Program: Urban plan for the Shenzhen Pingshan district

Axis length: 20 km

Budget: NA

Client: The People’s Government of Pingshan district, Shenzhen municipality.

Location: Shenzhen, China

Design: 2017

Local associate office: SADI – Shenzhen Architecture Design Institute


The line stretching from the Longgang district towards east, following the line of Pingshan road, crosses very different districts and natural areas. This line represents a huge opportunity for Shenzhen to structure an important development axis towards the east, in long connection with the cities of Huizhou and Xiamen. Pingshan Road will cross 3 main cities, signed by important natural and infrastructural bands: a culture/health oriented city, a new CBD business and multifunctional district and a research and technology city to the north. Simultaneously, these districts will be crossed by the high speed train to Huizhou-Xiamen, served by the new Pingshan station, as well as the subway system and several important ecological corridors.

The different conditions that Pingshan Road will have to relate with, as well as the current infrastructure model of main express roads crossing Shenzhen, make us reflect on how to update the infrastructure model into a sustainable new direction. Starting from the analysis of the current infrastructure model of the city, as well as the last decades developments in China, we notice that the traditional motorway model is mostly car based. The need to connect districts very far from each other, as well as the growing use of the car as main mobility tool, has favored a fast development, too much car focused, ignorant of the role of the pedestrians.

This model needs to change and, even though cars will stay by now largely used by our society, we need to think of new resilient models that will, on the long run, replace the car with modern low carbon mobility modes. For this reason, the design of a new axis as Pingshan Road, needs to start from renovated premises and a flexible design that will allow a switch in time from fuel based mobility to new natural energy mobility systems. The design concept is based on the different adaptation to the three different contexts of Pingshan Road, reinterpreting the relationship between man and infrastructure, always based on people and nature, never on the car.


The first typology of intervention will repeat equally in the two gates south and north to the area. Approaching from Shenzhen or from east Huizhou, Pingshan will welcome visitors through a landscaped valley. The traditional model of Shennan road, with high-rise concentrated on the street and low rise internal communities, has always compressed the space on the motorway. Instead this model concentrates the commercial activities on the road but it reduces as well its landscape perception and the possibility to dissipate car pollution. The result generates every time into wide road sections, where just a limited space is left on the sides for the pedestrians, forced to cross through underway passages or very long flyovers. This model is outdated. Roads need to be based first on the human scale of pedestrians and bikes, while reserving to cars and vehicles a temporary space, which will gradually be absorbed by new low carbon modes of transport. We introduce a new terraced scheme where the gradual growth of building height from the street towards the outside will increase the landscape and sky perception from the street, will improve the air quality, as well as improving the general landscape perception of the urban space. This model wills to transform a traditional motorway into a more extended section that hosts a real park; a green boulevard within which the car traffic occupies a limited side role when compared to the section.


When crossing the new central business district, commercial values, as well as denser percentage of daily visitors and a congestion of mobility modes within a hub will need to face a necessary density, more typical of the CBD metropolitan context. This implies taller buildings and denser development. In order to face and blend this reality, we propose to cover the car section of the road with an elevated park that will clearly separate the fast and efficient car based environment from the upper development. Sky gardens, bike and pedestrian roads and squares will articulate a vertical system where the impact of the car will be inexistent. The lower levels will host a multimodal hub, exchange between car, subway, bike parking, collective shared car parks, as well as commercial areas.


Towards north, when coming out of the business city, Pingshan road will cross a new research and technology city, where an important agriculture corridor will filter this new district from the CBD. Our strategy proposes to develop a campus based system for the new research center, where the road section devoted to cars will be covered by an artificial hill. The hill will only resemble a natural element, while lodging underground the shared parking spaces; a renovated direct relationship with nature will favor a new healthy lifestyle for the inhabitants of the district, who will not experience the car, while living in a completely natural context, facing the agriculture corridor from north to south.


The Road, after crossing the artificial hill, will we sunken underground for a short trunk, less than one km long, passing under the agricultural park. In order to avoid a double obstacle in the natural development of this ecological corridor, we try to preserve the circulation from north to south without blocking it with infrastructural boundaries. For this reason we propose to bury the Pingshan Road, which will re-emerge to the urban level right after crossing the agriculture park. This park constitutes a highly important corridor to preserve the natural network of nature and water elements crossing the east metropolitan area of the city.











顺着龙岗区向东延伸,平山路横跨了不同的地区和自然地貌。 平山路代表了深圳建设东部重要发展轴的巨大契机,与惠州,厦门等城市长期相连。 平山路将跨越3个主要城市,致力于建设以文化和健康为导向的城市,新建商业和多功能区以及北部科技城。 同时,这些地区将会与从惠州至厦门的高铁交汇产生新的平山站。铁路系统和几个重要的生态走廊也将如此。

这项工程所涉及的不同情况, 以及现时横跨深圳的主要特快道路的基建模式, 使我们反思如何将基建模式更新为可持续的新路向。从对当前城市基础设施模型的分析, 以及中国近几十年的发展情况出发, 我们注意到传统的机动车路模型大多是基于汽车的。各区之间的连接很远, 越来越多使用汽车作为主要的移动工具,无视了行人的角色。

这种模式需要改变,即使现在汽车在现在很大程度上被我们社会所使用,我们也需要考虑一下新的弹性模型,从长远来看,将以现代的低碳流动模式取代汽车。 因此,以平山路为轴线的设计需要从房屋开始,灵活的设计将能够及时将燃料转移到新的自然能源系统。 设计理念基于对平山路三种不同环境的不同适应性,重新诠释人与基础设施之间的关系,始终以人与自然为依托而不是车。




当跨越新的中央商务区时,商业价值观增加,使用者更加密集,中心区内的流动模式将需要面对必要的高密度,这是更为典型的CBD大都会背景。 这意味着更高的建筑物和更密集的发展。 基于这个现实,我们建议用一个抬起的公园来覆盖道路的车辆部分,这样将快速有效的使汽车行驶环境与上层发展分开。 天空花园,自行车和行人道以及广场将会形成垂直的系统,汽车的将不再产生影响。底层将为多式联运,汽车,地铁,自行车停车场,集体共用停车场以及商业区。


向北方出发,平山路将跨越一个新的科技城市,这是一个重要的远离中心商务区的农业区。 我们建议开发一个新的系统,专门用于汽车的路段将由人造山丘覆盖。 小山只会像自然元素一样。与大自然的改造的直接关系将有利于该地区居民的新的健康生活方式,他们不会看看到车辆,而是生活在一个完全自然的环境中,面向农村南北通透。


道路穿越人造山后,我们将在经过农业园区时在地下建设一条长短不到一公里的短的通道。 为了避免保护这个生态走廊,我们试图保持北向南的流通,不阻碍基础设施的界限。 为此,我们建议将平山路下沉,在穿过农业园区后,再次出现在市区。 这个农业园构成了一个非常重要的走廊,它保护了城市东部地区的自然和水体。