多點起步、全面擴展、沿線深化：CCDI的交通建筑設計回顧

文/圖：王睦 Wang Mu

大約從十多年前開始，CCDI（悉地國際）成為首個全身心投入國家高鐵車站設計業務的民營設計機構，在被國營大院和境外設計機構所占據的市場中，我們對交通建筑設計資源的持續投入和不斷進階，成為了一家公司、一個時代的集體記憶。在當代中國所面臨的前所未有的城市化進程中，以軌道交通的建設為引導的發展趨勢正在日益凸顯。我們清晰地看到這個領域已經成為新一輪經濟增長的觸媒，迅速地改變中國城市的多極版圖。

根據國家發改委對中國高鐵和城市軌道交通規劃的批復，我國實際的軌道交通總長度已達12 萬公里以上，成為世界總體運營規模最大的“軌道之國”。 城市的發展需要高密度的人群聚集和棲居，而當代豐富的社會經濟活動又需要大規模的遷徙奔波。這一趨勢反過來對城市規劃與土地綜合開發帶來了巨大的影響，成為近幾年學術研討的熱點議題。

一、多“點”起步：鐵路客站的建筑設計

大部分建筑設計公司涉足軌道交通領域都有一個共同的起點，那就是鐵路站房的建筑設計。在各種民用建筑類型中，以鐵路客站為代表的軌道交通建筑有著特定歷史環境下的復雜性。這個領域有著強烈的工程色彩以及某種意義上的行政屬性，使得以建筑創作為核心能力的設計公司往往對軌道交通的行政制度和管理邏輯產生不同程度的理解偏差和適應不足。盡管如此，CCDI 知難而進，從戰略層面將軌道交通業務設定為公司最重要的拓展領域，我們從點開始，以鐵路客站建筑創作為基點，開始了全新的旅程。從2008年至今，CCDI 設計中標了一百多座鐵路客站的建筑方案，目前已經建成通車和正在建設的已經超過100 座。這個過程雖歷經曲折，但也不乏佳作，特別值得一提的是，我們設計的三亞站和哈爾濱西站，分別占據中國版圖的南北兩端，成為旅行目的地最具標志性的建筑之一。隨后建成的廈門站和重慶北站，將為這樣的“南北格局”增添東、西方向的座標。

從建筑學意義上說，CCDI 的交通建筑設計最為核心的追求，在于通過明晰的空間處理和適宜的技術手段，表達精致而有節制的地域美學。這個理念貫穿了多個作品的全程設計：比如三亞火車站（2008年設計、2010年建成），植根于海南熱帶環境，以優美的屋頂曲面構成起伏的風景，營造出輕松的度假氛圍，成為海南旅行記憶的城市場所，再比如泉州站（2007年設計，2009年建成），建筑設計參鑒了當地“出磚入石”的營建方式，以現代化生產的陶板模擬閩南胭脂磚的色澤和質感，在素凈的石柱的映襯下展示出強烈的地域形象；哈爾濱西站（2009年設計，2012年主體站房建成）更是探尋了嚴寒地區的氣候和城市文化特征，柔美的曲線屋頂輪廓結合厚重的垂直墻身結構形成建筑剛柔相濟的整體基調。

三亞火車站近景

泉州火車站（2006-2010）

二、全“面”擴展：從交通樞紐到高鐵新城規劃

大約從2011年開始，我們從“點”到“面”，將業務的眼界從單純的站房建筑設計拓展至更大范疇的城市研究。在中國城市化現狀中，將軌道交通的綜合開發簡單理解為“軌道工程建設+房地產開發”的片面觀念依然存在。只有兩者（交通與城市功能）的真正融合，方可達到交通樞紐對城市發展的最大價值。中國的高速鐵路催生了數百座“高鐵新城”和“交通樞紐”，它們的建設和發展關系到巨大數量人口的遷移和生活質量，也關系到國家經濟的格局。所以，做好“面”的規劃設計和研究，是我們必須思考的新內容。CCDI 在這方面的實踐可以歸納為以下兩個核心內容：

其一，針對城市交通樞紐層面的研究。交通樞紐作為承載著城市之間和城市內部的特大交通集散中心，通過大幅提升土地價值，帶動整個片區的長足發展。CCDI 提出一種“整體式”的策略去應對如此復雜的局面：在設計時，將站房與站前樞紐作為一個整體進行考慮，統籌宏觀樞紐內各板塊的功能布局，綜合考慮各種換乘流線，依據換乘流線合理布局相關的配套服務設施，并采用基于BIM 技術的建筑結構機電一體化設計，保障多專業協同的精準度。隨后，我們將哈爾濱西站交通樞紐的技術經驗應用到溫州、余慈、蕪湖、馬鞍山等多個交通樞紐工程設計之中，成就了中國第一代高鐵樞紐片區的誕生，也驗證了設計方法的正確和周全。

其二，針對以高速鐵路站房為中心的“高鐵新城”規劃。我們重點研究了它們與沿線主要中心城的時間和空間距離、城市等級、新城用地現狀、城市經濟發展水平等維度，分析國內高鐵新城形成的規律及類型，提出高鐵新城的一系列規劃技術思路：包括“優勢互補，避免同質化競爭”的定位策略、城市形態學上的積極策略、高鐵新城開發用地的功能分配機制、新城核心區的綜合樞紐設計要則等等，這一系列規劃思路出現在CCDI 承接的多個高鐵新城規劃業務之中。在此基礎上，我們進一步思考新城建設的投融資策略和開發時序，力圖為區域政府提供詳實可靠的規劃支持，幫助一大批高鐵新城“順利落地“。

哈爾濱西站內景

廈門站（2009-2013）

三、沿“線”深化：軌道沿線綜合開發的價值重塑

有了“點”和“面”，軌道交通最為明顯的“線性”特質，成為我們最終關注的焦點。我們意識到，對于城市軌道交通，如果不從“沿線開發”的視角去深入研究，依然無法保障軌道交通帶來的城市綜合價值的實現。當一座城市開始其軌道交通的規劃和建設時，既有的城市規劃普遍缺乏應對而陷入跟隨工程被動調改的局面，比如國內很多城市在開展軌道交通站區土地綜合開發過程中，往往按照城市設計或地產策劃的深度進行方案征集，最終得到的要么是一幅漂亮的“畫”，要么是一本厚厚的“策劃報告”，這些都無法直接落地實施，對綜合開發的實用性和指導性較差。

很快，“廈門軌道交通一號線沿線綜合開發策劃咨詢”成為CCDI 里程碑式的項目。我們在這個項目中對沿線的土地資源、人口、產業進行了科學的評估和調整，對沿線的交通配套、市政配套及城市公共功能配套進行了系統的規劃，對1 號線的線站位提出了優化方案和建議，對重要站點片區的土地開發給出了城市設計導引和開發業態規模建議，對沿線土地的收儲和開發收益進行了初步的估算。。

針對市場上缺乏有實用價值的策劃咨詢的這個盲點，我們希望站在城市價值的角度分析沿線地塊價值及開發前景，同時也關注項目本身作為公共設施的社會服務屬性。CCDI 作為一個全方位的咨詢服務者，提出“帶方案的商業計劃書”的服務理念，從項目的前期開發策略、定位、定量一直到實施方案、控規調整、土地招標條件設定都提供系統化服務?？偟脕碚f，沿“線”深化，意味著我們的專業身份在向前端延伸，借助咨詢策劃的技術能力，讓專業服務與城市開發產生了更多的價值關聯，也突破了行業的壁壘，促成CCDI 服務身份的逐漸轉變。

四、從交通建筑到“TOD”思維

在完成“點、面、線”的歷程之后，近年來CCDI 的專業思維還聚焦在"TOD"（公共交通為導向的城市開發）之上。

說到TOD 這個詞，即使不是規劃建筑專業背景的市民公眾，其實也不至于感到陌生。通俗地說，如果城市是一顆大樹，交通就是輸送養分的樹枝和根莖，TOD 就是研究如何通過輸送，讓某個部位的枝葉發展得更加茂密的學問。正如植物的生長需要養分，城市的生長也離不開交通帶來的“營養”。

TOD（Transit-oriented Development）的專業學術解釋為“公共交通為導向的城市開發”，它在大約三十年前由美國新城市主義代表人物彼得·卡爾索普(Peter Calthorpe)首先提出，當時的目的是為了解決二戰后美國城市的無限制蔓延、交通擁堵、能耗巨大以及生態環境破壞等一系列社會問題，希望通過公共交通來引導土地利用和城市發展，回歸到以公共交通為主導的集約發展模式，也是落實城市精明增長最重要的技術手段之一。

在中國，截止2013年獲批軌道交通建設規劃的城市已達36 個，運營總里程高達6000 公里。5年以來的平均增長率達到了20%。2020年，全國布局軌道交通的城市將達到50 個。未來10年軌道交通建設投資額依然高達4 萬億，這是個非常驚人的數字。它意味著：研究好TOD，在一定程度上就等于研究好中國城市開發的未來。在我們近年的設計實踐中，有兩個已經出現的新趨勢值得本文再次分享：

其一，關于協同開發的一體化。在過去的TOD 項目中，我國的政府管理部門、軌道交通公司、地產開發機構之間的合作還處于相互博弈的試探階段，在此基礎上，由一家開發主體來開發、運營，實現與政府無縫對接，避免多方利益協調，將會是最高效的開發模式。

其二，空間的生長和滲透。在傳統意義的地產開發項目中，“自己的”和“城市的”空間，彼此會有一個明確的界限，而在未來的TOD 綜合體中，這個界限應該越來越模糊。開發必須向社區主動滲透，以形成高效便捷的混合街區為目標，將社區的細膩尺度植入城市。

五、軌道交通綜合開發學術研討會

顯然，不論對于“點線面”還是“TOD”，我國的軌道交通與城市綜合開發的實踐還不盡完善，需要更多理論和學術層面的研究探索。出于這樣的信念，在中國城市規劃學會引導下，CCDI分別于2011年在上海、2012年在北京、2014年在深圳舉辦了以“軌道交通綜合開發的理論與框架”、“軌道交通沿線土地的綜合開發與規劃”、“軌道交通綜合體的規劃管理和資源整合”為主題的三屆國際研討會。

這三屆學術會議圍繞著核心議題進行了方方面面的研討，從城市規劃、政府管理、建設體制、投融資體制、土地政策等多角度、多方位、多層次進行了理論探索。特別對于“如何在宏觀戰略層面、中觀實施層面實現軌道交通與城市規劃的有機整合和互動反饋”、“如何創造性地優化軌道交通建設主體的資產結構和融資模式，降低公共財政和金融的系統性風險”、“如何從軌道交通全線綜合開發與整合利用的角度出發，制定系統化、多目標、整合性的開發策略”提出了新的理論思考。每屆會議均能吸引軌交行業不同地域、部門的400 余人參會。會議的成果集結編纂為《城市新引力》系列叢書，成為國內這一領域學術研究的堅實基礎，也為全面理解我國城市軌道交通規劃及開發現狀打開一個有價值的窗口。

重慶北站（2010-2014）

?？跂|站（2007-2010）

成綿樂客專線峨眉山站（2013-2015）

About ten years ago, CCDI became the first private architectural design firm devoted to designing high-speed railway stations across China. Sincethen, our continuous investment in transport building design resources to improve our own capabilities in a market segment dominated by state-owned giants and international architectural designfirms has become a collective memory for us as a firm about that specific era.Now, as modern China is advancing urbanization at an unprecedented speed, rail transit is an increasingly important part in the development of any city. It’s clear that it has become a catalyst for the next round of economic growth, rapidly changing the multipolar landscape of Chinese cities.

1. A Start from Multiple Points: Architectural Design for Railway Passenger Stations

Most architectural design firms share the same starting point in the field of rail transit, which is the architectural design for railway stations. Since 2008, CCDI has won more than 100 bids for designing railway stations, and more than 100 have been completed and put into operation or are under construction. It’s an arduous process, but we managed to present some masterpieces. What’s particularly worth mentioning is our design of Sanya Railway Station and Harbin West Railway Station,which, respectively situated at the southern and northern ends of China, have been hailed as one of the most symbolic landmarks on people’s list of travel destinations.Xiamen Railway Station and Chongqingbei Railway Station, which were completed later, became the western and eastern points.

In the architectural sense, the most essential approach adopted by CCDI for transport building design is to represent exquisite and well-balanced regional aesthetics based on clear-cut spatial arrangements and appropriate technical means. Such philosophy is seen throughout design processes of multiple projects.For example, Sanya Railway Station, designed in 2008 and completed in 2010,drew inspiration from the tropical environment of Hainan. Featuring a beautifully curving rooftop that forms an undulating landscape to highlight a relaxing holiday atmosphere, it is a signature place of memories for tourists traveling to Hainan.Another example is Quanzhou Railway Station, which was designed in 2007 and completed in 2009. Referring to the local construction form of interweaving bricks and stones, it uses ceramic panels manufactured in a modern manner to mimic the color and texture of rouge bricks popular in the south of Fujian, thus portraying an appealing image with strong regional characteristics against the background of plain and clean stone pillars. Harbin West Railway Station, designed in 2009 with the main station building completed in 2012, explored the characteristics of the freezing climate and the cultural elements of the city. With a combination of beautiful and gentle rooftop curves and heavy vertical wall structures, the entire construction looks stately, firm yet flexible.

2. All-around Expansion Spanning Surrounding Areas: From Transport Hubs to Planning of New Towns Based on High-speed Railway

From around 2011, we started to expand our focus of business from merely designing station buildings to research into cities. CCDI’s practice in this regard can be summarized into the following two parts:

First, we focus onresearchinginto urban transportation hubs, which, as gigantic centers for traffic flow distribution between and inside cities, can help to significantly improve land value and drive the long-term development of their surrounding areas. To address such complex issues, CCDI proposed a strategy of “wholeness”:in designing, it’s important to consider the station building and the hub in front of the station as a whole so as to appropriately arrange the functions of each section inside the hub with a big picture in mind. It’s also necessary to assess different transfer lines before locating supporting service facilities based on a reasonable arrangement of the former. Besides, BIM-based integrated M&E design for construction structures should be adopted to ensure the accuracy of multidisciplinary collaboration. Subsequently, by applyingour technical experience in designing the transportation hub of Harbin West Railway Station to the design of multiple transportation hub projects in Wenzhou, Yuci, Wuhu, Maanshan, we created the first generation of high-speed rail hubs and verified the correctness and comprehensiveness of the design methods.

Second, we concentrated efforts on planning of new towns with high-speed railway stations as the centers. By studying their relations with major cities along the railway lines in terms of temporal and spatial distances, city levels, land use, economic development, and analyzing patterns and types of high-speed rail new towns formed in China, we proposed a series of technical approaches for planning such new towns, including the positioning strategy of “complementing one another with unique advantages and avoiding homogenous competition”, the active tactic based on urban morphology, the mechanism for allocating functions of land resources developed for new towns, and principles for designing integrated hubs in core areas of new towns. Such ideas were later seen in CCDI’s planning of multiple high-speed rail new towns. Based on that, we took a step further to outline the investment and financing strategies and development sequences for new town construction, thus providing local governments with detailed and reliable planning support to help a large number of new towns become successful benchmarks.

3. Along-the-line Deepening: Reshaping the Value of Comprehensive Development along the Railway Lines

After initial successes with stations and new towns, we eventually turned our attention to the railway lines per se, as we realized that a failure to study in depth the development along the lines of urban rail transit would cripple the materialization of a city’s comprehensive value in connection with rail transit. Given the pain point that there’s an absence of truly useful planning consulting services in the market, we hoped to analyze land value and development prospects from the perspective of city value while remaining focused on the social service attribute of the projects as public facilities. As a provider of comprehensive consulting services, CCDI put forward the

service concept of “business plans with effective solutions”, providing systematic services from decisions regards to development strategies, positioning and scaling in early phases of a project to implementation, control, planning adjustment and condition setting for land bidding. Overall, providing deepened services along the line indicates an extension of our role to early stages of development. Leveraging our expertise in consulting and planning, we have succeeded in connecting professional services with city development to create greater value, removing industrial barriers and facilitating the transformation of CCDI’s service role.

成綿樂客專線樂山站（2013-2015）

京石線駐馬店站

合福鐵路武夷山東站（2012-2016）

4. From Transport Buildings to TOD

Following our planning of stations and new towns and then city development along railway lines, we have been studying transit-oriented development (TOD)in recent years.

In China, 36 cities were approved for rail transit development planningas of 2013,with a total mileage of 6,000 kilometers. The average growth rate over the past five years has reached 20%. By 2020, there will be 50 cities developing rail transit. The total investment in rail transit development in the next 10 years will evenamount to RMB 4 trillion, which is a very breathtaking figure. It means that if you have a good understanding of TOD, you will be able to predict the development future of Chinese cities to some extent. There are two new trends manifest in our design practices in recent years that we would like to share with you:

The first oneis about the coordination and integration ofdevelopment efforts.For TOD projects in the past, government authorities, rail transit companies and real estate developers tended to have a tug of war where they watched out for themselves and felt one another out. Therefore, it will be the most efficient if one single developer is put in charge of project development and operation as well as coordination with local governments. In this way, the interests of different parties can be well-balanced. The second is the growth and penetration of spaces. In traditional real estate development projects, there’re clear boundaries between one’s own and the city’s spaces. However, in future TOD complexes, such dividing lines will be blurred. Development projects must take into consideration interfaces and interactions with local communities and strive to create efficient, convenient and well-blended blocks in the landscape of a city.

5. Symposiums on Comprehensive Development of Rail Transit

Obviously, whether in terms of planning of stations and new towns and then city development along railway lines or TOD, China’s practices in rail transit and comprehensive urban development are yet to be refined. To that end, more theoretical and academic research is needed. Given that, CCDI organized,under the guidance of China Association of City Planning, three international symposiums in Shanghai in 2011, in Beijing in 2012, and in Shenzhen in 2014, respectively themed with “Theories and Framework of Comprehensive Development of Rail Transit”, “Comprehensive Development and Planning of Land along Rail Transit Lines”, “Planning, Management and Resource Integration for Rail Transit Complexes”.

At the three academic conferences, in-depth discussions centered on the core topics were conducted to explore urban planning, government governance, construction mechanisms, investment and financing systems, and land policies from diverse angles and in different dimensions. Each of the conferences attracted more than 400 attendees from different regions and organizations that work in the rail transit sector. The discussion results have been compiled into a series of books named New Engine of City, which have laid a solid foundation for China’s further studies in this field and cast invaluable light on the current situation of rail transit planning and

?？跂|站懸挑雨棚

濟南奧林匹克體育中心(2005-2009)