Technical & Practice
Site plan
Guangzhou South Station 1. Skylight ‘spine’ over departure hall
2. Primary roof over express trains
3. Secondary roof over inter-city trains
3 1 2
Top left Guangzhou South Station: Farrell’s proposed garden station concept Below left Central departures
N 0 50m Guangzhou South Station – a ‘garden station’
Located at heart of the Pearl River Delta region, lying between the cities of Guangzhou and Foshan, forms a comprehensive transport hub serving a catchment area exceeding 300 million people. It is built on a greenfield site and conceived as ‘garden station’, with two landscaped urban entrance plazas addressing each of these districts. It is the largest new station in Asia, comprising 28 elevated island platforms and three underground metro lines arranged over six floors, with a mix of intercity, express and metro trains, with provision for expansion and interchange to public and private transport systems. The clearly defined station layout is designed to accommodate an anticipated daily passenger flow exceeding 300,000 by 2030. Inspired by contemporary airport design, arrivals is vertically segregated from departures, expediting passenger flow.
Location Guangzhou, China Architect Terry Farrell & Partners, Fourth Railway Survey and Design Institute (FSDI) and Beijing Institute of Architectural Design (BIAD) Client Ministry of Railways, China
Structural engineer Schlaich Bergermann und Partner Beratende and BIAD
Services engineer FSDI and BIAD Fire engineer Ove Arup & Partners Pedestrian and traffic engineer Atkins Construction period March 2007-July 2010 GFA 495,500 m2 Cost RMB 80 million (£7,716,200)
aj 02.12.10
Because railway stations, unlike airports, can be located within the urban fabric, they are opportunities to regenerate, develop and repair urban districts and create new focal points and gateways as well as to improve transportation links. Also, railway infrastructure projects are often seen as a way of stimulating the economy. Europe had a head-start in railway
infrastructure design. As a building type, the large urban railway station can be traced back to 19th-century Britain, where outstanding examples such as Paddington, opened in 1838, were developed by accomplished engineers, such as Isambard Kingdom Brunel and were then emulated throughout Europe. Designers and clients were keenly aware of their potential as symbols, although it is sometimes said that vast cathedral-like sheds over track areas were a luxury, because trains do not need to be sheltered from the rain and low level canopies over platforms provide sufficient coverage for passengers. Krummeck identifies different types
of development strategy in Farrell’s megastation projects. ‘In China they opted to segregate development and station and the primary objectives were flexibility and large open-floor plates.’ At Beijing South Station, one of four major rail stations serving China’s new high-speed rail network, permeability
concourse linking east and west sides of station
and a central landscaped pedestrian spine connect the North Park and the South Park communities, improving the public realm and enhancing the civic character of the area to provide a catalyst for new development to the surrounding urban areas. Simple, balanced and unifying forms provide an integral architectural solution to complex functional and contextual requirements of this type of site. But Farrell’s work in Hong Kong and India demonstrates that the integration of railway projects with commercial property is gaining in importance. Many rail operators understand the value of land reserves within cities and are starting to capitalise on the commercial opportunities. ‘Mixed-use developments help to finance railway projects and result in new models for sustainable living and working in the city’, says Krummeck. Farrell’s Kowloon >>
Te integration of railway projects with commercial property is gaining importance
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TERRY FARRELL & PARTNERS
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