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Airline and railway disintegration in China: the case of Shanghai Hongqiao Integrated Transport Hub

3.1 The supply side

Following the development of Puxi (traditional city centre) and Pudong (east to the traditional
city centre) areas, the next logical step for Shanghai’s development was to create a new growth
pole and a subcentre to the west. At the heart of this development is the Shanghai Hongqiao
Integrated Transport Hub (‘Hongqiao Hub’ for short) which is expected to support and facilitate
the economic development in the Hongqiao Business District (see Chen and Lin (2016)).

The Hongqiao hub includes an airport, railway station, metro station, coach/bus station all
under one roof and including good access to the motorway network. At present, it is the only
such hub in China that has both an airport and a railway at the same place (500 m apart) and
2
where transfer by walking is possible (in about 10 min. ) While the airport, railway and coach
stations support intercity travel, the metro and bus stations focus on urban, intracity transport
and serve largely as access/egress routes to the integrated hub.

Figure 2. Destinations with direct air service to Hongqiao hub.

Before the opening of Pudong International Airport (which is serving mainly international flights
and is now the third-largest airport in China) in 1999, Hongqiao Airport used to be the principal
airport in Shanghai. Since 1999, however, Hongqiao airport has primarily served domestic
flights. As part of the development of the hub, a second runway and a new terminal (Terminal 2)
opened in 2010 to allow maximum capacity to reach 40 million passengers per year. In 2010, the
airport served over 31.2 million passengers (on average 85,000 passengers per day), primarily
through Terminal 2 (about 90%), making it the fourth-busiest airport in terms of total passenger

International Congress on High-speed Rail: Technologies and Long Term Impacts - Ciudad Real (Spain) - 25th anniversary Madrid-Sevilla corridor 65