应名洪

（上海申通地铁集团有限公司原董事长，中国城市轨道交通协会资深专家）

随着城市化进程的加快，我国城市轨道交通进入了健康、有序的发展时期，运营线路总里程从2000年前的100 km左右，快速增至2015年末的3 618 km，运营线路不少于3条的城市达到11座，全国范围内基本形成了网络化发展格局。到2020年末，运营线路总里程将达6 600 km，城市轨道交通正逐步由线路式发展向网络化发展过渡和转型，网络化发展已成为重要的发展趋势和方向。

城市轨道交通建设从线网规划到单线、多线的落地形成网络。网络化过程是由线不断叠加组合形成，还是在网络管理架构的指导下，由线逐步接入形成，两者在网络功能和网络效应方面是存在很大差别的。网络化管理既要包容线路的差异性，更要服从网络化管理的统筹功能。

现阶段，我国城市轨道交通存在着发展阶段不平衡的问题，造成了不同城市对于网络化管理缺少统一认识，对于网络级工程缺少统一规划，对于网络化需求缺少统一考虑。在网络化发展的背景下，我国城市轨道交通要充分认识网络化建设和管理的复杂性，要用网络化的理念、网络化的标准去指导网络的建设和运营，通过网络化管理的顶层设计，构建网络级管理架构，指导线路逐步接入成网，实现统筹建设与协同运营，从而避免频繁升级改造，达到线线协同运行、线网高效运转、网络效能充分发挥的效果。

对于网络化管理的顶层设计，应该重点关注四方面内容：一是要明确网络化的基本特征、内涵、管理理念、面临问题与应对思路，明确为什么要开展顶层设计；二是要剖析不同网络化管理模式的差异性与适用性，为选择网络化管理模式提供参考；三是要设计网络管理架构，构建最顶层的网络级管理架构，明确其功能定位、特征以及协同运行机制，解决网络化管理“管什么”、“怎么管”、“谁来管”、“怎么做”、“怎么转”的问题；四是要从成果应用角度编制以网络化管理为核心的规范标准，为各运营主体有效推进网络化发展，实现我国城市轨道交通网络化规划、建设与运营的规范化。

近20年的城市轨道交通快速发展期，也是对网络化管理的持续探索期，北、上、广、深等率先进入网络化发展阶段的城市围绕网络化主题先后开展了一系列研究与实践，为开展网络化管理的顶层设计研究奠定了基础、创造了条件。进入“十三五”这一注重质量、效益的重要发展阶段，在网络化发展的大趋势下，我国城市轨道交通应重视对于网络化管理的顶层设计工作，尽快启动相关课题研究与标准编制工作，指导我国城市轨道交通的网络化建设与运营，有效提升网络化整体发展水平，确保各城市轨道交通系统发挥出良好的网络功能与网络效应。

Commentary

With the acceleration of the urbanization process，China′s urban rail transit has entered a healthy and orderly development period.The total mileage of operating lines rapidly increased from about 100 kilometers before 2000 to 3 618 kilometers by the end of the 2015.The cities whose operating lines are not less than 3 have reached 11.The networking development pattern has basically been formed nationwide.By the end of 2020，the total mileage of operating lines will have reached 6 600 kilometers.The urban rail transit is gradually transiting and transforming from the line-type development stage to the networking development stage，and the networking development has been an important development trend and direction.

From the line-network planning to single-line′s and multi-line′s falling to the ground，the urban rail transit constructions form networks.The networking process could be formed by lines′overlaying and combining，or could also be formed by line′s gradually accessing under the guidance of the networking management architecture.Between these two modes，there is a great difference in the network functions and effects.The networking management should not only contain the differences of lines，but still more obey the integrated function of networking management.

At present，there is a unbalance problem of development stages in the urban rail transit in China，which leads to the lack of unified understanding for networking management in different cities，unified planning for network-level projects and unified consideration for networking requirements.In the context of the networking development，China′s urban rail transit should fully recognize the complexity of the networking constructions and management.Guide the network constructions and operations with the networking concepts and the networking standards.Through the top-level designs of the networking management，the networklevel management architecture is constructed so as to guide the lines to be connected into networks gradually，to realize the integrated constructions and cooperation operations，avoiding frequently upgrading and transforming to achieve the effects of lineline coordination operations，highly-efficient operations of lines and networks and bringing network′s efficiency into full play.

For the top-level designs of the networking management，the four aspect contents should be focused on.Firstly，networking′s basic characteristics,connotations，management concepts，facing problems and reacting thinking must be clarified，and it must be made clear why the top-level designs must be carried out.Secondly，the differences and applicability of different networking management modes must be analyzed，so as to provide references for selecting the networking management mode.Thirdly，the networking management architecture should be designed，and the network-level management architecture of the top-most level must be constructed.Its functional positioning and characteristics，as well as the cooperative operation mechanism must be made clear，so as to solve the problems of the networking management：“What is managed？”，“How is it managed？”，“Who manages？”，“How is it done？”and “How is it transited？”Fourthly，the normative standards with the networking management as the core should be compiled from the perspective of the result application，so that all the main bodies of operations could effectively promote the networking development to realize the standardization of networking plan，construction and operations of China′s urban rail transit.

The rapid development period of urban rail transit in recent 20 years is also the continuous exploration period for the networking management.The first cities to enter the networking development stage，such as Beijing，Shanghai，Guangzhou and Shenzhen etc.，carried out，early or late，a series of research and practice around the networking topics，laying the foundation and creating the conditions for carrying out the top-level design research of the networking management.After entering this important development stage of “13th Five-Year Plan”focusing on quality and efficiency，and under the general trend of the networking development，the urban rail transit in our country should pay attention to the top-level design work for the networking management，start the related topic research and standard-compiling work as soon as possible，so as to guide the networking constructions and operations of China′s urban rail transit,to improve the overall networking development level effectively and to ensure that all cities′rail transit systems could play good network functions and network effects.