传承百年开发历史精粹—范德比尔特一号
钢筋混凝土基地开启了市中心这一最新塔楼的建造工程。许多纽约人都注意到了这一引人注目的未来城市天际线，但人们所不熟知的是范德比尔特一号所体现的前卫的都市精神以及对影响基地重要历史的颂扬。范德比尔特一号传承了“卓越设计”方法、以公共交通为导向的开发项目以及公私营之间的关系。
Concrete and steel foundations are beginning to shape Midtown’s newest tower. Many New Yorkers are aware of the dramatic, new addition coming to our city’s skyline, but less apparent are the bold urban initiatives that One Vanderbilt represents and its tribute to the site’s influential past. One Vanderbilt continues a legacy of “superior design,” Transit Oriented Development (TOD), and a relationship between the public and private sectors.
施工的开始标志着由城市官员、社区领导、业主、SL格林不动产公司以及由KPF领导的设计团队（包含业界最杰出的工程师和顾问）所主导的繁琐的公共审批流程的结束。
2002年至2013年，在纽约城市规划部门负责人Amanda Burden的指导下，纽约开始对开发商实施更高标准要求，以增强开发优秀设计项目的责任感。
The start of construction marks the end of a lengthy public review and approvals process characterized by a visionary team of city officials, community leaders, the client, SL Green, and a KPF-led design team that includes the industry’s most prominent engineers and consultants.
Under the guidance of Amanda Burden, Director of the NYC Department of City Planning from 2002 to 2013, New York began implementing higher standards for developers with an increased accountability for developing projects of “superior design.”
”范德比尔特一号的故事前传始于一个世纪之前，是当时纽约市发展史上最雄心勃勃的工程之一。
The prequel to One Vanderbilt’s story began more than 100 years ago with one of the most ambitious undertakings in the history of New York City development.
继1913年开始运营后，纽约从此拥有了中央车站，它即是一个工程奇迹，又代表了当时城市发展和设计的变革。我们今天所了解并喜爱的中央车站建筑是在该基址上建造的第三座建筑，在此停留了42年，取代了前两代无法跟上城市爆发式增长、密度增加和需求变化步伐的建筑。车站的美术设计由两家著名的建筑公司共同协作完成，由总工程师威廉·威尔格斯推动了纽约纽约进入全新范式。
Upon its opening in 1913, New York introduced Grand Central Terminal, a marvel of engineering and a revolutionary approach to urban development and design. The terminal we know and love today was the third structure to occupy the site in only 42 years, replacing two iterations that had been unable to keep pace with the city’s explosive growth, increasing density, and changing demands. While the terminal’s Beaux-Arts-inspired design was the result of a combined effort of two esteemed architectural firms, it was the chief engineer, William Wilgus, who pushed New York into a new paradigm.
在设计竞赛后，铁路公司选择了两家设计公司：Reed& Stem及Warren& Wetmore。在随后艰难坎坷的合作中，本项目最终成就了在一个多世纪以后仍可激发数亿人想象力的优秀设计。
The railroad selected two firms following a design competition: Reed & Stem and Warren & Wetmore. A collaboration ensued, notoriously rocky at best, that culminated in a design that continues to capture the imagination of hundreds of millions of people after more than a century.
威尔格斯提出的设计成功挑战了近代工程理念并大幅度改善城市生活。他提出在车站和迅猛发展的城市的下方竖向堆叠铁路线，得益于以蒸汽和煤炭为动力的机车（需要开阔空间用于排气）逐渐被电动机车取代的时代趋势下，威尔格斯的这一想法可能实现。由于轨道被设置在完全封闭的地下空间，城市的环境污染有所减少，并且有了更多的开发空间和机会。
Wilgus championed a design that challenged contemporary notions of engineering and dramatically improved city life. He proposed stacking multiple train lines vertically, tucking the lines below the terminal and burgeoning city – an idea made possible by the recent transition from steam and coal powered locomotives, which required open air for exhaust, to electric locomotives. With the tracks fully enclosed underground, the city experienced less pollution, direct access to transit, and more space and opportunities for development.
“终端城市”的愿景已初具雏形。新车站由于交通便捷，带来了前所未有的发展，以及包含有住宅、办公空间和酒店的城市综合体开发。同时促进了纽约数个著名地标项目的建设，包括派克大街、比特摩尔酒店、卡莫德尔酒店和罗斯福酒店。
The vision of a “Terminal City” had begun to take shape. Spurred by its accessibility to transit, the new terminal sparked unprecedented growth, mixed-use development that included plans for housing, offices and hotels. It facilitated the construction of more than a few of New York’s celebrated landmarks, including Park Avenue, and the Biltmore, Commodore, and Roosevelt Hotels.
威尔格斯在交通和开发项目之间培养了一种具有象征意义的共生关系，从此私营机构和公共利益开始建立起了联系。
WILGUS FOSTERED A SYMBIOTIC RELATIONSHIP BETWEEN TRANSIT AND DEVELOPMENT, FOREVER SEALING A RELATIONSHIP BETWEEN THE PRIVATE SECTOR AND PUBLIC INTERESTS.
威尔格斯在本项目中提出的经济策略更加大胆。总工程师带来了当今广为开发商和城市规划部门所知的项目作法，即，出售土地上空权的概念，项目的大部分资金来源与此。如今，建筑可以通过地下大厅、受保护的通道和其他公共便利设施与车站和城市地铁系统直接连接。车站作为城市的引擎，一直推动着纽约的经济发展，人们对城市生活的愿景也不断在变化。
Wilgus’ economic strategy for the project was even more daring. The chief engineer introduced a practice well known to developers and city planners today – the concept of selling air rights, which financed much of the project cost. Buildings could now make direct connections into the terminal and the city’s subway system with below-grade lobbies, protected circulation routes, and other public amenities. As the terminal acted as an urban engine, driving New York’s economic growth, people’s expectations of urban life would never be the same.
威尔格斯对未来的定位非常清晰。基于纽约市将面临更大的发展以及城市密度增加的预测，他在车站中央大厅设置了巨柱，采用足够的钢材以支持未来在车站上方修建塔楼。
Wilgus’ vision for the future was thorough. Anticipating even more growth and density for New York City, he intentionally over-engineered the columns of the Main Concourse with enough steel to support a future tower overhead.
中央车站已成为复杂城市网络的中心，被喻为纽约市的“心脏”。
GRAND CENTRAL HAD BECOME THE EPICENTER OF AN ELABORATE NETWORK OF URBANISM – THE METAPHORICAL “HEART” OF NEW YORK.
然而随着城市的发展，中央车站面临了巨大的挑战，由于向东抵至长岛的新增的几条隧道的建成， 使得中央车站的客流量成倍增长，每小时新增近8000的人流量令其难以负荷。
Along with the effects of urban development, Grand Central had encountered a great challenge. New tunnels built for connection to Long Island doubled the population of commuters. The terminal was unable to handle the additional flow of 8,000 people per hour in a flexible and timely manner.
范德比尔特一号设计上的特别之处，不仅仅在于它是曼哈顿城区最高建筑，同时也体现在它毗邻中央车站的地理位置，以及它如何处理和中央车站的关系已达到私营和公共开发互利共赢的目的。
The design of One Vanderbilt is special in that it will not only be the tallest office building in Midtown Manhattan, but also that it sits right next to Grand Central, defining a new relationship between private and public development to create a mutually beneficial situation.
设计将新车道的人流从车站底部直接引入大楼。这样一来，大楼的底部成为了开放的公共空间。作为占用大楼底层空间的补偿，政府允许在塔楼顶部向上新增5000平方米的面积，塔楼的高度延伸了。设计利用塔楼顶层区域设置了观景台，打造了另一个的公共空间，成为大楼无可取代的特征，同时带给人们无以伦比的至高视野。
The design brings pedestrians from new tunnels beneath Grand Central directly into the tower. As such, the base of the supertall structure becomes open, public space. As a compensation for offering connections to the Terminal, the New York City government allowed an additional 5,000 square meters of space to be added to the tower’s height. With this addition, the observation deck at the tower’s peak will be another feature open to the public, offering visitors unsurpassed views of the city.
如上所述，范德比尔特一号以及中央车站所取得的巨大成功体现了公私合作开发模式的价值。2017年，该私营开发商继续投入公共开发项目，缓解可能阻碍公共基础设施建设、发展及维护的成本问题。
All things considered, underscoring One Vanderbilt and Grand Central Terminal’s success is the value of public/private partnerships in development. In 2017, the private sector continues to contribute to the public realm, easing costs that may prohibit construction, growth, and maintenance of public infrastructure.
SL格林不动产沿袭了嵌入范德比尔特一号历史中的传统，投入逾2.1亿美元改善城市基础设施。社区升级改造项目包括范德比尔特大道上的人行广场、改善后的地铁站入口、走廊、楼梯井。同时，采取多项设计干预措施，增加自然光渗透并提高乘客体验。
SL Green preserves a tradition deeply embedded within One Vanderbilt’s history, committing more than $210 million to improving city infrastructure. Upgrades for the community include a pedestrian plaza on Vanderbilt Avenue, improved subway entrances, corridors and stairwells, and design interventions that will increase natural light and elevate passenger experience.
这种政府和社会资本合作模式是此等大型，高密度，公私利益盘根错节互相链接的城市更新类项目的成功典范。
THESE DETAILS ILLUSTRATETHAT PPP (PRIVATE PUBLIC PARTNERSHIP) IS A SUCCESSFUL DEVELOPMENT MODEL FOR LARGE, HIGH DENSITY, URBAN RENEWAL PROJECTS WHERE PRIVATE AND PUBLIC INTEREST ARE INTERTWINED.
纽约城市改造项目有史以来一直扎根于商业企业。中央车站曾经带动经济以无与伦比的速度发展，如今城市面临新的挑战，即需要适应不断增长的全球市场以及日新月异的新需求。类似于中城东区重新分区规划的策略可以刺激发展，并满足不断增加的需求。
Urban transformation in New York is historically rooted in commercial enterprise. As Grand Central once opened a door for unparalleled economic stimulation, the city is facing a new challenge – the need to adapt to an increasingly global marketplace with vastly changing expectations. Strategies like the East Midtown Rezoning Plan will incentivize development and support a list of growing demands.