Carpark Futures : Opportunities in the Underground

Carpark Futures

Opportunities

in the Underground

地下停车场未来的机遇

DPA–X for Indigo Group, 2020

Carpark Futures

Opportunities in the Underground

Study of Underground

Parking Architecture

Valorisation, Diversification

and Integration within

Contemporary Urban Dynamics

Sub_Estate for Indigo Group.

A report by consultancy

with Dominique Perrault

Architecture.

January 2020

地下停车场未来的机遇

地下停车场建筑的研究

增值、多样化及与当代城市动态的一体化

受 Indigo 集团的委托 ,DPA–X 公司与多米尼克 • 佩罗建筑师事务所共同为

Indigo 集团的地下地产编写的一份咨询报告 .

2020 年 1 月

2 3

Table of Contents

Foreword

Chapter 1 Introduction

Chapter 2 Analysis

Chapter 3 Sites

Chapter 4 Scenarios

Chapter 5 Real Estate

Chapter 6 Architecture

Credits

目录

前言

第 1 章引言

第 2 章分析

第 3 章场址

第 4 章情形

第 5 章房地产

第 6 章建筑结构

结尾

5

7

16

40

52

80

94

108

5

7

16

40

52

80

94

108

4

5

前言

Foreword

当审视停车场建筑时 , 地下停车场总

是被忽视 . 人们可能会想 , 当它们将车

辆从公共空间移走时 , 它们本身是否

就是受害者 . 虽然如此 , 最密集城市的

市中心仍然依赖这些地下基础设施 ,

它们始终存在 , 但却是隐形的 , 这对

保持当代城市生活是绝对必要的 .

事实上 , 自 20 世纪 70 年代以来 , 已

将地下停车场系统地引入城市中心 ,

这使得私家车能够融入已经建立的城

市系统结构中 , 而没有改变它们的性

质 . 对于汽车而言 , 事实证明地下是建

造停车场的一个显而易见的地方 . 当

时 , 这一新的移动出行技术在最广泛

的意义上彻底改变了城市的概念 . 由于

这些原因建造的地下空间不断扩大 ,

以满足人们的需求 , 从而开发了大量

被低估了的地面面积、体积和土地储

备量 . 在考虑当代城市的移动出行和生

态需求时 , 地下空间的潜力更加令人

难以置信 .

从巴黎的法国国家图书馆开始 , 到首

尔的梨花女子大学 , 再到翻新改造的

凡尔赛宫杜富尔展馆 , 到将来的大

巴黎快车维尔胡夫站或首尔的江南联

运中转中心 , 多米尼克 • 佩罗建筑事

务所不断开发与地面相关的建筑策

略 . 这项工作使 “ 地面景观 ” 概念的

成形 ——“ 地面 ” 与 “ 景观 ” 相融

合 —— 成为可能 ; 多年来 , 通过这项

工作收集了与地下有关的建筑策略 ,

无论是通过探索其空间可能性 , 还是

提供具有灵活性、可信赖性、美观性

和可持续性的新的应对方案 .

多米尼克 • 佩罗通过研究这种特别的

空间类型学的可能演变情况 , 以应对

移动出行方式、用途和生活方式的

变化 , 以此希望其专业知识能够服务

Indigo 集团 , 这是合乎逻辑的 . 目前

正在提出几项策略来应对上述挑战 . 显

然 , 未来的停车场将不再是一个简单

的、毫无生机的存储空间 , 而将转变

为一个为用户和车辆服务的地方 , 从

而整合移动出行的变化 . 现有和未来

的地下停车场将纳入新的项目 : 包括

物流区 ( 交付、储存 )、出行服务 (

维护、充电 )、能源管理 ( 地热、

水电 ) 以及新项目 ( 服务、工作、生

产 ). 建筑将通过提供新的空间价值和

自然的空气和光线 , 不可否认给地下

带来增值 .X

这项为 Indigo 集团进行的地下停车

When looking at parking architecture, underground

car parks are always overlooked. One can wonder

whether they were themselves victims of their mission

of removing cars from public spaces. The urban

centres of the densest cities rely nonetheless on these

underground infrastructures whose regular yet invisible

presence is absolutely essential to making contemporary

urban life possible.

Indeed, the systematic introduction of underground

car parks in city centres since the 1970s has enabled

private vehicles to be integrated into urban fabrics that

predated the car without denaturing them. In the case

of the automobile, the underground proved to be the

obvious zone to embed the new mobility technology

that reinvented the notion of the city in its broadest

sense. Underground spaces built for these reasons thus

proliferated to meet the demand, creating significant

and underestimated surface, volume and land reserves,

whose potential is all the more incredible when considering

the needs in terms of mobility and ecology of

contemporary cities.

Starting with the French National Library in Paris,

followed by the Ewha Womans University in Seoul, the

refurbishment of the Dufour Pavilion in the Palace of

Versailles, the future Villejuif Station for the Grand Paris

Express or the Gangnam Intermodal Transit Center in

Seoul, Dominique Perrault Architecture has continuously

developed architectural strategies engaging with

the surface of the ground. This work has made it possible

to crystallize the concept of “Groundscape” – fusion

of “Ground” and “Landscape” – which has for several

years gathered architectural strategies that engage

with the underground, whether by exploring its spatial

possibilities or offering new responses that are resilient,

responsible, aesthetic and sustainable. X

6

7

It was only natural that Dominique Perrault wanted to

place his field of expertise at the service of Indigo Group,

through a study of the possible evolutions of this particular

typology of space, in response to changes in mobility,

as well as in uses and lifestyles. Several strategies are

being proposed to address those challenges. It is clear

that tomorrow’s car park will no longer be a simple inert

storage space, but that it will be transformed to integrate

changes in mobility by becoming a place at the service

of users and vehicles. Existing and future underground

car parks will host new programmes: logistics areas

(deliveries, storage), mobility services (maintenance,

recharge), energy management (geothermal, electricity,

water), as well as new offers (services, work, production).

Architecture will undeniably add value to the

underground by bringing natural air and light.

This study on underground car parks for Indigo Group is

an opportunity to broaden the scope of “Groundscape”

architectural principles on a less monumental scale

than that of large public projects, but just as important,

given its potential systematic applications and its many

possible variations. The ambition of a more ordinary

deployment of these strategies in multiple and varied

urban contexts to diversify the programmatic capacity

of the subsoil is an opportunity for Dominique Perrault

Architecture to introduce the concept of “Sub Estate”,

the precious “subterranean real estate”. Indeed, the

topics developed in this study aim to overhaul the

relationship to the urban underground beyond space

and architecture only. Both of these elements need

to be accompanied by innovations in terms of safety,

regulation, mapping and ownership, without which the

architectural and real estate potential of the subsoil

cannot be achieved.

This study is therefore also a call to question the

common perception of the underground space as a

dark and hostile place, and to embrace it as a resource

that extends and completes our world, a nourishing

root system without which the ground level cannot last.

We already foresee the emergence of the age of deep

urbanism.

场研究是一个机遇 , 可以扩大 “ 地面

景观 ” 建筑原则的范围 ; 虽然 “ 地面

景观 ” 的规模比大型公共项目小 , 但

考虑到它的潜在系统应用及许多可能

的变化 , 它与大型公共项目同样重

要 .. 在多种多样不同的城市环境中更

普遍地部署上述战略 , 以实现底土的

项目能力多样化 , 这对于多米尼克 •

佩罗建筑师事务所引入 “ 地下房地

产 ”—— 宝贵的 “ 地下房地产 ” 概念

是一个机遇 . 事实上 , 在本研究中开

发的主题旨在彻底改变与城市地下的

关系 , 而不仅仅是空间和建筑方面 . 这

两个要素都需要在安全、监管、制图

和所有权方面进行创新 , 没有这些创

新 , 底土的建筑和房地产潜力就无法

实现 .

因此 , 这项研究也呼吁人们摆脱将地

下空间视为黑暗和不利地方的普遍看

法 , 转而将地下空间视为一种扩展和

完善我们所处世界的资源 , 视为一个

营养丰富的根基系统 . 没有地下空间 ,

地面空间就无法持久 . 我们已经预见到

了根深蒂固的城市化时代的出现 .

Chapter 1 Introduction

第 1 章

引言

8

9

1.1 Joint Expertise 合并的专业知识

Combining the expertise of

the operator and the architect.

将运营商和建筑师的专业知识结合起来

10

Indigo is the largest car park operator

in the world, with thirty-years of

expertise in on-street management and

concession-model carparks, especially

underground.

• 11 countries

• 750 cities

• 5,380 carparks

• 2.3 million parking spaces

• 150 on-street contracts

• 3,000 km of streets managed

• 20,000 employees

Indigo 集团是世界上最大的停车场运营商 , 在地下停车

场特许经营和街道停车场管理等方面拥有 30 年的丰富经

验和专业知识 .

11 个国家

750 座城市

5,380 个停车场

230 万个停车位

150 份街道停车合同

管理 3,000 公里的街道面积

20,000 名员工

DPA is one of France’s leading architecture

firms known internationally for its many

signature public projects as well as its

commitment to the underground through

the concept of “groundscaping”, which

is visible in many of their large public

projects.

• 20 countries

• 60 cities

• 500 projects & proposals

• 100 built projects

• 40 urban studies

• 70 employees

• 100 books & exhibitions

多米尼克 • 佩罗建筑师事务所 (DPA) 是法国领先的建筑

师事务所之一 , 以其在国际上的许多标志性公共项目及其

作为设计师致力于通过 “ 地面景观 ” 概念开发地下空间的

努力而闻名 . 在他们的许多大型公共项目中都可以目睹 “

地面景观 ” 概念 .

20 个国家

60 座城市

500 个项目

已完成 100 个项目

40 项城市研究项目

70 名员工

100 份预约合同和展览

11

A.

What answers can underground carpark

infrastructures bring to the current mobility

revolution?

地下停车场基础设施能解决当前移动出行革命的什么问题 ?

B.

Can subterranean spaces be diversified in

terms of program to respond to the many

challenges raised by emerging mobilities?

地下空间在项目上是否能实现多样化 , 以应对新的移动出行方式带来的多重挑战 ?

C.

Can subterranean spaces be redefined

through design to serve users' daily life and

become a common consideration for planners?

地下空间是否可以通过设计重新定义 , 以服务于用户的日常生活和规划师的共同需求 ?

1.2 Reinventing underground car parks

What will the carparks of the mobility revolution

look like ?

“Mobility is undergoing one of the most transforma- tional social, technological and

economic shifts of a generation, shaped by three key disruptive forces: electric

vehicles and alternative powertrains, connected and autonomous vehicles and

on-demand mobility services.” KPMG, Report on Mobility 2019

“The Mobility as a Service (MaaS) market is expected to grow from USD 42.3 billion in

2018 to USD 372.1 billion by 2026, at a Compounded Annual Growth Rate of 23.79%

dauring the forecast period.” Reports & Data, 2019

“No industry or executive is immune to the profound im- plications of mobility’s second

great inflection point.” McKinsey, 2019

“Road freight will be among the first markets to be dis- rupted by autonomous vehicles

and smart technology.” Ernst & Young, 2019

After several years of development, the first mass transformations of the mobility

revolution have already taken place. Internet-enabled mobility services have become

second nature for more and more users. After several years of development, the first

mass transformations of the mobility revolution have already taken place. Internet-enabled

mobility services have become second nature for many users. Navigating the

world without a smartphone is difficult to imagine nowadays. Driving is assisted by

computers who participate with safety, efficiency, ecology and parking amongst

others. Private car ownership, the holy grail of the modernist city experience of the last

century, is being challenged by new types of vehicle access that are more convenient,

more affordable and more sustainable. Most importantly, the reign of the combustion

engine is waning with the rise of alternative power sources such as electricity and

hydrogen that will undoubtedly revolutionise infrastructure in the next few years.

With these evolutions taking place, it is only logical to question the future of parking

infrastructures that are so closely related to them. However, the studies and forecasts

in this regard all focus on above ground structures. They almost always overlook the

specific case of underground parking infrastructure, which, as shown hereinafter,

offer particularly relevant opportunities for a range of urban typologies.

1.2 彻底改变地下停车场

移动出行革命需要的停车场会是什么样子 ?

“ 移动出行正在经历一整代时间中最具变革性的社会、技术和经济转变之一 ,

由三种关键的颠覆性力量形成 : 电动汽车和替代动力系统、互联和自主汽车以

及随叫随到的出行服务 .” 毕马威 ,2019 年移动出行报告

“ 出行即服务 (MaaS) 市场有望从 2018 年的 423 亿美元增长到 2026 年的

3,721 亿美元 , 在预测期内复合年增长率为 23.79%.” 报告和数据 ,2019 年

“ 任何行业或高管都不可能不受移动出行第二大拐点的重大影响 .”

麦肯锡 ,2019 年

“ 公路货运将成为首批由自主车辆和智能技术带来颠覆性改变的市场 ."

安永会计师事务所 ,2019 年

经过几年的发展 , 移动出行革命的第一次大规模变革已经发生 . 互联网支持的

移动出行服务已经成为所有用户的第二大天性 . 在没有智能手机的情况下 , 遨

游世界几乎已经无法想象 . 驾驶由计算机辅助 , 计算机参与安全、效率、生态

和停车等各个方面 . 拥有私家车是上个世纪现代主义城市体验的圣杯 , 但私家

车出行正在受到更方便、更实惠、更具可持续性的新类型汽车出行方式的挑

战 . 最重要的是 , 随着电力和氢气等替代动力源的兴起 , 内燃机的统治地位正

在逐渐削弱 , 这些替代动力源定会在未来几年内彻底改变基础设施的组成 .

随着这些演变的发生 , 对与它们密切相关的停车基础设施的未来提出质疑 , 这

是合乎逻辑的 . 然而 , 在这方面的研究和预测都集中在地上结构上 , 并且几乎

自始至终都忽视了地下停车基础设施的具体情况 , 正如下文所示 , 这些基础设

施为各种不同的城市提供着极其重要的机遇 .

12

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1.3 Groundscape 地面景观

GROUNDSCAPE

/graundskeip/

Architectural gestures engaging with the

underground. Using the underground as a design

resource (light, air, energy, space, …).

地面景观

将建筑形态融入地下空间 . 利用地下空间作为设计资源 ( 光线、空气、能源、空间等 )

Fictional collage of EWHA University Campus, Seoul, Korea by DPA overlayed over the Avenue Foch, Paris, France.

由位于法国巴黎福煦大街的 DPA 设计的科幻般的韩国首尔梨花女子大学校园 . ©Dominique Perrault Architecture. 2015.

14 15

1.4 Sub_Estate 地下房地产

SUB_ESTATE

/sub/e’steit/

Underground real estate. Valorisation of the

underground. Systematic integration of underground

spaces in architecture and urban planning.

地下房地产

地下房地产 . 地下空间的增值 . 地下空间在建筑和城市规划中的系统整合 .

Section-Fiction of the Île de la Cité below and around Notre-Dame, Paris, France. © Dominique Perrault Architecture. 2019.

16 17

Chapter 2 Analysis

第 2 章

分析

18 19

2.1 Underground Car Parks. Historical Overview.

Indigo was a pioneer of underground architecture

for systematising concession-model parking under

public spaces from the 1960s onwards, starting

with Paris.

2.1 地下停车场 —— 历史概况

Indigo 集团是开发地下建筑的先驱 ,

从 20 世纪 60 年代起 , 从巴黎开始 , 集

团一直致力于在公共空间的下方开展

特许模式的停车场的系统开发 .

特许模式的地下停车场是在 20 世纪 60

年代后期开始发展的 , 目的是提供在

密集的城市中心区停车的解决方案 . 在

此之前 , 大多数建筑物都没有专用的

停车场 . 车辆主要停放在公共空间 , 不

收费 , 也无人监管 , 损害了其他市民

的利益 .

这种情况在巴黎特别明显 , 因为巴黎

是一个特别密集的历史之都 , 有许多

重要的公共广场和林荫大道 . 政府不希

望汽车的入侵影响巴黎最重要的历史

遗址 , 从而促生了特许经营模式的地

下停车场的产生 .

特许模式是指一种公私合作关系 , 其

中公共机构允许私营实体在一定时间

内经营、融资 , 甚至建设公共基础设

施 . 这使得公共实体能够继续拥有资产

的所有权而私营企业能够提供服务 . 这

是自 19 世纪以来基础设施发展的一种

相当常见的形式 , 已经以不同的方式

用于公路、铁路或通信领域 . 特许经营

模式的地下停车场的创新之处在于它

们是建造在公共空间的下方 .

第一个特许经营模式的停车场建于

1964 年 , 位于目前由 Indigo 集团经

营的巴黎荣军院广场的下方 , 有两层

楼深 , 能容纳 600 辆汽车 . 这座停车场

将混凝土广场变成一片开阔的绿地广

场 , 恢复了荣军院广场的不朽历史景

观 .

Concession-model underground car parks were

developed in the late 1960s in order to provide parking

solutions in dense urban centers. Until then, many

buildings did not have dedicated parking. Cars would

park mostly in public spaces, free of charge and free of

regulations, at the expense of the other citizens.

This situation was particularly unmanageable and

unsightly in Paris due to the nature of its historic urban

fabric with its many monumental public squares and

avenues. The political will to clear the most important

historical sites of Paris from the invasion of cars led to

the invention of the concession-model underground

carpark.

The concession-model refers to a type of public

private partnership where a public body allows a

private entity to operate, finance, and even build a

public infrastructure for a certain time. This allows

the public entity to remain owner of the asset and the

private enterprise to offer its services. It is a rather

usual format for infrastructural development since the

19th century that has been used for roads, railways or

communications in different ways. The innovation of the

concession-model underground carparks was that they

were built below public spaces.

The first concession-model carpark was built in 1964

under the Invalides esplanade operated today by Indigo

Group. Two storeys deep with a capacity of 600 cars, it

enabled the transformation of the concrete plaza into

a green esplanade, thereby restoring its monumental

historic perspective.

This solution to the post-war car issue encountered

by Paris seamlessly integrated an invasive new technology–the

car–into a pre-existing historical city fabric that

wasn’t designed for it.

Construction view of the carpark below the Place du Capitole à Toulouse featuring 855 spots over 5 levels. Toulouse, 1971.

图卢兹卡皮托利山丘广场地下停车场的建筑图 , 其特点是 5 层共有 855 个停车位 .. 图卢兹 ,1971 年 .

这种战后巴黎停车问题的解决方案无

缝地将一种侵入性的新技术 —— 汽

车 —— 融入到早已存在的历史城市的

结构中 , 而这种结构在设计时并没有

考虑到地下空间 .

Image showing the proximity between the Indigo car park at Les Invalides (purple) and

the project Aérog’Art by Dominique Perrault Architecture, Paris, 2019 (yellow).

透视图 , 展示由 Indigo 集团建造的荣军院停车场 ( 紫色部分 ) 与由多米尼克 • 佩罗建筑师

事务所设计的 Aérog’Art 艺术馆项目 ( 黄色部分 ) 之间的相临区域 . 巴黎 ,2019 年 .

Original plan of the underground parking of Invalides built by GTM.

由 GTM 建造的荣军院地下停车场的原始平面图 .

20 21

Maps of underground carparks on a portion of central Paris.

巴黎市中心一个区域的地下停车场平面图 .

2.2 Continuing Modernist Urbanism

The location of underground car parks follows the

urban logic developed by the planners of the 18th &

19th century.

The spread of underground carparks was rapid from

the 1970s onwards. Most West European cities shared

similar situations: a growing private car problem and the

political will to solve it without spoiling their historic city

centers.

Local planning authorities selected sites for the new

infrastructure by responding to the specificities of

their urban heritage. The open public spaces that were

most central and most prized naturally became sites of

choice: squares, avenues, and esplanades were often

equiped with several underground levels of concrete

slabs to accommodate the vehicles.

These sites respect the urban planning logic and

the spatial systems developed by the planners of the

18th and the 19th centuries. Most notably, the methodology

of the “embélissement” consisted of working

like acupuncturists on the chaotic feudal fabric. They

introduced geometrical openings in the form of squares,

circles and lines in order to punctuate the city with

monumental open spaces that stimulated public life and

brought natural light and air.

The ordering of public space through simple

geometric architectural gestures creating public space

propelled Paris and most French cities to the forefront

of modernity. The creation of underground car parks

continued this project: an infrastructural gesture

bringing historic centers into a new technological age,

that of private motorised mass-mobility.

2.2 延续现代主义的城市化

地下停车场的位置遵循 18 世纪和 19 世纪城市规划师形成

的城市逻辑 .

地下停车场从 20 世纪 70 年代开始迅速蔓延 . 大多数西欧城

市也有类似的情况 : 私家车问题日益严重 , 政府希望在不

破坏城市历史中心的前提下解决这一问题 .

地方规划部门根据城市遗产的具体情况选择新的基础设施

场所 . 最中心和最宝贵的开放式公共空间自然成为选择的地

点 : 广场 , 林荫大道和平坦的空地往往都铺设了几层混凝

板 , 用以停放车辆 .

这些地方遵循 18 世纪和 19 世纪规划师开发的城市逻辑和

空间系统 . 最值得注意的是 ,“ 修饰 ” 方法包括像针灸师一

样在混乱的保守结构上做文章 . 他们以正方形、圆形和线条

的形式引入几何出入口 , 以带动公共生活和带来自然光线

和空气的大型开放空间点缀城市 .

通过创造公共空间的简单几何建筑形态来调整公共空间 ,

巴黎和大多数法国城市被推向了现代化的前沿 . 地下停车场

的创建延续了这样一个项目 : 一个基础设施形态将历史中

心带入一个新技术时代 , 一个由私人驱动的大规模移动出

行的新技术时代 .

Pierre Patte, “Part of a general plan for Paris illustrating the different sites proposed

for an equestrian statue of the king”, 1765. 皮埃尔帕特 ,“ 巴黎总平面图的一部分 , 展

示针对国王的马术雕像而提出的不同场址 ”1765 年

Plan of Paris with the boulevards by

Georges Eugène Haussmann. c1870.

乔治 - 欧仁 • 奥斯曼绘制的带林荫大道的巴

黎平面图 .1870 年

22 23

2.3 Place Vendôme - An Archetype

The underground carpark underneath Place

Vendôme re-establishes the historic square as a

pioneer for urbanism.

Thanks to its geometric shape, formed by its continuous facades, Place Vendôme in

Paris is one of the most emblematic prototypes of Parisian planning and a reference

model for modern urbanism. The former Place Royale of Louis XIV was extended by

a multi-storey underground car park in 1970, built by GTM, now Indigo Group. Being

one of the first, one of the largest and most archetypal underground car parks located

under public space, this reinforces Place Vendôme’s position as a pioneering site in

terms of urban planning.

The invisible underground infrastructure frees the surface of the square of parked

cars. It restores its original appearance through the radical transformation of its

section which becomes as deep as it is high. The five floorplates carefully surround

the central historic column and form a 15-meter-deep construction that offers roughly

35,000 m2 of usable surface area, located right under one of the most prized and

protected real estate in the world. Effectively, the street floor of the Place Vendôme

can be compared to the roof of a vehicle warehouse.

2.3 旺多姆广场个建筑原型

旺多姆广场下方的地下停车场将这个历史广场重新建成为

城市化的先驱 .

由于其连续立面形成的几何形状 , 巴黎的旺多姆广场是巴

黎规划中最具象征意义的原型之一 , 也是现代城市化的参

考模型 .1970 年 , 原先的路易十四皇家广场经过扩建 , 增

加了一个多层地下停车场 . 当时由 GTM 承建 , 也就是现在

的 Indigo 集团 . 作为第一个 , 也是最大和最典型的公共空

间地下停车场之一 , 这一停车场提高了旺多姆广场作为城

市规划先驱的地位 .

隐形地下基础设施将广场地面从私人停车场中解放出来 ,

通过从根本上改变其断面 , 使其的深度与高度相同 , 隐形

地下基础设施恢复了原来的外观 , 五块地板小心地围绕着

中央历史柱 , 形成了一个 15 米深的建筑结构 , 提供大约

35,000 平方米的可用地面面积 , 而且正好位于世界上最

珍贵和最受保护的建筑之一的下方 . 实际上 , 旺多姆广场的

街道地面可以与汽车仓库的屋顶相媲美 .

1113 parking spots,

5 levels,

15 meter deep,

35 000 m2 usable floor area

1,113 个停车位 ,

5 层 ,

15 米深 ,

35,000 平方米的可用建筑面积

Place Vendôme, Paris, 1890. Place Vendôme, Paris. 1968. Place Vendôme, Paris. 2007.

Typical plan and section of the Placea Vendôme in 2019. Royal square by Jules Hardouin-Mansart for Louis XIV (1699).

Underground car park by Indigo Group (then GTM) for Georges Pompidou (1970).

旺多姆广场 2019 年的标准平面图和断面图 . 由儒勒 • 哈杜安 • 孟萨建筑师事务所建造的路易十四皇家广场 (1699 年 ). 由 Indigo 集团 ( 当

时的 GTM) 建造的巴黎乔治 • 蓬皮杜广场地下停车场 (1970 年 ).

24 25

2.4 Avenues – A roll-out system

The open spaces created by large circulation axes

quickly came to use the same principles as the

ones developed for public squares.

Following the infrastructural logic of many public

utility and transportation networks, many underground

carparks have been built under boulevards, avenues

and roundabouts. The necessary proximity to vehicle

traffic and the continuity of the open space of the

street rendered circulation axes an obvious choice for

such developments. These standardised structures

are 'unrolled' like a carpet, under the street level, with

regular access points for vehicles and pedestrians along

the way.

In many ways, these underground linear car parks

are the realisation of the many unbuilt projections

drafted by the planners and architects of the early years

of the car, who often proposed additional street levels

in order to cope with the varying vehicles flows. Eugène

Hénard, Harvey W. Corbett, Paul Rudolph are some of

the architects who furthered the legacy of Pierre Patte

by proposing new concepts for street typologies.

2.4 林荫大道 • 一个全面推出的系统

由大流通轴创建的开放空间很快就开始使用为公共广场开

发的原则 .

按照许多公用事业和交通网络的基础设施逻辑 , 在林荫大

道、大街和环形交叉路口的下方建成了许多地下停车场 . 接

近车辆交通的必要性和街道开放空间的连续性为流通轴提

供了一个进行此类开发的明智选择 . 这些标准化的建筑结构

在街道水平面的下方展开 , 中途有固定的车辆和行人通道 .

在许多方面 , 这些地下线性停车场帮助完成了汽车早期规

划师和建筑师制定的许多未建造的项目 , 他们经常提出大

幅增加街道水平面面积的方案 , 以应对各种车流 . 尤金 • 海

纳德、哈维 • 威利 • 科贝特和保罗 • 鲁道夫是其中的几位建筑

师 , 他们通过提出典型的街道断面设计 , 进一步发扬了法

国建筑师皮埃尔 • 帕特的建筑遗产 .

579 parking spots

2 levels

6m deep

700m long

15 000 m2 usable floor area

700m long

60m between each exit

579 个停车位

2 层

6 米深

700 米长

15 000 平方米可用建筑面积

700 米长

每个出口之间的距离为 60 米

Typical plan and section of the underground parking lot below Avenue du Roule,

Neuilly/Paris, France. Boulevard buildings built mostly between 1850 and 1920.

Underground built in the 1970s.

法国巴黎讷伊杜鲁勒大街下方的地下停车场的标准平面图和断面图 . 主要建于 1850 年至

1920 年之间的林荫大道建筑 . 建于 20 世纪 70 年代的地下建筑 .

Pierre Patte. Typical Parisian street

section.

条典型巴黎街道的剖面图 . 1769 年 .

Eugène Hénard. Les villes de l’avenir.

Transactions of the Town Planning

Conference, London. 10-15 Octobre

1910. From Eugène Hénard, études sur

l’architecture et les transformations de

Paris, by Jean-Louis Cohen, 2012.

Paul Rudolph. Cross manhattan expressway

proposal. 保罗 • 鲁道夫 . 穿过曼哈顿的

高速公路方案 .1967 年 – 1972 年 .

26 27

Street Section late-19th Century

街道断面图 -19 世纪末

2.5 The Rise of the Deep Street

Since its invention, the modern street has not

only grown higher. It has been layering deeper to

withstand technological advances.

The modern street is a cleared open space made for circulation, delimited by two

facades separating public and private space, and with city utilities embedded in

its floor. The utilities started with sewage, clean water gas, to later incorporate

electricity, subways, phone lines and internet cables. Underground car parks also

belong to this series of utility networks that make daily urban life possible.

The development of carparks below squares and streets has transformed the

archetypical architectural street section. Consequently, it has become as deep as it is

high, with the street floor being as much of a roof as a floor.

The deepening of the street through the construction of underground parking lots in

recent decades realises several urban propositions such as the ones of Eugène Hénard

for Paris or Harvey Wiley Corbett for New York City. However, their visions mostly

prioritised traffic by adding circulation levels, which overlooked the street’s role in

centralising city life. On the contrary, the implicit project of the deep street consists of

embedding as many machines, utilities and services for urban life into the floor in order

to leave the streets and public spaces as free and legible as possible.

2.5 深层街道的兴起

自从其创建以来 , 现代街道不仅变得更高了 , 而且也在层

次上变得更深了 , 以应对技术的演变发展 .

Street Section late-20th Century

街道断面图 -20 世纪末

现代街道是一个清空的开放式流通空间 , 其边界通过两个

立面确定 , 这两个立面将公共和私人空间分开 , 在其地面

中嵌入城市公用事业 . 公用事业最初为下水道、清洁水、煤

气管道 , 到后来包括电力、地铁、电话和互联网等设施 . 地

下停车场也属于这一系列的公用事业网络的一部分 , 这些

网络使日常城市生活成为可能 .

广场和街道下方地下停车场的发展改变了典型的建筑街道

断面 . 使它们的深度和高度相同 , 使街道表面更像是一个屋

顶 , 而不是一个地面 .

近几十年来 , 通过地下停车场的建设对街道空间的深化 ,

实现了多项城市主张 , 如尤金 • 海纳德对巴黎的主张 , 或

哈维 • 威利 • 科贝特对纽约的主张 . 然而 , 他们的构思主要是

通过成倍地增加流通层次来优先解决交通问题 , 这忽略了

街道在集中城市生活中的作用 . 相反 , 深层街道的隐含项目

包括将尽可能多的用于城市生活的设备、公用事业和服务

嵌入地下 , 以便使街道和公共空间尽可能的畅通无阻 , 出

入便利 .

The development of the Deep Street

深层街道的出现

Section of a typical Parisian street at the end of the 19th and 20th centuries. The city is becoming as deep as high.

19 世纪和 20 世纪末 , 一条典型巴黎街道的剖面图 . 这座城市正变得深度与高度相同 .

28 29

2.6 Opportunities in the Underground

The metropolitan underground is an untapped

urban resource.

Underground urban strategies can provide answers to a many contemporary

challenges. The main resource to tap in the underground is space. The construction

of underground architectural spaces consolidates the use of urban space without

crowding the surface with more volumes or spreading further out. This practice of

improving the spaces on the surface increases their real estate value even more. It is a

quiet production of space, which is particularly relevant for the most dense and most

sensitive urban areas. The expansion of cities downwards through the thickening of

their ground is a sensible approach for urban growth, one which has been overlooked

by modernist planners of the last century, and one that will surely gain an increasing

significance in the near future.

Another advantage which is specific to the underground is to be in direct contact

with the soil and therefore to have direct access to its resources. Water can be

managed locally through sponge city principles for instance, and sometimes even

sourced locally for consumption. But the most immediate and powerful resource

of the ground is its thermal capacity. Virtually unlimited in its availability and rather

low-tech in its exploitation, it has the potential of massively reducing the energy

consumption of urban centres. Future city developments should think of their soils as

massive natural heat sinks.

• Space

• Density

• Connectivity

• Infrastructure

• Energy

2.6 地下机遇

大都市地下空间是一种未开发的城市资源 .

地下城市策略可以解决多种多样的当代挑战 . 需要挖掘的主

要地下资源是空间 . 在地下建造建筑空间巩固了城市空间的

使用 , 同时不会在地面聚集更多的体量 , 也不会进一步扩

展延伸 . 这是增加地面空间价值的切实可行的方法 , 能够给

地面空间赋予更多的价值 . 这是一种安静的空间生产方式 ,

在最密集和最敏感的城市中具有特殊的重要性 . 通过加厚城

市地基向下进行城市扩张是促进城市快速发展的一种明智

方法 . 在上个世纪 , 现代主义规划师对此考虑不足 , 但是在

不久的将来这种方法将会变得越来越重要 .

地下空间特有的另一个优点是与土壤直接接触 , 因此可以

直接获得其资源 . 例如 , 水可以通过海绵城市原则在当地进

行管理 , 有时甚至可以在当地获得以供消费 . 但地下最直

接、最强大的资源是它的热容量 . 它们几乎是取之不尽的 ,

而且开发技术要求不高 , 它有可能大大降低城市中心的能

源消耗 . 在未来的城市开发中 , 应将城市的土壤资源看作巨

大的自然散热器 .

• 空间

• 密度

• 连通性

• 基础设施

• 能源

Indigo manages 1.5 million m2 of underground

space in Paris, which amounts to 13 Montparnasse

Towers.

Indigo 集团管理着巴黎 150 万平方米的地下空间 , 这相当于 13 座蒙帕纳斯大厦 .

30 31

2.7 Towards a new model

The underground spaces of tomorrow will

house more than just mobility and utilities.

The arrival of new mobilities will force parking infrastructures to evolve beyond being

simply inert vehicle storage. They will have to become local service providers for a

variety of vehicles that might be owned privately, leased or shared either individually

or as fleets, and of different typologies, mainly cars, vans, scooters, bicycles, with

diverse engines powered with gas, electricity and hydrogen. The default systems

embedded in a carpark are already being rethought for that reason.

Then, this trend in mobility is part the broader optimisation of space in high-density

high-value urban areas in parallel with the search for sustainable solutions. In this

case, underground infrastructures are particularly relevant, especially when they are

already built, underused and ready to be converted.

The carpark of the future will cease to be a closed concrete box to become a site

of connections directed both vertically as an extension of the street level and as an

interface with resources underground, and horizontally by connecting transport lines,

retail space, cultural venues to the infrastructure they need, and also to each other.

2.7 迈向新模式

未来的地下空间将不只是提供移动出行和公用事业 .

新的移动出行方式的到来将迫使停车基础设施超越简单、

毫无生机的车辆存放功能 . 它们将必须成为各种车辆的本地

供应商 , 包括私人车辆、租赁车辆或者个人或车队共享车

辆 , 以及采用不同形式和发动机的车辆 ( 主要是小汽车、

货车、小型摩托车和自行车 ), 包括燃油驱动、电动和氢

燃料驱动的车辆 . 鉴于此 , 将不得不重新考虑停车场中嵌入

的默认系统 .

之后 , 这种移动出行趋势被一种更长的趋势进一步推动 . 这

种趋势与高密度、高价值的城市地区的空间优化相关 , 与

寻找有效的可持续性解决方案相结合 . 在这种情况下 , 地下

基础设施尤其具有相关性 , 特别是当它们已经建成、还没

有充分使用 , 而且准备转变时 .

Street Section 21st Century • 21 世纪的街道剖面

未来的停车场将不再是一个封闭的混凝土箱 , 而是成为一

个连接点 . 在垂直方向 , 作为街道地面的延伸和获得土壤资

源的入口 ; 同时在水平方向 , 将运输工具、商店、场馆与

它们需要的基础设施连接起来 , 同时也与它们相互连接起

来 .

Slab opening principles (above).

Harvey Wiley Corbett, City of the future. 1913 (left).

地板打开原则 ( 上图 ).

哈维 • 威利 • 科贝特 , 未来城市 ,1913 年 ( 左图 ).

32 33

2.8 Programming the Underground 制定地下项目计划

深度

DEPTH

+2

+1

Overground

STREET

OPERATOR

街道运营商

0

STREET

PARKING

向着地面景观

城市化发展

TOWARDS

GROUNDSCAPE

URBANISM

NOW

现在

SHARED

MOBILITY

SHOPS &

GALLERIES

DRONE

DELIVERYS

FUTURE

未来

ATELIERS HOSTEL

-1

Shallow Underground

LOWER GROUND

SERVICES

有效的地面服务

-2

CAR

LEASING

LAST MILE

DELIVERY

DARK

KITCHENS

CHARGING

STATIONS

MOBILITY

AS SERVICE

CULTURAL

VENUES

DRONE

MAINTENANCE

-3

VEHICLE

STORAGE

-4

DEEP

LOGISTICS

Deep Underground

URBAN

INFRASTRUCTURE

城市基础设施

-5

DATA

CENTER

ENERGY

STORAGE

PILOT

PARKING

DRONE

STORAGE

GEO-

THERMY

WATER

TREATMENT

ENERGY

PRODUCTION

AGRICULTURE

NON-HUMAN

INDUSTRIES

-6

Programming the Underground: Towards groundscape urbanism.

DPA–X for Indigo. 2019

Programming the underground real estate of

today and tomorrow.

制定现在和未来的地下房地产项目计划 .

Programming the underground. Program distribution for underground car parks according to depth and time. The programs

tends to fall into two categories, those located close to the surface and those that are deeper.

制定地下项目计划 . 根据深度和时间对地下停车场进行项目分配 . 这些项目往往包括两类 , 即位于地面附近的项目和更深层的项目 .

34 35

2.9 Regulations : Challenges & Propositions

The full realisation of the underground’s potential

requires regulatory and legal innovations regarding

access and safety as well as planning and ownership.

The underground abides by a different set of rules and laws compared to the surface.

These rules are often much less developed than those above ground, and they tend

to exarcebate the abrupt transition between above and below. The exploitation of the

urban underground through future car parks or other activities requires innovative

regulations in terms of safety, design and zoning. For instance, regulatory distinctions

could be introduced to distinguish between shallow and deep underground spaces, and

also between repurposed buildings and new constructions.

Beyond car parks, the sophistication of the regulatory realm related to underground

spaces is an essential element to the rootedness of our cities, and therefore to making

them more optimised, resilient and sustainable. The guidelines assembled by the Police

authorities in Paris compose an essential basis for the reach of these prospects.

2.9 监管 : 挑战和主张

充分实现地下潜力需要在出入口和安全以及规划和财产方

面进行监管和法律创新 .

与地面相比 , 地下遵守一套不同的规则和规律 . 这些规则的

演变和发展往往比地上的那些要少得多 , 而且它们往往突

出地上与地下的区别 . 通过未来的停车场或其他活动开发城

市地下空间 , 需要在安全、设计和区划方面有创新的监管

规定 . 例如 , 可以引入监管区分 , 将浅层和深层地下空间区

分开来 , 并将翻修建筑与新建筑区分开来 .

除了停车场外 , 与地下空间有关的监管领域的复杂性是城

市扎根的一个基本要素 , 因此也是使城市更加优化、更加

灵活和更具可持续性的一个基本要素 . 由巴黎警察部门汇编

的指导方针成为实现这些前景的必要基础 .

36

37

lation 监管 Innovation 创新 Regulation 监管 Innovation 创新 Regulation 监管 Innovation 创新

Façade Access

Groundscape

Adaptable Design

Redefining the level zero

Façade accesses describe ramps, stairs and lifts that

are located on the ground level of a building and have

direct access to the street. Simply by having a façade,

they solve many regulatory issues in terms of security,

maintenance, property and urban integration. Façade

access should be preferred to small ground openings

and be facilitated as much as possible.

Naturally lit and ventilated spacious entrances break the

regulatory separation between spaces above and below

ground. They provide large emergency exits for crowds

and easy intervention access points for authorities. They

break the psychological barrier of “going underground”

and bring out the value of the underground located just

under the surface.

The structure and layout of underground parking lots

is optimised for cars which limits their reconversion

potential. Adaptable design principles for underground

infrastructure include higher load capacities and more

versatile dimensioning and access points amongst

others. These possibilities can be incentivised for their

long-term economic viability and sustainable capacity,

which is particularly relevant in the case of the car which

is likely to be profoundly transformed in the near future.

The level zero is defined by the safety services as a

reference in case of emergency intervention. It hardly has

any relationship to user experience although it remains

highly influential in defining the types of programs, and

therefore the value of real estate.

Cornerless Design

Subsoil vs. Underground

Passive Fire Protection

Vehicle Fire Regulation

Claustrophobia and danger generated by underground

parking lots can be greatly improved by design. Corners,

thresholds, darkness, smells, corridors, mazes, are

some of the elements that contribute to the depreciation

of underground spaces. High ceilings, convenient exits,

natural ventilation and regular maintenance dramatically

improve those spaces.

The underground is not uniform in terms of zoning.

A distinction emerges from the study of potential

programmatic developments in the underground. The

subsoil is located on first few levels below the street and

offers safe spaces for people thanks to the proximity to

the ground. The underground is located on the deeper

levels and can host programs involving a more limited

amount of personnel. The regulations could integrate

this distinction in their composition.

Fire protection in underground spaces has been a fast

developing area of expertise in recent years, in particular

with regards to passive protection. Passive fire

protection principles are able to solve many of the fire

safety requirements for vehicles and users. They are

often aligned with quality design (higher ceilings, natural

ventilation, etc.) and sustainable (fewer machines, less

energy consumption, etc.).

The greatest fire threat of underground parking lots are

related to the high fire load energy density (FLED) of

vehicles which is particularly important and toxic. Recent

combustion engine vehicles tend to burn longer, hotter

and more destructively. The FLED of future vehicles will

have to be capped for safety and sustainability reasons.

立面入口通道

立面入口通道描述位于建筑物地面上的坡道、楼梯和电

梯 , 并可直接进入街道 . 简单地说 , 通过拥有一个立面 , 他

们解决了许多安全、维护、财产和城市一体化方面的监管

问题 . 立面入口通道应优先于小的地面入口 , 并尽可能的方

便 .

地面景观

自然照明和通风的宽敞入口有助于打破地上与地下空间之

间的监管分离 . 它们为人群提供大的紧急出口 , 并为管理当

局提供易于干预的出入点 . 它们打破了 “ 进入地下 ” 的心理

障碍 , 并挖掘出地表下底土的价值 .

演变式设计

对限制地下停车场再改造潜力的结构和布局进行优化 . 地下

基础设施的演变式设计原则包括更高的负载能力和更多用

途的尺寸和接入点等 . 这些可能性的长期经济生命力和可持

续性能力可以被激发出来 , 这在不久的将来汽车可能发生

重大变化的情况下尤其重要 .

重新定义地平层

零级由安全服务部门定义为紧急干预情况下的一项参考 . 它

与用户体验几乎没有任何关系 , 尽管它在定义项目类型及

房地产的价值上仍具有很高的影响力 .

无角落设计

通过设计 , 可以大大改善地下停车场带来的幽闭恐惧症和

危险 . 角落、门槛、黑暗、气味、走廊、迷宫 , 是一些导致

地下空间贬值的因素 . 较高的天花板 , 明显的出口位置 , 自

然通风和定期维护会显著改善幽闭恐惧症 , 降低危险 .

底土与地下

地下在分区方面不统一 . 对地下潜在项目开发的研究推动了

区分概念的提出 . 底土位于街道下方的上几层 , 由于靠近地

面 , 所以能为人们提供安全的空间 . 地下位于更深层 , 可以

提供涉及更少人的项目 . 监管可以在其范围内纳入这一区

分 .

近年来 , 地下空间的消防发展迅速 , 特别是在被动消防方

面 . 被动消防原则能够解决汽车和用户的许多消防安全要

求 . 它们往往与质量设计 ( 更高的天花板 , 自然通风等 ) 及

可持续性 ( 更少的设备、更少的能耗等 ) 相一致 .

车辆消防监管

地下停车场最大的火灾威胁与汽车的高火灾负荷能量密度

(FLED) 相关 , 此能量密度特别重要 , 而且毒性很大 . 最

近制造的内燃机汽车往往燃烧时间更长 , 热量更大 , 更危

险 . 出于安全和可持续性考虑 , 未来机动车辆的 FLED 可能

会受到限制 .

被动式消防

vation 创新 Regulation 监管 Innovation 创新 Regulation 监管 Innovation 创新 Regulation 监管 I

38 39

2.10 Underground Operator

The underground operator offers a full-range

of expert services for the development and use

of underground spaces, from construction to

regulation, and from management to ownership.

Over the last decades, Indigo Group has gathered valuable knowledge concerning

the development of the metropolitan underground. At the crossroads between urban

infrastructure and user services, this expertise is valuable for activities beyond just car

parking and mobility. introduces therefore the notion of underground operator as

much for the future of Indigo Group as for the relevant administrations and businesses.

The positioning as underground operator is strategic and also only natural considering

the evolution of mobility and of urban practices. The underground operator mainly identifies

a specialised entity with the capacity to assist businesses in establishing themselves

in city centres where space is limited and where local politics differ. The geographical

distribution of parking lots – both underground and not - already position Indigo Group as

the manager of a consolidated network of well-located usable surfaces that could be used

for more than car storage. This development is already tentatively underway, but a shift

in the appreciation of existing and future carparks is needed. They should be understood

as the nodes of an infrastructural grid providing mobility services, energy solutions,

logistical spaces, and multi-purpose volumes for a variety of activities. When a new urban

services needs to be implemented in a city, the operators of these infrastructural parks

should be considered first.

Amongst them, the parks located underground have a different position in this

network. More often public than private, they are more expensive and technical to build,

they are more difficult to operate and they are necessarily located in dense and prized city

centers. It makes them subject to a wealth of issues that are practical, legal and political,

and which are precisely rendering them inaccessible to non-specialised enterprises.

The underground operator then becomes the mediator between companies needing

to deploy services in places where they have no experience with the local authorities,

citizens or users.

Such a positioning at the intersection of public and private spheres, as a decentralised

global network of localised flexible infrastructural spaces is particularly adapted to the

patterns of development of digital services, and has the potential of curbing their disruptive

effects, especially because the network of parks is already sufficiently mature.

Tesla Customers Storage Light Industries

Venue Artisans Lime Industries Shoppers Maintenance

Logisitics Light Mobility Amazon BMW

Drivers Car-Sharing

Energy

Vehicules

Default intermediary

between private enterprises

and local authorities

Global

Businesses

全球业务

停车场

地下运营商

Provider of viable solutions to

global businesses establishing

themselves locally

街道运营商

移动出行

2.10 地下运营商

地下运营商为开发和使用地下空间 , 从施工到监管、从管

理到所有权 , 提供全方位的专业服务 .

在过去的几十年里 ,Indigo 集团积累了有关大都市地下开

发的宝贵知识 . 这些宝贵知识跨越城市基础设施及用户服务

领域 . 这些专业知识对于停车和移动出行以及其他活动非常

有价值 . 因此 ,DPA-X 引入了地下运营商的概念 , 这对于

Indigo 集团 , 及相关行政管理当局和企业的未来发展一样

重要 .

考虑到移动出行和城市管理实践的演变 , 地下运营商的定

位具有战略性 , 这也是自然而然的事情 . 地下运营商主要是

一个专门的实体 , 有能力帮助企业在空间有限和地方政治

多样的城市中心立足 . 停车场的地理分布 —— 包括地下和

非地下 —— 已经将 Indigo 集团定位为位置良好的可用地

面综合网络的管理者 . 这些地面可以用于除汽车停放以外的

其他更多目的 . 这一演变已经暂时开始 , 但需要完成现有和

未来停车场的升值转变 . 应该将它们理解为能够为各种活动

提供移动出行服务、能源解决方案、后勤空间和多用途体

积的基础设施网格的节点 . 当需要在一个城市实施一项新的

城市服务时 , 应首先考虑这些作为基础设施的停车场的运

营商 .

其中 , 地下停车场在这个网络中有着不同的位置 . 更多的情

况下 , 它们是公共停车场而不是私人停车场 , 它们建造起

来更加昂贵并需要更先进的技术 , 它们更难经营、而且必

须位于密集和宝贵的城市中心 . 这使得它们面临许多问题 ,

这些问题包括实用性、法律和政治方面的问题 , 这恰恰使

它们无法掌握在非专业企业的手中 . 因此 , 地下运营商成为

需要在自身没有经验的地方开展服务的公司与地方当局、

市民和用户之间的调解人 .

这种处于公私交叉点的定位 , 作为本地化基础设施灵活空

间的一个分散的全球网络 , 特别适应于数字服务的发展模

式 , 并有可能遏制它们的破坏性影响 , 特别是在停车场网

络已经相当成熟的情况下 .

Local

Practices

本地业务

Politics Customers Public Authorities Traditions

States Regions Ecology Planning Work Codes Local Data Fire Brigade

Associations Partners Construction

40 41

Chapter 3 Sites

第 3 章

场址

42

43

Dense Metropolis

密集的大都市

Regional City

区域城市

New Development

新开发区

Dense metropolitan centres are the most obvious

sites for underground carparks. They tend to have a

mature urban fabric that was often designed before

the invention of the car. They also have developed

transportation ecosystems with cars, buses, trains and

light mobilities. The traffic in these areas is defined by

a reduced number of privately owned cars and a large

proportion of logistics for both passengers (taxis, etc.)

and goods (delivery, etc.).

密集的大都市中心是地下停车场存在最多的地方 , 地下停车场位于密集的大都

市区 , 大都市区有多个中心彼此挨得很近 . 这些地区往往有成熟的城市结构 , 通

常是在汽车发明之前设计的 . 它们还发展了小汽车、公共汽车、火车和轻型交通

工具的交通运输生态系统 . 这些地区的交通特点是 : 私人汽车数量减少 , 大部分

物流服务为乘客 ( 出租车等 ) 和货物 ( 送货 ) 的物流服务 .

Regional cities are urban centers with a single identifiable

center which often corresponds to the historic

heart of the city and its train station. The main particularity

of these urban centers is that the traffic is dominated

by private car owners who are spread on nearby rural

and suburban territories, and whose public transportation

options are limited to public buses and tramways at

most.

区域城市是指只有一个显而易见中心的城市中心 , 此中心往往是该城市的历史

核心及其火车站所在地 . 这些城市中心的主要特点是 , 交通以私家车主为主 ,

他们分布在附近的农村和郊区 , 他们的公共交通选择方式最多只限于公共汽车

和电车 .

New development refer to urban areas built for the

car that are equipped by default with parking through

planning regulations based on their programs (retail,

residential, business, culture, mixed-use, etc.). The

required parking surfaces often lead to their integration

in the architectural design, and are regularly placed

underground in the lowest levels the buildings or even

sometimes extend below the public spaces. They are

mostly located on private land.

新开发区是指根据其经营项目 ( 零售、住宅、商业、文化、多用途综合项目

等 ) 通过规划监管 , 专为满足汽车需要而建造的默认配备了停车场的城市地

区 . 所需的停车场往往被纳入建筑设计中 . 停车场常常位于建筑物最低层的地

下 , 甚至有时延伸到公共空间的下方 . 它们大多数位于私人土地上 .

3.1 Urban Condition

Underground carparks are usually implemented in

relatively high-density urban areas. Three dominant

typologies of urban conditions can be identified,

each with its own characteristics.

1. Dense Metropolis

2. Regional City

3. New Development

3.1 城市条件

地下停车场总是建在居民和建筑密度相对较高的城市地区 .

可以确定城市条件的三种主导类型 . 每种类型在停车场使用

以及停车场类型方面都有各自的特点 .

1. 密集的大都市中心

2. 区域城市中心

3. 新开发区

44

45

3.2 Architecture

Underground carparks have no façade and only

interiors. They are mainly defined by their sites.

Squares

广场

Avenues

林荫大道

Blocks

街区

Although overlooked in specialised literature on car parks design, the architecture

of underground parking shares many similarities with its above ground counterpart.

It is mainly composed of simple floor plates based on a regular pillars-slab structural

system connected by ramps. The main difference is structural to resist the soil’s

pressure to prevent collapsing on themselves.

The basic structural grid is 15 x 15 meters which allows to have six 5 x 2.5 m parking

spots for standard private vehicles and enough room for their respective access. The

average surface for a parking spot is 25 m2 when all access is considered.

In the case of helicoidal and semi-helicoidal carparks, the ramps work as continuous

tilted floorplates.

Squares

Open public spaces such as squares,

plazas, parks and green fields are a

typical urban feature of most cities in

the world. They are most often located

near buildings of importance, whether

a monument, a townhall, a church, a

museum, or a temple. The construction

of underground levels for vehicles

and other urban services improves

the functionality of these sites while

preserving their original identity.

Vehicle access to underground parking

consists mostly of ground ramps

directly on the street level.

Avenues

The main circulation axes in urban

centres represent large amounts of

open spaces that offer opportunities

for underground interventions.

The parking spaces are effectively

constructed through the addition of

several floor levels below the avenues

and round abouts. The slabs can

literally be 'unrolled' under roads, which

deepens the street section. These

structures can be as long as the streets

allow and can even replicate crossings

underground. Medium size avenues

can accommodate single structural

modules while larger avenues can

accommodate double modules. The

accesses are located at the extremities

or at regular intervals along the sides.

Blocks

In numbers, the large majority of

underground parking spaces are

located below buildings. Planning

regulations almost always require real

estate projects to integrate a certain

amount of parking spaces calculated

according to the program. In the case

of blocks, vehicle access is mostly

located at street level in the building

facades, rather than through ramps in

the ground. These parking areas tend

to be built as economically as possible,

as inert vehicle storage. They represent

vast surfaces that are already enjoy

direct connections to the building they

serve.

3.2 建筑

地下停车场没有立面 , 只有内部 . 主要由它们所在的位置确

定 .

虽然专门文献忽视了地下停车场建筑的停车场设计 , 但是

地下停车场的建筑与地上停车场的建筑有许多相似之处 . 主

要都是由简单的楼板组成 , 其基础是通过坡道连接的固定

柱 —— 板结构系统 . 两种建筑的主要区别在于结构方面 ,

结构的目的是抵抗土壤的压力 , 以防止坍塌 .

基本结构网格为 15×15 米 , 可为标准私家车提供 6 个

5×2.5 米的停车位 , 和足够的空间供它们各自进出 . 当将所

有车辆的出入考虑在内时 , 一个停车位的平均面积为 25 平

方米 .

广场

开放的公共空间 , 如广场、购物中心、

公园和绿地是世界上大多数城市的典

型城市特征 . 它们常常位于重要的建

筑物附近 , 如纪念碑、市政厅、教堂、

博物馆或寺庙 . 为车辆和其他城市服

务而建造的地下层提高了这些地方的

功能 , 同时保留了它们的原始身份 . 这

些地下停车场的车辆出入口通道大

多是直接建造在城市地面上的地面坡

道 .

林荫大道

城市中心的主要流通轴代表了大量的

开放空间 , 它们为地下干预提供了机

会 . 停车场是通过在林荫道和环形道

的下方增加几层地板有效地建造而

成 . 它们的地板可以在道路的下方铺

开 , 这加深了街道的断面 . 这些结构可

以按照街道允许的长度加长 , 甚至可

以在地下复制人行横道 . 中型林荫道

可以容纳一个结构模块而大型林荫

道可以容纳两个模块 . 出入口沿着长

度位于固定的间隔区或位于终端 ..

街区

在数量上 , 大多数的地下停车场位于

建筑物的下方 . 规划监管几乎总是要

求开发项目根据其项目纳入一定数量

的停车位 . 对于街区而言 , 汽车出入通

道主要位于建筑立面的街道水平面

上 , 而不是采用地面坡道 . 这些停车场

往往是在尽可能节约成本的前提下

建造而成 , 作为毫无生机的车辆存放

场 . 它们代表大量的建筑面积 , 已经有

了与其服务的建筑物的直接连接系

统 .

对于螺旋式和半螺旋式的停车场而言 , 坡道为连续倾斜的

地板 .

46

47

Paris, France. 法国巴黎

Map of underground car parks

and other underground spaces.

地下停车场和其他地下空间示意图

.

Indigo 集团的停车场

其他停车场

地下空间

地铁站

A

48 49

Mechelen, Belgium. 比利时梅赫伦


both existing and potential.

现有和潜在的地下停车场示意图 .

Indigo parking

Indigo Indigo 集集团团的的停停车车场场

Other parking

其其他他停停车车场场

Surface Parking with

underground potential

有地下潜力的地面停车场


0 10 20 30 40 50

Meters

N

Tours, France. 法国图尔


both existing and potential.

现有和潜在的地下停车场示意图 .

Indigo parking

Indigo 集团的停车场

Other parking

其他停车场

Surface Parking with

underground potential


0 10 20 30 40 50

Meters

N

50 51

“Amazon is a convenience brand. You’re not loyal to

Amazon, you’re loyal to the convenience it provides.”

Zoe Harris, Trinity Mirror Group, marketing director

“ 亚马逊是一个便利品牌 . 你不是忠诚于亚马逊 , 而是忠诚于它提供的便利 .”

佐伊 • 哈里斯 , 三一镜报集团市场总监

3.3 Proximity & Adaptable Parking

The future of mobility infrastructures is convenience.

New mobility practices are marked by a shift towards access over ownership. Services

must be available at all times, in all places, always at hand when they are needed. The

flexibility that this ethos requires is much more immediate and dynamic than before.

It has to improve the urban experience by being second nature, which calls for a new

type of infrastructures.

Proximity Parking

Refers to the establishment of a systematic meshing of

car parks in dense metropolitan areas. One should not

look for a car parks anymore, but one must know that

there is a car park with the services they need which is

near them at all times. Proximity parks would be “mobility

convenience stores” located at every street corner of

cities, with similar geographical distribution as metro,

taxi or ride-sharing stations (potentially containing

them). They could therefore afford to be smaller in scale,

and more connected to the street, as its direct extension.

They would be embedded into avenues, squares, and

would occupy parking spaces of private buildings that

would have been converted to accommodate publicly

available mobility rather privately owned vehicles.

Reversible Parking

Refers to the design principles that enable the conversion

of a parking infrastructure to other uses. Indeed,

the pace of evolution of digitally-enabled services is

extremely fast, with specific demands going boom and

bust within a matters of months. These short timeframes

clash with the slow adaptation of infrastructure and

architecture. Reversible design principles facilitate the

production of durable constructions despite the rapidly

changing programs. When incentivised correctly, it

makes the production of new infrastructures viable

both economically and ecologically, and is particularly

adapted to concession-model exploitation.

3.3 附近停车场和演变式停车场

移动出行基础设施的未来方向 —— 便利性 .

新的移动出行实践的特点是向获得所有权的转变 . 服务必须

在任何时候、任何地方 , 在需要的第一时间就可以提供 . 这

种理念所需要的灵活性比以前更直接、更具有动态性 . 必须

通过成为第二大天性来增强城市经验 , 这就需要一种新型

的基础设施 .

附近停车场

是指在密集的大都市地区建立的系统化的停车场网络 . 人们

不再需要寻找停车场 , 但是必须知道在他们的附近随时有

一个能够提供他们所需服务的停车场 . 附近停车场将是位

于城市每个角落的 “ 移动出行便利店 ”, 有与自行车和乘

车共享服务类似的植入 ( 附近停车场可能也将包含这些服

务 ). 因此 , 它们可以在规模上更小 , 更便利地与街道连

接 , 作为其直接延伸 . 它们将嵌入林荫大道、广场 , 并占用

私人建筑的停车位 , 这些停车位已转变为满足公共可用的

移动出行车辆的需要 , 而非私家汽车的需要 .

演变式停车场

是指能够将停车场建筑物很容易转变为其他用途及将其他

用途很容易转变为停车场建筑物的设计原则 . 事实上 , 使用

权的演变速度远远快于所有权的演变速度 . 由数字服务促进

的地理位置变化非常快 , 特定的需求在数月内就会急剧增

长或萧条 . 这种快速的暂时性与基础设施和结构的缓慢性相

冲突 . 演变式设计原则允许建造持久的建筑 , 以满足必然会

改变的使用需求 . 在正确刺激时 , 它使新基础设施的产生在

经济和生态方面均切实可行 , 并且特别适应特许模式的开

发 .

52

53

Chapter 4 Scenarios

第 4 章

情形

54 55

4.1 Four Scenarios

• Carpark Retrofit

• Deep Square

• Deep Avenue

• Deep Ground

The analysis of many parking lots operated by Indigo Group and their comparisons

with others led to the identification of four dominant scenarios for future carparks.

Each of them have the ambition to make parking spaces more evolutive and more

adapted to their context. These scenarios provide general guidelines for particular

sites typologies and city conditions. Yet, the exact architectural solutions and

programmatic approaches will have to be adjusted according to the actual site specifics.

The services that a station in a metropolis require will differ greatly from the ones

of a city square in the historic centre of a regional city, though they both would refer to

the same scenario of the Deep Square.

Design principles

1. Street – Premium level for pedestrian city life

and moving vehicles.

2. Lower-street – Flexible interface level for

mobility and logistics.

3. Activity – Functional levels for vehicle

management and light industrial production.

4. Resources – Systematic use of the ground's

resources and their redistribution to the city.

4.1 四种情形

• 停车场翻新改造

• 深层广场

• 深层林荫大道

• 深层地面

通过对 Indigo 集团经营的许多停车场进行分析 , 并将它们

与其他停车场进行比较后 , 确定了未来停车场的四种主要

情形 . 每种情形都致力于使停车场更具有演变性 , 更适应它

们的具体环境 . 这些方案为特定的地点类型和城市条件提供

了一般的指导方针 , 但确切的建筑解决方案和项目方法应

根据位置的具体实际情况进行调整 . 一个大都市中车站所需

的服务与一个区域城市中位于历史中心的城市广场所需的

服务将有很大的不同 , 尽管它们都是基于相同的深层广场

模型 .

街道

Street

Lower-Street

Activity

Activity

Activity

Resources

资源

街道下层

活动

活动

活动

56

设计原则

1. 街道 —— 行人城市生活和移动车辆的最佳层 .

2. 街道下层 —— 移动出行和物流的灵活接口层 .

3. 活动 —— 车辆管理和轻工业生产的功能层 .

4. 资源 —— 土壤资源的系统利用及其向城市的重新分配 .

57

Carpark Retrofit

停车场翻新改造

Deep Square

深层广场

Deep Avenue

深层林荫大道

Deep Ground

深层地面

1. Street – Premium street level for pedestrian city life and moving vehicles.

2. Lower-Street – Flexible lower-street level as mobility and logistic interface.

3. Activity – Functional levels for vehicle management and light industrial production.

4. Resources – Systematic use of the soil’s resources and their redistribution to the city.

1. 街道 - 行人城市生活和移动车辆的最佳层 .

2. 街道下层 - 移动出行和物流的灵活接口层 .

3. 活动 - 车辆管理和轻工业生产的功能层 .

4. 资源 - 土壤资源的系统利用及其向城市的重新分配 .

58 59

Carpark Retrofit


Repurposing strategy for existing

underground carparks, mostly in mature

metropolitan areas.

Groundscape

connection

• Repurposing of Existing Infrastructure

• Connections to Street, Transport &

Nearby Buildings

• Localised Slab Opening &

Reinforcements

• Local Mobility Hub

• Light, Air & Access Groundscaping

• Programmatic Diversification

Transport

connection

Geothermal

energy


现有地下停车场的再改造策略 , 主要在成熟的大都市地

区 .

• 现有基础设施的再改造

• 与街道、交通和附近建筑的连接

• 局部地板打开和加强

• 当地移动出行中心

• 光线、空气和入口地面景观

• 项目多样化

Mobility-as-

Service Hub

Connection

to nearby

buildings

Deep Square

深层广场

Concept for sustainable public city

squares with integrated amenities and a

market hall.

• Public Plaza with multi-purpose Hall

• Integrated Sustainable Solution for

Short and Long Supply Chains

• Fully Serviced Ground

• Pendular Parking Optimisation


• Programmatic flexibility

Multi-function

public hall

Open

ground level

深层广场

具有综合便利设施和购物中心的可持续公共城市广场的

概念 .

• 有多功能中心的公共广场

• 有满足短期和长期供应链需求的综

合可持续解决方案

• 全套服务地面

• 下摆式停车场优化


• 项目灵活性

Water

management

Pendular

optimisation

60

Main Street

主街道

Deep Street

深层街道

Vehicle Storage

车辆存放

Urban Utilities

城市公用事业

61

Deep Avenue

深层林荫大道

Infrastructural solution for the main circulation axes of

dense metropolises.

Natural light

& ventilation

People

access

• Flexible lower-ground level

• Linear 'Unrolled' Spatial Principle

• Optimal circulation

• Connection to Neighboring Buildings


深层林荫大道

密集的大都市主要流通轴的基础设施解决方案 .

Urban

Utilities

Dedicated

delivery

• 灵活的地下楼层

• 线性 “ 展开 ” 空间原则

• 最佳流通

• 与相邻建筑物的连接


Material &

Immaterial

Storage

CONCEPT #3

ACTIVE GROUND

Deep Ground

深层地面

Morphological principle for the creation of a common

deep ground below and between buildings.

Light

mobility

Thick urban

ground

Transport

connection

• Scalable principle from buildings to city blocks.

• Collective Sustainable Utility Plinth

• Continuity of Connections

• Integrated Urban Strategy


• Towards the No-Ground City

深层地面

在建筑物下方和建筑物之间创建一个公用深层地面的形态学原则 .

Cultural

venue

Non-human

industries

• 从建筑物到街区的可扩展原则

• 共用的可持续性公用事业底座

• 连接的连续性

• 一体化城市策略


• 向无地面城市发展

Main Street

主街道

Deep Street

深层街道

Vehicle Storage

车辆存放

Urban Utilities

城市公用事业

62

63

4.2 Scenario 01 : Parking Retrofit

The Parking Retrofit scenario concerns the

reconversion of existing underground carparks,

mainly in dense historic metropolitan areas.

Conceived to respond to rising car ownership in dense urban centers since the 1970s,

underground carpark architecture has not changed much since then, although they are

the most subject to the evolution of contemporary mobility, namely with the reduction

of privately owned cars in favor of new services such as shared mobility, leasing and

last mile logistics. These parkings often feature great reconversion opportunities

because of their prime location below public squares, near historic monuments or

transport hubs.

The main challenge for the reconversion of this typology of carparks are the limitations

in terms of ceiling heights, of structural performance, and of access. Designed

for one specific program through an infrastructural ethos, their architecture leave

little room for other assignations. Such reconversion projects would require the

reinforcement of slabs and their opening at various points to create volumes adapted

to other programs.

Being in the heart of city centers near monuments and squares, these projects

typically welcome a variety of groundscape architectural strategies. On the one hand,

these strategies concern the physical connections of the underground spaces to

the street, public transportation and neighboring buildings through quality openings

and passages that can be either located underground or above ground. On the other

hand, they concern air and light supply of the existing structure through architectural

devices such as light wells and public access canyons.

The programmatic evolution of these reconverted buildings are manifold and are

intricately connected to the surrounding urban context. The integration of a wide

array of mobility services from private vehicles to logistics could be systematised.

They also offer opportunities to neighboring buildings by providing energy solutions

(geothermal energy, etc.) and programmatic extensions (storage, cultural venues,

etc.). If it is possible to envision multi-program reconversions, such projects would

most likely remain grouped by program types.

4.2 情形 01: 停车场翻新改造

停车场翻新改造情形涉及对现有地下停车场的再改造 , 主

要是在密集的大都市历史区域 .

自 20 世纪 70 年代 , 为了应对密集城市中心汽车拥有量的

增加 , 地下停车场的构想诞生 . 尽管地下停车场最受当代移

动出行演变发展的影响 —— 随着共享出行、租赁和最后一

英里物流等新服务的出现 , 私家车的数量减少 ; 但是自那

时以来 , 地下停车场没有太大变化 . 这些停车场往往具有巨

大的再改造机遇 , 因为它们的主要位置是在公共广场的下

方 , 位于历史古迹或交通枢纽的附近 .

对于这种类型的停车场的再改造 , 面临的主要挑战是天花

板的高度、结构性能和入口通道方面的限制 . 由于遵循了专

为一种特定项目而设计的基础设施理念 , 它们的结构几乎

没有为其他用途预留任何空间 . 此类再改造项目将需要加固

地板及其在各个点的开口 , 以创建适合其他项目的体积 .

由于地处城市中心的中心 , 靠近历史古迹和广场 , 这些项

目特别适合各种不同的地面景观建筑策略 . 一方面 , 这些策

略涉及通过地下或地上高品质的出入口和通道将地下空间

与街道、公共交通和相邻建筑物进行物理连接 . 另一方面 ,

它们还涉及通过采光井和公共出入口走廊等建筑设备 , 为

现有建筑结构提供空气和光线 .

这些再改造建筑物的项目演变是多方面的 , 并与周围的城

市环境复杂连接 . 从私家车到物流 , 各种移动出行服务的一

体化可以系统化地进行 . 此类建筑物还通过提供能源解决方

案 ( 地热等 ) 和项目扩展 ( 存储室、剧院等 ) 向相邻建筑

提供机遇 . 如果可以进行多项目再改造 , 应按用途将它们 “

分组集中 ”: 移动出行枢纽和文化场馆不可能共处于同一

空间 , 但可以将它们插入到不同的位置 .

64

65

Groundscaping and transport connection.

地面景观和交通连接 .

Use and distribution of the underground's resources.

地下资源的使用和分配 .

Spacious, naturally lit and flexible lower-street level. Vehicles storage located in the lower levels.

宽敞、自然采光、灵活的街道下层 . 位于更低层的车辆存放区 .

Cultural spaces in a repurposed underground car park.

个改造后的地下停车场中的文化空间 .

66 67

4.3 Scenario 02 : Deep Square

The Deep Square is a city square typology where

amenities are integrated underground to open up

the surface level or to service a multi-purpose hall.

The market place is developed firstly for peripheral and regional city centers that

need to restore car access while preserving their sensitive fabric and furthering their

sustainability. The deep square is defined by an engagement with the ground that

concentrates a diversity of utilities and services which keeps the visual footprint of

the project to a minimum.

Simultaneously public infrastructure and public architecture, the construction is

as deep as high. All of its services are integrated into the ground in order to leave the

public square as free as possible. A multi-purpose roof can be added to foster market

activities and city life. The layout facilitates parking optimisation 24/7: the space for

customer car parking on a market day becomes the stalls' storage the rest of the week ;

the delivery and storage of goods is contained within the base which is deep enough

for trucks ; the shops’ energy consumption is reduced through by directly tapping into

the ground's resources.

The deep square addresses both evolving mobility and ecological imperatives

while enhancing city life. It accommodates shorter supply chains requirements of

local producers. It provides functional and flexible facilities for both professionals

and consumers.

4.3 情形 02: 深层广场

深层广场是一类城市广场 , 其中的便利设施整合于地面

中 , 以释放面积或服务于一个多用途的中心 .

市场首先是为周边和区域城市中心开发的 , 这些城市中心

需要恢复汽车出入通道 , 同时保持其敏感的结构 , 并促进

其可持续性 . 深层广场与地面相连 , 集中了各种各样的公用

事业和服务 , 将项目的视觉痕迹减少至最低 .

同时公共基础设施和公共建筑的建造深度和高度相同 . 它们

的所有服务都整合到地面中 , 以便尽可能地保持公共广场

畅通无阻 . 可以增加一个多用途屋顶以促进市场活动和城市

生活 . 这种布局有助于下摆式项目的适应性 : 供客户在集市

日停车的空间在一周的其余时间成为摊位的储藏室 ; 货物

的交付和储存都包含在深度足够货车通行的底基内 ; 商铺

的能耗通过直接挖掘土壤资源得以减少 .

深层广场既解决了移动出行变化和生态保护问题 , 同时带

活了城市生活 . 它满足了与当地生产者相关的较短供应链的

需要 , 为专业人士和消费者提供了具有功能性和灵活性的

设施 .

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69

Conceiving public spaces as vertically layered spaces.

将公共空间视为垂直分层空间 .

A multi-purpose markethall spread over several levels.

个多功能市场分散在多层 .

Integrating services below ground to free the ground level.

将服务整合到地下以释放地面空间 .

Dedicated logistic areas for users and businesses.

用户和企业专用的物流区 .

70 71

4.4 Scenario 03 : Deep Avenue

The Deep Avenue is a multi-level street

infrastructure that can be 'unrolled' below the

main circulation axes of dense metropolises.

The Deep Avenue responds to the conditions and needs of dense metropolises that

require high traffic capacities within highly developed urban centers. It is an approach

of strategic densification that consists of 'unrolling' at least one other street level

beneath specific portions of medium and large circulation axes.

The lower-ground level is the key feature of the proposal. It is a space that

accommodates a variety of mobility services such as passenger delivery, vehicle

pick-up, multi-scale logistical delivery, direct connections to public transports and

neighboring buildings (retail spaces, offices, cultural venues, etc.). Flexible and

connected, the architecture of the deep avenue is made of adaptable open-plan

floor plates capable of hosting a variety of activities and providing a high degree of

connection. Vehicle ramps are located at regular intervals and can accommodate

truck access. Pedestrians connections take place vertically between upper and

lower street levels as well as horizontally through a variety of shafts that are used for

people as well as for light and air.

The primary goal of the Deep Avenue is to free the upper street level from the

urban programs that do not need premium street access. It follows the idea that the

upper street should be dedicated to urban public life and to vehicles in movement.

The lower ground becomes the default destination for urban mobility with vehicle

parking, logistical relays and energy storage (Smart grid, etc) as well as staff facilities

for all kinds of drivers and the maintenance of their vehicles. Their positions in the

city, their convenience and their energy performance also make them the favored

sites for a wealth of businesses linked to today’s new economies, including dark

kitchens, workshops, light industries, non-human activities (self-parking vehicles,

server farms, hydroponic agriculture, etc.).

4.4 情形 03: 深层林荫大道

深层林荫大道是一个多层次街道结构 , 可以在密集的大都

市主流通轴的下方展开 .

深层林荫大道的建造是为了满足密集大都市的条件和需

要 . 这些大都市需要在高度发达的城市中心有较大的交通容

量 . 这是一种战略密集方法 , 包括在中大型流通轴的特定部

位的下方 “ 展开 ” 至少另一层街道 .

地下层构成这一主张的核心 . 这个空间用于容纳各种移动出

行服务 , 如客运、车辆接送、多规模物流交付服务、与公

共交通和相邻建筑物 ( 零售空间、办公室、文化场馆等 )

的直接连接 . 深层林荫大道不但灵活 , 而且具有连通性 , 其

结构是由适应能力强的开敞式地板组成的 , 能够容纳各种

不同的活动 , 并提供高度的连接 . 车辆坡道位于固定间隔

处 , 可以适合卡车出入 . 行人连接发生在垂直方向的街道上

层与下层之间 , 同时在水平方向通过各种用于人员、采光

和通风的各种竖井实现 .

深层林荫大道的主要目的是将街道上层从不需要高级街道

出入通道的城市项目中解放出来 . 它遵循的理念是 , 街道上

层应专用于城市公共生活和车辆流动 . 地下成为城市移动出

行的默认目的地 , 包括停车、物流中转和储能 ( 智能电网

等 ), 以及供所有司机使用的员工设施和车辆维护设施 . 它

们在城市中的位置、便利性和能源性能也使它们成为与当

今新经济相关的众多企业青睐的地点 , 包括黑暗厨房、工

作坊、轻工业、非人类活动 ( 自主停车、服务器农场、水

培农业等 ).

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73

Doubling the street with a service level.

将服务整合到地下以释放地面空间 .

Self-parking vehicles contribute to the decentralised smart energy grid.

自助停车车辆有助于分散智能能源网 .

Integrating services below ground to free the ground level.

通过一个服务层将街道空间翻番 .

Non-human industries occupy the lowest levels and use the ground's energy.

非人类轻工业占据最低一层 , 并使用地面的能源 .

74 75

4.5 Scenario 04 : Deep Ground

The Deep Ground scenario consists of creating a

thick common ground below and between buildings

integrating services and utilities.

The Deep Ground scenario is inspired by contemporary real estate development

practices. Indeed, in the search for optimal business, developers have grown to

integrate utilities and amenities, including car parking, into several underground levels,

that operate continuously for a series of neighboring buildings that are otherwise

architecturally distinct. Effectively, the buildings stand on a thick ground layer that

frees the street level by transforming it into a multi-level infrastructure, integrating

utilities, optimising uses and adding value, especially in the case of multi-building

developments.

Architecturally speaking, the Deep Ground is a therefore a perforated podium

that replaces the usual floor of the city onto which buildings are rooted. While lower

building levels have contained car parks and utilities for many years, the creation

of a thick common ground shared between several buildings enables the optimisation

of certain utilities and renders the transition between services seamless. It is

a particularly sustainable architectural approach that embed inhabitable volumes

underground.

The architecture of Deep Ground is driven by flexibility, functionality and accessibility.

The floorplates compose continuous spaces for all types of access and for future

programmatic adjustments. The full scope of groundscaping becomes normalised

which brings light and air to every part of the project whether pedestrian or vehicular.

It also participates in breaking the separation between upper and lower grounds,

which is so detrimental to the quality of urban spaces and the value of real estate.

4.5 情形 04: 深层地面

深层地面情形包括在建筑物的下方和建筑物之间创建一个

较厚的共用地面 , 将服务和公用事业整合在一起 .

深层地面情形以当代房地产开发实践为灵感 . 事实上 , 在

寻找最佳的业务模式的过程中 , 开发商已经发展成熟 , 将

公用事业和便利设施 , 包括停车场 , 整合到地下数层 , 这

些地下层为一系列建筑风格截然不同的相邻建筑而连续运

行 . 实际上 , 这些建筑物位于一个加厚公用事业设施的地面

上 , 从而释放了街道空间 , 成倍地增加了街道空间 , 并优

化了其用途和价值 , 特别是在大型多建筑开发活动中 .

从建筑上讲 , 深层地面是一个多孔的裙楼 , 取代了建筑物

植根于其上的通用城市地板 . 虽然建筑基座多年来已经包含

停车场和公用事业 , 但是创建一层加厚的共用地面可以优

化某些公用事业 , 并实现更加无缝的服务 . 这是可持续性特

别高的建筑方法 , 将创造的可居住体积嵌入地面中 .

深层地面的建筑风格受灵活性、功能性和易接近性驱动 . 底

板构成连续的空间 , 有利于所有出入活动和未来项目的变

化 . 整个范围的地面景观变得标准化 , 这给项目的各个部分

带来光线和空气 , 无论是车辆还是行人 . 同时它还参与打破

地上与地下的分离 . 这种分离对城市空间的质量和房地产的

价值会产生很大的损害 .

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77

Dissolution of the distinction between above ground and underground.

消除地上和地下的区别 .

Integrated sustainability solutions for entire city blocks.

整个城市街区的综合可持续性解决方案 .

Multimodal transportation hub.

多式联运运输中心 .

A thick common ground servicing several buildings at once.

同时服务于多个建筑物的加厚的共用地面 .

78 79

Chapter 5 Real Estate

第 5 章

房地产

80

81

Underground buildings are naturally

more sustainable. This ecological

advantage must be measured in order

to be valorised and incentivised.

地下建筑自然更具可持续性 . 这一生态优势必须加以衡

量 , 以实现增值并激发活力

5.1 Sustainability Index

Towards a sustainability certification for

underground architecture.

In the context of increasing stress on the environment and natural resources, it has

become obvious the impact of every construction has to be mitigated. This is true not

only during the construction phase or when selecting building materials, but also on

the long run, during the entire life of the building, until its eventual destruction.

However, other issues have also to be kept in mind, such as the economic sustainability,

the social inclusiveness or the comfort the construction can provide to the

visitors and workers who experience it on an everyday basis. The challenge for

contemporary builders is to promote these values through architecture and planning.

Throughout this study, we have established that underground car parks can be built

or transformed to become sustainable landmarks in their own right.

To quantify this, we have estimated the sustainability potential of underground

parking using the LEED (Leadership in Energy and Environmental Design) certification.

5.1 可持续性指数

努力实现地下建筑可持续性认证 .

在环境和自然资源的压力越来越大的背景下 , 任何庞大的

建筑物都必须考虑自身带来的影响 . 不仅在施工阶段或选择

建筑材料时应该如此 , 而且从长远来看 , 在建筑物的整个

生命周期 , 直到最终摧毁 , 亦应如此 .

然而 , 其他问题也必须铭记在心 , 例如经济可持续性、社

会包容性或建筑可为日常参观的游客和使用建筑的工人提

供舒适性 . 当代建筑商面临的挑战是通过建筑和规划来提升

上述价值 .

在整个研究过程中 , 我们已经确定 , 地下停车场本身可以

建造或改造成为可持续性的地标 .

LEED platinium certifcation labels. Image: The Blue Marble, 1972. Earth seen from space. By Apollo 17.

能源与环境设计先锋 (LEED) 系统铂金奖认证标志 . 蓝色弹珠 ,1972 年 , 由阿波罗 17 号拍摄的从太空看到的地球图片 .

82

为了量化这一点 , 我们运用 LEED( 能源与环境设计先

锋 ) 认证估算了地下停车的可持续性潜力 .

83

5.2 LEED Estimates for Underground Carparks

Both new and reconverted underground carparks

could achieve the highest level of sustainability

certifications.

Designed by the U.S. Green Building Council (USGBC), the LEED certification is the

main and most extensively used norm for sustainable buildings. By providing a quantitative

evaluation of the performance of a project in various fields such as energy,

indoor air quality, water efficiency or materials sourcing, LEED has established itself

as a building standard.

Credits are allocated according to the project’s ability to best address the social,

environmental and economic issues, as defined by the USGBC. To gain the LEED certification,

all required credits and a number of optional goals must be met. Higher levels of

performance are granted a higher level of certification according to the following table.

Expected

Achievable

Innovation

Indoor

Environmental

Quality

Materials and

Resources

Location and

Transportation

100

90

80

70

60

50

40

30

20

10

0

Sustainable Sites

Energy and

Atmosphere

Water Efficiency

LEED assesment graphs for converted carparks (left) and for new built (right)

对改造的停车场 ( 左边 ) 和新建停车场 ( 右边 ) 的 LEED 评估图表

Expected

Achievable

Innovation

Indoor

Environmental

Quality

Materials and

Resources

Location and

Transportation

100

90

80

70

60

50

40

30

20

10

0

Sustainable

Sites

Energy and

Atmosphere

Water Efficiency

Location and Transportation

Alternative Transportation

Site Management Policy

Site Development-Protect or Restore Habitat

Rainwater Management

Heat Island Reduction

Light Pollution Reduction

Site Management

Site Improvement Plan

Indoor Water Use Reduction

Building-Level Water Metering

Outdoor Water Use Reduction

Indoor Water Use Reduction

Cooling Tower Water Use

Water Metering

Energy Efficiency Best Management Practices

Minimum Energy Performance

Building-Level Energy Metering

Fundamental Refrigerant Management

Existing Building Commissioning— Analysis

Existing Building Commissioning—Implementation

Ongoing Commissioning

Optimize Energy Performance

Advanced Energy Metering

Demand Response

Renewable Energy and Carbon Offsets

Enhanced Refrigerant Management

Ongoing Purchasing and Waste Policy

Facility Maintenance and Renovations Policy

Purchasing- Ongoing

Purchasing- Lamps

Purchasing- Facility Management and Renovation

Solid Waste Management- Ongoing

Carpark Retrofit

Sept 2019

Solid Waste Management- Facility Management and Renovation

LEED v4.1 for BD+C: New Construction & Major Renovation

Project Checklist

Carpark New-Built

Sept 2019

Y ? N

1 Credit Integrative Process

1

12 4 0 Location and Transportation

16

Credit LEED for Neighborhood Development Location

16

1 Credit Sensitive Land Protection

1

1 1 Credit High Priority Site

2

5 Credit Surrounding Density and Diverse Uses

5

5 Credit Access to Quality Transit

5

1 Credit Bicycle Facilities

1

1 Credit Reduced Parking Footprint

1

1 Credit Electric Vehicles 1

3 4 3 Sustainable Sites

10

Y Prereq Construction Activity Pollution Prevention

Required

Y Prereq Environmental Site Assessment Required

1 Credit Site Assessment

1

2 Credit Protect or Restore Habitat

2

1 Credit Open Space

1

3 Credit Rainwater Management

3

1 1 Credit Heat Island Reduction

2

1 Credit Light Pollution Reduction

1

7 4 0 Water Efficiency

11

Y Prereq Outdoor Water Use Reduction

Required

Y Prereq Indoor Water Use Reduction

Required

Y Prereq Building-Level Water Metering Required

2 Credit Outdoor Water Use Reduction

2

2 4 Credit Indoor Water Use Reduction

6

2 Credit Cooling Tower Water Use and Process Water Use

2

1 Credit Water Metering 1

22 11 0 Energy and Atmosphere

33

Y Prereq Fundamental Commissioning and Verification

Required

Y Prereq Minimum Energy Performance

Required

Y Prereq Building-Level Energy Metering

Required

Y Prereq Fundamental Refrigerant Management

Required

5 1 Credit Enhanced Commissioning

6

10 8 Credit Optimize Energy Performance

18

1 Credit Advanced Energy Metering

1

1 1 Credit Grid Harmonization

2

4 1 Credit Renewable Energy

5

1 Credit Enhanced Refrigerant Management

1

5 8 0

Y

Y

Prereq

5 Credit

2 Credit

2 Credit

2 Credit Building Product Disclosure & Optimization - Material Ingredients

1 1 Credit

Materials and Resources

Prereq Storage and Collection of Recyclables

Construction and Demolition Waste Management Planning

Building Life-Cycle Impact Reduction

Building Product Disclosure & Optimization - Environmental Product Declarations

Building Product Disclosure & Optimization - Sourcing of Raw Materials

Construction and Demolition Waste Management

13

Required

Required

5

2

2

2

2

9 3 4 Indoor Environmental Quality

Y

Prereq Minimum Indoor Air Quality Performance

Y

Prereq Environmental Tobacco Smoke Control

Y Prereq Minimum Acoustic Performance

1 1 Credit Enhanced Indoor Air Quality Strategies

3 Credit Low-Emitting Materials

1 Credit Construction Indoor Air Quality Management Plan

1 1 Credit Indoor Air Quality Assessment

1 Credit Thermal Comfort

1 1 Credit Interior Lighting

1 2 Credit Daylight

1 Credit Quality Views

1 Credit Acoustic Performance

3 3 0 Innovation

2 3 Credit Innovation

1 Credit LEED Accredited Professional

16

Required

Required

Required

2

3

1

2

1

2

3

1

3

6

5

1

5.2 地下停车场的 LEED 评估

新的地下停车场和重新改造的地下停车场都可以达到最高

水平的可持续性认证 .

0 0 0 Regional Priority

Credit Regional Priority: Specific Credit

1


1


1


1

62 37 7 TOTALS Possible Points: 110

Certified: 40 to 49 points, Silver: 50 to 59 points, Gold: 60 to 79 points, Platinum: 80 to 110

4

LEED 认证由美国绿色建筑委员会 (USGBC) 设计 , 是可

持续建筑的主要和使用最广泛的标准 . 通过对项目在能源、

室内空气质量、节水或材料采购来源等方面的性能提供定

量评价 ,LEED 已经将自身确立为建筑标准 .

如 USGBC 所定义 , 根据项目最好地解决社会、环境和经

济问题的能力 , 对项目进行打分 . 要获得 LEED 认证 , 必须

达到所要求的分数和一些选择性目标 . 根据下表 , 对于更高

的性能 , 给予更高水平的认证 .

As detailed above, the LEED credit potential for underground car parks lies between 62 and 102 points. Each underground car

park, either new or retrofitted, has therefore the potential of achieving Platinum certification in the LEED standard. Many of the

propositions in this report would contribute to reach this objective.

如上所述 , 地下停车场的 LEED 可能得分在 62-102 分之间 . 因此 , 每个地下停车场 , 无论是新建的还是改造的 , 都有可能达到 LEED 标准

的铂金认证 . 本报告中的许多主张将有助于实现这一目标 .

84 85

5.3 Digital Mapping

As the extension of the street, the carparks of the

future must be mapped like the street is.

A place that does not exist online does not exist in the mind of an increasing number of

people. This new dependence on online mapping technology is a quiet but fundamental

shift impacting urban design.

The car created a city full of signs that could be consumed while driving. But this is

changing. Finding a carpark – or a parking spot – is already less about finding a sign in

the street than following a path on the app. Whether a private user, a delivery driver

or a taxi drone, the experience of finding a parking spot is part of “finding your way”

through the city. It is a digital experience.

Motorised mobility has been an essential impetus for the digital mapping revolution,

first and foremost through the mainstream accessibility of GPS. Mapping apps

are already a mature ecosystem which has changed traffic management for good and

which has become a second nature for most users, whether drivers or pedestrians.

One of the primary actions to undertake to transform underground carparks is to

put them on the map like the street already is, just as train stations, shopping malls,

bus stops, etc. This mapping is particularly advanced on the Chinese internet ecosystem,

with Baidu amongst others.

Being on the map. A non-referenced

space does not exist.

在地图上 . 不存在不能参考的空间 .

5.3 数字地图

作为街道的延伸 , 必须将未来的停车场像街道一样绘制在

地图上 .

一个在网上不存在的地方 , 根本不可能在越来越多的人的

脑海中存在 . 这种取向的转变在不知不觉中发生 , 但却是城

市设计的一个根本转变 .

汽车创造了一个充满标志的城市 . 这些标志可以帮助人们

在驾驶的过程中消费 . 但这种情况正在发生变化 . 寻找停车

场或停车位已经不是在街道上寻找标志 , 而是沿着应用程

序上的道路行驶 . 无论是私家车主、送货司机还是无人驾驶

的出租车 , 寻找停车位的体验是穿越城市 “ 找路 ” 的一部

分 . 这是一种数据体验 .

机动车出行一直是数字地图革命的重要推动力 , 首先是借

助于 GPS 的主流可访问功能 . 地图应用程序已经是一个成熟

的生态系统 . 这一应用程序改善了交通管理 , 并已成为大多

数用户的第二大天性 , 无论是司机还是行人 .

将地下停车场转变为街道延伸的主要解决方案之一是将它

们和大多数火车站、购物中心等一起放在地图上 , 就像街

道已有的样子 . 这种地图系统在中国互联网生态系统中特别

先进 , 主要是在百度上 .

86

The mapping of multi-level interiors, including underground spaces, is of the most innovative features of digital mapping.

This features is progressively becoming a new norm in real estate. Screengrab of Google Maps in New York City and of

Baidu Maps in Shenzhen, 2019.

多层内部地图 , 包括地下空间 , 是数字地图最具创新的特征 . 这一特征正逐渐成为房地产领域的一种新标准 . 谷歌地图纽约市截屏和百

度地图深圳市截屏 ,2019 年 .

87

Street signs are moving off the

streets and onto screens.

街道标志正在从街道移到屏幕上 .

88 89

5.4 Systematic Underground Surveying

The systematic cartography of the metropolitan

underground is key to the densification and

exploitation of its assets, whether geological or

commercial.

The metropolitan underground is rich in geological, infrastructural, and real estate

resources. The optimisation of the underground relies on understanding where

the opportunities reside, both in relation to above ground activities and to other

underground assets. An abandoned tunnel from a 20th century train station can

become the access to a carpark or a temporary nightclub. The aquifer that makes the

construction of an underground carpark difficult can become a geothermal opportunity

for the neighboring enterprises searching for cheap local cooling solutions.

The mapping of the underground must become systematic and include both

present and future constructions, transports and utility networks as well as geological

resources. The knowledge that needs to be gathered concerns architecture,

urbanism, infrastructure and geology.

Systematic underground mapping is a valorisation project in terms of real estate

assets as much as in terms of quality of life. It is therefore beneficial to owners,

operators, users, service providers and designers of the underground.

Such a project goes against many mapping reflexes and urban principles inherited

from 20th century planners. A strong political will combined with the latest digital tools

will be required to collectively define a reliable mapping standard for the underground

of every city.

5.4 系统化地下测量

大都市地下的系统化地图是密集化和开发地下资源的关

键 , 无论是地质资源还是房地产资源 .

大都市地下蕴藏着丰富的地质、基础设施和房地产资源 . 地

下资源的利用优化取决于对机遇所处位置的了解 , 既与地

面有关 , 也与彼此有关 .20 世纪火车站废弃的隧道可以成

为进入停车场或临时夜总会的通道 . 为地下停车场的建造带

来困难的地下蓄水层可以成为那些寻找当地廉价冷却解决

方案的邻近企业的地热机遇 .

地下地图必须系统化 , 并包括目前和未来的建筑、运输和

公用事业网络以及地质资源 . 要收集的知识跨越了建筑、城

市化、基础设施和地质学领域 .

绘制系统化的地下地图在房地产资产及生活质量方面都是

一项增值项目 . 因此 , 它对地下业主、运营商、用户、服务

提供商和设计师有利 .

这样的项目违背了 20 世纪规划师们的许多绘图映像要素和

城市原则 . 将需要强大的政治意愿和最新的数字工具共同确

定每个城市可靠的地下绘图标准 .

90

91

Underground assets usually age slower than above

ground due to stable temperatures and humidity.

由于温度和湿度稳定 , 地下资产的老化速度比地面的要慢 .

老化

5.5 Valorisation of Underground Assets

Ensuring long-term benefits of underground

architectural and infrastructural assets.

The underground is known to provide a excellent environment for the preservation of

cave paintings or fossils for example, thanks to stable conditions. Similarly, underground

structures tend to age slower than their overground counterparts because they are

exposed to more predictable environmental conditions. Their performance can be

reliably forecasted and therefore can be designed accordingly. Consequently, they

tend to last longer and can therefore be more valuable investments.

This is particularly true for most underground concrete infrastructures, and

therefore for underground parking garages.

The particular lifespan of underground concrete infrastructure deserves to be

measured and valued adequately. The savings in terms of maintenance and deterioration

are non-negligeable for both public and private owners.

5.5 地下资产的增值

努力实现建筑和基础设施资产 , 包括地下资产 , 的时间增

值 .

裸露的混凝土

众所周知 , 地下可以为油画或化石提供最佳的保存环境 ,

因为它能够提供稳定的条件 . 同样 , 地下结构的老化速度

往往比地上结构的要慢 , 因为它们暴露的环境条件更加可

以预测 . 它们的性能可以可靠地预测 , 因此可以有效地设

计 . 因此 , 它们持续的时间更长 , 是价值更高的投资 .

这对于大多数地下混凝土基础设施来说尤其如此 , 因此 ,

对于地下停车场来说也是如此 .

地下混凝土基础设施的特定寿命值需要充分衡量和估价 . 在

维护和劣化方面节省的成本对公共和私人业主来说都是不

可忽视的 .

地下混凝土

时间

92

93

Chapter 6 Architecture

第 6 章

建筑结构

94 95

6.1 Accesses & Emergences

The sensation of going underground is mainly

defined by the transitional spaces between the

above and the below.

Until now, underground car parks have mostly been designed as hidden spaces following

a logic of spatial and material optimisation. Their evolution into mobility hubs and

the development of new activities underground will require the re-thinking of entrances

in order to render them as a continuation and an augmentation of the street.

Horizontal “hole-in-the-ground” vehicle entrances should be limited as much

as possible in favor of vertical “street-facade” entrances that not only provide more

accessibility for the users but make the security, the maintenance and the urban

integration of underground spaces more seamless.

Similarly, the pedestrian accesses should refrain from being small and hidden. They

can become legitimate urban elements through a clearer presence amongst public

spaces. They can also participate in the improvement of underground environments

as air and light shafts.

6.1 出入通道和紧急通道

进入地下的感觉主要是由地上与地下之间的过渡空间来确

定的 .

到目前为止 , 地下停车场大多设计为隐藏空间 , 遵循空间

和材料优化的逻辑 . 将它们演变为移动出行的枢纽以及开发

新的地下活动将需要重新考虑出入口 , 以便使它们成为街

道的延续和扩展部分 .

应最大限度地限制水平 “ 地洞 ” 式车辆入口 , 以支持垂

直 “ 街面 ” 入口 , 这不但能为用户提供更多的出入方便

性 , 而且可以使地下空间的安全、维护和城市一体化更加

无缝化 .

同样 , 行人出入通道应避免狭小隐蔽 . 可以将它们明显地设

于公共空间中 , 从而使它们成为合法的城市要素 . 除了作为

出入通道外 , 它们还可以参与改善地下环境 , 作为空气井

和采光井 .

The Apple Store in Milan is located underneath a public square in the heart of the historic center of the city. This deep square is

composed of monumental glass fountain and a stepped plaza that leads to the interior of the store, 6 meters below ground, lit by

skylights. The Apple Stores of New York City, Istanbul, and Shanghai are also located under public spaces. They are all designed

by Foster & Partners. 米兰的苹果商店位于该市历史中心核心的一个公共广场的下方 . 这个深层广场由巨大的玻璃喷泉和一个阶梯广场

组成 , 通向商店的内部 , 在地下 6 米处 , 通过天窗采光 . 纽约市、伊斯坦布尔和上海市的苹果商店也位于公共空间的下方 . 它们都由福斯

特建筑师事务所设计 .

96

97

6.2 Natural Air & Light

The design lexicon for bringing light and air deep in

the ground is rich, accessible and undervalued

Until modernism, all ancient architectures were using a variety of passive climatic

design solutions in order to produce comfortable spaces throughout the year across

regions and cultures. Being underground, carparks are ideal sites for the systematic

installation of passive and natural light and air design.

Beyond the obvious advantages in terms of sustainability performances, the

naturally ventilated underground spaces are easier to maintain and much more

comfortable. Spaces that are naturally ventilated help dissipate the feeling of entrapment

and claustrophobia that mechanically ventilated spaces often produce.

In addition to passive low-tech design solutions such as light and air canyons, there

are also a wealth of new options to conduct them deep into any construction with light

pipes and condensers for example. The ambition of both sub-estate valorisation and

of the expansion of their programmatic potential makes passive and natural designs

in the underground not only relevant but inevitable.

6.2 自然空气和光线

将光线和空气带到地下深处的设计方案既丰富多样又易于

获得 , 但却被低估了 .

现代主义之前 , 所有的古老建筑都使用各种被动的气候设

计解决方案 , 以便在全年跨越地区和文化 , 创造舒适的空

间 . 地处地下 , 停车场是系统地安装被动以及自然光线和空

气设计设施的理想场所 .

但除了在可持续性性能方面的明显优势外 , 自然通风的地

下空间更容易维护 , 而且舒适得多 . 自然通风的空间打消了

机械通风空间经常产生的被困感和幽闭恐惧感 .

除了被动的低科技设计解决方案 , 如空气和采光长廊外 ,

也有许多的新选择方案 , 能够将它们深植于任何建筑中 ,

例如通过光管和冷凝管 . 提高地下建筑的价值及扩大其项目

潜力的雄心使地下被动和自然设计不仅具有相关性 , 而且

成为必然 .

Light Pipes, Berlin Potsdamer Platz Three imposing columns of light extend upwards from Potsdamer Platz. These “Light Pipes”

transport sunlight into the regional train station below, illuminating selected areas with natural daylight. At night, the pipes are

artificially illuminated from inside. Building owner Deutsche Bundesbahn. 光管 , 柏林波茨坦广场 , 三个壮观的光柱从波茨坦广场

向上延伸 . 这些 “ 光管 ” 将阳光输送到下方的地区火车站 , 以自然日光照亮选定的区域 . 晚上 , 管道从内部人工照明 . 大厦业主德国联邦

铁路公司 .

0riginal perspective view of the interior light shaft of the Galician Cultural Center (unbuilt) by DPA in 1999. This project initiated

many of the strategies to bring natural light and ventilation into DPA’s projects, even when underground without a façade. 由 DPA

于 1999 年制作的加利西亚文化中心 ( 未建 ) 的内部采光井原始透视图 . 这个项目启动了许多将自然光线和通风引入 DPA 项目的策略 ,

即使它是没有立面的地下项目 .

98 99

6.3 Robot-Friendly Environments

What are the design requirements of self-driving

vehicles?

The advent of autonomous cars and vehicles is taking place first in controlled environments

such as warehouses, carparks and freeways. Their spread through the rest of

the more unpredictable city will come in a later stage.

New carparks must be conceived to easily accommodate the development of

autonomous vehicles, whether cars or other means of transportation. The infrastructure

built today must be designed with robots in mind although there might be a few

years before their presence becomes the norm.

6.3 机器人友好的环境

Road crossing as seen by a machine through LIDAR.

通过激光雷达用设备看到的交叉路口 .

无人驾驶汽车的设计要求是什么 ?

无人驾驶汽车和车辆首先正在受控的环境中出现 , 如仓

库、停车场和高速公路 . 不久的将来它们将扩展到其他更加

无法预测的城市中 .

新停车场的设计必须方便地适应无人驾驶车辆的发展 , 无

论是汽车还是其他交通工具 . 今天建造的基础设施在设计时

必须将机器人考虑在内 , 尽管它们可能在几年后才会普遍

存在 .

100

101

6.4 Using the geothermal potential of the metropolitan underground

The geothermal potential of the underground is

largely untapped although it is virtually infinite.

Geothermal efficiency, and therefore its viability, depends on the heat exchange

technology considered and on the geology of the soil, mainly its humidity. The geothermal

capacity of aquifers is so much greater than dry soil that it has the potential of

balancing the costs of construction on buildings on aquifers if they are paired with the

industries in need of steady access to cooling solutions.

Many technologies are available for the extraction of geothermal potential of the

underground. The main ones are energy walls, thermal labyrinths and energy piles

which can be either integral to the design of the building or installed as additions after

the structure is built. Geopiles can also combine structural and thermal performance.

6.4 利用大都市地下的地热潜力

地下的地热潜力绝大部分未得到开发 , 尽管它们几乎是无

限的 .

地热效率及其生命力 , 取决于所考虑的热交换技术和土壤

的地质条件 , 主要是土壤的湿度 . 蓄水层的地热容量远远大

于干土 , 因此 , 它们有可能平衡蓄水层上建筑物的建造成

本 , 条件是将它们用于那些需要稳定获得冷却解决方案的

行业 .

许多技术可用于提取地下潜在的地热 . 主要的技术有能量

墙、热迷宫和能量桩 , 它们可以作为建筑物设计的组成部

分 , 也可以在建筑结构建成后补充安装 . 地质桩也可以将结

构性能和热性能相结合 .

Energy walls and thermal labyrinth draw energy directly from the structure of the buildings. Deep soil heat exhangers vary depending

on the type of soil, whether standard soil and on aquifer. Aquifer’s heat exchange capacities are much greater than on dry soil.

能量墙和热迷宫直接从建筑物的结构中吸收能量 . 深层土壤热交换器根据土壤的类型而不同 , 无论是标准土壤还是蓄水层土壤 . 蓄水层的

热交换能力远大于干土 .

102

Indigo as geothermal energy provider. Application and programs according to geothermal solutions.

Indigo 集团作为地热能源的提供者 . 根据地热解决方案确定的应用领域和项目 .

103

Paris, France.

A future where

underground carparks compose

a network of local geothermal

batteries absorbing the city’s heat production.

未来 , 地下停车场构成当地地热电池网络 , 吸收城市产生的热量 .

“Energy geostructures are an innovative integrated technology that can be used for providing renewable energy and structural

support to any type of built environment by coupling the structural support role of the geostructure with the heating-cooling role of

the geothermal heat exchangers” - GEOG website, 2019 Energy geostructures are the result of the Research & Developement at EPFL

University, Lausanne. They have demonstrated their efficiency and relevance for building the city of the 21st century.

104

“ 能源地下结构是一种创新的集成技术 , 可以通过将地下结构的结构支撑作用与地热热交换器的加热 - 冷却作用结合起来 , 为任何类型

的建筑环境提供可再生能源和结构支持 ”—— GEOG 网站 ,2019 年 . 能源地下结构是洛桑联邦理工学院的研发结果 . 他们已经证明了能

源地下结构在建设 21 世纪城市中的高效性和相关性 .

105

6.5 Water management

Sponge city principles can guide future

underground parking design.

Sponge city refers to a series of design principles for the management of water in

metropolitan centers. Amongst others, they apply to urban water resourcing, ecological

water management, green-blue infrastructures, and urban permeable pavements.

They mainly focus on water management of storm surges in order to reduce the

damages but also extend to the general optimisation of metropolitan water supply

both grey and clean waters. Cities where sponge city designs have been implemented

can absorb 70% of their rainwater locally, which can then be diverted to greenfields or

used for cleaning. China and India are some of the leading countries in this new feild

of sustainable urban design.

Underground carparks already feature sophisticated systems for the management

of water. The main ones are drainage waters that are constantly pumped out of the

structures, especially in carparks located on aquifers. This water is usually discharged

into the sewer system or directly into nearby rivers. It is hardly ever valorised as a

sustainable source of grey water for the city and even less as drinkable water. In the

case of storm surges, underground car parks are both most exposed to the damages

and offer opportunities for the integration of discharge management volumes capable

of regulating the waterflow and protecting sensitive flooding areas.

The proximity of underground parking with fresh and grey underground water

resources could be used to provide public spaces with water features and drinking

fountains. Not only this could be a beautiful way of manifesting the richness of the

soil below the city but it has the capacity to combat heat island effects with locally

supplied fountains. Drinking fountains are also an option in certain case.

6.5 水资源管理

海绵城市原则可指导未来地下停车场的设计 .

海绵城市是指管理大都市中心水资源的一系列设计原则 . 它

们适用于城市水资源的配置、生态水管理、绿色 — 蓝色基

础设施和城市透水路面等 . 它们专注于对风暴潮的水管理 ,

以减少损害和破坏 , 但也延伸到城市供水的一般优化 , 包

括灰色水和清洁水 . 已实施海绵城市设计的城市可以在当

地吸收 70% 的雨水 , 之后将这些雨水转移到绿地或用于清

洁 . 中国和印度是此可持续性城市设计新领域的领先国家 .

Rainwater collection

through permeable

pavements

Bedding

Layer

Basecourse

Layer

地下停车场已经有复杂的水管理系统 . 主要是废水 , 它们不

断地被从建筑结构中抽出来 , 特别是在位于蓄水层上的停

车场内 . 此类废水通常被排放到污水系统或直接排入附近的

河流 . 它们几乎不会作为城市的可持续性灰色水源 , 更不会

作为饮用水 . 在出现风暴潮的情况下 , 地下停车场既是最容

易受到损害的地方 , 也为整合排放管理量提供了机遇 . 这些

排放管理量能够用于分析水流并保护敏感的泛滥区 .

利用地下停车场与淡水和灰色地下水资源位置上的接近 ,

可以为公共空间提供水景和直饮水 . 这不仅可以成为显示城

市下方肥沃土壤的一种美丽方式 , 而且还能够与当地供应

的直饮水一起共同对抗热岛效应 . 在某些情况下 , 直饮水也

是一种选择 .

Above ground building

grey water collection

Collection

Storage tank

Storage

Filtration

Cleaning Watering Toilet

Reuse

106

Sponge city water mangement. Basic principles.

海绵城市水资源管理 . 基本原则 .

107

“The underground is the real estate frontier of the

21st century city.”

Dominique Perrault, Architect & Planner

“ 地下是 21 世纪城市的房地产前沿 .”

多米尼克 • 佩罗

“The car park of tomorrow is opened to its environment

and at the heart of the Smart City of the future.”

Serge Clémente, President of Indigo Group

“ 未来 , 停车场将会面向周围环境开发 , 并坐落于智慧城市

的核心地带 .“ 赛合智 • 克莱蒙特 , Indigo 集团总裁

108

109

Carpark futures

Opportunities in the Underground


A report by consultancy with

Dominique Perrault Architecture.

January 2020

地下停车场的未来机遇

DPA-X 公司与多米尼克 • 佩罗建筑师事务所共

同为 Indigo 集团的地下地产编写的一份咨询

报告 .

2020 年 1 月

研究工作室

DPA

公司

Indigo Group

集团

3D Visuals

3D 图片

Video

视频

Graphic Design

平面设计

Octave Perrault

with

Camille Abeille

Chang Fan

Fabien Pacory

Claire Marrache

Julien Pringuet

Ernesto Urquizar

Dominique Perrault

with

Louis Hénaux

Gaëlle Lauriot-Prévost

Denis Thélot

Serge Clémente

with

Olivier Challe

Coline Chaumont

Philippe Deval

Sébastien Fraisse

Vincent Miller

Paul Valencia

Benjamin Voron

Arqui9

Timothy George Kelly

Gaétan Nivon

Thomas Hervé

Images credits

The editors greatly acknowledge the permissions granted to reproduce the copyrighted material in this publication. Every

effort has been made to trace the ownership of all copyrighted material and to secure proper credits and permissions from the

appropriate copyright holders. In the event of any omission or oversight, necessary corrections will be made in future releases.

Unless otherwise noted, all images are public domain and/or courtesy of the author.

图片授权

编辑人员非常感谢给予他们在本出版物中使用有版权的材料的权利 . 他们尽一切努力对有版权的所有材料的所有权进行追溯 , 并确保获

得合适的版权持有人的授权和许可 . 如有任何遗漏或疏忽 , 将在今后的版本中做出必要的更正 . 除非另有说明 , 所有图片都是公开的 ,

并 / 或征得作者的许可 .

Copyrights • 版权

© ADAGP/Dominique Perrault Architecte/Indigo Group

© ADAGP/Dominique Perrault Architecte/Indigo Group/Arqui9

© Archives Municipales de Toulouse

© Indigo Group

© NASA

© Roger Wollstadt, through Wikimedia Commons

© Yair Haklai, through Wikimedia Commons

© Liam Young & Geoff Manaugh

© GEOG

110 111

Study of Underground

Car Park Architecture

Valorisation, Diversification

and Integration within

Contemporary Urban Dynamics


A report by consultancy with

Dominique Perrault Architecture.

January 2020

地下停车场建筑的研究

增值、多样化及与当代城市动态的一体化

受 Indigo 集团的委托 ,DPA–X 公司与多米尼克 • 佩罗建筑师事务所共同为

Indigo 集团的地下地产编写的一份咨询报告 .

2020 年 1 月

112

Carpark Futures : Opportunities in the Underground

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