Chapter 6 2. Traffic style

In July 2010, the post "Shanghai bus fares will enter the era of 3 yuan" was reposted in major online forums such as Kaixin.com and Broadband Mountain.The post stated: "After the starting price of taxis in Shanghai has risen to 12 yuan, and gasoline is about to rise to 6.5 yuan per liter, public transport will also be ready to move, not to be outdone, and enter the era of 3 yuan in an all-round way." "Rumours were aroused. A relevant person from the Municipal Transportation and Port Bureau immediately denied, "This statement is purely false." The "Oriental Morning Post" reporter found that "similar rumors circulated crazily for a while a year ago, this time it belongs to the 'return' after a long period of silence".

So, why is the price of Shanghai public transport "raised" again?Rumors of price hikes spread so quickly that Shanghai citizens are complaining and venting their anger—Shanghai’s public transportation consumption leads the country, and Shanghai residents spend 175 yuan a month on public transportation, accounting for 7% of their average wages (Wen Wei Po "), experts say that it is not normal for travel costs to account for more than 5% of income; the CPI index remains high, the price of food and use doubles, and even ginger and garlic can be sold for the price of meat. PetroChina and Sinopec are still Crying about being poor every day, the ticket price of the Shanghai-Nanjing high-speed rail has risen by 50%; Shanghai’s urban construction is changing rapidly, but urban life makes the citizens fearful. The situation was so serious that the leaders of the six major departments of the city had to gather for a meeting to discuss countermeasures...

The city makes life better, but this "beautiful life" is crushed as soon as you go out. "Padou" (padou) in Shanghai dialect means "style, posture".It is an aspect that Shanghai people pay special attention to and must take into account. "Fantou" means from the inside to the outside, and the fusion of the inside and the outside. It is similar to temperament, such as: "You can tell that Yi is the boss at a glance, and the style is Shalehei (you can tell that he is the boss at a glance, and the temperament is there). "It also has the meaning of focusing on external performance, a little exaggeration and vanity, similar to showing off, such as "Although Yi is poor, he likes to show off (although he is poor, he still likes to show off)." ("Hut Dictionary")

When it comes to talking about Shanghai Transportation's "style" and love to show off, it is natural to start with the most "advanced" maglev train.This Shanghai maglev demonstration line with an investment of 12 billion yuan and a length of 30 kilometers was ridiculed as a "toy" by Yamada Yoshitomi, the president of JR Tokai Corporation in Japan. He said: "If you compare it to a toy for elementary school students, our maglev is equivalent iPad.” The background of this speech was the 2010 Chinese and Japanese high-speed rail companies competing for the US high-speed rail project bidding.

Leaving national sentiment aside, let’s take a look at the current status of Shanghai’s maglev: Shanghai Maglev was opened at the end of 2002, connecting Pudong International Airport and downtown Shanghai, with a total distance of about 30 kilometers and a maximum speed of 430 kilometers per hour.The Shanghai maglev train is made in Germany. The carriage with the front is 27.196 meters long and 3.7 meters wide; the middle carriage is 24.768 meters long. It can travel back and forth between downtown Shanghai and Pudong Airport within 14 minutes.However, the prospect of the world's first commercially operated maglev railway, once the pride of Shanghai residents, is bleak.

The daily passenger flow is less than 5,000, and it can barely reach 8,000-10,000 on holidays. "Not long after the operation, the coil was replaced once, which cost 90 million euros because of serious aging. In addition, the connector was broken, and it cost 30 million Hong Kong dollars to replace the connector." Wang Mengshu, academician of the Chinese Academy of Sciences and maglev expert, complained that according to his knowledge According to the data, the 30-kilometer maglev demonstration line with an investment of 12 billion yuan has cost nearly 1 billion yuan to replace the equipment.Huge operating costs and less than 20% of the passenger flow make Shanghai Maglev Transportation Company lose money every year in the amount of 500 million to 700 million yuan, and its current assets are more than 7 billion yuan ("Times Weekly").Han Han even jokingly called this project "it takes 500 years to recover the cost".

No one sits, that's the key. FT Chinese website "Why so few people sit on Shanghai Maglev? "The reason summarized in the article is: "Because there are not enough 'humanized' facilities in Shanghai's entire rail transit system, maglev seems to be more like a separated 'sightseeing project', and its practicability has not yet been tapped. "The lack of humanized facilities means that passengers' feelings are rarely considered during the construction process.Then, the Shanghai maglev can only be reduced to a "face project" that cost huge sums of money.

Regardless of whether Yoshitomi Yamada has malicious intentions or not, he believes that Shanghai's maglev is just a "toy". In fact, it is quite reasonable in terms of the utilization rate of this means of transportation.So impractical, isn’t it a toy for big Shanghai to show off, is it still a must-have tool for ordinary citizens to travel? "China Youth Daily" commented on the embarrassing situation of Shanghai Maglev: "Any investment project should not be based on enthusiasm alone, let alone blindly launched for the sake of political achievements. The construction of this Maglev Railway was for tourism or to improve the city. Traffic, or for the image of the city, is unknown now. But according to the recently disclosed operating conditions, I don’t know how the benefits promised at the time of construction will be fulfilled to investors. The current losses have not brought reflection to some people, they Attributing the loss to 'the market is too small', considering rebuilding the maglev railway or extending the line, and even considering going directly to Zhejiang, it seems that making the project bigger is the real way out. This kind of decision cannot but be worrying."

Even when the mainstream media criticizes people, the wording is very subtle.Han Han, who is outside the ruling and opposition parties, is even more pointed. He said: "Many officials in China are actually very rustic. They think that their office buildings are lit up at night, which is very fashionable like Rome. Similarly, maglev does not use wheels. It looks awesome. It’s the same as what they are selected every year. Two words, advanced. There is also a huge reason that other countries do not have maglev, and the only short-distance route in Europe has finally stopped after 11 years of operation. This Get off, only Chinese trains fly in the sky, how arrogant to say it. Although your European and Japanese high-speed rail networks are faster and more convenient than maglev, yours is also cheap and not elegant. In the final analysis, it is still railways, and ours This, although I didn’t invent it myself, the Germans took a lot of money and refused to sell the technology, but we are levitation, UFO, UFO, it’s different.”

Although scholars, media and citizens raised all kinds of doubts about the expansion and extension of Shanghai Maglev, on January 29, 2009, China and Germany signed a cooperation agreement on "transfer of part of maglev train technology from German ThyssenKrupp to China" protocol. At 7 am on February 7, 2009, at the intersection of Luoyang Road, Meilong West Road, Minhang District, Shanghai, near the Dianpu River, the China Railway Fourth Survey and Design Institute laid a drill bit. The surrounding residents noticed sensitively that the drilling node was "maglev The mileage and chainage of the right line of the tie line are right CK17+774".

Xinhua News Agency, Beijing, March 13, 2010: Zheng Jian, chief planner of the Ministry of Railways, said that the Shanghai-Hangzhou maglev project has been approved and is currently being studied in depth. The restarted maglev plan has made some changes on the basis of the original plan. The biggest change is that part of the track of the maglev will be transferred from above ground to underground to avoid dense residential areas.However, the price paid is that the cost of maglev per kilometer is more expensive. Christine Rosing, an engineer from Germany's ThyssenKrupp AG and the person in charge of the long stator coil, has stated on different occasions that the cost of one kilometer of the maglev project is about 60 million euros, which is 600-700 million yuan when converted into RMB.The cost of the previous maglev Pudong demonstration line also confirmed this point.The maglev Pudong demonstration line starts from Pudong Airport and ends at Longyang Road Subway Station, with a total length of 31 kilometers and a construction cost of 23.8 billion yuan, or more than 700 million yuan per kilometer. "This is only the project cost of the above-ground section of maglev." Wei Lehan, chief scientist of magnetic technology at the Shanghai Academy of Sciences, said: "If the maglev goes underground, I can't say how much it will cost. It must be quite expensive. And the engineering difficulty of the underground section is also relatively large. , The body of the maglev train is much higher than the subway, 3-4 meters, and the amount of earthwork is also quite large.” According to the announcement on the website of the Shanghai Urban Planning Administration in December 2007, the planned route of the Shanghai-Hangzhou Maglev Shanghai Airport connection line is 31.8 kilometers long.In other words, even without considering the increased cost of the underground section and the relocation cost of the above-ground line, the cost of the maglev extension line is at least the same as that of the maglev Pudong demonstration line, reaching more than 20 billion yuan.This makes the originally estimated investment of 6 billion yuan seem "a drop in the bucket". "This year's National People's Congress, I will be the first to write a letter to continue to oppose this project." Wang Mengshu said that the extension line needs 20 billion yuan, and it is definitely a cost-effective and impractical project, although some people claim that it is for the national strategic reserve To make contributions, but "the country cannot spend the money of ordinary people for some scientific and technological purposes." In addition, the Shanghai-Hangzhou high-speed railway will be officially opened to traffic on October 1, 2010.According to the plan, the Shanghai-Hangzhou high-speed railway starts from Shanghai in the north, passes through Jiaxing and ends at Hangzhou East Station, with a total length of nearly 159 kilometers and a design speed of 350 kilometers per hour.Wei Lehan analyzed: "From Shanghai to Hangzhou, it takes 25 minutes to get there by maglev train. The fare is estimated to be 150 yuan. It will take 10 minutes more to take the high-speed rail, but the fare is only 50 yuan. It is clear at a glance which one is better than the other. This is tantamount to a judgment. How many people are willing to spend an extra 100 yuan to save 10 minutes when the 'death sentence' of the maglev train is over?" It is the logic of Shanghai to use a larger investment to save the previous large investment that lost money.But is it worth the money? "Maglev technology has been abandoned in our country." In mid-February 2009, the German "Der Spiegel" published an article commenting that due to the need for huge investment, the cost was too high and the environment was involved. Since 1994, The construction of the maglev track, which had been brewing for a long time, came to an end when the Munich maglev project was announced to be discontinued by the government. The German "Welt" also published an article saying that although the German government does not intend to invest in the maglev project, the German government is not willing to transfer the core technology that it has studied for decades to China—the other party is using it for "strategic technology reserves." The German industrial giant ThyssenKrupp, which owns the technology, has put pressure on the government because they believe that China is their only chance to continue to deepen their experiments amid the economic crisis. At this time, only China, and only Shanghai in China, will spend a lot of money to buy some technologies that have been "abandoned" by others, just because "this is levitation, it is UFO, it is UFO, it is different" ( Han language).Is this the legendary "only buy the expensive, not the right" rule of showing off wealth? When there is a problem, the first thing that comes to mind is to solve it with money.This is true of maglev, and so is urban public transportation, which is closely related to the travel of Shanghai citizens.Over there, they spend all their money to make some expensive "toys" that ordinary people can't use. Here, the prices of buses, subways, taxis, etc., which are necessary for ordinary people to travel every day, keep increasing. Starting from September 15, 2005, Shanghai Rail Transit Passenger fares have risen overall: the starting price of the basic fare has been adjusted from 2 yuan to 3 yuan. In March 2010, with the opening of the Anting Sub-line of Metro Line 11, the highest fare of Shanghai's subway broke through 10 yuan. For this, the citizens of Shanghai are full of grievances, especially compared with the Beijing subway that "runs around the city for 2 yuan", it is even more sad. In 2005, Shanghai raised fares, and the reason given was "to solve subway congestion and eliminate potential safety hazards", so this price increase plan came into being.Shanghai Shentong Group Corporation, the applicant for subway price adjustment, proposed to improve the fare mechanism, use price leverage to adjust and optimize passenger flow distribution, reasonably guide travel choices, reduce operating pressure, and ensure the safe operation of rail transit. It is said that the short-distance passenger flow within 6 kilometers accounts for 38% of the whole day's passenger flow, and the passenger flow of more than 16 kilometers accounts for 11%.Some passengers who do not have to travel during peak hours also choose to travel during peak hours, and about 30% of the people who travel during peak hours on weekdays are short-distance passengers. The reason sounds sound enough, but it still caused a lot of public resentment. Someone questioned: Can the increase in fares reduce the peak passenger flow of the subway? "We don't take the subway because it's cheap. There's no bus that can match the speed of the subway, so we have to use the subway to get to and from get off work." Some people think that "it is unfair to use price increases to divert traffic".Public transportation has its public welfare nature, and those who cannot afford it can take it, while those with little money are blocked from the door.Drive people out of the subway, can the ground bus solve the travel of these people during the rush hour? Can the subway price increase solve the problem, can it solve the fundamental problem?In fact, urban public transportation (urban public transportation facilities) affects the whole body, and it has a lot to do with urban spatial planning and industrial planning. Take real estate planning as an example. A doctor who studies real estate said that in western countries, all the "poor people" live in the city center, and the rich live in the suburbs with a relatively better environment, but the opposite is true in Shanghai.Due to house demolition or house sales, most of Shanghai’s original citizens were “driven” outside the inner ring road, and had to go to the urban area for work, school, medical treatment, and shopping. As a result, the pressure on urban public transport, including the subway, increased sharply. For those white-collar workers whose work units and homes are at the two ends of the city, they have to cross Shanghai twice a day and endure the torment of commuting to and from get off work for 4 hours.Some white-collar workers posted their daily commuting time and cost on the Internet, which immediately aroused heated discussions.Many people said that in the future, when choosing a company, they will consider the cost of commuting to work, even if the salary difference is 20%.Most of these white-collar workers who post and follow their bitterness live in the newly built residential areas near the outer ring roads such as Minhang Xinzhuang, Zhuanqiao, Songjiang Jiuting, Pudong Jinqiao, Chuansha, Baoshan Gongkang, Luodian, etc., and they usually go to work in the city. Center or Pudong and other areas. "I have to spend so much time on the road every day, 'enjoying' the double torture of the spirit and the body, and the descendants of the company seem to be exhausted." A white-collar worker who came to Shanghai from other places laughed at himself.Once, in pursuit of high income, they switch jobs and go to work far away from home, the direct consequence is that they can only commute to and from get off work every day.But in this way, including unplanned expenses such as taxi rides, the actual increase in income is almost invisible. Mr. Dong, who bought a house with a loan in Zhuanqiao, Minhang District two years ago, is an IT professional working in Zhangjiang, Pudong. The company he works for is a world-renowned Fortune 500 company.But he soon discovered that it took nearly 5 hours to travel back and forth between Minhang and Pudong every day, which was no less than a short trip. "Buses are crowded, so is Metro Line 5, Line 1 is even more crowded, and People's Square Station on Line 2 is super crowded. Usually, you have to squeeze two or three times to get on the bus." Mr. Dong complained that the company started work at 9 o'clock. , and he has to get up at 6 o'clock in order to catch the company's 8:40 bus, otherwise he has to take a taxi to the company.The journey home was equally difficult.Often working overtime makes Mr. Dong often miss the last train of Metro Line 5, so he can only take a taxi home.As a result, the transportation fee for only half a month exceeded 300 yuan. "I can't wake up every day, and I have to get up to work in the morning with sleepy eyes. I feel so tired and tired. I really feel that I can't keep going..." Facing the difficulty of guaranteeing rest time and the high cost of transportation, Mr. Dong struggled. unspeakable. On October 16, 2009, "Morning News" reported, "Shanghai Metro has initially drawn up a fare adjustment plan to reduce the cost of long-distance passengers. According to the official website and online forums such as the Shanghai Rail Transit Club, the voice of 'hope the starting price will be reduced to 2 yuan' is still heard." On the "communication platform" of the official website of the Shanghai Metro, a netizen posted a post titled "Strongly recommend that subway prices be reduced!!"This netizen said: "I am a subway worker. I work from 9 to 5 in the city center every day. I live in the suburbs. The daily subway fare is 12 yuan. The travel cost is too high! Why can the Beijing subway (2 yuan) Running all over the city! Why is the current highest fare for the Shanghai subway 7 yuan! They are all super-large cities, why can’t they benefit the people as well?” In the “People’s Proposals” column launched by a portal website in Shanghai, a netizen left a message: “Take the three members of my family taking the subway and bus 22 days a month as an example, and the total cost is 660 yuan, accounting for 12.46% of my family’s total monthly income. "Such necessary expenditures are not so easy for most low- and middle-income families. CPPCC member Cai Jinping said in an exclusive interview on January 29, 2010 that her proposal this year focused on travel issues, and hoped that bus fares would be reduced to 1 yuan and subway fares to 2 yuan to reduce travel costs.Taking the Beijing Olympics as an example, Cai Jinping believes that only when the government increases investment can people's travel costs be reduced.But at the same time, she revealed that some members disagreed with her views, and there were conflicts of views. It is normal that subway fares cannot go down. If you know that the cost of Shanghai's subway is 800 million yuan per kilometer, you will not have too many illusions about price reduction.The Guangzhou Metro, which also has a high cost of 700 million yuan per kilometer, only rises but not falls. At the end of July 2010, new regulations were formulated on the basis of the original pricing standard, stipulating that "to the airport, an additional 5 yuan will be charged, and citizens take the subway. The highest fare to the airport is 19 yuan."Therefore, when Shanghai announced that "the fares for rail transit operations will remain unchanged in the near future", citizens seem to be right about Amitabha. In addition, you can also get a glimpse of Shanghai Metro's attitude towards the matter of "giving benefits to the people" from the "one-day ticket" launched on April 24, 2010. "One-day ticket" is a new type of ticket, each 18 yuan, you can take the rail transit any number of times within 24 hours. At the previous special press conference on transportation security for the World Expo, the person in charge revealed that since the launch of the "one-day ticket", the average daily sales volume has exceeded 2,000.At first glance, the achievement of "2,000 copies sold daily" is quite exciting.However, in the context of Shanghai's average daily passenger flow of more than 5 million, this number seems too inconspicuous.The main reason for the slow sales is that the "one-day ticket" cannot really make passengers feel the attractiveness of the ride discounts. Xinmin.com launched a related poll showing that: 76% of netizens think "it's too expensive for ordinary people to use at all", and 5% think it's "good value" 14%, and another 5% of netizens said that "it is not money that saves, but time to buy tickets." In fact, many cities with subways in the world sell "one-day tickets", mainly serving tourists who need to take the subway multiple times in a short period of time.The "one-day ticket" of Chicago's local subways costs US$5.75 each, and its one-way ticket costs US$2.25. Visitors only need to take the subway three times in one day, and they have already saved US$1. On the other hand, why is the "one-day ticket" in Shanghai priced at 18 yuan?The subway once explained that according to their calculations, tourists from other places take the subway in Shanghai about 4 times a day, and the average ticket price is about 4 yuan each time. In this way, the total is 16 yuan, plus 2 The ticket cost of RMB.That is to say, according to this calculation, instead of getting a discount for buying a "one-day ticket", tourists spent an extra 2 yuan.In the formulation of this fare, the subway company obviously considered its own interests too much. On the one hand, a lot of money is spent to "earn face"; on the other hand, the price of travel-related consumption in the city is raised in all directions, and money is taken from the pockets of ordinary people in order to continue to build a larger "face project". Therefore, the fare of the subway cannot be lowered, and other travel tools and transportation-related consumption are like "sesame flowers blooming steadily": ⑴.Taxi fare From October 11, 2009, taxi fares in Shanghai began to increase. The minimum rental fee for small passenger cars in urban areas (that is, the "starting price") was adjusted from 11 yuan to 12 yuan. 2.40 yuan.In other words, after the price adjustment, passengers need to pay an average of about 10% more. In addition to small passenger cars in urban areas, all types of taxis in Shanghai have begun to adjust their prices.Among them, the minimum rental fee for medium-sized buses in urban areas has been adjusted from 16 yuan to 17 yuan, and the unit price for the excess mileage has been adjusted from 2.10 yuan to 2.40 yuan per kilometer; the minimum rental fee for regional taxis in the suburbs has been adjusted from 9 yuan to 10 yuan. The mileage unit price was adjusted from 2.10 yuan per kilometer to 2.40 yuan. The price increase is more obvious for long-distance passengers.The original fare for 20 kilometers was about 57 yuan, but after the price increase, it has increased by nearly 10 yuan.For many white-collar workers who commute by taxi, the daily cost increases by 30-40 yuan, and the cost of taking a taxi after 11 o'clock at night increases even more.It is estimated that the freight rate of small taxis in urban areas at night will increase by 30%, and the freight rate of over 10 kilometers will increase by 50%, which means that the cost of the starting mileage at night will reach 16 yuan. ⑵. The 38th place in the world for parking fees Colliers International surveyed the parking charges in 147 central business districts around the world, and released the "2010 Global Parking Charges Survey" report.For the first time, Shanghai entered the top 50 list of the world's most expensive parking fees, ranking 38th, with an average monthly parking fee of 278.73 US dollars (about 1,900 yuan). In this report, the average parking fee in Beijing's central business district is only 966.67 yuan per month, almost double that in Shanghai.The price gap between the two cities is not that exaggerated. In fact, not long before the publication of this investigation report, the regulation of "parking at 80 yuan per hour" in the underground garage of the Peninsula Hotel on the Bund was exposed, which aroused great repercussions among the citizens, "This is too outrageous, it is unbelievable." ". At present, Shanghai is still in accordance with the "Shanghai pilot area road parking lot and off-road public parking lot (garage) charging standard and calculation method" approved and implemented on March 1, 2005, and implements charging standards for operating public parking lot (garage) Price limit, the maximum charge shall not exceed 10 yuan per hour, and the charge will be charged in half an hour thereafter; while on-street parking, the first hour is 15 yuan, and every subsequent half hour is 10 yuan. "Parking fees are really unbearable for working in a top location in the city center." The highest parking fee standard in the country makes white-collar workers in Shanghai feel helpless.The parking fees of ordinary office buildings are fixed monthly, but some office buildings do not accept monthly parking fees. Regardless of the billing method, the parking fees of most top-tier office buildings are unaffordable for white-collar workers. At the same time, a 2008 survey report by the Shanghai Federation of Industry and Commerce Parking Industry Association showed that the "falsely high" parking fee standard in Shanghai has become a persistent problem for the 1,600 commercial parking lots within the inner ring road.Among the parking lots on the inner ring road, 30% of the parking lots are operated by domestic capital and the price is higher than the charging standard; 72% of the parking lots operated by foreign capital violate regulations. The reason why parking fees remain high is closely related to the tense relationship between supply and demand.According to statistics, as of August 2010, there are about 1,800 public parking lots in Shanghai, with a total of 240,000 parking spaces. However, the number of motor vehicles in the city has exceeded 2.5 million.According to international standards, the future parking space gap in the city will be as high as 670,000. Colliers International said that the increase in parking fees is closely related to urban development, rising house prices and economic development.Taking Shanghai as an example, the parking fee here is much higher than most other cities in the world (with higher GDP per capita). “Actually, on a purchasing power equivalent basis, parking fees in Shanghai are already very high. Unfortunately, however, we think this trend will continue because Shanghai’s urban development is very fast and car buyers are becoming more and more expensive. More and more, while the new supply of buildings or buildings in the central business district is quite limited, resulting in tighter and tighter parking spaces." ⑶.Shanghai license plate is fiercer than tiger There are more and more car buyers, which has also caused another problem, that is, Shanghai license plates are becoming more and more expensive. On May 22, 2010, the auction price of private cars in Shanghai averaged 42,262 yuan, setting a new high in 29 months.Industry insiders said that in the short term, the price of the Shanghai brand will still fluctuate slightly at a high level. However, if you make a comparison, you will find that the supply and demand of cars in every major city are tight, but none of them are as expensive as the Shanghai brand.For example, the license plate in Beijing only needs less than 100 yuan for the license plate cost, while the price of each license plate in Japan is about 300-400 yuan. Shanghai license plate has soared from more than 1,000 yuan in 2000 to 45,000 yuan today. Is it really the market force behind this smooth upward curve?China Automotive Network commented on "The Most Expensive Iron Sheet: On Why the Price of License Plates in Shanghai Is So High", saying that "there is still some hidden force in the price increase, that is, the black-box operation of various departments." Shanghai is the only city in the country that implements private car license auctions to control traffic flow.Since 1994, in order to control the total number of new motor vehicles and alleviate traffic congestion, Shanghai began to carry out market-oriented allocation of private car licenses.According to Shanghai's relevant policies, there are three ways to auction license plates: on-site auction, telephone auction, and online auction.This can facilitate bidding to a certain extent, but problems arise one after another.A person in charge of the license plate auction of a large sales group in Shanghai said, "As long as it is a policy, there will be loopholes, and there will be money to be made if there are loopholes." It is already clear that Shanghai license plates are artificially inflated and hyped in order to seek huge profits.It has become an ironclad fact that Shanghai license plates are stronger than tigers. The reason why Shanghai’s transportation is particularly expensive is not only because it costs money to go out, it costs a lot of money, but also because it can be fatal occasionally.It doesn't mean that there are no traffic accidents in other cities, but Shanghai has a lot of traffic accidents, especially the "road killer" earth-moving trucks, which often kill several people in a day. During the preparatory period for the World Expo, the construction of the park and the renovation of infrastructure made a large number of large engineering vehicles such as earthmoving trucks and cement mixer trucks "popular" on the road. On December 9, 2009, the Shanghai Municipal Government held a production safety work conference, pointing out that "as of November 30, 2009, there have been 13 major accidents in this city that killed 3-9 people. At the same time, the engineering Road traffic accidents caused by vehicles are on the rise. There have been 30 earthmoving truck and mixer truck accidents this year, with 22 deaths, which means that an average of 2 people die every month under these large vehicles.” "Oriental Morning Post" reported on December 4, 2009 that earthmoving trucks and mixer trucks "killed 12 people in 12 days", and listed the accidents as follows: ●At about 5:00 pm on December 1, an earthwork truck hit a person on Pujin Road near Luheng Road, causing a woman on a bicycle to die on the spot. ●At 3:40 p.m. on November 30, a cement mixer truck collided with a "Wantong" taxi at the intersection of Zhouyuan Road, Xiupu Road, Pudong. Three people in the taxi, including the driver and two passengers, were on the scene was crushed to death. ●At 7:45 a.m. on November 26, at the intersection of Longhua Road and West Longhua Road, a cement mixer truck reversed a motorcycle traveling in the same direction, and a 40-year-old male cyclist was dragged under the vehicle More than 10 meters away, he died on the spot. ●At 10:30 a.m. on November 25th, at the Jinhui intersection of Wuzhong Road, a cement mixer truck collided with a battery car traveling in the same direction. Unfortunately, he died. ●At about 8:00 p.m. on November 25th, a large earthmoving vehicle was driving along Fengzhuang Road to the intersection on Fengzhuang Road and Cao'an Road. It was traveling too fast and collided with a motorcycle. The driver of the motorcycle was seriously injured and died. ●At about 7:00 am on November 24th, at the intersection of Guyi Road, Wudong East Road, a large vehicle hit a backing van and knocked down the traffic signal lamppost, causing a passerby’s head to be injured He smashed it and died on the spot. ●At about 10:30 on November 23, at the intersection of Huajiang Road and Beidi Road, a man in his 40s riding a motorcycle was knocked down by a large earthmoving truck and was involved in the bottom of the car. The man was crushed to death on the spot. ●At around 3:00 pm on November 22, at the intersection of Luoshan Road and Huaxia East Road, an earth-moving truck was traveling too fast and knocked over a battery car. A man in his 40s was crushed and died on the spot. ●At about 3:00 pm on November 21, at the intersection of Tianshan Road and Pingtang Road, an earth-moving truck knocked down the grandmother who was crossing the road, and the driver who caused the accident actually drove away by himself. ●At about 4:00 pm on November 20, at the intersection of Longhua West Road and Longhua Road, a speeding earth-moving vehicle collided with a moped, and a man riding a bicycle died after his head was crushed. ●At around 9:30 on November 19, at the intersection of Caoyang Road and Fengqiao, an old woman over 80 years old was knocked down by an earthmoving truck and was involved in the bottom of the car and died on the spot. Just over 20 days after this report came out, from December 25 to 26, 2009, within two days, four large-scale vehicle accidents occurred in various districts and counties in Shanghai, resulting in 3 deaths and 1 injury. After New Year's Day in 2010, accidents of such construction vehicles running over people continued to occur frequently, making people in Shanghai panic, and passers-by were afraid of construction vehicles. According to the website of the Shanghai Municipal Government, in 2009, the monthly production of construction waste in Shanghai reached 2.93 million tons, which is equivalent to more than 6,500 15-ton waste trucks operating outside the city every day. This does not include about 1,000 unregistered " black car".Nearly 10,000 "road killers" rampage on the road you must pass every day, how can you not make people worry.The cost of life paid at any time is more than "expensive". After discussing the reasons behind the accident, the media and experts believe that very few victims did not obey the traffic rules, and most of them were caused by overloading, speeding or driver operation of large construction vehicles such as muck (waste soil) trucks and cement mixer trucks. caused by mistakes. According to a "Two Sessions" report on the website of the Shanghai Municipal Government, according to the statistics of members of the Chinese People's Political Consultative Conference, more than 80% of earth-moving truck accidents reported in the newspapers are caused by overloaded vehicles.The reason why earthmoving vehicles have frequent accidents is that the driver's salary is low and the transportation fee settlement method is unreasonable. "Jiefang Daily" commented: "Analysis of earthmoving vehicles overloaded, speeding, running red lights, and expired broken cars on the road, all of which are closely related to the word 'money'. Drivers can earn more money by 'Duo La Kuai Cha'; construction units Overloading a vehicle in violation of the regulations can save transportation costs, and the construction site contractor can get more money; vehicles that need to be repaired are not repaired, and those that need to be scrapped continue to operate, which can reduce costs and reduce costs, and the relevant personnel can also share more money. Driven by this desperate pursuit of 'money', how could the earth-moving truck not cause trouble?" Even Master Zhou, an earth-moving truck driver, "couldn't stand the condemnation of his conscience", broke the news to the "Xinmin Evening News", revealing the shady story of the earth-moving truck "demanding money rather than life": "My earthmoving truck weighs 12 tons, and it must be loaded to at least 25 tons. It is usually done in this way. It is not uncommon for the earthmoving truck to be overloaded by more than 1 times." Master Zhou said that the boss transported the muck as a contract. Try to instigate the driver to overload.Overloading will make the earthmoving vehicle "unable to brake" at a critical moment.For example, with a normal load, it only takes one meter to stop the car, but it may take two meters if it is overloaded. Earthmoving trucks are generally settled by the number of vehicles, 20 to 30 yuan per trip; there are also settlements based on the number of kilometers or the number of loads.For example, Master Zhou "pulls a cart of soil to earn money for a cart, 15 yuan for a cart under 10 kilometers, 20 yuan for a cart between 10 kilometers and 20 kilometers, and 30 yuan for a cart over 20 kilometers. If you want to make more money, you have to pull more and run faster." '".In the final analysis, one more car and one more ton will make more money.Under the economic pressure of pure transportation volume pricing and payment, drivers who follow the rules "cannot survive". Others can pull seven or eight carts a day, but you can only pull three or four carts. If you don’t fire them, who will you fire?Master Zhou worked nearly 20 hours a day at most. He went out at 6:00 a.m., had lunch for an hour and then came back for dinner at 7:00 p.m., and started running again at 8:00 p.m.Fatigue driving can easily lead to accidents. What if you really hit or hurt someone?Master Zhou said that the boss had thought about it a long time ago, and each earthmoving truck was insured for more than 10,000 yuan, with an insurance coverage of up to 1 million yuan.If you kill someone, as long as the compensation does not exceed 1 million yuan, the boss does not have to pay for it himself, and the insurance company "pays for it". "It is very difficult to reach 1 million yuan in compensation for killing a person in Shanghai, so the boss 'sit back and relax'." In the final analysis, money is still at work.In a city obsessed with profit, human life has become the least valuable thing.Of course it's scary.Although the municipal government ordered a serious investigation into the problem of "street killers", the root of this problem is not the dilemma caused by "multi-management", but the city's values ​​of "quick success and instant benefit" - coming to Shanghai is to make money, no money in the city. The city couldn't stand it.