广州南站

建筑师：TFP Farrells

地点：中国广州

客户：中国铁道部

Architects: TFP Farrells

Location: Guangzhou, PRC

Client: Ministry of Railway, China

广州南站地处珠江三角洲核心区域，位于广州与佛山之间。综合多式联运基础设施，广州南站将服务其下游地区超过3亿的人口。中国新高速铁路网络，主要由四个全新的交通重点构成，包括广州南站、北京南站（亦由TFP Farrells设计，于2008年竣工）上海站和武汉站。广州南站一期于2010年1月30日向公众开放，这是一座世界级的交通枢纽，将中国四大城市跟香港和深圳直接连系。

广州南站于2010年7月竣工，该站将成为世界上最大的火车站之一，规模约等于伦敦King’s Cross车站的三倍。除火车服务以外，广州南站也是一个显要的换乘站，连接其它交通模式，包括出租车、汽车、地铁和公共汽车。至2030年，客流将达每天30万人次。为应对大量的客流量，广州南站采用一个清晰的纵向组织策略。地铁站台及大厅分别座落于两层地下室；所有乘客到达后均集中于地面一层的到达大厅，直接连接其它交通模式，包括位于其下的地铁；离站大厅位于高架层，宽敞的等候室可清楚地观看下层站台。28个高架站台及火车桥梁则位于离站大厅和到达大厅之间。

中庭空间位于车站两端的主落客入口处。中庭将高架的离站大厅、侯车室和站台，与地面层的到达大厅连为一体。离站大厅内设有歺饮设施和不同等级的候车室，为乘客带来更多的舒适体验。一条348米长的中央天窗屋脊将中央屋顶一分为二，近入口处屋脊最宽，越接近中央部位越窄，为离站大厅提供次序导向，并改善客流路线。天窗采用拱顶结构，覆层为ETFE气囊，为车站内部带来大量自然光，还降低了建筑所吸收的热量。拱顶造型使人联想起传统的维多利亚铁路大厅，呈45度角的直立缝屋顶彷如树叶的自然组织。天窗错落于铁轨之间，自然光可以穿透直抵地面层的到达大厅。屋顶末端为曲线造型，免得站台上的乘客受到雨淋日炙。

利用车站规划协助改善乘客导向，成为TFP所设计的开放平面式车站的另一驱动力。高架大厅采用了68米宽的跨度，营造出无柱子阻挡的候车室，而其它楼层的手扶电梯、电梯和其它类似设施, 也是清晰可见。

设计的主题为车站可连接广州和佛山两地，绿茵场地，更使之从根本上变成“花园式”车站，其作用如同一种催化剂，由此而催生一个全新城区。两端的景观城市广场构成车站入口，如此一来，总体规划将两个区域均纳入其中。同为ETFE气囊覆层的入口顶棚其几何形状通过中央天窗屋脊贯通东西两端。屋脊下的中央信道，设置一系列的景观区，两边为候车室。车站采用高架桥梁，使行人可从景观广场到达大厅自由进出，从而确保车站建筑成为新城区一个一体化的元素。

车站造型是其功能的体现。屋脊凸显了广场之间的连接关系；而连接屋脊的中央屋顶则明确划分了上层建筑的室内的范围。天窗与曲线造形界定人流空间，赋予旅客非常清晰的方向感。

广州南站的设计在功能和形式表现之间取得一种无拘束的平衡。这种平衡是通过对精心设计的结构元素精确的表述取得的，而这同时赋予车站独一无二的特性。车站不仅会创建出一片新城区，还将对推动区域经济的快速发展发挥出重要的作用。

Located at the heart of the Pearl River Delta region, Guangzhou South Railway Station lies between the cities of Guangzhou and Foshan. The Station is a comprehensive multi-modal transportation infrastructure serving a catchment area of over 300-million people. Part of China’s new high-speed rail network that incorporates four new major transport hubs including Guangzhou South Railway Station and Beijing South Railway Station (also designed by TFP Farrells and completed in 2008). The f rst phase of Guangzhou South Railway Station opened to the public on January 30, 2010, a world-class transportation hub connecting the cities of Beijing—Wuhan— Shanghai—New Guangzhou—Hong Kong.

Completed in the year 2010, the Station is among the world’s largest train stations, roughly equal to three times the size of London’s Kings Cross Station. In addition to its train services, it will be a significant interchange to other modes of transport, including taxi, car, metro and bus. By 2030, passenger f ow will reach over 300,000 daily. In order to accommodate the large volume of passenger movements, a clear vertical organization strategy has been adopted. Metro lines and concourse comprise two basement levels;all train arrivals are at ground level connecting directly to other transport modes including the metro below;departures are from an elevated concourse with spacious waiting rooms and clear views to the 28 platform edges below. Located in-between the departure concourse level and the arrival level are the 28 elevated viaduct platforms for high-speed trains.

Atrium spaces are located at the main drop-of f entrances at either end of the station. These atriums unite the elevated departure concourse platforms and waiting hall, with the ground level arrivals hall. The departures hall features food and beverage outlets and spacious waiting rooms for greater passenger comfort. Bisecting the main central roof is a 348m long central skylight spine that is widest near the entrances and narrows towards the centre, providing an order to the departure concourse and re f ning the circulation route. The skylight is constructed of a diagonal grid of structural steel in a barrel vault form and clad in ETFE air cushions which provide maximum natural daylight to the station interior whilst minimising heat gain. The roof forms are barrel vaults reminiscent of traditional V ictorian railway halls with a standing seam roof that is angled at 45 degrees to evoke the natural structural form of leaves. Skylights are positioned between the railway tracks so that natural light can also f lter down to the ground level arrival hall. Curved at each end, the roof protects the passengers on the platforms from the elements.

Another driving force behind TFP’s open-plan station arrangement was the desire to assist passenger orientation in the station planning. The use of 68-metre spans create column-free waiting rooms on the elevated concourse while passengers on other levels have good visual connection with escalators, lifts,entrances and similar other facilities.

The design’s primary themes are the connection of Guangzhou and Foshan to either side of the station and the opportunity af forded by the green-f eld site to make this essentially a “garden” station which will act as a catalyst for the generation of an entirely new urban area. The masterplan addresses both districts with the creation of two landscaped urban plazas constituting the entrances to the station. The geometry of the entrance canopies continues from one side to the other via a light f lled central spine. This spine is the main concourse at departure level and comprises a series of landscaped areas with waiting halls to either side. Ensuring the station acts as a unifying element in the new city, the tracks are elevated allowing free pedestrian access via the landscaped arrival concourse.

The form is an expression of the station’s functional programme. The spine signifies the connection between the plazas; the central roof connecting the spine de f nes the extent of climatic enclosure at the upper level. The combination of skylight and curved form provide positive de f nition and expression of the circulation space and give the passenger a very clear sense of orientation.

The design of Guangzhou South Railway Station strikes a relaxed balance between function and formal expression. This is achieved through the concise articulation of meticulously designed structural elements, which simultaneously endows the station with a unique identity. Not only will the station generate a new urban area, it will also be of signi f cant importance in promoting the rapid development of a regional economy.

设计草图 sketches

剖面透视图 sectional perspectives