the shanghai no. 1 subway line · 2016-03-15 · ized welding to form seamless track. the longest...

31Japan Railway & Transport Review • January 1997

Urban Railways in China and India

Copyright © 1997 EJRCF. All rights reserved.

The Shanghai No. 1 Subway LineLu JinDongChen YiXin

The Shanghai No. 1 Subway Line runsnorth-south from Shanghai Railway Sta-tion to Jinjiang Playground. The totallength of the line is 16.1 km servicing 13stations. Construction commenced on 19January 1990 and was completed on 10April 1995. The Line garnered the pres-tigious Gold Cup Highest Honors in thecategory of metropolitan constructionprojects from the Construction Ministry.

Project Background

Shanghai has 13 million residents withan additional transient population of ap-proximately 3 million workers and visi-tors. It is the industrial, economic andfinancial centre of China. The downtownarea is characterized by overcrowdingdue to extremely high population densi-ty, narrow streets and back alleys, andinevitable traffic jams. In recent years,Shanghai's transportation problems havenegatively affected the pace of econom-ic development.A subway was first proposed for Shang-hai in 1956. On 8 December of that year,the initial Shanghai Subway PlanningReport was presented by the City Admin-istration Transportation Office to theShanghai City People's Council for con-sideration. An interesting point in thereport mentioned that the subway wouldnot only speed transportation but wouldbe of strategic use in the event of war forevacuating the civilian population and formoving troops.In 1964, the Tunnel Engineering Bureaudid some secret test of subway construc-tion work for research and planning. Thetests, carried out to examine design ideasand develop relevant construction tech-niques, were headquartered at HengshanRoad in downtown Shanghai. They in-cluded digging a 660-m tunnel. In addi-tion, a prototype station was built belowHengshan Park. The subway project washalted shortly afterwards with construc-

tion coming to a complete halt in the mid-1960s in the chaos of the Cultural Revo-lution.After China's implementation of econom-ic reform, and the policy of opening upto the outside world in the early 1980s,the Shanghai subway construction planwas put back on the agenda. On 14August 1986, China's State Council ap-proved the Proposal Concerning Con-struction of Shanghai City Subway Linefrom Xin Long Hua Station to Shanghai

Railway Station.The proposal stated that the main objec-tive of the new subway would be diver-sifying traffic flow. According to theproposal, Shanghai City alone would beresponsible for raising the necessary cap-ital through financing schemes and bor-rowing.The State Council gave its official stampof approval on 19 January 1990, pavingthe way for the commencement of con-struction.

Different Type of Traffic Congestion in Shanghai (EJRCF)

32 Japan Railway & Transport Review • Jaunary 1997



Directing Construction

Building a subway is a large-scale projectinvolving complex considerations of de-sign, traffic flow, traffic disruption, dislo-cation of residents, and relocation ofbusinesses; it requires close cooperationwith the city administration as well as ac-cess to vast amounts of power and utili-ties such as water, construction materials,construction equipment, and other re-sources. Thus, an undertaking of suchlarge scale requires strong leadership andpowerful direction.Shanghai created the Shanghai No. 1Subway Line Construction LeadershipGroup led by the Vice-Mayor of Shang-hai City. The members of the small groupincluded top officials of all relevant ad-ministrative bodies impacted by the plan.The Shanghai City administration ap-pointed the Shanghai No. 1 Subway Con-struction Board of Directors. The Boardwas given responsibility for quality andsafety, and to obtain capital for the con-struction. To facilitate development ofbusinesses related to the construction, theBoard of Directors created the ShanghaiSubway General Company.The General Company was under thesupervision of the Shanghai City Engi-neering Management Bureau, which inturn was under the Shanghai City Con-struction Committee Group. The Boardof Directors and the General Companywere in fact two names for one body re-sponsible for public bidding on projects,signing contracts, and smoothing rela-tionships; this unitary group was dividedinto two separate entities like two sidesof the same coin to reflect both govern-ment and corporate functions. The Gen-eral Company brought together morethan 40 companies and constructionunits to work on the project through pub-lic bidding.

Funding

Why did the plans to construct a subwayin Shanghai meander back and forth forover 30 years with no progress? The keyreason was lack of funds. This changedin 1986 when Jiang Zemin, then Mayorof Shanghai, suggested borrowing foreigncapital to fund the project. A sum ofUS$3.2 billion was earmarked for mod-ernizing the Shanghai economy; part ofthe funds would be used for investmentin industry, part would be used for cityinfrastructure development including thesubway, airport, telecommunications,bridges and other projects. According tothis plan, profits garnered from the invest-ment in industry would service the inter-est and eventually repay the principle.The subway was budgeted to cost US$300million. Thus, participation was viewedby many countries as the ‘contract of thecentury’. Not only did participation rep-resent a foot in China’s open door, but italso offered the lure of getting a head starton the competition in the Chinese mar-ket. The project served as an investmentmagnet for more than 60 firms involvedin subway construction from 12 countriesaround the world. Bidding sparked fiercecompetition in the political, economic and

technology arenas.Germany, France, Japan and the USAwere the main competitors; in the end,Germany won the contract. The Germangovernment put up DM460 million inloans (US$230 million) to be repaid atan annual interest rate of 0.75% over 30years with a 10-year grace period. Themoney was earmarked especially forbuying 16 trainsets with a total of 96 cars,electrical generators, transformers, com-munications equipment, station equip-ment, overhead power l ines andescalators. The American governmentcommitted to loans totalling US$23 mil-lion, 40% of which was an outright grantprimarily for signalling systems, safetyand alarm systems, water-cooling equip-ment, waterproofing materials, etc. TheFrench government provided US$21.5million in funds of which 54% was in theform of a loan at 2% annual interest over40 years with a 10-year grace period.Export credits comprised the other 46%and seven shield tunnelling machineswere bought from FCB Corporation ofFrance. Shanghai City was to providecapital for housing relocations, compen-sation, restructuring utilities, and build-ing and decorating stations.

Cut and Cover Construction of Shanghai No. 1 Subway Line (Author)

33Japan Railway & Transport Review • January 1997Copyright © 1997 EJRCF. All rights reserved.

Construction

The Shanghai No. 1 Subway Line runsnorth-south through urban Shanghai.Most sections of the line were dug usingshield tunnelling machines through wa-ter-saturated compressible and slipperyground or soft, clayey soils.The line cuts through a crowded down-town area of small streets. At the nar-rowest point, the route was restricted toa width of 20 m, leaving little room towork around existing buildings at groundlevel, or to get past existing undergroundpipes and utility cables.Because of ground quality and environ-mental factors, all the subway stationshave a continuous underground tunnelwall. The wall, which protected thestructure during digging of the founda-tion, now serves as a permanent part ofeach structure. A cross section of eachstation shows the geometry of doublepillars dividing the space into three sec-tions and single pillars dividing the spaceinto two sections. The spaces are con-nected by a rib-like structure. Groundsettlement is dealt with in two ways: byanti-floating tendency, or by ground sta-bilization.Special techniques were used to controlsubsidence when digging the stations.

Theory, survey measurements and expe-rience were combined to solve problems.The foundation subsidence was con-trolled to within 3 cm.When construction reached the bustlingbusiness district of Huaihai Road, the citygovernment requested that constructionbe accelerated to shorten the road clo-sure period. A reverse construction meth-od was used to dig the undergroundfoundation. Work progressed in two stag-es: In the first stage, the upper station

level was dug, and the roof, continuouswalls and ceiling were built and covered.In the second stage, work continued un-derground on the intermediate structuresand the base plate. The road closure wasreduced from 18 months to less than 11months by using this method. The two-stage process increased the constructionpace, and limited business losses by al-lowing above-ground traffic to resume assoon as possible.The subway construction inconve-nienced residents and caused businesslosses due to road closures and changesin traffic flow in vital business areas. Butconsidering the long-term interests of lo-cal residents, it was possible to win wide-spread cooperation and support andconstruction stayed on schedule.The average underground station on theNo. 1 Line is 230-m long and between20- and 24-m wide. Each station has twolevels. The upper level is devoted to thestation hall, with three to five entrances/exits leading to the street above. The hallcontains ticket machines, wickets andpublic telephones. The lower level isdevoted to the platforms and tracks. The

Shanghai Railway Station (Author)

Xin Long Hua Station (Author)




platforms are 186-m long and 8- to 14-mwide. The two levels are connected byescalators and stairways. The interiordecoration of each station is unique, withwall paintings being the primary orna-mentation.

Tunnels

Long tunnel sections connect the stations;the line is composed of 10.02 km of dou-ble track. Cylindrical tunnels are usedfor 9.27 kilometers, and rectangular tun-nels for 0.75 kilometers. The tunnelswere constructed using pressure shieldtunnelling machines from FCB Corpora-tion. Steel-reinforced slabs and concretecolumns are used for support. The shieldhas an inner radius of 5.5 meters, and anouter radius of 6.2 meters.Various techniques were used to ensurethat ground subsidence stayed within therange of +1 to -3 cm during digging.Laser technology was used to direct theflow of pressurized liquid concrete usedin construction of the tunnel base plate.At the same time, state-of-the-art tech-

niques were used to simultaneously en-sure a strict system of auditing and strongenvironmental protection.The double-track tunnel was completedon 25 May 1994, setting speed recordswith a daily rate of 23.5 meters, a week-ly average of 115 meters and a monthlyrate of 387 meters.After successful completion of tunnelling,track laying commenced using pressur-ized welding to form seamless track. Thelongest seamless track is 6.38 km, ensur-ing a smoother journey, reducing noise,and increasing stability, safety and com-fort for commuters.

Electrical Engineering

PowerThe Shanghai No. 1 Subway Line hastwo 110-kV transformer stations and sev-en 33-kV sub-stations. Principal equip-ment was produced by S iemensCorporation and AEG Corporation ofGermany. Huadong Songbiandian Engi-neering Company and the Railway Min-istry Electrification Department took

charge of installing electrical systems andadjusting electrical equipment.The line uses crossbow current collec-tors to draw power from overhead lines.Power monitoring and control equipmentmade by Siemens Corporation was in-stalled and put into operation by 1994.

TelecommunicationsThe telecommunications system uses fi-ber optic cables, computerized switch-ing equipment, program controllers,public address and broadcast systems,surveillance TV cameras, and a radiocommunications system. Most of theabove-mentioned systems are already inoperation. In 1994, the line underwentthe first actual subway operation testswell ahead of schedule. The techniciansinstalled a temporary communicationsnetwork to carry them through the inter-im period, making it possible for trainsto run throughout the system.

SignallingThe line relies on an automatic train con-trol system (ATC) from GRS Signals Com-pany and Casco Signals Company of theUSA. Signalling work involved threemain areas: installing trackside equip-ment, installing equipment in cars, andsetting up the signalling control centre.

SecurityBoth the fire prevention and security sys-tems were imported from two Americancompanies. The 1,301 chemical-basedfire extinguishing system was producedby Sinplex Corporation. It is a centralsystem backed-up by peripheral systemsat each dual-level station. The entiresystem is monitored and controlled bycomputer.

Environment ControlThe environment control system was fullyinstalled, tested and fine-tuned by 12 De-cember 1994. It maintains the qualityof the environment in the tunnels andPeople’s Square Station (Author)


stations. Environment control meanscomplete control of temperature, humid-ity, noise, air flow and air quality. Theaim is to give people in the subway max-imum comfort. In an emergency, the en-vironment control system is designed toprovide safe dispersion of smoke andevacuation of people from the subway.The entire line is dotted with ventilationand air-conditioning systems. The stan-dard climate control levels at each sta-tion are at a temperature of 30°C in theupper level of the station, and 29°C atthe platform level. The relative humidi-ty is 65%. The subway cars have air-con-ditioning.

Water and Drainage SystemsThree types of water system are used: wa-ter supply, water drainage, and fire sprin-klers. The total piping length is 20 kmwith 120 water pumps of all types, and20 water cooling towers.

MiscellaneousThe equipment in the environment con-trol system and water supply and drain-age system can be operated by anindependent control system from SauterCorporation of Switzerland and IntellisysCorporation of Canada.The underground stations will have baf-

fled doors to stop cool air escaping tothe street, saving electricity over the longrun while increasing fire safety. Forty-eight heavy-duty escalators were pur-chased from OTIS of Germany. Anautomatic ticketing system, includingticket machines and wickets will be in-stalled at an unspecified future date afterfurther tests.

Test OperationsThe line began various test runs as earlyas 1992, when the Shanghai City Sub-way Operations Corporation was formed.Company subdivisions include a passen-ger section, electrical engineering sec-tion, signals section, construction andrepair section, train carriage section andcontrol centre. The train carriage sec-tion later became independent and setup its own factory. The Corporation sentover 100 people to Germany and othercountries for specialized training in op-erating a subway. Train dispatchers weresent to various railway locations in Chi-na for training, and the passenger servicepersonnel were sent to the Beijing Sub-way General Company for training.The train carriages were designed andproduced by the Germany ShanghaiMetro Group (GSMG). The first samplecarriage was shipped from Hamburg on

24 September 1992 reaching Shanghaion 30 October. By the year end, a largenumber of carriages equivalent to ninefull trains had been delivered, inspectedand adjusted for operation.While construction of the line was un-derway, ground transport was disruptedcausing numerous difficulties for com-muters; the Shanghai City governmentrequested putting the completed south-ern part of the line into operation as soonas possible and commercial operationstarted on 28 May 1993 over the south-ern section. The middle and northernsections started testing movement oftrains on 12 December 1994 as construc-tion neared completion. Finally, the en-tire length was opened on 10 April 1995.The traffic pattern was set at six cars pertrain with a top operational speed of 80kph, and a train leaving a station every8 minutes. All the trains are conductor-operated, and run for 17 hours each day.The ATC is undergoing adjustment andmore time will be required before it sat-isfies operating requirements.

Development of Nearby Areas

According to the original cost calcula-tions, 5 billion Yuan (US$600 million)invested in building and developmentcosts cannot be recovered from subwayticket sales alone. At present, a ticket toride the entire length of the line is 2 Yuan.(US24 cents) The daily passenger vol-ume is steady ranging from 240,000 to260,000. Although all this income isused to service the loans, it is insufficient.Consequently, to pay back all the loans,the nearby areas, both underground andabove ground, must be exploited byopening profitable businesses, and byselling real estate and advertising space.At present, there are 400,000 m2 of busi-ness and office space in buildings nearthe line. The space available includesindependent business ventures devel-

Control Centre (Author)




oped by the line, and various joint ven-tures. Another 300,000 m2 of floor spaceadjacent to the underground stations isslated for construction.Advertising revenue from let space insubway stations and from illuminatedpanels will be used to support operations.

Extending No. 1 Subway Lineand Building No. 2 Subway Line

An extension to the No. 1 Line is underconstruction from the southernmostterminus at Jinjiang Playground to XinZhuang Station. It includes three above-ground stations and runs 5.29 km. De-velopment is divided into two areas.The Minhang district, where the south-

ern extension runs, is responsible for fi-nancing the macro-construction involv-ing obtaining and clearing land. TheGeneral Company is responsible for rais-ing funds for the trains, track and me-chanical equipment.The formal ground-breaking ceremonyfor the extension was on 24 October1994 and it is estimated to be completedsometime in the first half of 1997. It willhave a positive economic impact on thedevelopment of the business districts insouthwest Shanghai.China's State Council approved construc-tion of the Shanghai No. 2 Subway Lineon 11 January 1995.The No. 2 Line will start at Hong QiaoInternational Airport on the west edge of

the city and will service the Hong QiaoSpecial Economic and Technology De-velopment Zone east of the airport. Theline will then continue east along Nan-jing West Road going right into the heartof downtown Shanghai to People'sSquare where it will meet the No. 1 Line.From People's Square, it will run underthe busy thoroughfare of Nanjing EastRoad until it meets the Huang Pu River,passing under the river and entering theFinancial Zone in Pudong District on theeast bank. From Lu Jia Zui Road Station,it will run to its terminus at Pudong Dis-trict's Long Dong Road. The total lengthof the No. 2 Line will be 27 km with 17stations.The project is divided into two phases;

Yangpu District

Hongkou District

Jingan District

Putuo District

Zabei District

Changning District

Xvhul District

Pudong New District

Completed No. 1 Line No. 1 Line Extension under ConstructionEastern Phase of No. 2 Line Final Phase of No. 2 Line

Luwan District

Minhang District

Nanshi District

Xin Zhuang S.

Er Huan Road S.

Lian Hua Road S.

Jin Jiang Playground S.

Xin Long Hua S.

Cao Bao Road S.

Shanghai Indoor Stadium S.

Xu Jia Hui S.

Heng Shan Road S.

Chang Shu Road S.

Shi Men Road (1) S.Jing An Temple S.

Jiang Su Road S.Gu Bei Road S.

Hong Qiao Airport S.

Xie He Road S.Bei Xing Jing S.

Shui Cheng Road S.

Zhong Shan Park S.

Shan Xi Nan Road S.Huang Pi Nan Road S.

Yang Gao Road S.

Central Park S.

Long Dong Road S.

People's Square S.

Wen Deng Road S.

Depot

Shanghai Railway Station S.

Han Zhong Road S.

Xin Zha Road S.Huangpu District

MAP OF SHANGHAI METRO LINE NO.1 & 2.

He Nan Road S.

Lu Jia Zui Road S.

Dong Chang Road S.


Chen YiXin

Chen YiXin studied at the Shanghai Railway University where he

received a Master's degree. Since 1988, he has worked at the

Shanghai Metro Corporation playing a role in the construction and

management of the Shanghai subway system.

Lu JinDong

Lu JinDong studied at Tongji University where he received

Bachelor's and Master's degrees. In 1992, he took charge of op-

eration of the Shanghai No. 1 Subway Line. In 1996, he was ap-

pointed professor of Shanghai Railway University, and Deputy

Manager of Shanghai Metro Corporation.

the first Eastern Phase will construct theline from Zhong Shan Park in downtownShanghai to Pudong District on the eastbank of the river. It is expected to costUS$1.5 billion, all of which must be re-paid by the City. Shanghai City willrepay domestic costs by letting land, byfund-raising foundations, and by devel-oping peripheral areas benefitting fromproximity to the new line.Zhu Rongji, China's Vice-Premier paid anofficial visit to Germany on 8 February1996 and signed an intent to enter a bi-lateral agreement concerning coopera-tive financing of the Shanghai No. 2 Line.The final contract was signed by late July.The carriages, electrical generators, elec-trical power equipment, telecommunica-tions systems, etc., will be provided byGerman companies. ABB Daimler-BenzTransport Company and Siemens Corpo-

Shanghai No. 1 Line Depot (Author)

ration will provide about DM730 millionworth of loans. Germany was also suc-cessful in becoming involved in con-struction of the Guangzhou (GuangdongProvince) No. 1 Subway.At the same time, the No. 2 Line also at-tracted loans at favourable rates from thegovernments of America and France.Two shield tunnelling machines werepurchased for US$9 million from Fram-atome, a French company. Signal sys-tems, signal boxes, and ticket-vendingand ticket-collecting equipment werepurchased from America for more thanUS$50 million.Six stations on the No. 2 Line are alreadyunder construction in the Pudong Dis-trict. Construction of most of the stationswill begin during 1996. The EasternPhase is slated for completion in 1999.After the Line is fully constructed, it will

form a cross-shaped rail network with theNo. 1 Line. When the city bus loop istaken into account, the transportationsystem will be shaped like a box, criss-crossed by the subway system. This con-figuration should be most beneficial tothe transport flow in Shanghai.Feasibility studies on the No. 2 Line be-gan in 1988. At that time, the PudongDistrict was not considered in the plan;The original plan called for the line torun from Hong Qiao International Airportto northeast Shanghai reflecting the stressof heavy passenger traffic at that locationand time. However, in April 1990, Pre-mier Li Peng announced the opening ofthe Pudong District to rapid economicdevelopment. As a result, the No. 2 Linewas re-routed to take the Pudong Districtinto account. News of the future sub-way service dramatically improved theattractiveness of the Pudong District interms of investment. (Pudong is alreadybuilding an international airport, con-nected by road to the No. 2 Line.) Therapidly developing Pudong District ispoised to become a brilliant new win-dow to the world.Shanghai may have as many as nine sub-ways in the not-too-distant future; full-scale feasibility studies are alreadyunderway on the No. 3 Subway Line. Webelieve that the 13 million people ofShanghai, the city government and for-eign investors will all benefit from con-struction of the subway system. �

the shanghai no. 1 subway line · 2016-03-15 · ized welding to form seamless track. the longest...

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