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Controversy of Guangzhou Metro
Because the routes completed early did not expect to encounter many routes in the future, some stations did not make any transfer reservations.

The criticized Yangji Station and Guangzhou Station are interchange stations for the old and new lines, and no interchange conditions are reserved for the old lines. Yangji Station, where 1 line meets Line 5, can only transform the original exit A into a transfer passage, but the entrance and exit passages are generally designed to be relatively narrow, and in order not to affect the structure of the existing stations, the newly-built Line 5 station has a certain distance from the station on 1 line. The transfer distance is long, there are many turns, and there are stairs up and down in the middle, so it has become one of the most inconvenient transfer stations at present, and passenger flow control must be implemented in the morning and evening rush hours. However, Guangzhou Railway Station, the transfer station of Line 2 and Line 5, is wider than the station hall and platform of Yangji Station, with shorter transfer distance and more escalators and stairs, but it is still criticized because the two lines need to take the station hall passage and have more passengers.

Zeng Baoxian wrote to MTRC, pointing out that the transfer route between Guangzhou Railway Station and Yangji Station was too long and the passengers were too hard. He suggested building a transfer ladder similar to an airport, but MTRC didn't respond. However, the transfer passages of the above two stations are not straight enough, the passages are narrow and there are several turning positions, so it is difficult to install horizontal conveyor ladders in each section.

Some passengers also asked Yangji Station to install escalators in the transfer passage. The subway company responded: "The national standard stipulates that escalators with a height difference of more than six meters should be built. It's only one or two meters, so I won't install it. "

It is predicted that when the new line meets the early line in the future, the transfer problem will still be inevitable, but this problem has been noticed when new stations are built, and most stations will reserve transfer conditions to make it more convenient for passengers in the long run. Among many subway lines, except for lines 1, 2 and 8, which adopt spacious 6-card A-type trains, other lines can only adopt B-type trains (Line 3, Guangfo Line) and L-type trains (Lines 4, 5 and 6) using linear motor technology due to factors such as passenger flow, speed technology, line direction and geological restrictions, among which lines 3 and 5 are 6-card trains. The problems of short train formation, narrow traffic jam and insufficient capacity have been criticized. As early as the opening of Line 3, the subway company publicized the operation mode of "small group and high density", which was interpreted as "adapting to the passenger flow at different times".

However, due to the wrong passenger flow forecast of the subway company, and the construction speed of real estate along Line 3 was faster than that of rail transit at the beginning of planning, the passenger flow growth rate far exceeded expectations. The daily passenger traffic of Line 3 increased from 6,543.8+055,000 at the beginning to 2,654.38+000 at the end of May 2008 (equivalent to the level of Line/kloc-0 in 2002), and even reached 325,200 in May. Even though the MTRC keeps shortening the train interval, it has little or no effect. In this way, cars and stations are very crowded in the morning and evening rush hours and holidays, and passenger flow control at stations is implemented. The degree of congestion exceeds 100%, the signal is not fully debugged, and it often happens that temporary parking or even flying to the station occurs. Let netizens call it "the shortest and slowest subway in history." The subway company originally planned to implement three-card marshalling trains in the long run. Due to the surge of passenger flow and the pressure from the society, five years after the opening of Line 3 (that is, April 20, 20 10), the subway company changed all three-card trains to six-card trains. On April 28th, 20 10, the series train from Tianhe Passenger Station to Panyu Square was officially put into operation. Later, 6-card new cars were gradually put into use, but the contradiction between the transportation capacity and passenger flow of Line 3 was still acute.

When planning and positioning Line 6, Line 6 is positioned as the "auxiliary line" of 1 line, so as to relieve the future pressure of 1 line, and the passenger flow along the line is not mainly considered. At this time, the capacity of line 1 is not saturated. However, because the development of Jinshazhou was not taken into account and the factors such as the flow of people in the traditional business circle were underestimated, only 4 card small groups were used in the construction. When Line 6 was opened, some Guangzhou residents said that they were "scared by four trucks" and did not dare to sit. At present, MTRC also predicts that the passenger flow of Line 6 will exceed the design capacity, and it is difficult to change the operation of four cars in groups. Therefore, in order to carry more passengers, the seats of each truck card can be removed by half during peak hours. In addition, in the future, the bus connection and the opening of 1 1 line will be used to alleviate the passenger flow pressure. 20 11On May 5th, Southern Metropolis Daily was the first to report that 16 Chen Yihua, a senior three student, was wearing a T-shirt with a stone statue of Wuyang and the traditional English name "Canton", holding banners written in italics outside the subway stations of Dongshankou and Martyrs Cemetery, and distributing leaflets for collection. He claimed that the renovation project of 1 Line 16 Station will be completed within three years, and the original wall will be shoveled and replaced with a unified gray board. This not only obliterates the feature of 1 online, but also wastes people and money. The stations that had already started at that time included Changshou Road Station, Yangji Station, Tiyu West Road Station and guangzhou east railway station. This incident has aroused widespread discussion in the media and society. Someone called him "Paipaige" on the Internet. On May 6th, the subway company responded for the first time that the 1 line had been opened 14 years, and the reconstruction and reconstruction were all due to the aging of the line and the old and damaged decorative materials. Because the original decoration materials have been eliminated and can no longer be bought, they are all renovated. In response to the destruction of the "one stop, one scene" style, the subway company said: "The original decoration has not become a landscape style, so it cannot be erased." "The style has not changed much before and after the renovation." However, this statement was immediately refuted by the media. When they investigated the building materials market, they found that decorative materials with similar colors and materials were easy to find. In addition, it is found that in addition to replacing the wall materials, the ceilings of several platforms have also been replaced, a lot of decorative materials have been added to the new ceilings, and some lamps have been newly installed. Two days later, the subway company sent the manager of the engineering maintenance department to see Chen Yihua, saying that most of the tiles on line 1 were pasted and installed. After long-term use, the adhesive layer is loose, and the tiles are easy to fall off, which has serious safety hazards. Several stations also have problems with tiles falling off. Slate has a fixed part, which can be "once and for all". Stone is easy to clean and not easy to scratch and get dirty. The traditional suspended ceiling mode of 1 line leads to frequent falling off of the suspended ceiling. In the last five years, there have been many failures of loose ceilings, which have also affected the lighting of the platform. In addition, the aging lamps make the illumination of the station hall fail to meet the design requirements. Some people questioned that MTRC refuted with professional data and terminology, which obviously took advantage of information asymmetry.

At this time, Zeng Baoxian, former deputy chief engineer of Guangzhou Metro Company, publicly stated through the media that the overall transformation of Line 1 was "completely unnecessary". He refers to the intact wall, which should be "maintenance"; Maintenance is regular. Any problem with the wall should be repaired, but it can't be removed. Some citizens questioned: Is there a problem with the decoration quality of Line 1? Did the decoration company of that year have the obligation to guarantee the decoration of 1 line? The platform wall of 1 line is decorated in the form of granite, which is also questioned: granite contains trace radioactive substances and has been eliminated by home decoration in recent years. Is the subway decoration environmentally friendly? Some media have also sorted out that Guangzhou Metro won the bid in September, 20 10, which clearly showed that the winning bid for the overall renovation of the subway was 67.26 million yuan. In this regard, some senior engineers in the construction industry questioned that the winning bid was down by nearly 30%, and the difference exceeded 20 million yuan. Is this bidding process reasonable? How much water is left in the final bid price of more than 67 million? After reducing the cost by more than 20 million yuan, can the quality of this transformation be guaranteed and how many years can it last? Later, the public began to question the decision-making process of MTRC transformation, in which the project establishment, evaluation and budget were digested by MTRC, and the public could not know, let alone supervise.

On May 10, the spokesperson of the subway met with the media again, still saying that the renovation was necessary, but the attitude of sticking to the original plan was somewhat relaxed, saying that the renovation project would not transform all materials and facilities, but only the parts with potential safety hazards. For stations that have not yet begun to be rebuilt, public opinions will be sought when construction starts in the future. Some CPPCC members pointed out that MTRC's move was a delaying tactic. In addition, Chen Yihua has repeatedly fed back some questions and suggestions to the MTRC by telephone and throwing cards in the suggestion box, but the answer is almost the same every time: he will follow up, but it will not change in a short time. There are different opinions about the naming of the station name. For example, some people question the name of Fangcun Station. In fact, Fangcun Station, Huadiwan Station, Kengkou Station, Jiaokou Station and Xilang Station all belong to Fangcun. It is suspected that it is biased to name the station with "Fangcun", although in fact Fangcun Station is named after Fangcun next to the station, not the historical Fangcun District. Faced with different opinions, more people think it is convenient. For other subway systems, some station names of Guangzhou Metro have been changed in planning. For example, Zhongshan Eighth Road Station was once called Zhongshan Eighth Road Station; Tancun Station was once named racecourse station; Han Xi Chimelong Station has also been renamed many times, and has been named as Han Xi Station and Chimelong Station. 2011/On February 30th, Guangzhou Civil Affairs Bureau issued an announcement, approving the renaming of Yuexiu South Station of Line 6 under construction as "Unity Square Station", which caused widespread controversy on the Internet.

In terms of translation, from the opening of Guangzhou Metro to June, 2006, 165438+ 10, the English names of the stations were directly in Chinese Pinyin. For example, Guangzhou Railway Station is translated as "Guang Che Zhou Station" and Zhong Da Station is translated as "Zhong Da". In this regard, the relevant departments of the Guangzhou Geographical Names Committee, which had the right to name the subway in English at that time, said: "1977, the Third United Nations Conference on Standardization of Geographical Names confirmed that the name of China was spelled in Chinese Pinyin, so the spelling methods of subway station names were all spelled in Chinese Pinyin according to regulations, which was in line with international standards and practices." However, this translation has been criticized. At that time, cities such as Shanghai and Hong Kong used Pinyin and mixed English. The Airport station of MTR Airport Express has also been translated as "airport" instead of "Kei Cheung" (Cantonese pinyin for airport). Until 165438+2006 1 6 October, the MTRC made a decision that the Chinese names of all stations on1Line 5 should be implemented according to the regulations of the Municipal Geographical Names Office, and the English translation should be implemented according to the regulations of the Foreign Affairs Office of the Guangzhou Municipal People's Government, and the complete Chinese Pinyin English translation of subway stations should be completely cancelled. At this time, the Municipal Geographical Names Committee alleged that the relevant regulations only stipulated the spelling of geographical names, but did not stipulate the pronunciation of geographical names. The use of hanyu pinyin in the announcement of subway station names is mainly to unify the spelling of hanyu pinyin in the station names. Moreover, even according to the implementation standards of the subway, Zhongshan No.8 Station was originally named after Zhongshan No.8 Road, and the English word "Zhongshan No.8 Road Station" should be used instead of "Zhongshan No.8". At present, Tiyu West Road Station, Zhongshan No.8 Station and Baiyun Avenue North Station all use Chinese Pinyin, failing to use "Road" and "Avenue" in the Guidelines for Design of Urban Road Traffic Signs and Signs issued by Guangzhou Traffic Management Department before the Asian Games.

In terms of people, Xilang Station, the interchange station between Guangzhou Metro 1 Line and Guangfo Metro, is located in Xilang, Fangcun, Liwan District. Because there was no "lang" in the computer font at that time, the homonym "lang" was adopted (both words were pronounced in Cantonese). Although words have been added to the font, for the convenience of the people, "Xilang" has been used to this day. Even though the Guangzhou Civil Affairs Bureau has allowed it to be changed to the west bank, the subway company said that the cost of the transformation is huge, which may cost tens of millions of yuan, and it will be changed when the network is adjusted next time to save costs. As for the "Kemu Bank" on Line 6, the word "Kemu Bank" will be used. In 2004, eight employees of the subway company illegally recharged more than 250,000 yuan to more than 100 Yangchengtong cards in the process of recharging Yangchengtong in the customer service center of the station lobby, and then went to major supermarkets for crazy consumption. Some people even hooked up with guitarists to sell illegally recharged Yangchengtong at a discount. From June 2006 165438+ 10/,the manual recharge service was transferred to "Tian Tian Laundry" and 7-Eleven in the subway station, and the customer service center only provided card selling service.