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Traffic center
Transportation line assembly, transfer (change) more convenient place
Transportation center refers to the transportation line assembly, transfer (change) more convenient place. It can be the intersection of the same traffic routes, or it can be the intersection of different types of traffic lines (such as rail, road, water, air). It is the decisive condition for the formation of Commodity Exchange centers, especially commodity distribution centers. The formation of the transportation center depends on the natural geographical conditions, economic development, the size of the freight volume, the investment and layout of the transportation industry. The traffic center will shift due to changes in traffic conditions.
- Chinese name
- Traffic center
- Foreign name
- Transportation center
- unscramble
- The intersections of traffic arteries by means of transport
- Mode of transport
- Railway and road transportation centers, etc
- subject
- Traffic engineering
According to its scope of influence and the degree of facilities can be divided into international transportation center
[1]
E.g.
New York
,
Frankfurt
National transportation centers (such as Beijing) and regional transportation centers (such as Zhengzhou).
According to the mode of transport can be divided into: ① railway and road traffic center; ② Inland river traffic center; ③ Maritime transportation center; (4) Comprehensive transportation center, that is, a transportation center with more than two modes of transportation.
Traffic center
[2]
It is the intersection and connection point of one or more modes of transportation, which has a significant impact on the traffic structure and economic development of a certain region. Transportation centers generally have a historical continuity. For example, Wuhu was the transportation center of southern Anhui in the traditional society, and still maintained the position of transportation hub after entering modern times. However, the traffic center in the north of Anhui province has shifted significantly. In the 1930s, geographers pointed out that Zhengyang Pass and Linhuai Pass, the transportation and commercial centers of northern Anhui, were "beyond the reach of the two towns since Bengbu built a port." Because of the dependence on the traditional transportation center, the local government and the gentry and merchants of Anhui have made Zhengyang Pass become the hub of new transportation since modern times, but various factors make this goal difficult to achieve. At the same time, the connection of railway and water transport makes Bengbu, a new town, replace Zhengyang Pass and Linhuai Pass irresistiably and become the transportation center of northern Anhui. The previous studies mostly investigated the influence of new traffic on regional economy statically. It is helpful to deepen the understanding of the traffic characteristics and the level of economic development in the north of Anhui since modern times to sort out the changing course of the traffic center.
Historically, most of the major commercial towns in northern Anhui were distributed along waterways, and gradually formed a traffic pattern dominated by water transportation of the main branches and tributaries of the Huai River and supplemented by land routes. Because of the special political status of Fengyang Mansion in the early Ming Dynasty, it led to the prosperity of the local economy and became the political and economic center of northern Anhui. Zhengyang Pass and Linhuai Pass have gradually become important commodity distribution centers and land and water transportation centers in the Huaihe River basin.
Zhengyang Pass is located at the intersection of Huai, Ming and Ying three rivers, sixty miles away from the city of Shouzhou (today's Shouxian), known as "seventy-two waters return to Zhengyang". Ming and Qing dynasties belong to Fengyang House Shou Zhou. Land east to Fucheng (Fengyang), Nantong Liuan, southwest to Huoqiu County, northwest to Yingshang County, waterway to Ruying, Hongze Lake. Linhuai Pass, known as Haotou in ancient times, is one of the four historic towns in Anhui Province. In the first year of Ming Chenghua (1465), Fengyang banknote Pass was established, including Zhengyang Pass and Linhuai Pass, Zhengyang Pass was located in Zhengyang Town and Linhuai Pass was located in Linhuai Town. The Qing Dynasty followed the Ming system and set up Fengyang banknote pass, or Fengyang consultation Pass, which was still in charge of the Ministry of Household. In the eighth year of Qing Shunzhi (1651), Fengyang Pass was under the supervision of Fengyang Cangchai. Fengyang Cangguan was established at the beginning of the Ming Dynasty, expropriating the money and grain of Su, Song, Chang, Zhen, An, Ning, Tai, Feng, Lu, Huai, Yang, Fengyang Right eight Wei and Henan eight Fu and one state. In the 33rd year of Kangxi (1694), the Fengyang banknote Pass government Office moved to Zhengyang Town. Fengyang Cangguan also moved to Zhengyang Town in the 34th year of Kangxi, and merged with Zhengyang Pass and Linhuai Pass to form Fengyang Pass, and set up a customs department in the southwest of Shouzhou sixty miles, specializing in Zhengyang and Linhuai two passes. In the same year, Fengyang Pass was managed by officials directly appointed by the Qing Government from the central government. In the 55th year of Kangxi (1716), it was handed over to the local governors of Anhui Province, and this system was maintained until the end of the Qing Dynasty.
Due to the Huaihe River boat bow, fish and salt benefits, Zhengyang Pass and Linhuai Pass business travel, four spoke to hit, and gradually developed into a large wharf gathered by merchant ships, an important material distribution center in the middle reaches of the Huai River. At that time, the commercial status of Jeongyangguan surpassed that of Shouju City, the seat of Juju City. In the middle and late Ming Dynasty, Zhengyang Pass "Huaiying east, Guan Shan west, traders spoke beat, conducive to fish salt, Huainan first town also". And Shouzhou city to the late Qing Dynasty of commerce is still not developed, "the gap in the city, more Wells irrigation, to kind of vegetables, orange pressed the sound of the ear", "merchants to salt when the big, rice wheat beans and millet millet trade relocation are set in Zhengyang, Wabu towns, the city is loaded by the paste, but cloth millet chicken and bamboo and wood." According to the yellow"
Unify the road map
"And Cheng Chunyu's" Shi Shang Xiang "records that there are 13 water and land routes through Zhengyang Pass.
The impact of transportation center In modern times, the appearance of steamship and train has brought about great changes in the transportation structure. In the case of waterways, changes in traffic routes by means of transportation do not have a direct impact. In the autumn of 1907, Wang Jinfang, the boss of Yongchang Bank in Zhengyangguan, and Hu Yuanru, the manager of Dafeng Bank, set up a private Lihuai Steamship company in Bengbu to operate the traditional route between Zhengyangguan and Qingjiang in Jiangsu. For land transportation, traditional transportation routes can carry modern means of transportation, but they cannot adapt to modern means of transportation and are replaced. In the planning of the operation route of the new means of transportation, the traditional traffic line has a great influence, but when it is restricted by the means of transportation and natural conditions, it is difficult to retain the traditional route. If the deviation of the traffic line occurs, it will naturally make the traditional traffic center produce displacement, and this process is not transferred by people's will.
At the end of the Qing Dynasty, the great powers raced to build railways in China to expand their interests. In 1899, in order to communicate Shanxi, Henan and the middle and lower reaches of the Yangtze River, the British Fu Company surveyed the railway line connecting Zezhou, Shanxi through Huaiqing, Henan and Luhan Railway, crossing the Yellow River and turning into Zhengyang Pass to reach Pukou, Jiangsu, that is, the Zepu Railway. Later, because Zezhou is surrounded by mountains, the road construction project is difficult, so the starting point is changed to Huaiqing, called Huaipu Railway. Because Sheng Xuanhuai and others opposed, the road could not be built. This indicates that Zhengyang Pass has received initial attention in railway planning.
In 1905, the commercial office of Anhui Railway Company was established, and the preliminary planning of Anhui railway routes was carried out, including Jiangbei route and Jiangnan route. Among them, Jiangbei route planning pays special attention to the status of Zhengyang Pass. "Up from the north of Anqing to the state of Lu 'an, building roads for more than three hundred miles. From Chao County north to Zhengyang Pass, more than 300 miles of road construction, the Jianghuai River echoes the spirit, and the traffic of Henan and Anhui." Anhui Railway Company decided to build Wuhu to Guangde railway first. But the construction of Wu-Guang railway is slow, so some people advocate building the northern Anhui railway first. The dispute within the company about the south road and the north road is also more intense. Kuai Guangdian, the prime minister of Anhui Railway Company at that time, thought: "It is always based on collecting funds to survey the line, and it is against the law to start the extensive work, and it should be early for the collection of bundles, and it cannot be further and deeper, and it can not be carried out if it involves other sections." He criticized the hasty construction of the Wu-Guang railway and advocated both the north and the south. In his early years, he opened a silver money grocery store in Hefei, and was familiar with the business situation in northern Anhui, and had a consensus with Cheng Wenbing, who also had business interests in northern Anhui. When he was the governor of the Zhengyang Pass, he wrote to Cheng Wenbing, proposing the construction of the Hehao railway through the Zhengyang Pass, believing that the railway was located in the plain and the construction was easier. This proposition was naturally supported by the gentry in northern Anhui, who believed that the northern line "has a long road and more goods, and connects the Luhan Railway in the west, and can regain the rights of Jinpu, which is dozens of times more profitable than the Wu-guang line." In this regard, Zhou Xueming, who took over as premier, did not deny the necessity of building the northern line. In a speech, he admitted that the construction of the South road is more difficult, but the northern Anhui route is long, and to pass through the Huai River, should first build the south road, and then build the north road, "I hope we do not have provincial boundaries."
In 1898, after the British failed to win the loan right of Luhan Railway, they proposed to the Qing government to build five railways in China, including Puxin. Puxin Railway refers to the railway from Wuyidu north of Pukou to Xinyang, Henan Province, and its goal is to "promote the Shanghai-Nanjing railway". The road through Anhui Quanjiao, Luzhou, Lu 'an, into Henan through Gushi, Guangzhou (now Yanzhou), Luochuan to Xinyang. On January 6, 1899, Sheng Xuanhuai signed a contract with Jardine Matheson on behalf of the Central China Company. Due to the contradictions between the parties, this contract has not been implemented in the late Qing Dynasty.
In the Republic of China, under the strict urging of the British side, the formal road construction contract was signed in November 1913. The route selection was quite difficult. The route originally proposed by the British was "down the Huai River, through Zhengyang Pass, where commerce was most prosperous, and then connected with the Jinpu Railway at Huaihe Pass". Since then, two comparison lines have been proposed: one is Zhengyang Pass to Bengbu, which is the original route, and the other is through Lu 'an Prefecture,
Luzhou
Fu to Wu Yidu. Because of the "Bengbu to Zhengyang line, parallel with the Huaihe River route, railway transportation is difficult to compete with ship transportation, and the auxiliary Jinpu is limited, and the damage to Puxin is many." If Puxin builds a branch road from Luzhou to Zhengyang according to the new line to absorb the traffic in the Huaibei area, it seems harmful to Jinpu. In short, there is no conflict between the Puxin trunk line and Jinpu, and the key lies in the Zhengyang Branch Road ear." In the end, the route of the Puxin Railway was determined to pass Lu 'an and Luzhou to Wuyi line, and it was decided to build the Hezheng Branch line. Under the condition that Jinpu Railway has been built and opened to traffic, Puxin Railway passes through Zhengyang Pass or builds a branch line to Zhengyang Pass, in fact, to ensure the passenger and cargo volume of Puxin Road with the help of Zhengyang Pass, which is the fundamental interest of railway.
