Rebuild a city on the urban rail.
From October 11th to 13th, a think tank meeting, which has always been known as the authority of China urban rail development, will be held in Shenzhen, "China Urban Rail Transit Owners’ Leaders Summit 2021" to help build a smart urban rail and a strong transportation country.
Taking this opportunity, as the organizer of this conference, Shenzhen Metro will also hold a TOD brand launch conference with the theme of "Arriving at Unlimited Possibility" on October 13th, sharing the pioneering experience of how to use the "track+property" model to continuously feed back the construction and operation of rail transit and build a three-dimensional, efficient and intensive urban ecological space.
Behind the TOD model, which has aroused heated discussion in the industry, there are exciting blueprints:
By the end of 2020, 29 cities in China have carried out TOD comprehensive development, with a total land reserve of nearly 50 million ㎡ and an income increase of about 17 billion yuan. According to the international experience, almost all prosperous areas have central cities as their main platforms, and a strong rail transit network is often their important infrastructure. For example, the rail transit and TOD layout extending in all directions in San Francisco Bay Area, new york Bay Area and Tokyo Bay Area are examples.
In contrast, Guangdong-Hong Kong-Macao Greater Bay Area is still in the initial stage of TOD territory expansion in metropolitan area, but Shenzhen, the core city, has made a breakthrough from it, explaining the story of urban double engine with urban rail construction and TOD development mode.
Race with the Times: China Urban Rail Transit Towards the New Blue Ocean
As the saying goes, "If you want to be rich, build roads first".
The road is clear, and all industries are prosperous. From China’s first urban rail line, Beijing Metro Line 1, on October 1, 1969, the 8,449-kilometer urban rail transit line that has been put into operation in 49 cities now ranks first in the world (including 6,641 kilometers of subway lines); From being a hundred years behind (the world’s first urban rail was the London Metro, which was opened to traffic in 1863) to becoming a new national business card, the China urban rail has completed a leap-forward development at a speed that shocked the world.
Image source: bigemap map
This criss-crossing urban rail crossing mountains and seas is a symbol of urban roads in the new era, and it also carries the dreams of hundreds of millions of people in China, and embodies the Chinese dream of the great rejuvenation of the Chinese nation to go far away and reach infinite possibilities.
According to incomplete statistics, in 2020, the domestic urban rail network completed a total of 17.59 billion passenger trips, which is equivalent to carrying the total population of the earth more than twice. In the same year, the proportion of urban rail transit passenger traffic in the total public transport passenger traffic nationwide was 38.7%, up 4.1 percentage points year-on-year; Among them, the passenger traffic of urban rail in six cities, including Beishangguangshen Ningrong, accounts for at least half of the country.
Data source: China Urban Rail Association, calculated from the monthly passenger traffic data of central cities published by official website, Ministry of Communications.
Today, China’s economy continues to develop steadily, but the traffic congestion problem is becoming increasingly serious. Undoubtedly, the construction of urban rail transit has been strongly supported by national policies, and it has moved from a big urban rail country to a strong urban rail country.
During the Tenth Five-Year Plan period, the development of urban rail transit was included in the plan development outline for the first time at the national level, and it was regarded as a major strategy to stimulate the sustainable development of the national economy, especially the economy of big cities.
In 2019, the country launched a new infrastructure strategy. Among the seven key infrastructure areas, the construction of "urban rail transit" is impressively listed;
In the first year of the 14th Five-Year Plan, the Draft Outline of the 14th Five-Year Plan and the Long-term Target in 2035 also proposed that the mileage of urban rail transit in China will increase by 3,000 kilometers during the 14th Five-Year Plan period, and it is estimated that the cumulative passenger traffic will exceed 100 billion passengers during the 14th Five-Year Plan period, and the accumulated investment is expected to reach 1,818.8 billion yuan.
Even if the policy dividend is put aside, urban rail is still a transportation system that competes with the times and has strong endogenous development momentum.
First, from the demand side, even if China is stronger than first-tier cities such as Beijing and Shanghai, its urban rail density still lags far behind that of international metropolises.
Under the background of deepening urbanization, the formed urban agglomerations and metropolitan areas will further release the transportation needs such as logistics and people flow, followed by the continuous increase in the number of private cars, with traffic congestion as a typical urban disease. This means that in the foreseeable future, domestic urban rail transit construction still has a large room for growth.
Second, from the supply side, as of the end of 2020, the network planning of 61 cities nationwide has been approved and under construction, with a line length of 6,797.5 kilometers, accounting for 80% of the total line length currently in operation. Take Shenzhen as an example. According to the plan put forward by the Municipal Transportation Work Conference, by 2025, Shenzhen will build "640 kilometers of urban rail+220 kilometers of railway".
Source: Wind, CITIC Construction Investment
On the other hand, there are more than 100 cities in China that are planning rail transit, and more cities that meet the requirements for subway declaration still have no subways, which means that more supply reserve troops are ready to go. Therefore, it can almost be concluded that with the promotion of "urban integration", the national urban rail system will continue to gain development momentum.
Urban rail, which blooms everywhere, is changing the space-time layout of a city by means of point-to-line and line-to-network, and also broadening the road for the city to a better future.
The orderly operation of a modern city depends on public transportation, and urban rail transit is the first choice for public transportation. Further exploration, the aorta of domestic urban rail transit is the subway.
Source: China Urban Rail Transit Association, as of June 30, 2021.
As an important part of the urban public transportation system, if the basic function of making travel more convenient and faster is put aside, the construction and operation of the project will also promote the development of property and commerce along the surrounding areas, and often form a unique "subway economic belt".
After all, travel is not an end, but arrival.
Exploring the "city" in the city: TOD model empowers the diversified and efficient development of the city
"People come to cities to live, and people live in cities to live better." -Aristotle
China’s urban rail construction has entered the fast lane of speeding up. From a subway to rail transit in major cities all over the country, innovation is still going on, and China’s wisdom is creating the future. Then the soul torture is coming. Besides providing increasingly convenient and fast transportation, what kind of surprises will the urban rail bring to people’s lives?
Due to different personal preferences, the answers are bound to be varied. But the TOD project will be one of the popular answers, which represents people’s yearning for a better life in the era of urban rail transit.
What new species is TOD?
In the past, the development of domestic cities was mainly based on spatial expansion, but now the logic has changed to spatial optimization.
Take Shanghai, where the density of domestic urban rail is at the forefront, when the domestic TOD project has not been introduced, because the subway line construction has been spreading in various districts of Shanghai, the real estate is often developed wherever the rail is built, that is, the "subway house" in the usual sense. Although in this mode, Line 1 has driven Xinzhuang, Line 9 has driven Songjiang and Line 11 has driven Jiading … But this simple and rough development mode is obviously not a long-term solution for big cities with increasingly insufficient land space and increasingly congested cities, and new urban planning urgently needs a dose of "TOD medicine".
When it comes to TOD, I believe that the deepest impression of most people is "the subway is covered". In the ordinary urban rail depot, vehicles used to park in the open air. If a large concrete cover is added on it, then this "cover" is equivalent to re-creating a valuable building land. Under the cover, new properties are built on the cover, which is commonly known as "superstructure property (subway roof)". This creative development idea, on the one hand, solves the problems of land shortage and housing difficulties, on the other hand, realizes the property feeding back to the urban rail and ensures the sustainable development of the urban rail property.
Comparison of the effect of "building property"
It should be noted that the "superstructure" only reflects one aspect of the TOD project, not the whole picture. In the early years, the United States took the lead in proposing a new mode of urban development TOD: transit-oriented-development, that is, an urban development mode centered on public transportation hubs, and establishing a central square or city center with a radius of 400-800 meters. It is no exaggeration to say that the standard TOD is a "mini city center". You can stay in it for a long time, but you can always easily communicate with the outside world.
Therefore, the TOD concept project is by no means equivalent to a subway house. It is not a single residential/commercial area built on the urban rail, nor a simple combination of various formats, but a fusion of life scenes: office, business, residence and other public buildings and landscape environments are integrated into one project, and people can enjoy a suitable street network pattern, work and living space.
Image source: Shenzhen Railway Real Estate
How is the excellent TOD practiced?
In the Shinjuku subway area of Tokyo, there are 17 rail lines gathering here, with 3.64 million people entering and leaving the gate/day, and there are 178 subway exits, the number of which is staggering. It has long been certified by Guinness World Records as the subway station with the largest number of users in the world.
In order to strengthen the link between the station and the surrounding commercial facilities, the developer upgraded the whole area into a more diversified "international exchange city". For example, in the aspect of transfer planning, the seamless connection of underground station, station business, above-ground station and above-ground business has been achieved; In terms of staying experience, more green nodes such as green terraces are added to "embellish" it.
It is not only the newly planned administrative and commercial center in Tokyo, but also a commercial district where department stores and commercial streets gather, and there are many famous enterprise headquarters, which makes the purchasing power of the huge floating population and the empowerment of the city have been qualitatively improved.
Looking back to China, the TOD project has a longer cycle than ordinary property development projects. According to the 3-4 year cycle, the number of follow-up plans, investment demand and business income of the sector may be fed back during the Tenth Five-Year Plan period. In addition, many late-developing cities, such as Guiyang, Nanchang and Lanzhou, are still in the initial stage of rail transit construction, and the lines have not yet been networked. The primary and secondary linkage of land business and TOD project planning have not yet been carried out due to the scale of rail transit. However, in the long run, with more and more urban rail transit plans approved, the market prospect of TOD project development is very broad.
In recent years, many mainland cities have also taken the lead in emerging a number of high-quality TOD projects.
Shanghai’s largest transportation hub, Dahongqiao, is home to airports, high-speed rail, urban rail and expressway. The Vanke Sky City project, which is entrenched here, draws lessons from the Japanese TOD model. Around Xuying Road Station of Line 17, the core of planning is the concept of 15-minute life circle mentioned in Shanghai 2035.
At the moment when the subway construction is in full swing, the TOD exploration road of Shenzhen Railway Real Estate, a wholly-owned subsidiary of Shenzhen Railway Group, also has many remarkable points.
Innovating "Track+Property" Mode and Practicing TOD Development Concept
In the eyes of the industry, TOD requires developers’ overall consideration ability and comprehensive coordination ability because it involves many stakeholders and the design scheme is complex. At present, there are few enterprises that have successfully implemented TDO mode in China, and Shenzhen Railway Real Estate, a subsidiary of Shenzhen Railway Group, is one of the few leading explorers.
The essence of the "track+property" development model of Shenzhen Railway Real Estate Co., Ltd. is the synchronous planning, synchronous design and synchronous construction of superstructure (Shenzhen Railway Real Estate Co., Ltd.) and subway line construction (Shenzhen Railway Construction Co., Ltd.), and provides financial support for the sustainable development of urban rail transit through the development of subway superstructure.
Image source: Shenzhen Railway Real Estate
Perhaps it is also due to the deep coupling with the parent company Shenzhen Metro Group in business collaboration. Shenzhen Railway Real Estate Co., Ltd., which covers two core businesses of property development and hub, has won the top three of the "Top Ten Comprehensive Strength of Shenzhen Real Estate Development Industry" for five consecutive years, and achieved sales of over 10 billion yuan for six consecutive years. As of September, 2021, Shenzhen Railway Property Co., Ltd. has obtained the comprehensive development right of 16 superstructure projects along the track, with a total development scale of 11.07 million ㎡, of which the built delivery area is about 3.9556 million ㎡, the construction area is about 5.44 million ㎡, and the construction area is about 1.666 million ㎡.
Source: Shenzhen Railway Real Estate.
The major TOD projects under Shenzhen Railway Real Estate Co., Ltd. have been completed one after another, which actually reflects the new changes in the development model of TOD in recent years.
First, from "single station independent development" to "district overall planning, station-city integration"
Take the Qianhai International Hub Project of Shenzhen Railway as an example. The planned hub and superstructure projects of this project have a total land area of 20 hectares and a total construction area of about 2.159 million ㎡. Upon completion, it is estimated that the total passenger flow will reach 750,000.
The planning of the project skillfully adopts the design concept of "integration of stations and cities". From the overall planning, Qianhai Hub connects Guangdong and Hong Kong with five lines, and the three-dimensional public transportation is seamlessly connected with the high-end urban complex, so as to build an intensive and three-dimensional 24-hour dynamic community based on Shenzhen Qianhai and radiating the Pearl River Delta and Hong Kong, shape the image of an international modern city window, and form the landmark and regional core of Qianhai District.
In terms of traffic design, on the premise of ensuring efficient transfer of internal pedestrian traffic, it is also connected with surrounding buildings or plots through underground, ground and second-floor pedestrian systems to realize fast and convenient pedestrian contact between the project and the surrounding areas.
Finally, the property and hub implement the concept of "integration" in the whole process of the project through integrated design management, planning, construction and operation.
In the future, in such a comprehensive community with mixed functions, the subway is carrying dreams to shuttle day and night. On the one hand, there are endless trains, on the other hand, there are bustling commercial and office areas, and on the other hand, it is a peaceful and quiet livable place.
Schematic diagram of station-city integration of "Shenzhen Railway Qianhai Transportation Hub"
Second, the transformation from "spatial planning" to "functional planning, spatial planning and integrated design"
The Jin Shang Garden of the subway, jointly presented by two state-owned enterprises, Shenzhen Railway Group and Zhenye Group, is seamlessly connected with Liuyue Station of Metro Line 3, and is a large-scale complex covering residential, apartment, commercial and sports parks.
The project innovatively combines the two values of "subway" and "park", and is adjacent to a large sports park in functional planning, including tennis courts, basketball courts, circular jogging tracks and other facilities; In space planning, brand businesses such as Boxma Xiansheng, China Film International Cinema, Starbucks and Decathlon are gathered to build a metropolis experience.
Third, the transformation from "space design around the site" to "characteristic scene creation" serving people’s life, travel and work needs.
The Shenzhen Railway Reading Mountain Garden Project can be said to have left a rich and colorful stroke for the construction of TOD characteristic scenes of Shenzhen Railway Real Estate. The project is positioned as an ecological zone of universities, a subway metropolis and an elite quality residential area. It is a high-grade elite quality community integrating housing, schools and supporting businesses. Because it is adjacent to well-known universities such as Peking University, Tsinghua and south university of science and technology of china, it has successfully created a characteristic scene of a humanistic university with mountains.
Fourth, change from "development and construction" to "comprehensive operation"
As the first masterpiece of urban high-end residential buildings created by Shenzhen Railway Property, Shenzhen Railway Yifu Project is a 750,000 ㎡ humanistic and ecological complex integrating high-end residential buildings, colorful businesses, sports parks and nine-year education facilities. From the beginning of the design, the project was based on the thinking of comprehensive operation, instead of relying too much on one subway station, it was built on four subway stations: Antuo Mountain, Shenkang, Qiaocheng North and Shenyun. The Antuo Mountain area is connected with Xiangmi Lake and OCT, and it is expected to become a new sample of urban mountain residence.
Schematic diagram of Shenzhen Tieyi Mansion
From "Qianhai International Hub Center" to "Shenzhen Railway House", it is a brand-new exploration and breakthrough again and again for the younger Shenzhen Railway home buyers in the young cities. Relying on the deep accumulation of Shenzhen Railway Group for more than 12 years, Shenzhen Railway Real Estate will continue to deepen the TOD model and build a more anticipated "track+property" map.
Of course, beyond the transformation, we need more persistence. Many TOD classic concepts, such as people-centered, efficient land opening and efficient accessibility, have always run through the long journey of Shenzhen Railway to help residents on the urban rail reach infinite possibilities.