首页期刊在线 2023年（第26卷）第9期

微观权力视角下交通商业综合体的空间生产——以广州新塘站-凯达尔交通商业综合体为例

周宜诺杨家文

Space Production of Transportation and Commercial Complex from MicroPower Perspective — The Case of Guangzhou Xintang Station-Kaidar International TOD Centre

ZHOU YinuoYANG Jiawen

作者信息:

北京大学城市规划与设计学院， 518055，深圳
Affiliation:

School of Urban Planning and Design, Peking University Shenzhen Graduate School, 518055, Shenzhen, China
关键词:

轨道交通;微观权力;空间生产
Key words:

rail transit;micropowers;space production
DOI:

10.16037/j.1007-869x.2023.09.029
中图分类号/CLCN:

F293.2
栏目/Col:

研究报告

摘要:

目的：深圳市凯达尔集团有限公司作为一个私营企业，获得与新塘站这一国有工程共同合作、开发、盈利的机会，有必要对国有交通项目与私营企业合作的灵活性与可能性进行分析。方法：介绍微观权力理论框架构建过程;以广州市新塘站凯达尔交通商业综合体为例，基于米歇尔·福柯的微观权力视角，借助列斐伏尔的空间生产理论，分析该案例的空间生产过程，以及宏观与微观权力产生影响的内在机理。结果及结论：该项目并非采用一般的PPP（公私合作）模式，该案例的成功落地与私营企业与村集体这一权力主体的前期自主合作，以及政府部门与轨道交通公司组成的另一权力主体的后续相关反应紧密相关，是两个权力主体及多个利益相关者之间的宏观权力限制、微观权力交错、各方利益平衡的结果；微观权力的运行仍处于宏观权力的框架之下，城乡二元结构与土地规章制度等宏观权力仍然引导着微观权力交错的最终走向，但宏观权力无法完全渗透到微观权力运行中去，各权力主体之间的微观权力拥有一定的自由运行空间。

Abstracts:

Objective: As a private enterprise, Kaidar Group Co., Ltd. in Shenzhen has obtained the opportunity to collaborate, develop, and profit from the stateowned project Xintang Station. It is necessary to analyze the flexibility and possibilities of cooperation between stateowned transportation projects and private enterprises. Method: The construction process of micropowers theory framework is introduced. Taking the Guangzhou Xintang StationCadre International TOD Centre as example, from Michel Foucault′s perspective of micropowers, and using Henri Lefebvre′s space production theory, the spatial production process of the study case and the internal mechanisms influenced by macro and micropowers are analyzed. Result & Conclusion: The project does not adopt the typical PPP (publicprivate partnership) model. The successful implementation of this study case is closely related to the initial autonomous cooperation between the private enterprise and the power entity of village collective, as well as the subsequent reactions of another power entity composed of government departments and rail transit companies. It is a result of macropower constraints, micropower interplay, and balance of interests among all parties with the two power entities and multiple stakeholders. The operation of micropowers still works within the framework of macropowers, with the macropowers such as urbanrural dualistic structure and land regulations guiding the ultimate direction of micropowers interplay. However, the macropowers cannot fully penetrate into the operation of micropowers, and there exists a certain space of freedom for micropowers operation among various power entities.

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