Core Viewpoint - The removal of the carousel at Jinan Mixc is part of the construction for the exit of the Jinan Metro Line 4, indicating a strategic integration of public transport and commercial complexes to enhance urban commercial development [1][2][6] Group 1: Metro and Commercial Integration - Jinan is accelerating the integration of metro systems with commercial complexes, which is expected to inject new momentum into urban commercial upgrades [1][6] - The Jinan Metro Line 4 will connect key areas and is planned to open by the end of this year, significantly reducing commuting time and alleviating traffic pressure on major roads [5][11] - The metro stations are strategically located to enhance commercial radiation, with direct access to various shopping and entertainment venues [8][10] Group 2: Future Developments - Jinan is advancing 21 large-scale Transit-Oriented Development (TOD) projects that will integrate commercial, residential, and recreational spaces with metro stations, creating a comprehensive urban ecosystem [10][11] - The TOD projects include significant developments such as high-rise residential buildings and large shopping centers, which will further enhance the commercial landscape of Jinan [11] - The ongoing construction of metro lines is expected to release the "metro economy" effect, boosting commercial value and upgrading business formats in the city [11]

Core Viewpoint - The article discusses the financial struggles of subway systems in China, highlighting the need for fare increases and cost-cutting measures due to rising operational costs and insufficient passenger volume [4][12][25]. Group 1: Fare Increases and Cost Management - Cities like Kunming and Chongqing are considering fare increases to alleviate financial pressures, following the trend set by other cities since 2014 [5][9]. - In contrast, Foshan is adopting a more cautious approach by reducing operational hours and increasing intervals during off-peak times to save costs [7][15]. - The average operational cost per passenger in Chongqing is reported at 15.13 yuan, while the average fare collected is only about 2.2 yuan, indicating a significant shortfall [17]. Group 2: Financial Performance of Subway Systems - Over the past 20 years, many subway systems in China have maintained low fare levels, leading to continuous financial losses, with only 2 out of 28 cities reporting profits without government subsidies [8][9]. - The financial reports for 2024 indicate that Chongqing's operational subsidy requirement is 4.29 billion yuan, while Kunming's is 2.29 billion yuan, reflecting the heavy reliance on government support [19][21]. - The debt levels of subway companies are alarming, with Chongqing's debt at 83.4 billion yuan and Kunming's exceeding 100 billion yuan, accumulated from years of expansion [21][22]. Group 3: Passenger Volume and Efficiency - Despite the extensive subway networks, many cities struggle with low passenger utilization rates, with only 18 out of 41 cities meeting the minimum passenger intensity standard of 0.7 passengers per kilometer [38][43]. - The article emphasizes that the actual passenger volume is often lower than expected, leading to inefficiencies in resource allocation and financial performance [27][45]. - Comparatively, cities like Shenzhen have higher passenger intensity, achieving 1.49 passengers per kilometer, while others like Kunming and Foshan fall below the threshold [38][39]. Group 4: Urban Planning and Development - The article argues that the issues faced by subway systems are rooted in urban planning and the misalignment of infrastructure development with actual passenger needs [12][49]. - Many subway stations are located in areas with low population density, leading to underutilization and financial losses [53][56]. - The planning process often overestimates future passenger demand, resulting in unnecessary construction and increased debt burdens for local governments [45][46].