列日居爾曼高鐵火車站，列日，比利時

建筑設計: 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)絡中連接英國、法國、比利時和德國的一個主要節(jié)點。當列日市為了適應高速鐵路交通的需要而重建現(xiàn)有火車站的時候，列日歐洲高鐵公司面向全歐洲建筑師征集了設計方案。圣地亞哥·卡拉特拉瓦獲得了新列日市居爾曼火車站的設計任務，這在很大程度上歸功于他在該領域的豐富經(jīng)驗，如里昂的沙特拉斯空地轉接機場和里斯本的東方火車站的設計。

卡拉特拉瓦認為，這座車站應該成為列日市南北兩片不同城市區(qū)域之間的聯(lián)結點，它們在此之前一直為火車軌道所分隔。項目地段的北側是蕭條的市區(qū)，其布局建立在典型的19世紀城市規(guī)劃方案的基礎上。地段南側則是克萬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計了一座200m長的客運站來橋接這兩片區(qū)域，由此形成了一條近于西北－東南方向的軸線。車站的拱形屋頂寬145m，伸展覆蓋了5座站臺。車站在市區(qū)的一側（北側）高3層樓，內(nèi)部包含一處通往車站的人行天橋和火車站臺層。（位于站臺下方的）車站廣場層有一整排商業(yè)設施，它們強化了空間的街道感。在這些商業(yè)設施中，包括一座位于建筑主軸線上的乘客大廳，其左側為售票區(qū)域，右側則是酒吧兼餐廳。車站靠近山坡的一側（南側）有5層樓：包括3層停車區(qū)域，一處能與人行天橋相通的車輛出入平臺，以及升起的人行通道。

氣勢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站兩側的大量人流能夠通行無阻。這些過渡空間的建筑細節(jié)設計也受到了特別關注。

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

因為車站金屬結構的安裝必須不妨礙列車運營，所以，建設施工采用了一種在橋梁建設中廣泛應用的技術。各基本框架都先在方案中設計為在車站廣場的區(qū)域進行組裝，那里距離列車較遠。夜間，再將這些框架以6個為一組安裝至主支撐結構。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)

項目總成本/Total Cost of Project: 3.6億美元/360 Million USD

業(yè)主/Client: 比利時國家鐵路控股公司、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:

總長度/Total Length: 488m

鋼結構總長度/Total Length of Work in Steel: 410m鋼結構總寬度/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/Platform view

5 橫剖面/Transverse section

6 夜景/Night view

7 內(nèi)景/Interior view

8 玻璃和鋼結構的拱頂/Vault constructed of glass and steel

9 正立面/Front elevation

10 縱剖面/Longitudinal section