is no restriction. After the Beijing Olympic Games,
this policy became looser. Every day there will only be one set of number restriction.
For example, on Monday, vehicle number ending with 1 and 5 will be restricted,
Tuesday will be 2 and 7, Wednesday 3 and 8, and so forth. From the research of
Beijing Transportation Department, the during the three surveyed days, there are
1,300,000 vehicles decreased, over 90% of the roads never face the vehicle
congestion problems, and CO2 emission decreased 5815.2 tonnes.
22. However, the effect of this policy has been decreased day by day since the total
number of vehicles has also increased rapidly. In the first year there are 600,000
vehicles decreased every day. Nevertheless, this number decreased to 400,000 in
2013. The CO2 emission has decreased 310 tonnes per day in the first year, in 2007,
this number is only 260 tonnes. It is obvious that more and more citizens owned
their own cars. Furthermore, a lot of people disagree with this policy since it can be
considered the violation of consumer rights. Based on the open survey of Beijing,
over 80% of people disagree with this regulation. Even though most of them
admitted that number restriction can relieve the traffic pressure, they hold a strong
point that Beijing government should adjust the current traffic operation situation
in Beijing and redesign most of the urban network to solve this problem instead.
The subway issues are also very severe. Because of the restriction policy, most of the
passengers pressure has been shifted to subway transportation. The current
subway transportation network of Beijing is developed enough. From the figure
below, there are currently seventeenth subway lines and 232 stations existing in
Beijing, which almost covered the entire urban planning area. The annual ridership
is 9.758 million ridership every weekday, which make Beijing subway system the
second longest and busiest in the entire world. Considering the increasing number
of ridership in the future, the subway system will burden more service pressure in
the coming year. The Beijing government is considering increase the ticket price,
adding train frequency and improve the service capacity in the future in order to
solve this problem.
23. Figure 10. Beijing Subway network
High-Speed Rail
It is one of the most developed transportation method in recent years of China. The
High-Speed Rail system has lifted the passengers service to an entire new level.
There are several significant HSR rail initiate from Beijing. For example, the Beijing-
Shanghai HSR rail, Beijing-Guangzhou HSR and Beijing-Harbin HSR. These three HSR
rail connected the central capital with the north south-eastern and southernmost
part of China.
The construction of high-speed railways in China began with the building of the
Qinhuangdao–Shenyang High-Speed Railway in 1999. Now the high-speed rail
network in China is the largest in the world. As of the end of 2012, there are about
17,000 kilometers of high-speed rail in service, accommodating trains of an average
speed of 200 km/h or higher. The central government is ambitious. Beijing
government is planning to invest $300 billion to construct the largest, fastest, and
most technologically advanced high-speed railway system in the world by 2020. It is
predicted that the HSR (High-Speed Railway) network will reach 30,000 kilometers
when the major rail lines are completed. Not only Beijing, the entire China's high-
speed railway network is made up of four components: upgraded pre-existing rail
lines will be able to accommodate high-speed trains in the future. It is predictable
that a national grid of mostly passenger dedicated HSR lines (PDLs), certain regional
intercity HSR lines, and the Maglev High-Speed Line will appear in the future 10
years.
The main high-speed rail network in China is like a grid, which mainly consists of 8
long-distance high-speed rail lines: four north–south HSR lines and four east–west
HSR lines. Except for the Qingdao–Taiyuan HSR, all HSR lines of the rail grid are
longer than 1,000 kilometers. In 2012 the total length of HSR lines in the main grid
reached 12,000 kilometers. The PDLs accommodate trains of a speed of up to 300
km/h; and mixed passenger and cargo lines serve trains of a speed of between 200
and 250 km/h.
Take Beijing-Shanghai line as an example, the total length of this rail is 1433 km and
the design speed is 350km/h. The average journey time from Beijing station to
Shanghai Hongqiao is 3 hrs and 58 mins. The daily ridership of this line is over
80,000, which is the national record of railway operation. This amount of service
rate is a great help for the business and politics connection between the two biggest
cities of China(China Highlights, 2014). Based on the new open survey this year,
over 60% of passengers will consider HSR rail as their first choice for journey
between Beijing and Shanghai. Most of them stated that HSR is a convenient,
comfortable and time-saving method for traveling.
24. Figure 11. Beijing-Shanghai normal railway and HSR railway constructed in a
parallel pattern
Air Transport
Once mention air transport in Beijing, it is very straightforward to mention the
Beijing Capital International Airport, which is now known as Terminal 3.
Construction of Terminal 3 started on 28 March 2004, it is one of the infrastructure
requirement for the 2008 Beijing Olympic Game. Terminal 3 was designed by the a
consortium of NACO (Netherlands Airport Consultants B.V), UK Architect Foster and
Partners and ARUP. The original budget of this project is $3.5 billion. Far grander in
size and scale than the preexisting terminals, Terminal 3 was the largest airport
terminal-building complex in the world to be built in a single phase with 986,000
m2 (10,610,000 sq ft) in total floor area at its opening. Terminal 3 of the BCIA is
currently the second largest airport passenger terminal building of the world. Its
title as the world's largest was surrendered on 14 October 2008 to Dubai
International Airport's Terminal 3 which has 1,713,000 m2 (18,440,000 sq ft) of
floor space. Currently, it mainly houses Air China, Oneworld, Star Alliance, and other
domestic and international flights. Over 20 airline companies have service in this
monumental airport (International Airport Stats, 2013).
Shanghai
There is plenty of praised words to described Shanghai, one of the most developed
cities in the entire world. Having embraced the policies of the central government,
the distinguished talented persons, and numerous development opportunities,
Shanghai draw the attention of the entire world in the new century. In order to
make Shanghai a more stable and modern metropolitan, the central government has
25. spent a large sums on this “Eastern New York City” in order to keep the
development. Transportation is one of the essential element.
Subway
Shanghai has the world longest Subway network. The total distance of Shanghai
subway system is 538 km, which contains 14 subway lines and 329 stations. Even
though it is only the third city owning subway system in China, the annual revenues
has already occupied the top rank for a couple of years.
Figure 12. Shanghai Subway network
Compared to subway system in Beijing, the subway system of Shanghai is more
centralized. Unlike the urban regional planning method of Beijing, most of the
urbanized areas concentrated in a few districts such as Pudong, Hongqiao and so
forth. This setup forced the subway network to connect the central areas to
suburban areas. The evolution of metro system in Shanghai is most like a rocket
boosting, in the beginning few years between 1993 and 2003, only two significant
line were established. Then, in the next 10 years, all the rest lines were built in a
very rapid and efficient pattern. Furthermore, the subway system planning is also
very scientific. By applying the Cross-Platform technology in interchange stations,
26. the peak hour customer flow rate has been efficiently handled. Also, Shanghai
transportation department control the real-time traffic condition to decide the rate
of subway train in certain time period.
Figure 13. Mileage increase of metro system in Shanghai (Table view)
27. Figure 14. Mileage increase of metro system in Shanghai (Graph view)
Air Transport
There are two airports in Shanghai--Hongqiao International Airport and Pudong
International Airport, which is the only situation in China. There are over 1100
flights travel from the two airport everyday, which connected most of the cities in
China and other big metropolitan in the world such as Tokyo, New York City,
London, Paris and so forth (Statistics of Shanghai, 2011).
Medium city
Zhengzhou
Zhengzhou can be listed as one of the representative of developing city in the central
part of China. Unlike Beijing, Shanghai or Hong Kong, Zhengzhou did not have a very
long history of modern economy development, yet there is no significant policy
established in this city. However, with the connection of two important railway--
Jingguang and Longhai in this city. Millions of freight and passengers take
interchange in this hinterland city, the local government seized this opportunity and
initiate the way to prosperous.
Railway Transport
As a significant transportation connection in the central part of China, Zhengzhou
has a very heavy railway transportation. As we all known, for freight train
transportation, the railway station need to mark the number in order to transfer the
cargo. The daily cargo transfer number is 31,464, which is an astounding number.
The freight transfer in Beijing is 24,134 and 21,467 in Shanghai (Railway
Information Net, 2011). If you take a look at the inner structure of Zhengzhou Main
Railway Station, you will notice the large scale of land occupation and large number
of ridership. In Zhengzhou Station, There are three six-way tandem, in the down
rear yard has assisted yard for cargo distribution. There are 898 total station group
turnout, 828 signal, 228 various line and a line total extension of 454 km. All these
make Zhengzhou Station the largest cargo distribution railway station in the entire
China. All the freight trains reached Zhengzhou Station will take operation,
disintegration, marshalling and starting job tasks in a continuous and efficient
pattern (Railway Information Net, 2011).
The annual customer transportation is also very heavy in this hinterland city. The
daily ridership in Zhengzhou Station is 60,000, which is the fourth highest of the
entire China. Furthermore, over 47% of the passengers need to make interchange
service and take another train in the same day, which is the second most in China,
only less than Beijing (Railway Information Net, 2011).
28. Figure 15. Zhengzhou Main Railway Station
Furthermore, the HSR Railway has also extended to Zhengzhou for more developed
customer service. From the picture below, we can notice that the new constructed
Zhengzhou East Railway Station, which is the world famous HSR station, for it utilize
the new pattern of railway station temperature control system, high-tech material
for the upper roof which can protect the roof from sunlight and water damage, and
the automatic light control system.
Figure 16. Zhengzhou East Railway Station
29. Bus Rapid Transit(BRT)
Zhengzhou has the most developed Bus Rapid Transit System in China. The
construction of this new project has lasted for two years, and the result is very
positive. There are 39 BRT lines and 268 stations in the urban area until April 2014.
The BRT system has already take the place of normal bus system and provide a
more efficient way for daily traveling. The price of each passenger is only 2 yuan(40
cents), which is very economic.
Figure 17. Bus Rapid Transit station in Zhengzhou High-tech Development Zone
Wuhan
Wuhan will be the example in this part. The project team pick Wuhan as the
representative of medium cities based on the following reasons: First. It has a very
high developing speed in recent years, even though it is still not enough to put it into
the list of big cities, it has the potential to become one of them, Second, Wuhan has
very intense population, in 2000, there is already 8.313 million permanent residents
in this large city. There are numerous traveling methods in this city. Wuhan, located
in a central location and at the intersection of the navigable Han River and the
Yangtze River, is a shipping, rail, and highway center between northern and
southern China and the coastal cities. With these convenient transportation, you can
get other areas more quickly and easily. Especially, the new bullet train system
makes for quicker and easier transportation among important cities and Central
China.(China Travel Designer, 2014)
High-Speed Rail
The High Speed Rail is the most developed transportation method in Wuhan. The
National HSR plan has invested a large sum of money in this city. There are two
main HSR stations. One in is Hankou district, another is in Wuchang district. Each of
them play an important role in both of the banks of Yangze river. The HSR network
30. will allow passengers in Wuhan to travel to Beijing in only six hours. Furthermore,
the new constructed HSR line, Wuhan-Guangzhou High-Speed Railway, is an
significant railway connecting the central and south part of China.The total length of
this railway is 601mile, which connected Wuhan, Changsha, Qingyuan and all the
way down to Guangzhou. The operation length is the second longest in Chinese HSR
network, which only shorter than Beijing-Guangzhou High-Speed Railway (China
View, 2009). The operation speed of Wuhan-Guangzhou HSR is 186mph, It was the
world's fastest train service, initially using coupled CRH2C and CRH3C trains which
used to average 313 km/h (194 mph) in non-stop commercial service before speeds
were reduced nationally in 2011.
7. CONCLUSION
31. Appendices
1. Chinese Business Information, 2010
2. Newspaper of China vehicles, 2004
3. Strategic thinking of Chinese urban public transportation development, Ministry
of Transportation and Road, 2010
4. Opinion Survey, Ministry of Transportation and Road, 2014
5. China_Restoftheworld Energy consumption chart, Francis Vanek, 2014
6. CO2 emission Data, The World Bank IBRD-IDA, 2014
7. Transport in China: Energy Consumption and Emissions of Different Transport
Modes, Institute for Energy and Environmental, May 2008
8. China Travel Designer, 2014
9. Wuhan Guangzhou bullet train link to hit airlines hard, China View, 2009
10. The operation report of the biggest three airline companies, Chinese Business
Information, www.askci.com
11. National Railway Service Length, National Statistics Database, 2014
12. The dynamic transportation information analysis of Beijing, China Highway,
2003, http://www.chinahighway.com/news/2003/38353.php
13. Annual Operation Analysis, Beijing Subway International, 2014
14. High Speed Rail in China, China Highlights, 2014
15. Overview the Beijing Capital International Airport, International Airport Stats,
2013
16. The highest subway demand of Shanghai, New Citizen Internet, 2010
http://sh.xinmin.cn/shizheng/2010/10/24/7360621.html.
17. 2011 Shanghai National Economic and Social Development Statistics Bulletin,
Statistics of Shanghai, 2011, http://www.stats-sh.gov.cn/sjfb/201202/239488.html
18. Zhengzhou Railway Junction, Railway Information Net, 2011,
http://www.railcn.net/knowledge/railway-station/rail222.html
19. The construction of brand new railway station in Zhenghzou, Gaotie internet,
2014, http://www.gaotie.cn/zhengzhoudongzhan/
List of Visuals
Figure 1 Vehicles and Sedans increasing 2000-2009 (half year)
(Chinese Business Information, 2010)
Figure 2. Public transportation share rate in different cities.
(From left to right: New York City, London, Tokyo, Paris, Ningbo, Shenyang, Hefei,
Yinchuan, Nanjing, Wuhan, Changsha, Shanghai, Beijing)
(Newspaper of China vehicles, 2004)
Figure 3. Energy consumption of China, U.S. And all other countries of the world
(China_Restoftheworld Energy consumption chart, Francis Vanek, 2014)
Figure 4. Energy consumption in industrial countries, emerging countries and the entire
world.
32. (China_Restoftheworld Energy consumption chart, Francis Vanek, 2014)
Figure 5. Transport in China: Energy Consumption and Emission (passengers)
(Transport in China: Energy Consumption and Emissions of Different Transport Modes,
Institute for Energy and Environmental, May 2008)
Figure 6. Transport in China: Energy Consumption and Emission (freights)
(Transport in China: Energy Consumption and Emissions of Different Transport Modes,
Institute for Energy and Environmental, May 2008)
Figure 7. Transport in China: Energy Consumption and Emission - Final Report May
2008
(CO2 emission Data, The World Bank IBRD-IDA, 2014)
Figure 8. Map of railways in China, with high-speed rail lines shown in color
(National Railway Service Length, National Statistics Database, 2014)
Figure 9. Bridge of Qinghai-Tibet railway on permafrost horizon
(China Highway, 2003)
Figure 10 Beijing Subway network
(Beijing Subway International, 2014)
Figure 11. Beijing-Shanghai normal railway and HSR railway constructed in a parallel
pattern
(High Speed Rail in China, China Highlights, 2014)
Figure 12 Shanghai Subway network
(Statistics of Shanghai, 2011)
Figure 13 Mileage increase of metro system in Shanghai (Table view)
(New Citizen Internet, 2010)
Figure 14 Mileage increase of metro system in Shanghai (Graph view)
(New Citizen Internet, 2010)
Figure 15 Zhengzhou Main Railway Station
(Railway Information Net, 2011)
Figure 16 Zhengzhou East Railway Station
(Railway Information Net, 2011)
Figure 17 Bus Rapid Transit station in Zhengzhou High-tech Development Zone
(Zhengzhou BRT system network, 2013)
