While on the subject of transportation, the subway is one of the nicer things Tianjin has to offer, even though the main line doesn’t cross the river or run to Tianjin Station (a moot point for now, since the station is still being renovated). In contrast to Beijing’s two main subway lines, the cars and the stations are clean, comfortable, and orderly. Things are pretty much the same as they were when I made this video in July 2006:
According to government plans, the Tianjin metro will expand in the coming years to offer a total of nine lines offering connectivity throughout the city and between Tianjin and outlying regions in the Binhai New Area, giving Tianjin one of the most advanced metro systems in China.
Lest I be accused of excess Tianjin boosterism, there’s a big “but” coming. Though the first line has only been open for a year and a half, Tianjin’s subway seems to be running into serious maintenance problems. Like most modern subways, Tianjin’s subway uses a token system and automated token kiosks. Starting last year, the token kiosks began to periodically go on the fritz at every station in the city. When one kiosk breaks down, it’s not a big deal, but when four out of five kiosks are marked “out of order” at a station, as was the case in the photo below, one begins to wonder where the corners were cut when installing the system and just how reliable the infrastructure will be when lines two and three open in the next two years.
Starting this month, Tianjin’s taxi companies have begun to upgrade their taxi fleets in advance of the Olympics. The new taxis, like the one shown above, are all new cars painted in a teal and silver two-tone color scheme that recalls the design of Beijing taxis. A bridge logo on the side of the taxis is based on Liberation Bridge, an old Tianjin landmark. Like Beijing’s recent upgrade to a mostly-Hyundai taxi fleet, the new taxis are intended to enhance Tianjin’s image. Most of the new cabs will be Toyotas or Velas (a make of Tianjin’s First Autoworks), but presumably other large taxis like Hyundais and Volkswagens will stay on the road. However, most taxi drivers are still in old Xialis (a compact sedan based on a Toyota design), and will need financing help from their companies to obtain a new car.
I’ve been in Tianjin for four years and this is the third time Tianjin taxis have been upgraded. The first round of upgrading involved decommissioning hundreds of Huali minivan taxis, banana-yellow deathtraps that were good for carrying bicycles or moving house but not much else. The second round of upgrades involved switching the old analog meter and manual invoice system to automated digital meters with ticket printouts ala Beijing and Shanghai. After the third round of upgrades is finished this year, Tianjin will have a lot of bright shiny taxis on the road, but one aspect of the taxi service will still need improving — taxi drivers.
Tianjin has some affable and reliable drivers to be sure, but there are still too many cheats and lowlife drivers on the road. For instance, after the new meters were installed, some drivers began to place black electricians’ tape over the minute and kilometer counters so that victims, er, passengers cannot predict fares or know when they are being cheated. Also, as is the case in many large cities in China, taxi teams parked at major locations like shopping centers, the airport, and the train stations will cheat their passengers by taking longer routes, demanding money up front, or simply refusing to take people. Finally, unlike their Beijing counterparts, almost no Tianjin taxi drivers can speak English. This is not a problem for me but for the lazy expat or tourist, getting around can be a chore.
Since early this year, Tianjin’s main station has been closed for a massive reconstruction project that will increase station capacity as well as add light rail and subway lines. When finished, Tianjin will arguably have a better metro rail system than Beijing, though the capital will still surpass Tianjin in bus and taxi service, not to mention the number of rail connections going out of the city.
However, construction on the new station has been slow. Word in the rumor mill was that the station would be open, at least partially, in time for the Olympics, but I can’t see that happening, despite the fact that the aboveground sections will be built while the underground sections are finished, a costly but time-saving method of construction. (An aside: one of my students gave a presentation on how computer modeling has helped to earthquake-proof the station while building above and below ground, which is an absolute must considering that Tianjin is near a major fault line in north China.)
For now, the once and future Tianjin Station is encircled by a giant, rebar-filled pit. The old station, which has yet to be torn down, sits in the center like a medieval castle protected by a moat. The sheer size of the pit — roughly fifty feet deep, more than a hundred feet wide, and almost a kilometer long — made me recall Manufactured Landscapes, a documentary that showcased photographer Edward Burtynsky as he chronicled massive man-made environmental changes throughout China.
This Saturday I snapped a couple shots of the construction work at the station while picking up tailored shirts at the Longmen textile market next to the old station, which is still open for business despite resting on the edge of the proverbial abyss. Without climbing to an elevated position to shoot, I can’t quite capture the size of the construction, though these photos give some idea of the scale and look of the place.