營造城市的“動”與“靜”

法國AREP設計集團/AREP

1 城市：交流與積累

自21世紀以來，人們來到城市尋找工作，養(yǎng)家糊口；尋求機遇，超越自我。同時帶來的就是城市化現象的日益嚴峻。如今，全球有超過一半的人口居住在大型城市中，且人口的聚集趨勢還在逐年遞增。據統計，僅僅在中國，近年來人口向城市遷移的速度就以每年2500萬的速度在進行，遷移的主要目的地為沿海地區(qū)和國家中心城市，而西北地區(qū)和農村地區(qū)卻鮮有人問津。

城市，作為眾多人才及資源的聚集地，承載了廣大居民的期盼。盡管通往成功的道路并不平坦，通往財富（無論是物質財富、知識財富還是精神財富）的路上布滿荊棘，但人們心中共同的那個烏托邦、那個城市夢卻不能磨滅，固應當讓這座城市在交流的基礎上，成為積累和分享之地。一個普遍認同的觀點是，城市通過有效組織人流和布局商業(yè)等空間集散點來創(chuàng)造和聚集財富。更形象地說，城市的運行就像是一座生產珍貴物質的大熔爐。城市化現象表現為人與人之間建立聯系，物質的流通以及資產的集中，即財富和機會在某一地點的積累。由此，城市的建設就要同時考慮并盡可能合理地處理兩個看上去可能矛盾的體系——交流體系和積累體系。這組對立的體系在城市發(fā)展規(guī)劃中體現為“流動”和“固定”。

2 城市發(fā)展：流動性與固定性的平衡發(fā)展

城市本身存在的悖論，往往體現在人們用來描述城市化現象的一系列概念中——從必不可少的流動性到無可避免的以建筑物即不動產為代表的固定性。這組對立的概念一直對城市建設起著至關重要的作用?！傲鲃印笔侵高B接城市各個角落的出行方式及出行網絡。而“固定”則是指那些承載了城市歷史與積累的建筑物。此外，城市也隨著時間的推移不斷地發(fā)展和轉型。一直以來，人們就流動性和城市發(fā)展這兩個問題的探討層出不窮。但實際上，這兩個問題是緊密相連的。雖然思考切入點有所區(qū)別，但并非毫無聯系，因為，人們的出行在造就城市的同時也影響著城市的未來。

這個問題還可以從學術的角度得到驗證：城市現狀由一系列對立組成。形態(tài)學角度上，固定的建筑與流動空間界限分明。物理學角度上，城市由已建造空間與未建造空間組成。法律角度上，城市里私有財產與公共空間緊密相連?？梢娢锱c不可見物并存?，F實與未來涇渭分明，因為作為機遇與項目的土壤，城市里不確定或未充分利用的區(qū)域通常將成為未來發(fā)展的基礎。而也正是人的出行和資源的流通帶動了這些地域的發(fā)展，從而進一步推動了城市的發(fā)展。

城市的發(fā)展需要通過不斷地調整以達到流動與固定之間微妙的平衡。因為城市的積累要冒著制約發(fā)展的風險。一旦流動性減弱，就可能會導致停滯的風險。這既會影響到城市的地域分布形態(tài)，也會影響到城市不斷適應和發(fā)展的能力，使其難以滿足正在此居住和將要在此居住的居民的所有需求。因此，城市化問題就在于如何在城市的結構組織和財富創(chuàng)造兩方面，實現并保持固定性和流動性的平衡。

3 流動性與城市發(fā)展

城市發(fā)展與流動性一直密切相關。想要了解當前的城市化形勢并規(guī)劃下一步措施，需要從貫穿于流動-固定的對立的歷史角度出發(fā)。自城市出現以來，流動性的設計主要涉及開辟街道，為行人、騎士和套車規(guī)劃專用區(qū)域，這些區(qū)域的組合形成了可供通行和交流的公共空間。至少在歐洲，這套規(guī)則在中世紀城市至19世紀的工業(yè)城市一直被沿用。機械化交通工具的出現打破了上述規(guī)則，顛覆了城市形態(tài)和生活方式。最初，這些交通工具很快就替代了牲口拉車。19世紀末以后，有軌電車和公共汽車相繼占領了城市的馬路，不久之后又出現了私家車，當然還有不能忽視的自行車和它的衍生物——電動車，以及今天的小摩托車。同時，在一些國家的首都，一項重大的發(fā)明先后誕生了：地鐵先后于1860年出現在倫敦，于1900年出現在巴黎，于1919年出現在馬德里。由于地鐵網絡主要位于地下，因此并沒有對原有的地上城市面貌產生很大影響。

在城市地面上，這些新型的機械化交通工具促進了城市改造，并逐漸改變了城市面貌。在不到半個世紀的時間里，西方的城市活動產生了翻天覆地般的改變，開始依賴于多樣化的交通工具，居民也得以從一處大批涌向另一處。此外，鐵路的出現促進了大規(guī)模的城市化擴張，以致接近城市郊區(qū)。與此同時，一些烏托邦主義者則在思考一種沿交通設施而建的城市形態(tài)，A·索里亞·伊·馬塔（1844-1920）于1882年在馬德里外圍建設了一個5km長的帶形城市。但是城市土地真正適應擴張的進程，則要等到戰(zhàn)后汽車的普及。事實上，城市化的擴張是依照公路網開展的。城市向郊區(qū)不斷延展，快車道和其他輻射公路改變了城市組織，原有交通網也因機動車重新規(guī)劃。因此，也可以說機械化交通工具（火車、地鐵、有軌電車和汽車等）造就了現代城市。

正是由于人們出行需求的多樣性，出行方式也

1 City: exchanges and accumulation

Since the early 21st century, people have moved into cities to fi nd work and satisfy their hunger, as well as grasp opportunities that might present themselves.The byproduct of such move is the increasingly severe urban phenomenon. Over half the world’s population now lives in cities and this concentration movement is inexorably accentuating. In China alone and according to the latest evaluations, this migration is taking place at a pace of 25 million people a year. The move is essentially towards the coast and national urban centres, to the detriment of the northwestern regions and the rural world in general.

The city, with a cluster of talents and resources,affords the hopes of inhabitants. Access to success is full of difficulties, and access to wealth, be it material, intellectual or spiritual, is often unattainable,Nonetheless, each person insists on carrying with them a Utopia, the dream of the ideal city, a centre of accumulation and sharing that is conveniently located in the very heart of this exchange hub. It is now accepted that by organising movements and localising exchanges,the city creates and concentrates wealth. To illustrate this image, it functions much like a melting pot precipitating a precious material. The urban phenomenon is defined by the creation of relations between people, the movement of goods and the concentration of means.In other words, it is the accumulation in a single space of wealth and opportunities. Creating the city therefore calls for the simultaneous construction of a system of exchange and a system of accumulation by imagining the greatest possible mobility alongside the greatest possible concentration: two seemingly contradictory systems reflected as mobility and immobility in development planning of cities.

2 City development: a balanced development between mobility and immobility

The paradox of the city is perceived through concepts manipulated to describe the urban phenomenon, from the necessary mobility to the inevitable immobilisation represented by the constructions. The mobility–immobility dialectic keeps contributing greatly to city construction.Mobility is represented by the means and networks made available to move through the city. Immobility is the accumulation that physically shapes the city and bears witness to its history. Moreover, the city never stops evolving and transforming over time.For quite a long time, there are endless reflections on the two closely associated areas in fact, mobility and city development. These two areas of reflections are clearly distinct but not unknown to one another given the way that travel movements construct the city and govern its future.

The issue is academically proved, too. The urban reality thrives on conflict. Morphologically, built perimetres find themselves in opposition to spaces set aside for travel movements. Physically, the city associates built and unbuilt spaces. Legally, private property interacts with the public space. The visible lies immediately alongside what is invisible. What real stands out from what is potential because, by definition, the city is a land of opportunities and projects where undefined or underused settings often represent the point of departure for future changes.It is exactly travel movements and circulation of resources that drive the development of these regions, thus further promoting evolution of cities.

The development of cities presupposes the maintenance of this subtle balance between movement and accumulation, at the cost of incessant adjustments. However, this accumulation risks block the evolutionary process. Ossification threatens each time that mobility is compromised. This concerns both the city's physical innervation and its capacity to constantly adapt and transform to continuing to play the role expected by all that live or want to live there.The urban issue therefore consists in maintaining and preserving this balance between accumulation and mobility in the physical organisation of the city as well as in the generation of wealth.

3 Mobility and city development

City development is never independent of mobility. To understand the existing urban condition and guide the measures to be taken, it is necessary to have a certain historic perspective intersected by the mobility–immobility dialectic. Ever since cities have existed, creating mobility has consisted in laying out streets and designing squares adapted to the pedestrians, horse riders and carriages crossing through them, with their combination forming a system of spaces within which to circulate and organise exchanges. In Europe, this rule prevailed from the medieval times to the 19th century industrial city and through to the development of mechanised transport systems. These finally completely changed the layout of cities and the way people live in them. Initially, these new modes of transport simply took the place of animal-drawn vehicles. By the end of the 19thcentury, tramways and then motorised buses had taken over the streets, soon followed by private cars, bicycles, and their motorised counterpart, the motorcycle and now the scooter. In the capital cities, an important innovation, the Metropolitan, began operation in the 1860s in London, 1900 in Paris and 1919 in Madrid,without really upsetting the city's organisation as the networks were essentially located underground.

On street level, all these new mechanised modes of transport generated developments that would progressively transform the city's appearance.In less than half a century, the use of western cities was completely modified by the multiple means of locomotion that citizens had to juggle to travel from one point to another. In addition, the urban area considerably expanded with the construction of the railway networks, leading to urban growth reaching beyond the inner suburbs. In parallel, a few utopians such as Arturo Soria (1844-1920) and his 5kmLinear City around Madrid in 1882, which is imagined for Madrid rethought the form of the city around the layout of the infrastructures. But it was necessary to await the post-war generalisation of the car to see the city's territory expand to match the newly developed urban space. Suffice it to say, mechanised transport (by order of introduction: train, metro,tramway and car) shaped the city.

The mode of travel is no longer dull and varies precisely with diversif i ed travel needs. As a transport hub that accommodates a variety of transportation modes, a building gives top priority to its convenience and accessibility in design work. That is exactly what相應由以前的單一變成多樣。作為承載了多種交通方式的交通樞紐，建筑的便捷性和通達性是設計考慮的首要因素。比如坐落于深圳未來的超級總部基地的深灣匯云中心綜合體項目。作為2、9、11號線換乘的必經之地，便利的地鐵、為打造多功能中心創(chuàng)造前提條件。為了最大程度做到便捷的換乘，AREP設計了一條聯通了地鐵2號線出口和另一側的9號線和11號線的出口的換乘軸線。利用地鐵換乘人流大大提高地下及地上商業(yè)的價值，也形成兩個地鐵站之間的視覺通廊（圖1）。

4 固定性與城市發(fā)展

就如前文提到的，城市在流動的基礎上成為積累和分享之地，財富和機會需要在某一地點積累。交通建筑不僅促進了城市流動性的發(fā)展，也是城市固定性的具象體現。因此，交通建筑也承擔了促進和維系財富積累的重要作用。例如，深圳深灣匯云中心綜合體項目的地下商業(yè)換乘軸的設計，不僅滿足了促進城市流動性的需求，同時還推動了物質財富的積累（圖2）。而這種商業(yè)進駐交通建筑的形式并非個例。巴黎圣拉扎爾火車站（圖3），商業(yè)與換乘的完美融合不僅給旅客帶來了便利，也推動了周邊經濟的發(fā)展及城市的進步。又如同法國巴黎東站（圖4），不再是行人旅途中的過客，而成為難忘的美麗風景。

隨著人們對于精神財富的追求日益增長，文化生活也逐漸地融入了火車站、地鐵站等交通建筑中。提到法國的地鐵站，就不得不提赫克多·吉瑪德設計的巴黎最早的地鐵站。該設計融入了新藝術風格，把幻想美學發(fā)揮到了極致。至今，仍有86個由他設計的地鐵站被巴黎人保留并繼續(xù)使用著。這一系列被賦予超現實意義的巴黎地鐵入口已經被列入法國歷史古跡名錄。法國協和廣場站（12號線）站臺墻壁上的每一片磁磚都有一個字母，覆蓋了整個地鐵站，所有字母組合起來構成了《世界人權宣言》。另外，美妙的音樂也為法國圣拉扎爾站增添了一抹亮麗的色彩。

5 我們的嘗試仍在繼續(xù)

眾所周知，速度的增長可以縮短距離，使城市化的規(guī)模發(fā)生變化。現行的理論提出要進行城市功能的區(qū)分（居住、工作、購物、休閑等），以提高城市效率。兩次世界大戰(zhàn)之間，這套理論出現在由國際現代建筑協會第3次會議（CIAM）編寫的《雅典憲章》中。因為在當時，功用主義者認為出行花費的時間應該盡量少，最佳的交通方式是像專用管道一樣的通道，使人們能夠不間斷地通行兩地。只有效率至關重要，而行程的質量卻無足輕重。因此，為優(yōu)化每種出行或交通方式并提高其安全性，發(fā)展趨勢就是為其劃分專屬空間。

但是，隨著人們物質生活的愈加豐富，人們對精神生活的渴望也愈發(fā)強烈。功能性不再是人們關注的主要方面，在交通出行中，行進中的個體，即行人，或者說旅客成為了關注的焦點。因此，法國AREP設計集團針對人的出行方式以及相關的社會活動展開了調研，將人群根據出行習慣、出行目的等方面進行了細分。并且針對不同人群的多種需求，提出了數種解決方案。在滿足功能需求的前提下，充分考慮了行人的舒適性。比如在巴黎北站的設計中，AREP采用了全玻璃立面設計和室內下沉廣場，使人們即便在負一層也能像在地面上一樣感受到溫暖的陽光，減少了在地面下行走時的壓抑感（圖5）。另外，綠色植被的植入也使人感覺仿佛身處戶外的大自然，緩解了封閉空間的緊張感（圖6）。

1.2 紅樹灣競賽方案階段效果圖/Rendering of Shenwan Huiyun Centre Complex Project

同時，通過光學、聲學等工程師和建筑師的共同協作，AREP在法國阿維尼翁火車站（圖7）設計中充分考慮了可持續(xù)發(fā)展及其帶來的舒適性。法國阿維尼翁素有“大風之城”的稱號，而且地處法國南部、地中海地區(qū)，夏季常高溫。為了達到有效防風和散熱，出發(fā)大廳建筑設計成尖券形，順著軌道方向展開，建筑總長達400m。到達廳以純凈的鋼結構和玻璃構筑而成，南立面以水泥復合板為主形成封閉立面，有效隔離高溫熱浪，其中的豎向開窗又保證了自然采光（圖8）。北立面則為通透面，整體采用絲網印刷玻璃。候車室設在錯層上，旅客較容易看到列車進站，并且可以根據站臺門上的標志，直接從候車區(qū)到達相應的車廂。

另外，與交通分流相對應的就是空間的專用化，即城市規(guī)劃師口中的“功能分區(qū)”。分隔理論和專用化理論共同被應用于土地規(guī)劃，共同造就了不同的功能區(qū)，如住宅、工業(yè)、商業(yè)、教育、休閑等。交通網絡則按照公共交通及其他交通設施網絡（VRD）的模式打造。但是實際上，曾經的土地功能分區(qū)是源于人們片面的主觀想法，而隨著需求變得多樣化，融合型城市成為了城市發(fā)展的主流。城市綜合體也進入了人們的視線并迅速站穩(wěn)了腳跟。因此，交通建筑也順應了城市發(fā)展的需求，在原有交通功能的基礎上，融入商業(yè)、文化、休閑等服務設施，使交通建筑不再只是一個冷冰冰的“中轉站”，而是一個“有血有肉”的生活之地。比如AREP正在設計中的成都錦城廣場地鐵站，匯聚的地鐵客流將為商業(yè)帶來人流，創(chuàng)造地下TOD的開發(fā)模式。同時，車站擁有體驗式書店，文化空間面積占到商業(yè)開發(fā)面積的1/3，多功能的結合給乘客帶來便捷與舒適。（圖9）□the Shenwan Huiyun Centre Complex Project pursues.The project is located in Super Headquarters Base to be built in Shenzhen and it is a must-have site for transfer of Line 2, Line 9 and Line 11. With metro at hand, a multi-purpose centre is thus readily available. For the greatest convenience of transfer, AREP has designed a transfer axis linking up exit of Line 2 to exit of Line 9 and Line 11 on the other side. The axis, with transfer passengers gathered, maximises commercial value both underground and aboveground, and also acts as a visual corridor between the two metro stations. (Fig.1)

4 Inmobility and city development

As mentioned earlier, city becomes a centre of accumulation and sharing that is conveniently located on mobility, and it is the accumulation in a single space of wealth and opportunities. While pushing forward urban mobility, transportation architecture vividly represent urban immobility. Therefore, transportation architecture is considerably essential in promoting and maintaining the accumulation of wealth. The design of an underground commercial transfer axis in Shenwan Huiyun Centre Complex Project (Shenzhen),for example, concurrently boosts urban mobility and accumulation of material wealth. (Fig.2)Such integration of commerce into transportation architecture is not rare and it is echoed by St Lazare Train Station in Paris,covered later. The perfect fusion between commerce and transfer not just brings convenience to passengers, but also promotes advancement of surrounding economy and of the city. (Fig.3)In another example Paris Gare de l'Est (France), the train station is no longer a passer-by only in your journey, but a scenic beauty. (Fig.4)

Accompanying people's growing fever for spiritual wealth is gradual integration of cultural life into transportation architecture, either train stations or metro stations. When taking about metro stations in France, we cannot bypass the first metro station in Paris coming from the hand of Hector Guimards.He embraced Art Nouveau and brought fantasy aesthetics to the extreme in the design. Still so far,86 metro stations designed by him have been well preserved and running in Paris. This series of Paris metro entrances infused with surreal connotation have already been included in the Historical Monuments List of France. On each piece of wall tile in the entire metro platform of Concorde Station(Line 12), there is a letter, which is pieced together to a piece of Universal Declaration of Human Rights.Also, the wonderful music adds a touch of bright colour to the French Gare Saint-Lazare.

3 巴黎圣拉扎爾站/St Lazare Train Station in Paris

4 巴黎東站/Paris Gare de l' Est

5 巴黎北站/Paris Gare du Nord

5 We keep trying

It is well known that speed shortens distances.With speed, urbanisation changes scale and the theories then in force encouraged dissociation between urban functions (living, working, buying, relaxing, etc.)to achieve a greater efficiency. This was encouraged by the Athens Charter and the works begun by CIAM3 between the two wars. According to functionalist thinking, travel movements should be as rapid as possible, by optimised means of transport designed as single-purpose pipes used to travel from one point to another without stopping. Only efficiency counts, with the quality of the trip considered as unimportant. In order to be optimised and, in theory, safe, each travel or transport mode was therefore called onto take place within its own single-purpose space.

However the more colourful one's material life is, the stronger his longing for spiritual life is. Function, the previous focus of attention, has been replaced by travelling individuals, namely pedestrians or passengers in travel movements. To this end, AREP (France) has conducted a survey on travel modes and related social activities, further divided the crowd by travel habit and travel purpose,and proposed a number of innovative solutions to address needs of different groups. While satisfying functional requirements, AREP gives adequate attention to pedestrian comfort. For example, in the design of Gare du Nord, AREP employed a fullglass facade and an indoor sunken plaza to bring people inside, even in B1, the warmth of sunshine the same way as they can feel aboveground, thus easing tension and oppression when hurrying away underground. Actually, this humanised design is found in most excellent projects worldwide. (Fig.5)The provision of green vegetation, with a natural environment created, further weakens the tension brought about by an enclosed space. (Fig.6)

6 迪拜2020年世博會站/Expo Dubai 2020 Station

8 法國阿維尼翁火車站剖面意向圖/Conceptual Section ofAvignon Train Station

In the design of Avignon Train Station (France,Fig.7), AREP's engineers (optics, acoustics, etc.)and architects work together to have sustainable development and the comfort it brings fully realised. Avignon, France is known as City of Wind and it has a hot summer as located in southern France and Mediterranean region. For a better wind protection and heat dissipation, the departure building is shaped as a pointed arch and spreads out along the track as long as totally 400 metres.The arrival hall wholly made of steel structure and glass designs an enclosed facade in the south side with cement composite boards, which effectively isolates high-temperature and heat waves; vertical windows secure natural lighting (Fig.8). While the northern facade uses screen printing glass to look clear and transparent. The waiting room is placed on staggered floor, in which passengers could find the incoming trains at ease and have a direct access to corresponding carriages from waiting area by following the signs on the platform door.

7 法國阿維尼翁火車站/Avignon Train Station

9 成都錦城廣場站/Chengdu Jincheng Plaza Station（本文圖片均由法國AREP設計集團提供/All images are provided by AREP）

This separation of fl ow movements corresponds to the spatial specialisation called "zoning" in the jargon used by city planners. The theory of separation and specialisation applies to the territory by distinguishing between settings for housing, production, shopping,training, leisure, etc. The circulation networks are designed much in the same way as roads and utilities.The first-hand experience of these territories is based on a fragmentary and subjective perception. Against the ever enriched needs, an integrated city stands as the mainstream of city development. Urban complex naturally has emerged and quickly found its footing.Accordingly, transportation architecture has to adapt to the changing need in city development and add service facilities such as commerce, culture and leisure into its transportation function, transforming itself to a humane place of living from an indifferent transit setting. For example, the Jincheng Plaza metro station (Chengdu) under design intends to employ TOD development model, bringing commerce metro passengers. The station is also configured with experiential bookstores, with cultural space accounting for 1/3 of the commercial development area. Passengers thus enjoy a life with convenience and comfort in such a multi-purpose building. (Fig.9)□