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Which cities will see big improvements? Which cities are abandoned?

The essence of urban competition is to compete for the flow of passengers, goods and capital, and high-speed rail is an important infrastructure for all these "flows". To a certain extent, it can be said that whoever takes the lead in the national high-speed rail network will win the future, and whoever loses his place in this network will be left behind.

You must have guessed that this is the subject matter that "urban warfare" is most concerned about, so let's take stock of the huge amount of information in this "eight vertical and eight horizontal".

These cities are the "high-speed rail overlords"

Beijing and Shanghai continued to dominate, and Guangzhou's position was re-consolidated

Looking at the "eight verticals and eight horizontals" as a whole, it can be vividly called "two bows and arrows, a cluster of rockets". A bow and arrow entered the sea from Shanghai, a bow and arrow entered the sea from Guangdong, and a cluster of rockets rushed into the sky from Beijing. As a result, Beijing, Shanghai, Guangzhou (Guangdong) has become the three largest destinations in China for high-speed rail passengers.

As with the logic of the "four verticals and four horizontals", the biggest winners of the "eight verticals and eight horizontals" remain Beijing and Shanghai, which occupy the largest weight in China's high-speed rail network. Among them, Beijing is the intersection hub of the Beijing-Shanghai Corridor, the Beijing-Harbin ~ Beijing-Hong Kong-Macao Corridor, the Beijing-Hong Kong (Taiwan) Corridor, and the Beijing-Kunming Corridor. Through the "eight verticals and eight horizontals", Beijing can theoretically directly reach all provinces except Tibet (including Hong Kong, Macao and Taiwan).

Shanghai enjoys almost the same hub status as Beijing, with Shanghai as the destination, integrating the Beijing-Shanghai corridor, the coastal corridor, the riverside corridor, and the Shanghai-Kunming corridor. Theoretically, Shanghai can also go directly to all provinces except Tibet (including Hong Kong, Macao and Taiwan).

Guangzhou's strategic position has been re-consolidated, and in the era of four vertical and four horizontal, Beijing and Shanghai have been connected to three trunk passages, and Guangzhou has only been connected to one trunk channel (Beijing-Guangzhou Channel), which is inevitably lost. However, in the era of "eight vertical and eight horizontal", Guangzhou has become the intersection hub of the three trunk channels of Beijing-Harbin ~ Beijing-Hong Kong-Macao Channel, Languang Channel and Guangzhou-Kunming Channel. In addition, Guangdong is actively building the Guangzhou-Shantou high-speed railway and the Guangzhou-Foshan connection line of the Shenzhen-Mao railway to make up for the lack of direct access to the coastal passage and the Beijing-Hong Kong-Taiwan (Beijing-Kowloon) corridor in Guangzhou.

Here's a quote from a friend:

"The Ganzhou-Shenzhen high-speed railway bypassed the long-planned Pingshan Station in Shenzhen, and chose to connect to Shenzhen North Station from Dongguan and Guangming, which actually became the Guangzhou-Jiangxi Railway; The Xiamen-Shenzhen railway has just been built for a year, and the Guangzhou-Shantou high-speed rail connection line has been built, and the planning speed is faster than that of Xiamen-Shenzhen, and the Xiamen-Shenzhen line is directly connected from Shanwei, and at that time, it will be faster from Guangzhou to Xiamen than Shenzhen to Xiamen. The Shenzhen-Mao line included in the plan has not yet been built, and the Shenzhen-Mao connection line from Guangzhou to Foshan has been built, and perhaps we should call it the Guangmao line in the future. ”

If Guangzhou-Shenzhen is regarded as a whole, the two are jointly connected to the Beijing-Harbin ~ Beijing-Hong Kong-Macao, coastal corridors, Beijing-Hong Kong-Taiwan, Languang, Guangzhou-Kunming five trunk channels, and the overall strategic position is comparable to that of Beijing and Shanghai. Therefore, the distance between Guangzhou and Shenzhen, and the same province, in the competition for national trunk transportation resources, only by working together can we win more.

These cities are "high-speed rail upstarts"

Hefei, Shenzhen, Zhengzhou, Changsha, Fuzhou

Hefei is undoubtedly the hottest upstart, "four vertical and four horizontal" era, Hefei only access to the Shanghai Hanrong a trunk channel, but to the "eight vertical and eight horizontal" era, with Hefei as the center suddenly emerged a gorgeous "rice-shaped" plan - in addition to Shanghai Hanrong, Hefei also connected to the Beijing-Shenzhen high-speed railway, Hefu high-speed railway, Hehang-Hangzhou high-speed railway, Hezheng high-speed railway, Hebeng high-speed railway. In addition, Hefei has also planned such intercity railways: Heliu intercity, Hehuaibang intercity, Hening intercity, Hewu intercity, He'an intercity.

It is indeed rare for such an inland provincial capital city, which is very ordinary in terms of economic status, to obtain such weight in the national trunk high-speed rail planning, and it is undoubtedly the new upstart among the new upstarts.

Compared with Hefei, Shenzhen's improvement in the high-speed rail network is more rare, because it is the only high-speed rail hub city positioned in the plan that is neither a municipality nor a provincial capital. Traditionally, the trunk transportation network in Guangdong Province has been centered on Guangzhou, while Shenzhen has always been at the end of the transportation network, and needs to be connected to the national trunk transportation network through Guangzhou. However, the "four vertical and four horizontal" allows Shenzhen to directly connect to the southeast coastal passenger dedicated line, and the "eight vertical and eight horizontal" era directly connects to the coastal passage and the Beijing-Kowloon channel, and in the future, the Shenzhen-Mao high-speed railway will be built directly to the west of Guangdong.

Another obvious upstart is Chongqing. Several major trunk lines in the era of ordinary railways were characterized by "five verticals and three horizontals", and Chongqing did not directly connect to any trunk lines. After entering the era of "eight vertical and eight horizontal", Chongqing has become the intersection of the three trunk lines of the Yangtze River Channel, the Xiayu Passage and the Baohai Channel, and merges into the two major passages of Languang and Beijing-Kunming through the connecting line, in addition to the planned Zhengyu (Wanzhou) high-speed railway. In the western region, Chongqing's status as a hub can be compared with Chengdu, or even surpassed.

There is a "rice shape", in addition to Hefei, there is also Zhengzhou. In the era of "eight verticals and eight horizontals", Zhengzhou was connected to the three trunk passages of the Beijing-Guangzhou Channel, the Eurasian Road and Bridge Channel, and the Hunan Passage, which made a big splash. There are also Zhengzhou-Wanzhou (Chongqing) high-speed railway, Zhenghe high-speed railway, and Zhengji high-speed railway. In addition, there are a large number of intercity railways in the province centered on Zhengzhou in the plan.

As the intersection of the Beijing-Guangzhou Line and the Longhai Line (Eurasian Land Bridge), Zhengzhou cannot technically be called an "upstart", but the reform of splitting up the Zhengzhou Railway Bureau a few years ago really made Zhengzhou lose for a while. The era of eight verticals and eight horizontals has undoubtedly greatly boosted Zhengzhou's confidence, which may have made its central rival, Wuhan, a little lost.

Another "rice-shaped" is known as Xi'an, which in the era of ordinary railway, the hub status is weaker than Lanzhou, only access to a main road of Longhai line, in the era of "four vertical and four horizontal" only access to Xulan passenger line. However, after entering the era of "eight vertical and eight horizontal", Xi'an has become the intersection of three main roads: Road and Bridge Passage, Hunan Passage and Baohai Passage. In the era of high-speed rail, Xi'an has become the largest railway hub in Northwest China.

At the same time, the city connected to the three trunk high-speed railways, as well as Changsha in the middle. According to the "eight vertical and eight horizontal" planning, the trunk lines passing through Changsha are the Beijing-Guangzhou line, the Shanghai-Kunming line and the newly planned Xiamen-Chongqing line. In the era of ordinary railway, Changsha's railway hub status has been pressed by Wuhan because of the diversion of Zhuzhou, and after entering the era of high-speed rail, Hunan has gathered the strength of the whole province to build Changsha, realizing a great improvement in the status of transportation.

Through the "eight vertical and eight horizontal", the north of Changsha can go directly to Beijing, the east can go directly to Shanghai, the south can go directly to Guangzhou and Shenzhen, and the west can reach Kunming, realizing the same status as Wuhan, and through the Xiamen-Chongqing line, Changsha can also go directly to Xiamen and Chengdu-Chongqing, and the overall accessibility has surpassed Wuhan.

Due to the geographical location, the central provincial capital is generally favorable, and Nanchang is no exception. The situation in Nanchang is a bit similar to that of Changsha, which was diverted by Zhuzhou and Nanchang by Xiangtang in the era of ordinary railways. After entering the era of high-speed rail, the Shanghai-Kunming corridor no longer goes to Tang and Zhuzhou, but goes to Nanchang and Changsha, which directly enhances the status of Nanchang and Changsha. Through eight verticals and eight horizontals, Nanchang has become the intersection hub of Shanghai-Kunming and Beijing-Kowloon, and there is also a branch line connecting Fuzhou.

Hangzhou's status as a hub has also been enhanced. In the era of ordinary railways, Hangzhou is only connected to one main road in Shanghai and Kunming, and it is not in the same order of magnitude as Shanghai and Nanjing in terms of railway hub status. After entering the era of high-speed rail, Hangzhou has become the intersection of the coastal passage and the Shanghai-Kunming corridor, and connects to the Beijing-Shanghai trunk line through the Shanghai-Hangzhou connection line, and adds two new northbound passages through the Nanjing-Hangzhou line and the Hehang-Hangzhou line. In terms of the status of high-speed rail hub, Hangzhou has not lost to Nanjing.

Another upstart that may not be noticeable is Fuzhou. Due to factors such as geographical location, topography and relations with Taiwan, Fujian used to be very marginal in the national railway hub, but after entering the era of high-speed rail, the weight of Fujian, especially Fuzhou, has been improved. "In the era of four verticals and four horizontals, Fuzhou has been connected to the Hangzhou-Fuzhou-Shenzhen passenger dedicated line, which has greatly enhanced its connection with the Yangtze River Delta and the Pearl River Delta.

In the era of "eight verticals and eight horizontals", the Hangzhou-Fuzhou-Shenzhen passenger dedicated line was extended into a super coastal trunk line connecting Liaoning and Beibu Gulf, extending the accessibility of Fuzhou again. In addition, the Beijing-Kowloon Corridor also pulls out two branch lines from Hefei and Nanchang respectively to connect to Fuzhou - Fuzhou is not chosen by Xiamen, which shows that the provincial capital city is unrivaled in the competition for high-speed rail resources. In contrast, Xiamen's new access is only the Xiayu line, and its gold content is much inferior to Fuzhou.

These cities are "high-speed rail rookies"

Changde, Xiangyang, Yichang, Wanzhou, Ganzhou, Yibin, Jiujiang

The term "upstart" belongs to the provincial capital, and the word "rookie" belongs to the fledgling small role, which is more suitable for the small and medium-sized cities that suddenly emerged in this round of high-speed rail planning.

For example, Changde, a small city in northern Hunan Province, was very marginalized in the era of ordinary railways, and is currently one of the only four cities and prefectures in Hunan that do not have high-speed rail. However, according to the "eight vertical and eight horizontal" planning, Changde has become the intersection of the two trunk passages of Hunan and Xiayu.

For example, Yibin, which was only a small station on the Inner Kunming Railway in the era of ordinary railway, entered the era of "eight vertical and eight horizontal", and Yibin was upgraded to become the intersection of the two major channels of Beijing-Kunming and Languang.

For example, Yichang, which was only a small station on the Jiaoliu Railway in the era of ordinary railways, entered the era of "eight vertical and eight horizontal", and Yichang became the intersection of the Yangtze River Passage and the Hunan Passage.

Wanzhou, for example, is an administrative district on the outskirts of Chongqing. According to the "eight vertical and eight horizontal" plan, Wanzhou will become the intersection of the two major trunk lines in Hunan and along the Yangtze River, and the planned Zhengzhou-Wanzhou high-speed railway will also pass through Wanzhou. In the era of the general railway, Wanzhou was only a dispensable role, and it was Dazhou (Chongqing and Chengdu both passed through Dazhou in the north) located in the passage out of Sichuan.

There is not much disparity between these cities

Chengdu, Shenyang, Lanzhou, Xiangyang, Jiujiang, Ganzhou

Compared with the hub status of Beijing, Shanghai and Guangzhou, these cities are of course inferior, but compared with other cities, whether it is the era of ordinary railways or the era of high-speed rail, they all belong to the ranks of top students, and there is not much difference between before and after.

For example, Chengdu, in the era of ordinary railways, was the largest railway hub in the west. In the era of "eight verticals and eight horizontals", Chengdu became the intersection of the three major trunk lines of the Languang Line, the Beijing-Kunming Line and the Yangtze River Corridor, once again consolidating its position as a railway hub in the west. However, with the strong rise of Chongqing, Chengdu's relative advantage is not as great as before.

For example, Shenyang, in the era of ordinary railway, was the railway hub in Northeast China, and after entering the era of high-speed rail, Shenyang became the intersection of the two major trunk lines of the coastal passage and the Beijing-Harbin passage.

For example, Lanzhou, in the era of ordinary railway, was the intersection of the Longhai-Lanxin line and the Beijing-Baozhou-Baolan-Qinghai-Tibet line, and after entering the era of high-speed rail, it became the intersection of the two major channels of the Luqiao line and the Languang line. However, compared with the strong rise of the Xi'an hub, Lanzhou's relative advantage is not as great as before.

For example, Xiangyang, the second largest city in Hubei Province after Wuhan, was a regional railway hub in the era of ordinary railways, and was the intersection of the Jiaoliu Railway and the Xiangyu Railway. Entering the era of "eight verticals and eight horizontals", Xiangyang was upgraded to the intersection of Hunan and Zhengwan high-speed railways.

For example, Ganzhou, the second largest city in Jiangxi Province after Nanchang, was a regional railway hub in the era of ordinary railway, and was the intersection of the Beijing-Kowloon Railway and the Ganlong Railway. Entering the era of "eight verticals and eight horizontals", Ganzhou has been upgraded to the intersection of the Beijing-Kowloon high-speed railway and the two trunk lines of Xiamen and Chongqing.

For example, Jiujiang was an important regional railway hub in the era of ordinary railways, located at the intersection of the Beijing-Kowloon, Wuhan-Kowloon and Hejiu railways. Entering the era of "eight vertical and eight horizontal", Jiujiang will also be upgraded to the intersection of Beijing-Kowloon high-speed railway and high-speed rail along the Yangtze River, and its hub status is not even inferior to Nanchang.

These cities may be the lost

Zhuzhou, Xiangtang, Nanjing, Wuhan, Dazhou

"Eight verticals and eight horizontals" is a very large network that has fully taken care of all the cities that can be taken care of, but there will still be a small number of cities that may feel lost.

For example, Zhuzhou. Like Zhengzhou and Shijiazhuang, Zhuzhou is also a typical "city pulled up by trains". In the era of ordinary railway, Zhuzhou was the intersection of the Beijing-Guangzhou line and the Shanghai-Kunming line, and Zhengzhou was the intersection of the Beijing-Guangzhou line and the Longhai line. However, after entering the era of high-speed rail, Zhuzhou obviously does not have such a good treatment as Zhengzhou - the Shanghai-Kunming high-speed railway does not go to Zhuzhou but to the provincial capital Changsha, which makes Zhuzhou's hub status plummet.

For example, Xiangtang. Speaking of Xiangtang (a town under Nanchang County), many people may not know, but in the era of ordinary railways, it was the intersection of the Beijing-Kowloon Line and the Shanghai-Kunming Line, and the geographical location was very important. After entering the era of high-speed rail, the fate of Xiangtang is a bit similar to that of Zhuzhou, the Shanghai-Kunming high-speed railway does not go to Tangtang and goes to Nanchang instead, and Xiangtang's hub status has also plummeted. Some people say with regret that if Nanchang County becomes a district of Nanchang City, Xiangtang's pivotal status may still be maintained.

For example, Dazhou. Speaking of Dazhou, Sichuan, many people may not know, but in the era of ordinary railway, Dazhou was the only place for Chengdu and Chongqing to go north to Sichuan, but in the era of high-speed rail, this must pass through the intersection of Wanzhou in Chongqing (Yanjiang Passage, Hunan Passage, Zhengyu High-speed Railway). It can be guessed that when Sichuan and Chongqing provinces compete for high-speed rail resources, Chongqing has the upper hand, Sichuan can only maintain Chengdu's status, and other cities are too busy to take care of it.

As the hub of the two major trunk lines of the Yangtze River Corridor and the Beijing-Guangzhou Corridor, Wuhan's status as a regional hub is solid. In the era of ordinary railway, Wuhan was only connected to a trunk line in Beijing and Guangzhou, lacking an east-west trunk line, and in the era of high-speed rail, Wuhan also had an east-west Shanghai-Hanrong trunk line (along the river channel), and its status was actually upgraded. However, the reason why it is classified as a "lost one" is mainly that the existing plan is a little inconsistent with the previous high expectations, especially in the face of the rice-shaped pattern on the tall buildings of Zhengzhou and Hefei, Wuhan does have a bit of a sense of shame.

Nanjing's situation is somewhat similar to Wuhan's, whether it is the era of ordinary railway or high-speed rail, Nanjing's status as a regional hub is not a problem, and its "sense of loss" is mainly due to the strong rise of Hefei next door. Nanjing's original reputation as "Huijing" implies its strong influence on Anhui, but with the emergence of Hefei's "rice-shaped" strategy, this influence is bound to weaken, and Hefei's motivation to regain lost territory will become stronger and stronger.

Wait and change (to be continued.) )