齐鲁晚报·齐鲁壹点 夏侯凤超 2025年岁末，济南城市发展史掀开崭新一页——地铁4号线与8号线、6号线东段同步开通，轨道交通济 阳线开通，济南实质性步入"地铁时代"。 这些贯穿城市的交通大动脉，不仅极大缓解了经十路等主干道的交通压力，更承载着推动人才、资源、 产业高效流动的深层使命，勾勒出济南"人才引领科技创新，科技创新推动产业发展，产业发展增进民 生福祉"的清晰发展脉络。齐鲁晚报·齐鲁壹点推出《轨道上的"我在济南刚刚好"》系列策划，让我们搭 乘这列"刚刚好的列车"，探寻轨道上的济南如何实现高质量发展与高品质生活的同频共振。 2025年岁末，随着济南地铁4号线、8号线和6号线东段及轨道交通济阳线同时开通运营，济南正式步 入"大地铁时代"。在济南由"大明湖时代"迈向"黄河时代"的关键历史节点，轨道交通网络为城市开拓发 展新空间、优化核心功能提供了关键的战略支撑。 地铁连网，通达四方。作为城市骨架的延伸与重塑者，地铁如何成为驱动"强省会"战略落地的核心引 擎？ 疏解核心压力 激活区域发展潜能 地铁的连线成网，首先带来的是通行效率的提高。 长期以来，济南受困于东西狭长的"带状"城市格局，城市的发展轴与交通主动脉高度 ...

Core Viewpoint - The opening of three new metro lines in Jinan has significantly enhanced the city's transportation efficiency and is expected to reshape urban spatial development and coordination by 2025, marking a pivotal year for the city's rail transit system [2][4][8]. Group 1: Transportation Efficiency - The new lines have alleviated traffic pressure on major thoroughfares, improving commuting experiences for residents and professionals [2][3]. - The 4th line, spanning 40.3 kilometers, serves as a crucial corridor connecting key areas such as the West Railway Station and the CBD, effectively reducing congestion on the main roads [2][3]. - The operational capacity of a single metro line is equivalent to that of 60 bus lanes, indicating a substantial structural relief for surface traffic [3]. Group 2: Urban Spatial Restructuring - The metro lines are expected to redefine urban growth boundaries and functional layouts, transitioning Jinan from a linear to a networked urban development model [4][5]. - The 4th line connects previously isolated urban functional areas, facilitating a "half-hour economic circle" that enhances connectivity across the city [4][5]. - The integration of metro lines is anticipated to create "rail micro-centers," promoting mixed-use developments and a more compact urban structure [5]. Group 3: Regional Development and Coordination - The new metro lines are breaking down regional development barriers, fostering deep integration between the main city and surrounding areas, as well as between industries and talent [6][7]. - The 8th line enhances accessibility to the Qilu Innovation Corridor, facilitating collaboration between enterprises and research institutions [6]. - The metro network's expansion supports balanced regional development, allowing residents in various areas to share in the benefits of urban growth [6][7]. Group 4: National Context and Future Outlook - Jinan's metro system is rapidly catching up with other major cities in China, with a projected total operational mileage of approximately 248 kilometers and an expected daily ridership exceeding 1 million by 2025 [8][9]. - The city has faced unique challenges in metro construction due to its complex geological conditions, particularly in areas sensitive to water resources, necessitating innovative engineering solutions [9]. - The development of the metro network is seen as a catalyst for transforming Jinan's urban landscape, integrating disparate city segments into a cohesive whole and promoting a new era of urban development [9].

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].