How to get to Jing'an District Central Hospital

1.

No.41 is the nearest station to the hospital

Shaanxi North Road Nanjing West Road - bus stop 508m

by bus: No.24, No.41, No.104, No.301, No.304, No.738, no.955

2.

Bus route: no.927, about 3.8km long.

1. Walk about 240m from Shanghai station to Shanghai railway station (South Square)

2. Take no.927, pass 4 stops to Beijing West Road and Shaanxi North Road station

3. 1
104 road
about 40 minutes / 3.8 km
Shanghai railway station
700 meters walk to Shanghai railway station (South Square) station
Take No.104 bus at 4 stops, get off at Beijing West Road Station on Shaanxi North Road, and walk 510 meters to Jing'an District Central Hospital

2

Metro Line 1 → No.136 bus
about 30 minutes / 4.2 km
Shanghai railway station
2 stations
take Metro Line 1 (Xinzhuang direction), get off at Xinzhalu station (Exit 1)
40 meters, and walk to Xinzhalu metro station
Three stops
take bus 136, get off at Xikang Road Station of Xinzha Road
280 meters, and walk to Jing'an District Central Hospital

3
it costs about 18 yuan to take a taxi.

4.

Transfer to no.15/21 at people's Square Station

5. If you are walking, walk from exit 7 of line 7 or exit 3 of line 2, go east along Nanjing West Road to Xikang Road, go north (i.e. turn left) to Beijing West Road, and then you can walk about 1.2 km to Jingzhong, which is generally 20 to 30 minutes, but it may be longer if you don't know it

if you are taking a bus, don't go out of line 7, go through the tunnel and go out from exit 2 or exit 3 of line 2
walk 210 meters to Yuyuan Road Jiaozhou Road station, take No.21 Beijing, take 2 stops and get off at Beijing West Road Shaanxi North Road Station
back to Xikang Road and go north (i.e. turn right and walk diagonally)

if you are not clear, you can ask the staff of the subway station or the gatekeeper of the roadside book and newspaper kiosk. You'd better not ask the passers-by
I hope this information will help you

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at 11:40 p.m. on July 1, 2002, a serious air collision between passenger and cargo planes occurred in southern Germany near the Swiss border, A Boeing 757 freighter belonging to Yankee international express (DHL) was on its way from Bahrain to Brussels via Bergamo, Italy. It collided with another Russian Tu-154 airliner flying from Moscow to Barcelona via Munich at 12000 meters and then crashed. A total of 71 people on the two planes were not alive. The wreckage of the plane caused several buildings on the ground to catch fire. Who is responsible for the crash, the slow pilot or the disordered scheling< br />
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7. The air crash in ublingen
Russian bashklian Airlines flight 2937, a Tu-154, was originally planned to fly from Moscow, the capital of Russia, to Barcelona, Spain., It carried 60 passengers and 9 crew members, including 45 children from the Russian city of Ufa who were travelling to Spain
DHL Express flight 611 is a Boeing 757-200sf freighter. The original route is from Bahrain International Airport To Brussels, Belgium via Aeroporto Di Bergamo Orio al serio, Italy. There are two crew members on flight 611, British captain Paul Phillips and Canadian co pilot Brant campioni, who originally planned to control the second half of the flight
on the day of the incident, the two planes were flying at an altitude of about 11000 meters in conflicting routes. Although the two planes had entered German airspace, the airspace in this area was in the charge of Skyguide, an air traffic control company in Zurich, Switzerland. That night, only air traffic controller Pete Nelson was on ty in Tian air traffic control center. He carried out scheling operation on two control stations at the same time. He didn't find the route conflict between the two flights until one minute before the crash. Then, he first contacted flight 2937 and informed his pilot to rece the altitude by 300 meters to avoid collision with flight 611

the Russian crew began to descend according to the command, but a few seconds later, the aircraft's air collision avoidance system (TCAS) prompted them to pull up the aircraft. Almost at the same time, the air collision avoidance system on the other side's flight 611 prompted the crew to descend. If the pilots on both flights follow their own anti-collision system, the disaster can be avoided. Flight 611 lowered its altitude according to the anti-collision system. As they focused on flight 2937 on the radar screen, they didn't inform the air traffic controller of their condition in time. Eight seconds before the collision, the descent speed of flight 611 was lower than the collision range, reaching 730 meters per minute according to the requirements of ATC. At this time, the Russian pilots on the other side continued to descend according to the air traffic controller's instructions, and changed their magnetic azimuth to the same direction by another 10 degrees for the second time

later, Nielsen once again prompted flight 2937 to descend. As the main radar of the air traffic control center was under maintenance on the night of the incident, it meant that the air traffic controller had to command the incoming and outgoing flights at a very slow system speed, which also led to the wrong location information of flight 611 provided by Nielsen to flight 2937. In this way, the Russian flight followed the instructions of the air traffic controller, ignored the warning from the anti-collision system, and continued to descend. However, as the on-board anti-collision system indicates that the aircraft is getting closer and closer and constantly prompts to climb, the crew has begun to question the air traffic controller's instructions. The two planes could finally see each other 3.8 seconds before the collision. Although the Russian crew had immediately climbed the flight altitude, it was too late after all

finally, the two planes collided at an altitude of about 10600 meters. The vertical tail of flight 611 crossed the lower left side of flight 2937, and the Tu-154 exploded and disintegrated into two sections. Flight 611 lost control and barely flew for 7 kilometers. Two minutes later, it crashed near a mountainside. One of its engines exploded and detached from the wing before the crash, A total of 71 passengers and crew members on the two flights were killed

on the night of the incident, only Peter Nelson, an air traffic controller in Zurich, was in charge of the flights in this airspace. Other air traffic controllers rest in another room, which is not in line with the regulations, but the habitual behavior of air traffic controllers has been acquiesced and ignored by the relevant management agencies for several years. As the air traffic control station was in the overhaul period, several other air traffic controllers and department heads were ready to change shifts at any time that night, but Nelson didn't realize this. Maybe he didn't want his colleagues to take the risk of fatigue work

in addition, an optical collision warning system on the ground, which is used to alert air traffic controllers to avoid collision, was shut down e to routine maintenance before the accident, and Nielsen did not pay attention to this situation. Another audio anti-collision warning system installed in the air traffic control center issued an audible alarm 32 seconds before the collision at 21:35 p.m., but it was not heard by anyone. After the technical inspection of the equipment, it was also confirmed that it was in good working condition. The Skyguide special line telephone of the air traffic control center was temporarily cut off e to the maintenance work. This telephone can receive the alarm from the air traffic controllers of Karlsruhe air traffic control station in Germany on the abnormal situation of the airspace

a minute before the crash, Nelson was directing a late Lloyd's flight to port Frederick airport. He used a faulty telephone system and was so busy between the two control stations that he didn't inform the Russian pilots to lower the altitude until about a minute before the crash. If he could give an alarm earlier and separate the two planes' routes in time, the anti-collision system of the two planes would not be activated. When he felt that he could not cope with the work of two control stations at the same time, it was too late to call other air traffic controllers for help

on the basis of the German investigation report, Switzerland claimed that the Tu-154 passenger plane was 33 meters lower than the route altitude required by Swiss air traffic controllers and dropped at 580 meters per minute in the incident. If the Russian pilots ignored the wrong position and warning information given by Swiss Air Traffic controllers and followed the anti-collision system, the disaster could be avoided

based on the same investigation report, the Russian side claimed that at the time of the incident, the Russian crew had followed the warning prompt of the anti-collision system after the plane landed at 10800 meters, but when the space-time controller failed to make another plane at 11000 meters. Moreover, the DHL cargo plane in the incident had a good chance to avoid collision, because they could hear the radio conversation between the Russian crew and the ground air traffic controllers

the fact that the pilot of flight 2937 changed the magnetic azimuth of the aircraft by 20 degrees (from 254 to 274) ring the control process before the collision did not appear in the official report

the flight 2937 collided with flight 611 in the air because flight 2937 followed the instructions of the flight control personnel instead of the air collision avoidance system. After that, airlines of all countries require that when the recommendations of the air collision avoidance system conflict with the ATC instructions, pilots should follow the instructions of the air collision avoidance system, so as to avoid the same accident again. ICAO also followed up

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