urban transit | Fotoeins Fotografie

Posts tagged ‘urban transit’

Marienplatz, MVG München, U-Bahn, München, Munich, Germany, fotoeins.com

From the World Outside & Into Munich’s Metro

Above/featured: U-Bahnhof Marienplatz.

After dozens of visits since 2002 to Germany’s Munich, I’ve become familiar with the city’s transport network. For the city’s residents, the day-to-day work commute from the upside and into below can merge into a monotonous grind. The following images within five U-Bahn or metro sitations might challenge that notion with ghost-like and otherworldly appearances.

Georg-Brauchle-Ring

7am morning commute (IG)

Hauptbahnhof

Bahnland Bayern (IG)

Lehel

One foot in front of the other … (IG)

Marienplatz

U6, nach/to Klinikum Grosshadern (IG1, IG2)

Westfriedhof

Comings and goings (IG)

I made all pictures above between 22 and 24 February 2017 inclusive. Alle Fotoaufnahmen sind mit Wasserzeichen versehen worden. This post appears on Fotoeins Fotografie at fotoeins.com as https://wp.me/p1BIdT-buj.

My Berlin: Bornholmer Strasse, first through the Wall

By today’s appearance, it’s easy to overlook the bridge at Bornholmer Strasse (also known as Bösebrücke) as an historic landmark. On the night of 9 November 1989, the Berlin Wall opened here first, at the Bornholmer Strasse bridge border-crossing between East Berlin and West Berlin.

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Hong Kong: almost China at the Lo Wu gateway

I’m at the turnstiles, off to the side from the steady stream of people going through to the other side.

I’m standing on the one side in Hong Kong (香港).

The other side is the city of Shenzhen in the People’s Republic of China’s province of Guangdong (Kwangtung | 廣東 | 广东).

MTR trains come in from Hong Kong and stop here at the end of the line. People pour out of the trains, and head for Shenzhen. There are occasional lulls in between frequent arrivals and departures of the trains, reminding me I’m in the middle of the countryside and at the frontier section separating between what most people know as Hong Kong and China.

Over on the “other” side, Shenzhen is a strong economic force, helped along by its special designation as a Special Economic Zone (SEZ), but there’s still a special allure for many to working inside Hong Kong’s Special Administrative Region. MTR rail passengers depart Hong Kong and enter Shenzhen at either the Lo Wu or Lok Ma Chau (Spur Line) crossings. The average cross-border passenger traffic numbers are 220,000 and 80,000 people per day, at Lo Wu and Lok Ma Chau, respectively (Source 1, Source 2).

From an economic, urban planning, and logistics point of view, it’s no surprise there’s a push to amalgamate Shenzhen with Hong Kong to create a super-metropolis here at the mouth of the Pearl River. Hong Kong has over 7 million people, whereas the population of neighbouring Shenzhen exceeds 13 million. Many would like to see easier and faster movement of goods and people between the two cities, but many in Hong Kong fear an exacerbation of existing problems with overcrowding and overburdened resources.

But what of the people going back and forth? How many from China and/or Shenzhen enter Hong Kong for work or school, and reverse course at the end of every day? How many from Hong Kong go to work in Shenzhen?

I wonder what the daily routine is for someone going back and forth between Shenzhen and Hong Kong. I watch patiently, and I wonder what it’s like on the other side. I have no doubt there’s someone on the other side in Shenzhen who’s wondering the same thing.

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Berlin Gleisdreieck: winter vs. summer

Gleisdreieck (“railway triangle”, “triangular junction”) is a U-Bahn train- and junction-station at the western end of the Kreuzberg district in the German capital city of Berlin.

The station has both upper-level and lower-level platforms serving lines U1 and U2, respectively, although both sets of track are raised above ground. At Gleisdreieck, the U1 line runs west-east, whereas the U2 line runs perpendicularly and temporarily “north-south”.
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Sydney Monorail: the final stop after 25 years

(24 June 2013.)

For 25 years, the Metro Monorail (wiki) has allowed both residents and visitors to go between the downtown Central Business District (CBD) and Darling Harbour. After spending some time in Sydney, it’ll be different to view the CBD without seeing the overhead guideway or the monorail sliding in between the buildings.

On the other hand, some argue it’s about time the unsightly eyesore of the monorail disappeared.

What’s certain is that the Sydney Monorail service will cease operations on 30 June 2013.

After many years of abandonment and neglect, Darling Harbour was redeveloped in the late-1980s as a pedestrian vehicle-free tourist area. The redevelopment project included construction of the Sydney Monorail which began operations in 1988. The monorail was built as a single 3.6-kilometre loop with eight stations, connecting the CBD, Darling Harbour, the Sydney Convention and Exhibition Centre, and Chinatown/Haymarket in a complete circuit within 20 minutes.

With little prospect for an upgrade to an aging transport system or for continuing operating funds, the transport authority for the state of New South Wales purchased the company operating the Monorail, and announced in June 2012 monorail operations would stop in one year’s time.

After its final stop on 30 June, the monorail trains will be decommissioned. The track, guideway, and station infrastructure will be dismantled, demolished, and removed. This process will give way for an expanded entertainment, convention, and exhibition centre (International Convention Centre, ICC Sydney) for scheduled completion by the end of 2016, although some disagree with plans to demolish the present convention centre.

“Goodbye, and thanks for the memories …”

Removal of the monorail began August 2013 and was completed by April 2014.

I made the photos above on 2 April, 12 April, and 12 May 2013. This post appears on Fotoeins Fotografie at fotoeins.com as http://wp.me/p1BIdT-3d3.

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