多點(diǎn)起步、全面擴(kuò)展、沿線深化：CCDI的交通建筑設(shè)計(jì)回顧

文/圖：王睦 Wang Mu

大約從十多年前開(kāi)始，CCDI（悉地國(guó)際）成為首個(gè)全身心投入國(guó)家高鐵車(chē)站設(shè)計(jì)業(yè)務(wù)的民營(yíng)設(shè)計(jì)機(jī)構(gòu)，在被國(guó)營(yíng)大院和境外設(shè)計(jì)機(jī)構(gòu)所占據(jù)的市場(chǎng)中，我們對(duì)交通建筑設(shè)計(jì)資源的持續(xù)投入和不斷進(jìn)階，成為了一家公司、一個(gè)時(shí)代的集體記憶。在當(dāng)代中國(guó)所面臨的前所未有的城市化進(jìn)程中，以軌道交通的建設(shè)為引導(dǎo)的發(fā)展趨勢(shì)正在日益凸顯。我們清晰地看到這個(gè)領(lǐng)域已經(jīng)成為新一輪經(jīng)濟(jì)增長(zhǎng)的觸媒，迅速地改變中國(guó)城市的多極版圖。

根據(jù)國(guó)家發(fā)改委對(duì)中國(guó)高鐵和城市軌道交通規(guī)劃的批復(fù)，我國(guó)實(shí)際的軌道交通總長(zhǎng)度已達(dá)12 萬(wàn)公里以上，成為世界總體運(yùn)營(yíng)規(guī)模最大的“軌道之國(guó)”。 城市的發(fā)展需要高密度的人群聚集和棲居，而當(dāng)代豐富的社會(huì)經(jīng)濟(jì)活動(dòng)又需要大規(guī)模的遷徙奔波。這一趨勢(shì)反過(guò)來(lái)對(duì)城市規(guī)劃與土地綜合開(kāi)發(fā)帶來(lái)了巨大的影響，成為近幾年學(xué)術(shù)研討的熱點(diǎn)議題。

一、多“點(diǎn)”起步：鐵路客站的建筑設(shè)計(jì)

大部分建筑設(shè)計(jì)公司涉足軌道交通領(lǐng)域都有一個(gè)共同的起點(diǎn)，那就是鐵路站房的建筑設(shè)計(jì)。在各種民用建筑類(lèi)型中，以鐵路客站為代表的軌道交通建筑有著特定歷史環(huán)境下的復(fù)雜性。這個(gè)領(lǐng)域有著強(qiáng)烈的工程色彩以及某種意義上的行政屬性，使得以建筑創(chuàng)作為核心能力的設(shè)計(jì)公司往往對(duì)軌道交通的行政制度和管理邏輯產(chǎn)生不同程度的理解偏差和適應(yīng)不足。盡管如此，CCDI 知難而進(jìn)，從戰(zhàn)略層面將軌道交通業(yè)務(wù)設(shè)定為公司最重要的拓展領(lǐng)域，我們從點(diǎn)開(kāi)始，以鐵路客站建筑創(chuàng)作為基點(diǎn)，開(kāi)始了全新的旅程。從2008年至今，CCDI 設(shè)計(jì)中標(biāo)了一百多座鐵路客站的建筑方案，目前已經(jīng)建成通車(chē)和正在建設(shè)的已經(jīng)超過(guò)100 座。這個(gè)過(guò)程雖歷經(jīng)曲折，但也不乏佳作，特別值得一提的是，我們?cè)O(shè)計(jì)的三亞站和哈爾濱西站，分別占據(jù)中國(guó)版圖的南北兩端，成為旅行目的地最具標(biāo)志性的建筑之一。隨后建成的廈門(mén)站和重慶北站，將為這樣的“南北格局”增添東、西方向的座標(biāo)。

從建筑學(xué)意義上說(shuō)，CCDI 的交通建筑設(shè)計(jì)最為核心的追求，在于通過(guò)明晰的空間處理和適宜的技術(shù)手段，表達(dá)精致而有節(jié)制的地域美學(xué)。這個(gè)理念貫穿了多個(gè)作品的全程設(shè)計(jì)：比如三亞火車(chē)站（2008年設(shè)計(jì)、2010年建成），植根于海南熱帶環(huán)境，以?xún)?yōu)美的屋頂曲面構(gòu)成起伏的風(fēng)景，營(yíng)造出輕松的度假氛圍，成為海南旅行記憶的城市場(chǎng)所，再比如泉州站（2007年設(shè)計(jì)，2009年建成），建筑設(shè)計(jì)參鑒了當(dāng)?shù)亍俺龃u入石”的營(yíng)建方式，以現(xiàn)代化生產(chǎn)的陶板模擬閩南胭脂磚的色澤和質(zhì)感，在素凈的石柱的映襯下展示出強(qiáng)烈的地域形象；哈爾濱西站（2009年設(shè)計(jì)，2012年主體站房建成）更是探尋了嚴(yán)寒地區(qū)的氣候和城市文化特征，柔美的曲線屋頂輪廓結(jié)合厚重的垂直墻身結(jié)構(gòu)形成建筑剛?cè)嵯酀?jì)的整體基調(diào)。

三亞火車(chē)站近景

泉州火車(chē)站（2006-2010）

二、全“面”擴(kuò)展：從交通樞紐到高鐵新城規(guī)劃

大約從2011年開(kāi)始，我們從“點(diǎn)”到“面”，將業(yè)務(wù)的眼界從單純的站房建筑設(shè)計(jì)拓展至更大范疇的城市研究。在中國(guó)城市化現(xiàn)狀中，將軌道交通的綜合開(kāi)發(fā)簡(jiǎn)單理解為“軌道工程建設(shè)+房地產(chǎn)開(kāi)發(fā)”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(dá)到交通樞紐對(duì)城市發(fā)展的最大價(jià)值。中國(guó)的高速鐵路催生了數(shù)百座“高鐵新城”和“交通樞紐”，它們的建設(shè)和發(fā)展關(guān)系到巨大數(shù)量人口的遷移和生活質(zhì)量，也關(guān)系到國(guó)家經(jīng)濟(jì)的格局。所以，做好“面”的規(guī)劃設(shè)計(jì)和研究，是我們必須思考的新內(nèi)容。CCDI 在這方面的實(shí)踐可以歸納為以下兩個(gè)核心內(nèi)容：

其一，針對(duì)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(nèi)部的特大交通集散中心，通過(guò)大幅提升土地價(jià)值，帶動(dòng)整個(gè)片區(qū)的長(zhǎng)足發(fā)展。CCDI 提出一種“整體式”的策略去應(yīng)對(duì)如此復(fù)雜的局面：在設(shè)計(jì)時(shí)，將站房與站前樞紐作為一個(gè)整體進(jìn)行考慮，統(tǒng)籌宏觀樞紐內(nèi)各板塊的功能布局，綜合考慮各種換乘流線，依據(jù)換乘流線合理布局相關(guān)的配套服務(wù)設(shè)施，并采用基于BIM 技術(shù)的建筑結(jié)構(gòu)機(jī)電一體化設(shè)計(jì)，保障多專(zhuān)業(yè)協(xié)同的精準(zhǔn)度。隨后，我們將哈爾濱西站交通樞紐的技術(shù)經(jīng)驗(yàn)應(yīng)用到溫州、余慈、蕪湖、馬鞍山等多個(gè)交通樞紐工程設(shè)計(jì)之中，成就了中國(guó)第一代高鐵樞紐片區(qū)的誕生，也驗(yàn)證了設(shè)計(jì)方法的正確和周全。

其二，針對(duì)以高速鐵路站房為中心的“高鐵新城”規(guī)劃。我們重點(diǎn)研究了它們與沿線主要中心城的時(shí)間和空間距離、城市等級(jí)、新城用地現(xiàn)狀、城市經(jīng)濟(jì)發(fā)展水平等維度，分析國(guó)內(nèi)高鐵新城形成的規(guī)律及類(lèi)型，提出高鐵新城的一系列規(guī)劃技術(shù)思路：包括“優(yōu)勢(shì)互補(bǔ)，避免同質(zhì)化競(jìng)爭(zhēng)”的定位策略、城市形態(tài)學(xué)上的積極策略、高鐵新城開(kāi)發(fā)用地的功能分配機(jī)制、新城核心區(qū)的綜合樞紐設(shè)計(jì)要?jiǎng)t等等，這一系列規(guī)劃思路出現(xiàn)在CCDI 承接的多個(gè)高鐵新城規(guī)劃業(yè)務(wù)之中。在此基礎(chǔ)上，我們進(jìn)一步思考新城建設(shè)的投融資策略和開(kāi)發(fā)時(shí)序，力圖為區(qū)域政府提供詳實(shí)可靠的規(guī)劃支持，幫助一大批高鐵新城“順利落地“。

哈爾濱西站內(nèi)景

廈門(mén)站（2009-2013）

三、沿“線”深化：軌道沿線綜合開(kāi)發(fā)的價(jià)值重塑

有了“點(diǎn)”和“面”，軌道交通最為明顯的“線性”特質(zhì)，成為我們最終關(guān)注的焦點(diǎn)。我們意識(shí)到，對(duì)于城市軌道交通，如果不從“沿線開(kāi)發(fā)”的視角去深入研究，依然無(wú)法保障軌道交通帶來(lái)的城市綜合價(jià)值的實(shí)現(xiàn)。當(dāng)一座城市開(kāi)始其軌道交通的規(guī)劃和建設(shè)時(shí)，既有的城市規(guī)劃普遍缺乏應(yīng)對(duì)而陷入跟隨工程被動(dòng)調(diào)改的局面，比如國(guó)內(nèi)很多城市在開(kāi)展軌道交通站區(qū)土地綜合開(kāi)發(fā)過(guò)程中，往往按照城市設(shè)計(jì)或地產(chǎn)策劃的深度進(jìn)行方案征集，最終得到的要么是一幅漂亮的“畫(huà)”，要么是一本厚厚的“策劃報(bào)告”，這些都無(wú)法直接落地實(shí)施，對(duì)綜合開(kāi)發(fā)的實(shí)用性和指導(dǎo)性較差。

很快，“廈門(mén)軌道交通一號(hào)線沿線綜合開(kāi)發(fā)策劃咨詢(xún)”成為CCDI 里程碑式的項(xiàng)目。我們?cè)谶@個(gè)項(xiàng)目中對(duì)沿線的土地資源、人口、產(chǎn)業(yè)進(jìn)行了科學(xué)的評(píng)估和調(diào)整，對(duì)沿線的交通配套、市政配套及城市公共功能配套進(jìn)行了系統(tǒng)的規(guī)劃，對(duì)1 號(hào)線的線站位提出了優(yōu)化方案和建議，對(duì)重要站點(diǎn)片區(qū)的土地開(kāi)發(fā)給出了城市設(shè)計(jì)導(dǎo)引和開(kāi)發(fā)業(yè)態(tài)規(guī)模建議，對(duì)沿線土地的收儲(chǔ)和開(kāi)發(fā)收益進(jìn)行了初步的估算。。

針對(duì)市場(chǎng)上缺乏有實(shí)用價(jià)值的策劃咨詢(xún)的這個(gè)盲點(diǎn)，我們希望站在城市價(jià)值的角度分析沿線地塊價(jià)值及開(kāi)發(fā)前景，同時(shí)也關(guān)注項(xiàng)目本身作為公共設(shè)施的社會(huì)服務(wù)屬性。CCDI 作為一個(gè)全方位的咨詢(xún)服務(wù)者，提出“帶方案的商業(yè)計(jì)劃書(shū)”的服務(wù)理念，從項(xiàng)目的前期開(kāi)發(fā)策略、定位、定量一直到實(shí)施方案、控規(guī)調(diào)整、土地招標(biāo)條件設(shè)定都提供系統(tǒng)化服務(wù)。總得來(lái)說(shuō)，沿“線”深化，意味著我們的專(zhuān)業(yè)身份在向前端延伸，借助咨詢(xún)策劃的技術(shù)能力，讓專(zhuān)業(yè)服務(wù)與城市開(kāi)發(fā)產(chǎn)生了更多的價(jià)值關(guān)聯(lián)，也突破了行業(yè)的壁壘，促成CCDI 服務(wù)身份的逐漸轉(zhuǎn)變。

四、從交通建筑到“TOD”思維

在完成“點(diǎn)、面、線”的歷程之后，近年來(lái)CCDI 的專(zhuān)業(yè)思維還聚焦在"TOD"（公共交通為導(dǎo)向的城市開(kāi)發(fā)）之上。

說(shuō)到TOD 這個(gè)詞，即使不是規(guī)劃建筑專(zhuān)業(yè)背景的市民公眾，其實(shí)也不至于感到陌生。通俗地說(shuō)，如果城市是一顆大樹(shù)，交通就是輸送養(yǎng)分的樹(shù)枝和根莖，TOD 就是研究如何通過(guò)輸送，讓某個(gè)部位的枝葉發(fā)展得更加茂密的學(xué)問(wèn)。正如植物的生長(zhǎng)需要養(yǎng)分，城市的生長(zhǎng)也離不開(kāi)交通帶來(lái)的“營(yíng)養(yǎng)”。

TOD（Transit-oriented Development）的專(zhuān)業(yè)學(xué)術(shù)解釋為“公共交通為導(dǎo)向的城市開(kāi)發(fā)”，它在大約三十年前由美國(guó)新城市主義代表人物彼得·卡爾索普(Peter Calthorpe)首先提出，當(dāng)時(shí)的目的是為了解決二戰(zhàn)后美國(guó)城市的無(wú)限制蔓延、交通擁堵、能耗巨大以及生態(tài)環(huán)境破壞等一系列社會(huì)問(wèn)題，希望通過(guò)公共交通來(lái)引導(dǎo)土地利用和城市發(fā)展，回歸到以公共交通為主導(dǎo)的集約發(fā)展模式，也是落實(shí)城市精明增長(zhǎng)最重要的技術(shù)手段之一。

在中國(guó)，截止2013年獲批軌道交通建設(shè)規(guī)劃的城市已達(dá)36 個(gè)，運(yùn)營(yíng)總里程高達(dá)6000 公里。5年以來(lái)的平均增長(zhǎng)率達(dá)到了20%。2020年，全國(guó)布局軌道交通的城市將達(dá)到50 個(gè)。未來(lái)10年軌道交通建設(shè)投資額依然高達(dá)4 萬(wàn)億，這是個(gè)非常驚人的數(shù)字。它意味著：研究好TOD，在一定程度上就等于研究好中國(guó)城市開(kāi)發(fā)的未來(lái)。在我們近年的設(shè)計(jì)實(shí)踐中，有兩個(gè)已經(jīng)出現(xiàn)的新趨勢(shì)值得本文再次分享：

其一，關(guān)于協(xié)同開(kāi)發(fā)的一體化。在過(guò)去的TOD 項(xiàng)目中，我國(guó)的政府管理部門(mén)、軌道交通公司、地產(chǎn)開(kāi)發(fā)機(jī)構(gòu)之間的合作還處于相互博弈的試探階段，在此基礎(chǔ)上，由一家開(kāi)發(fā)主體來(lái)開(kāi)發(fā)、運(yùn)營(yíng)，實(shí)現(xiàn)與政府無(wú)縫對(duì)接，避免多方利益協(xié)調(diào)，將會(huì)是最高效的開(kāi)發(fā)模式。

其二，空間的生長(zhǎng)和滲透。在傳統(tǒng)意義的地產(chǎn)開(kāi)發(fā)項(xiàng)目中，“自己的”和“城市的”空間，彼此會(huì)有一個(gè)明確的界限，而在未來(lái)的TOD 綜合體中，這個(gè)界限應(yīng)該越來(lái)越模糊。開(kāi)發(fā)必須向社區(qū)主動(dòng)滲透，以形成高效便捷的混合街區(qū)為目標(biāo)，將社區(qū)的細(xì)膩尺度植入城市。

五、軌道交通綜合開(kāi)發(fā)學(xué)術(shù)研討會(huì)

顯然，不論對(duì)于“點(diǎn)線面”還是“TOD”，我國(guó)的軌道交通與城市綜合開(kāi)發(fā)的實(shí)踐還不盡完善，需要更多理論和學(xué)術(shù)層面的研究探索。出于這樣的信念，在中國(guó)城市規(guī)劃學(xué)會(huì)引導(dǎo)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(kāi)發(fā)的理論與框架”、“軌道交通沿線土地的綜合開(kāi)發(fā)與規(guī)劃”、“軌道交通綜合體的規(guī)劃管理和資源整合”為主題的三屆國(guó)際研討會(huì)。

這三屆學(xué)術(shù)會(huì)議圍繞著核心議題進(jìn)行了方方面面的研討，從城市規(guī)劃、政府管理、建設(shè)體制、投融資體制、土地政策等多角度、多方位、多層次進(jìn)行了理論探索。特別對(duì)于“如何在宏觀戰(zhàn)略層面、中觀實(shí)施層面實(shí)現(xiàn)軌道交通與城市規(guī)劃的有機(jī)整合和互動(dòng)反饋”、“如何創(chuàng)造性地優(yōu)化軌道交通建設(shè)主體的資產(chǎn)結(jié)構(gòu)和融資模式，降低公共財(cái)政和金融的系統(tǒng)性風(fēng)險(xiǎn)”、“如何從軌道交通全線綜合開(kāi)發(fā)與整合利用的角度出發(fā)，制定系統(tǒng)化、多目標(biāo)、整合性的開(kāi)發(fā)策略”提出了新的理論思考。每屆會(huì)議均能吸引軌交行業(yè)不同地域、部門(mén)的400 余人參會(huì)。會(huì)議的成果集結(jié)編纂為《城市新引力》系列叢書(shū)，成為國(guó)內(nèi)這一領(lǐng)域?qū)W術(shù)研究的堅(jiān)實(shí)基礎(chǔ)，也為全面理解我國(guó)城市軌道交通規(guī)劃及開(kāi)發(fā)現(xiàn)狀打開(kāi)一個(gè)有價(jià)值的窗口。

重慶北站（2010-2014）

海口東站（2007-2010）

成綿樂(lè)客專(zhuān)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(lè)客專(zhuān)線樂(lè)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

海口東站懸挑雨棚

濟(jì)南奧林匹克體育中心(2005-2009)