建筑設(shè)計(jì): 圣地亞哥·卡拉特拉瓦

1 外景/Exterior view

2 總平面/Site plan

列日是目前歐洲高速鐵路網(wǎng)絡(luò)中連接英國(guó)、法國(guó)、比利時(shí)和德國(guó)的一個(gè)主要節(jié)點(diǎn)。當(dāng)列日市為了適應(yīng)高速鐵路交通的需要而重建現(xiàn)有火車(chē)站的時(shí)候，列日歐洲高鐵公司面向全歐洲建筑師征集了設(shè)計(jì)方案。圣地亞哥·卡拉特拉瓦獲得了新列日市居爾曼火車(chē)站的設(shè)計(jì)任務(wù)，這在很大程度上歸功于他在該領(lǐng)域的豐富經(jīng)驗(yàn)，如里昂的沙特拉斯空地轉(zhuǎn)接機(jī)場(chǎng)和里斯本的東方火車(chē)站的設(shè)計(jì)。

卡拉特拉瓦認(rèn)為，這座車(chē)站應(yīng)該成為列日市南北兩片不同城市區(qū)域之間的聯(lián)結(jié)點(diǎn)，它們?cè)诖酥耙恢睘榛疖?chē)軌道所分隔。項(xiàng)目地段的北側(cè)是蕭條的市區(qū)，其布局建立在典型的19世紀(jì)城市規(guī)劃方案的基礎(chǔ)上。地段南側(cè)則是克萬(wàn)特山綿延傾斜的山坡，作為住宅區(qū)密度較低，景色優(yōu)美?？ɡ乩咴O(shè)計(jì)了一座200m長(zhǎng)的客運(yùn)站來(lái)橋接這兩片區(qū)域，由此形成了一條近于西北－東南方向的軸線。車(chē)站的拱形屋頂寬145m，伸展覆蓋了5座站臺(tái)。車(chē)站在市區(qū)的一側(cè)（北側(cè)）高3層樓，內(nèi)部包含一處通往車(chē)站的人行天橋和火車(chē)站臺(tái)層。（位于站臺(tái)下方的）車(chē)站廣場(chǎng)層有一整排商業(yè)設(shè)施，它們強(qiáng)化了空間的街道感。在這些商業(yè)設(shè)施中，包括一座位于建筑主軸線上的乘客大廳，其左側(cè)為售票區(qū)域，右側(cè)則是酒吧兼餐廳。車(chē)站靠近山坡的一側(cè)（南側(cè)）有5層樓：包括3層停車(chē)區(qū)域，一處能與人行天橋相通的車(chē)輛出入平臺(tái)，以及升起的人行通道。

氣勢(shì)恢弘的拱頂由鋼和玻璃建成，充分表現(xiàn)出建筑的輕盈通透，由此形成了車(chē)站與城市之間相互滲透之感。位于鐵軌下方的若干人行天橋與一處人行通道使車(chē)站兩側(cè)的大量人流能夠通行無(wú)阻。這些過(guò)渡空間的建筑細(xì)節(jié)設(shè)計(jì)也受到了特別關(guān)注。

由于室內(nèi)外的交流互動(dòng)順暢無(wú)阻，整座建筑不存在傳統(tǒng)意義上的建筑立面。莊嚴(yán)宏偉的屋頂實(shí)際上成為了建筑的立面。從山頂望去，透過(guò)屋頂能夠看到車(chē)站內(nèi)部的一些空間組織。在車(chē)站內(nèi)部，屋頂?shù)墓靶谓Y(jié)構(gòu)又是欣賞室外風(fēng)光的取景框。無(wú)論站在哪個(gè)有利于觀察的位置，建筑的通透感都是最鮮明的特點(diǎn)。

因?yàn)檐?chē)站金屬結(jié)構(gòu)的安裝必須不妨礙列車(chē)運(yùn)營(yíng)，所以，建設(shè)施工采用了一種在橋梁建設(shè)中廣泛應(yīng)用的技術(shù)。各基本框架都先在方案中設(shè)計(jì)為在車(chē)站廣場(chǎng)的區(qū)域進(jìn)行組裝，那里距離列車(chē)較遠(yuǎn)。夜間，再將這些框架以6個(gè)為一組安裝至主支撐結(jié)構(gòu)。一旦所有的基本屋頂框架都安裝完畢，兩座屋頂?shù)捻斉癖憧山M裝到位，再以玻璃覆蓋表面?！酰ㄐ熘m 譯）

建筑面積/Area of Construction: 49 000m2(包括鐵軌占地面積/incl. tracks)

項(xiàng)目總成本/Total Cost of Project: 3.6億美元/360 Million USD

業(yè)主/Client: 比利時(shí)國(guó)家鐵路控股公司、Infrabel鐵路基建公司、列日歐洲高鐵公司/SNCB Holding, Infrabel and Euro Liège TGV

建筑尺度/Dimensions:

總長(zhǎng)度/Total Length: 488m

鋼結(jié)構(gòu)總長(zhǎng)度/Total Length of Work in Steel: 410m鋼結(jié)構(gòu)總寬度/Total Width of Work in Steel: 160m

最大跨度/Max. Span Between Supports: 158m

總玻璃屋面表面積/Total Surface Glazed Roof: 33 000m2攝影/Photo: Barbara Burg + Oliver Schuh

3 平面圖/Plan

The city of Liège is now a major node in the European high-speed rail network, which links England, France, Belgium, and Germany. When the city’s existing station had to be replaced, as unsuitable for the demands of high-speed rail travel,Euro Liège TGV issued a request for proposals from European architects. Santiago Calatrava received the commission to design the new Liège-Guillemins station, largely because of his vast experience in the field, in projects such as the Lyon-Satolas airrail link and the Oriente station in Lisbon.

Calatrava conceived the station as a link between two distinct areas of the city of Liège,which previously had been separated by the railroad tracks. On the north side of the site is a rundown urban area, laid out in a typical 19th century scheme. On the south side, on the slopes of the Cointe Hill, is a less dense, landscaped residential area. Calatrava’s design bridges these two areas with a 200 m (656 ft) passenger terminal, built symmetrically about a northwest-southeast axis. The arched roof of the terminal building extends over the five platforms for another 145 m (476 ft). The station is three levels high on the urban (north) side,stacking an access footbridge and a level of rail platforms. At the level of the Place de la Gare (under the platform), a strip of commercial units helps to reinforce the streetscape. These units include the Passenger Hall on the main axis, with the ticketing area on the left and a bar-restaurant on the right.On the hill (south) side are five levels: three levels of parking, a vehicular access deck linked with the access footbridge, and a raised pedestrian walkway.

Transparency is achieved by means of the monumental vault, constructed of glass and steel,which allows for a sense of interpenetration between the station and the city. The pedestrian bridges and a walkway under the tracks allow for fluid communication between the two sides of the station. Particular attention is paid to the architectural detailing of these transitional spaces.

The project has no facade in the traditional sense, since the interaction between interior and exterior is seamless. The monumental roof becomes,in effect, the project’s facade. To an observer on the hill, the roof reveals something of the inner organization of the station. To an observer within the station, the structural arches of the roof frame the views to the outside. From any vantage point,the sensation of transparency prevails.

Because the metal frame of the station needed to be put in place without disrupting train service, a technique normally employed in bridge construction was used. The principal frames were assembled in an area away from the trains, located at the proposed Place de la Gare. At night, the frames were pushed in groups of six onto the principal supports. Once the principal roofs were in place,the two canopies were assembled in position and glazed.□

4 站臺(tái)/Platform view

5 橫剖面/Transverse section

6 夜景/Night view

7 內(nèi)景/Interior view

8 玻璃和鋼結(jié)構(gòu)的拱頂/Vault constructed of glass and steel

9 正立面/Front elevation

10 縱剖面/Longitudinal section