URBAN RESSURECTION 2025: INTERVENTION AT THE HOWRAH TERMINUS PRECINCT: THE HOWRAH INTERMODAL...

8/14/2019 URBAN RESSURECTION 2025: INTERVENTION AT THE HOWRAH TERMINUS PRECINCT: THE HOWRAH INTERMODAL INTERCHANGE : CHAPTER 5 -

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WHAT HAVE OTHERS DONEAND WE TOO CAN : CASE STUDIES

YOKOHAMA INTERNATIONAL PORT TERMINAL 1.YOKOHAMA, JAPAN

ARNHEM CENTRAL 2.ARNHEM, NETHERLANDS

KUALA LUMPUR INTERNATIONAL AIRPORT (KLIA) 3.KUALA LUMPUR LIGHT RAIL TRANSIT (LRT)

KUALA LUMPUR CITY CENTRE (KLCC)

& SUPPORT FACILITIESORIENT EXPRESS STATION 4.

KOWLOON STATION AND MASTERPLAN 5.HONG KONG 1992-1998

KOWLOON STATION AND MASTERPLAN 6.HONG KONG 1992-1998

ABANDO , BILBAO 7.

BILBAO BUS STATION

EURALILLE MASTERPLAN 8.

LYON-SAINT EXUPRY AIRPORT STATION 9.

WATERLOO INTERNATIONAL TERMINAL 10.

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YOKOHAMA INTERNATIONAL PORT TERMINAL

YOKOHAMA, JAPAN

Client: The City

ofYokohama Port &Harbour Bureau

Construction Department,Osanbashi Passenger

Vessel TerminalMaintenance Subdivision

Architect::(FOA)Foreign Office

Architects

Chronology:Project 1994

Project Winner OfCompetition

Realisation 2000-2002Awards: 2003 Enric Miralles Prize for

ArchitectureKanagawa Architecture Prize

Topology: Architecture Building For Cultural and Recreational

ActivitiesAuditoriums and Music CentresCommercial Buildings

ShopsArchitecture Of Parkland and Water

Rigged Bridges, piers and lighthousesDimentional Data: Length 450

mSurface terminal sq.m. 17.000

public spaces sq.m. 13.000transit spaces sq.m. 18.000

total sq.m. 48.000Completion Date: November, 2002

The brief of the Yokohama International Port Terminal asked for the articulationof a passenger cruise terminal and a mix of civic facilities for the use of citizens

in one building. The site had a pivotal role along the city's water front that, ifdeclared a public space, would present Yokohama City with a continuous

structure of open public spaces along the waterfront.

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"Our proposal for the project start by declaring the site as an open public spaceand proposes to have the roof of the building as an open plaza, continuous with

the surface of Yamashita Park as well as Akaranega Park.The project is then generated from a circulation diagram that aspires to

eliminate the linear structure characteristic of piers, and the directionality ofthe circulation."

F.O.AThe project starts with what the architects have named as the "no-return pier",

with the ambition to structure the precinct of the pier as a fluid, uninterruptedand multi-directional space, rather than a gateway to flows of fixed orientation.

A series of programmatically specific interlocking circulation loops allow thearchitects to subvert the traditional linear and branching structure

characteristic of the building. Rather than developing the building as an objector figure on the pier, the project is produced as an extension of the urban

ground, constructed as a systematic transformation of the lines of thecirculation diagram into a folded and bifurcated surface. These folds produce

covered surfaces where the different parts of the program can be hosted.The relation between the skin and the areas established by the structural foldsof the surface is one of the most important arguments of the project in that the

folded ground distributes the loads through the surfaces themselves, movingthem diagonally to the ground. This structure is also especially adequate in

coping with the lateral forces generated by seismic movements that affect theJapanese topography.

The articulation of the circulation system with the constructive system throughthis folded organization produced two distinct spatial qualities; the continuity of

the exterior and the interior spaces and the continuity between the differentlevels of the building.

The architects have used a very reduced palette of materials and details inorder to explore further the continuity produced by the topography. Singlefinishes extend on the upper or lower side of the topography regardless of

exterior or interior condition.

All secondary system that are applied to the steel topography, mainly wood-deck flooring system, glazing system and fencing/handrail system use a singledetail along the length of the building and only vary to explore the geometrical

variation across spaces. The ambition was to construct continuous butdifferentiated spaces along the length of the pier.

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a. First step from the scheme at competition

phase Perth Of Competition

Regarding this project, I was involved in it as a staff of SDG when the designcontract was in process. After that I made my own firm, so I did not touch this

project. Now I shall ask how this project has been done.First of all, how was your impression for the competition scheme of FOA's?

I was quite surprised by totally new idea of them which transmit the force to thefoundation through the winding floor connecting upper and lower stories

without counting the conventional column and girder system. After the designcontract, the details of "cardboard structure" was proposed in competition

document. But I felt that the original concept would not match the cardboardstructure. In short, because the cardboard can transmit the force only in one

direction, it might not be a structure which consists of freely winding floortransmit the force to the next element. So, I started to think about another

possibility.

b. Change from card board structure

Many of frame pattern model of Ratis grid in basic design phase 1

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c. How did we think of the direction of force flow

Comparison of short handsections of competition idea

(upper) and basic phase 1(under).The ceiling amount ofeach facilities has risen more

than the one of the competitionidea by about 50%.

Figure where stress vector was displayed be

I hoped the structure system which transmit the force three-dimensionally. Thehierarchy of elements like girder, floor and roof should be eliminated so that the

totally united structure could be realized with only the variation of thickness oftwo flange plate. It was quite hard work to analyze it since the amount and thevector of force varies at each place in winding floor.

d. matrix developed from card board structure

Watanabe I made a table showing the possibility from the idea of cardboardstructure, since FOA was still persisting the cardboard structure after finishing

the basic design period 1.Through the cardboard, the force flows in one direction, when the force transmit

perpendicularly to this direction, causes the bending moment. To take thisbending moment, thicker flange plate or trapezoid-section web plate

reinforcement is indispensable. Similar idea like setting the centroid of flangeand web plate on the same plane can be examined but in case joint method

would be difficult. By replacing the plate element into the linear element idea isgetting to be similar to the space frame.

Above mentioned is the idea aiming to the "Void".Another idea was examined to aim to the "Solid". The grid plan arrangement of

web between two flange plates, honeycomb plan arrangement of web platewith the reinforcement of poly-uletan for shear force, or filling concrete in

between plates like the CFT fire-resist column, such ideas were researched.In two schemes, structure-wisely, the idea of "Void" is feasible for the structure

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dominated by "tensile" force, and the idea is for "compression". I thought thatthe system by "compression" would basically match the architecture of foa's.

Since the main structure is giant arch with box section and the deflection ofcanti-lever slab can be controlled by the high rigidity of compression side.

e. scheme of mixed structure matching to the forcevector

WWe were seeking the direction of "Void"only in the basic design phase 1, and in

the basic design phase 2, we totallythought of two of them, "Void " and "solid

at the same time", then we created theway to arrange the structure element

based on the result of analysis in betweentwo flange plates.

Burden How did FOA regard the mixed structure?

For this architecture,what matters most was

the continuous spaceand the materials of

finishing was limited.The space would be

covered with thevariation of same detail

with limited finishing.Regarding the structure,

similar idea should beapplied as well.

WatanabeThe worst fault of mixedstructure was that we could not show the

construction method clearly.Although we unitize every flange for real

construction, the structure cannot stand byitself until everything would be connected

waiting for demolishment of temporarysupport, since the force flows through every part of structure, that was the

most critical point.

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Plaza floor unit division chart

f. evaluation for honeycomb idea

Burden After the consideration on them, did the honeycomb idea proposed byFOA?

Exactly, we proposed the honeycomb structure with the bended steelplate.Honeycomb structure was quite similar to the original scheme. What was

most difficult in honeycomb structure was how to connect the surface flangeplates.

Usually, the bonding device are used to do it. Another way is electric melt-bonding by special metal. But we got to know that these method could not beapplied to such a large structure. We tried to invent the new fabrication way of

honeycomb panel but in vain.

Proposal chart of honeycomb idea sent from FOA by facsimile

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g. to fold plate structure

I guess this period was exciting for the different way to approach to the problemof each other's.

How did the new idea come from which is similar to the realized one with thelower side flange plate revealed from honeycomb scheme.

When we were thinking of the construction problem due to the mixed structurescheme matching to the vector of force, we got the fax from FOA, saying "howabout reveal the lower side flange plate, creating the fold plate structure?".

It seemed to be the idea on the observation of structure model. It intended toemphasize the fine point space with the expression of inside the flange plate.

In addition to it, the program of architecture was concerning to it. Two slopes onthe girders go up and down together, creating the main structure supporting

the fold plates in between them. Then the structure got not to take three-dimensional force flow, but the first priority was both of girder and fold plate

could be regarded as "thing created by bending the steel plate".The fold plate

structure is rational and can be well done. But it is depending on the once-castconcrete. Steel plate has a difficulty for buckling phenomenon. I was thinkingthat we would take deck plate.

h. problem of fold plate connection

After the structural checking, we got to know that the very thin steel plate couldbe used for fold plate structure. Then we got many possibility. However, welding

deform the steel plate and we needed to invent the new way to connectionsystem.

And we found HILTI nail system (nail penetrate the steel plate with theexplosion of gunpowder and its diameter is 4.5mm taking the 1.5t shear force).

I was attracted by the story saying that the nail could connect the steel plateinstead of high-tension bolt or welding. And we could develop the design with

the communication with FOA."HILTI" sounds very familiar with me, since I knowthis is used in construction site in Great Britain to fix the secondary element like

wall panel. But they did not use for main structure, in this meaning, we gotgreat advance.

Appearance of construction with Hilti tack

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i. adaptation of control line

I think the point regarding the construction by the designer was the adaptationof control line which consist of curvature to arrange and understand the

complicated figure of building. When did you spoil the usual perpendicular gridsystem.

WatanabeThis problem came out when we had a meeting on the constructionplanning after the second phase construction started. Our opinion was thatexcept for the winding girder the other element would be set along the grid andFOA was saying that the detail of connection would be simplified by revising the

angle according to the center line of winding girder. I was thinking that finaldecision would be done by the advice of steel fabricator. The engineer from themain consultant said that the FOA's idea might be nicer, and later we followed

the control line system. What I mind was that the final appearance of fold plateswhen the fold plate comes perpendicularly to the girder, whose angle varies

from each other. But It looks nice after assemblage. The problem of adaptationof control line was not the regarding the appearance but the effective

fabrication.

Template construction chart of garter of 92-kind wick. Thetemplate was 336 ..direction of the length hand.. shape in 1,800mm pitch, and the one of

another each shape was produced and the factory was produced.

Control line outline chart

Partial roof plan. The first fold board that clings to thegarter is basically control line

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j. variety of fold plate surface

Web side material outline chart immediately before

construction

For the fold plate, I was thinking that theplate would be like a deck plate for the

buckling.But we got the opinion from FOA saying

that the plate should be flat.

The surface plate is reinforced by being folded as the fold plate is. Largeunevenness of girder and middle one of fold plate and the small one of surfaceplate looks so interesting, but in the meanings of whole system, the surface of

girder should be like a deck plate.

Watanabe Finally, we made the flat surface platewith buckling stopper because of the failure of

fabrication to make unevenness on fire resistantsteel.

Study model of fold. When thought by the deck plate one, it is amodel on.

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k. variety of connectionbetween girder and fold

plate

The table flap garter side former edge joint part is detailed immediately before construction.

The connection between girder and fold plate. How was it? Some part wasrevised just before construction. Formerly, both of girder and the fold plate had

an erection hardware to be connected. In case that the opposite side ofconnection might not be on the same plane, the system was universal joint,

creating the slit in between girder and fold plate. Only three hinge joint connectthem. But what we hoped was the united steel plate ceiling combined by fold

plate and girder only by folding procedure. Regarding this problem, we revisedit into the site erection with 42mm high tension bolt.

By the adaptation of control line, universal joint did not stand for any more,because every fold plate come to the girder perpendicularly.

l. modern technology / worker's skill andarchitecture

I guess there would be technical problems on thecomputer and fabrication in the process of design

and the construction. I would like to listen to it.

We followed the way of FOA's processing everythingin computer by the change of computer data with

each other. That data would be submit to generalcontractor and fabricator. But the hand work wasneeded in the factory. I was my misunderstanding

the pre-cutting steel plate might not be doneaccording to computer data. What could be done

was the real scale hard copy and the hand cuttingby workers. At the end of the process, the flow of

the computer data got to be stopped, and so muchenergy has been spent to apply the situation. HILTI

nail is the good example telling us that the finalappearance depends on the skill of them. Through

this kind of experience, computer architecture cannot be realized withoutcoordinating the original human skills and the power of computer. I think thatwhat is important is how we can use the skill of human into the architecture andthe new architecture can be created with the computer's products on the skill of

human.

The power of human takes place in new field. What is interesting is thetraditional concrete fold plate got to be developed into the steel fold plate, and

this will be memorized in history of architecture in every meanings.

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ARCHITECTURAL DRAWINGS

First Floor Plan

Site Plan

Cross Section

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CONSTRUCTION IMAGES

erection for girder landing girder

driving steel piles

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erection of girder

casting in place for foundation

assembling entrance grass curtain wall

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placing the wooden deck

assembling side glass curtain wall

erection of fold

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PROJECT IMAGES

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ARNHEM CENTRAL

ARNHEM, NETHERLANDS

THREE MODELS FOR A LIFE'S WORK ,1996-2008Client:

Municipality of ArnhemLocation: station area, Arnhem

Building area: transfer hall 6.000 sq.m./ underground parking44.000 sq.m./ bus terminal 7.500 sq.m./ two office towers 22.000 sq.m.Program: masterplan, transfer hall, underground parking, bus

terminal, two office towersStatus/phase: construction phase/ realization

2008

It has taken a chunk out of their lives and has formed the conceptual and

material basis for UN Studio. Arnhem Central, begun only weeks after QueenBeatrix opened the Erasmus Bridge , has been both a mind-altering experienceand an endurance test. While we dislike the convention of describing projects in

terms of 'problems' and 'solutions', the task of devising a new master plan forthe small railway station, hastily erected as a temporary measure after World

War II, had already tripped up several generations of architects.

It was not the station itselfthat constituted the problem,but rather the combination of

the bus station attached to

it, the road systemsurrounding it, and thedemand for extensive urban

expansion that resistedstandard planning. The

instinctual desire to break upthe various elements to

achieve order was the onething that was impossible

here, as we found outseveral weeks after being

invited to join the teamalready in place and at work.

Once again, we found ourselves inching our way into a project from the startingposition of a vaguely defined consultant.

Over the course of a summer we defined the approach to Arnhem Central as anintegrated public transportation area; a roofed-over, climate-controlled plaza

that interconnects and provides access to trains, taxis, buses, bicycles, parking,office spaces and the town centre. With this approach came the awareness that

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we were dealing with a new type of project with enormous public and politicalpotential, requiring vision, ideology and communication skills, together with an

understanding of the contemporary role of the architect.

The deep-planning method wasemployed to develop a coherent

set of site- and programme-

specific organizational principles,expressed through three designmodels: the V-model, the Kleinbottle and the blob-to-box. The

materialization of the V-model isa structural element combining acarpark, public space and offices,

whereas the Klein bottle is usedas an organizational model for

passenger movement throughoutthe project, efficiently stitching together internal and external programmed

spaces. The blob-to-box model becomes the formal transition between therectilinear offices and the transfer hall knot.

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KUALA LUMPUR INTERNATIONALAIRPORT (KLIA)

KUALA LUMPUR LIGHT RAIL TRANSIT (LRT)KUALA LUMPUR CITY CENTRE (KLCC)

& SUPPORT FACILITIES

KUALA LUMPUR INTERNATIONAL AIRPORT (KLIA)

Malaysia's economic growth, created by and dependent upon technology, founda symbol in the Petronas Towers, designed by Cesar Pelli and finished in 1998.

The subsequent award given to these twin towers as the world's tallest buildingbrought international attention to the country's capital, Kuala Lumpur. As

foreign investors are lured to the city, upgrades are necessary for increasedtransportation. The Malaysian government looked to Japanese architect Kis ho

Kurokawa (working with local architect Akitek Jururancang) to design a newairport, joining those in fellow Asian cities Hong Kong (Norman Foster) and

Kansai (Renzo Piano) with likewise strong designs.

These three airports exhibit the current trend in airport design: linear terminalsthat allow the maximum number of planes to dock with the minimum lineararea. Replacing Y-shaped plan configurations, Helmut Jahn's United Airlines

Terminal at Chicago's O'Hare Airport established a structural shape extrudedalong two bars linked by an underground pedway. Since this design new major

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airports have adopted the solution of a repeated structure to a linear plan,including the two aforementioned airports (with slight exceptions).

Kurokawa utilizes repetitious structural bays in two symmetrical terminals,national and international, symmetrical to each other as well. Each terminal

building has one basement and five floors above ground, creating a 4 million sq.ft. airport (including satellite support structures). Like all the other airports

mentioned the interior focus is directly under the structure, in Kuala Lumpur thedepartures lounges. Conical columns support the undulating roof form withslender skylights formed at the seams. The roof extends beyond the interior

shell to make one gesture towards the humid climate of Malaysia; creatingshaded outdoor spaces between automobile and airport.

Looking at the airport's design in relation to previous designs, Kurokawa issuccessful in creating a form that fits the functional requirements of air travel

today. While the terminals recall recent airports in the structural repetition theyalso remind one of Eero Saarinen's TWA Terminal at JFK airport in New York City,with its bird-like symbolism. If this likeness is intentional only Kurokawa knows,

but with Malysia's lack of a national architectural style or symbolic vocabularythe architect probably looked elsewhere for inspiration. As the country attemptsto express a national identity to foreign investors, outsiders are ironically asked

to do so. Pelli's use of Muslim symbolism as a plan device for the PetronasTowers is not a more valid means than Kurokawa's possible reinterpretation of a

structure that looked at man's desires, his desire to conquer nature whilesimultaneously find inspiration in nature.

The ultra modern Kuala Lumpur International Airport at Sepang represents thenew transportation hub for the Asia Pacific Region to meet the growing

demands of the tourism and services sector. Located 75km from the busy

metropolis of Kuala Lumpur, the airport has the capacity to intiallyaccommodate 25 million passengers per annum. It is easily accessiblethroughout Malaysia by modern road and rail links.

KAJANG TRAFFIC DISPERSAL RING ROAD - ROCK BLASTING AT KAJANGBYPASS CLOVERLEAF INTERCHANGE

This 100 acre cloverleaf interchange site forming part of the Kajang TrafficDipersal Ring Road is situated at the foothills of the Main Range that forms part

of the mountainous spine of West Malaysia.

LIGHT RAIL TRANSIT (LRT) SYSTEM 2

The Kuala Lumpur Light Rail Transit System 2 (LRT System 2) is the world'slongest fully automated driverless LRT system. The system comprises 29

kilometres of elevated, at grade and underground lines. Five kilometres of theunderground track passes through two parallel tunnels under the city,

constructed using advanced tunnel boring technology. There are 24 stationswithin the network with 5 underground stations.

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Based on the Advanced Rapid Transit (Skytrain) Mark II system that utiliseslinear induction motor-powered vehicles, LRT System 2 represents a major

technological achievement. The LRT System 2 will run at a maximum speed of80 kilometres per hour and enjoy an optimum intial capacity of 370 passengers

per train. It is capable of accommodating 25,000 passengers per hour, perdirection.

THE EXPRESS RAIL LINK (ERL) AND COMMUTER RAIL SERVICE (CRS)The ERL is a 24-hour non-stop high speed rail service connecting the city of

Kuala Lumpur to the new Kuala Lumpur International Airport (KLIA) at Sepang,75km south of the city centre. To complement the ERL, the CRS will stop at the

stations of Bandar Tasik Selatan, Putrajaya and Salak Tinggi, major townshipsalong route. Both the ERL and CRS will share the common standard gauge

dedicated twin-track with power collection through the Overhead Catenary Line.Apart from providing high speed rail systems, the ERL also provides check-in

service at a central terminal, i.e. the Kuala Lumpur City Air Terminal (KLCAT), atthe Kuala Lumpur Central, the major integrated rail transport station in Kuala

Lumpur.Construction commencement: January 1999Service operations commencement: Mid 2001.

KUALA LUMPUR LIGHT RAIL TRANSIT PROJECT

The $1.85 billion Kuala Lumpur Light Rail Transit (LRT) Project is one of the

largest rail projects to be built on a fast-track schedule, and is part of Vision2020, Malaysia's plan for a fully developed economy by the year 2020. Thesystem links the eastern and western suburbs with the downtown business

district of Kuala Lumpur. It uses fully automated driverless technology and isthe world's largest transit system to use the linear induction motor system.

The project includes 24 stations, of these 17 are elevated, 2 are at-grade and 5are underground. Approximately 15 miles (24.2 kilometers) of concrete boxgirder viaduct structures traverse through densely populated suburban and

urban areas. Two parallel tunnels run under the centre of city with a 3-mile (5-kilometer) tunnel segment running directly under and parallel to, a river. Where

the alignment transitions from aerial to underground, top-down constructionwas used in the bank of a river subject to monsoon flooding.

Top-down construction was also completed for the underground Benteng Stationthat was immediately adjacent and below a 20-story reinforced concrete frame

building. The project also included relocation of a major (275/132 kV)transmission line for the national electric utility and provision of all traction

power facilities for the light rail system.

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Bechtel provided programme management and extensive technology transfer,working as part of Pengurusan Light Rail Transit (PLRT) with the overall

leadership, training, and management of a 287-person integrated projectmanagement company. Bechtel provided a project director and senior

managers who were paired with Malaysian counterparts to lead and manageeach of PLRTs five functional groups: project controls, facilities engineering,

systems engineering, construction management, and contracts management.

Teams worked side-by-side to bring forward the most productive solutions forthis fast-track project. At the completion of Phase 1, a transition plan wasdeveloped for an orderly transfer of responsibility from Bechtel to PLRT, and the

team completed Phase 2.

KLRTLocation: Kuala Lumpur, MalaysiaClient: Project Usahasawa Transit

Ringan Automatik, Sdn Bhd(PUTRA)Scope of Services: Project ManagementProject Duration: 1994-1999

Total Installed Cost: $1.Significant Features/AccomplishmentsNew18-mile (30km) system with 24 stations

One of the largest fast-track rail projects of any kindSuccessful technology transfer program for 287-person company

Phase 1 completed ahead of schedule, on budget;Phase 2 completed on schedule, on budget

CYBERJAYA

The Multimedia Super Corridor (MSC) is an area of 15 kilometres by 75km

running south of the Kuala Lumpur City Centre (KLCC) to the new Kuala LumpurInternational Airport (KLIA) in Sepang, which will have excellenttelecommunications and multimedia Infrastructure to induce Information

Technology (IT) and multimedia companies to locate in Malaysia.

Cyberjaya, the model intelligent city, is touted to be the multimedia capital ofMalaysia. Covering an area of 2,800 hectares for the Flagship Zone, Cyberjayaleads the way in providing a balanced environment in which to live, work and

play. Set amidst an attractive tropical environment, Cyberjaya will be equippedwith world-class telecommunication, physical infrastructure and top quality

business facilities, making it a first-choice site for IT and multimedia companies

all over the world. Travel to and within Cyberjaya will be a novel experience.High speed transportation networks and systems make Cyberjaya accessiblefrom all around. Consisting of 5 major expressways and rapid commuter rail

service, the transportation system is designed to minimise congestion andpollution.

DAMANSARA PUCHONG HIGHWAY

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The Damansara Puchong Highway or locally known as Lebuhraya DamansaraPuchong (LDP) is a 40 kilometre 6 lane free-flow urban toll expressway built in

congested urban areas, providing a ring road in busy city centre streets.Stretching from Sri Damansara in the north, the LDP runs through Petaling Jaya

before connecting with Puchong and the new federal administrative centre ofPutra Jaya in the south. The LDP functions as the western link of Kuala Lumpur'sMiddle Ring Road II. The LDP will have fourteen multi-level interchanges, one of

which is built to add another tier to the existing interchanges; this requires thebuilding of a cable stayed bridge over an existing bridge and an underpassbeneath. The LDP will also have a state-of-the -art computerised traffic

information display and monitoring system as well as ancillary facilities.

KUALA LUMPUR CITY CENTRE (KLCC) ACCESS SYSTEM

The KLCC project ranks among the largest real-estate developments in theworld. The most notable building here is the PetronasTwin Towers, ranked as

the tallest buildings in the world in 1997, standing at 452 metres with 88storeys. The city centre project includes about 20 other buildings, forming an

integrated mixed-use development built along the perimeter of a central park.Accessibility is a major requirement in terms of the travel demand generated bythis development especially considering its location at an already congested

Kuala Lumpur commercial centre. Vehicular tunnels have been built at multipletiers, and upgrading of busy intersections have been undertaken to link

underground car parks directly to the city ring road and major arterial roads.

KUALA LUMPUR MIDDLE RING ROAD II

The Kuala Lumpur Middle Ring Road II was originally called Outer Ring Road inthe Kuala Lumpur Master Plan study which was drawn up as long ago as theearly Eighties. Middle Ring Road II is designed to connect all the highways

coming in and going out of the city of Kuala Lumpur and comprises two phasesof construction works. Phase I of the project started in 1992 and it involves

construction of sic lanes dual carriageway with 11 at-grade intersections and 7interchanges. In phase II, all the at-grade intersections were upgraded to

interchanges. The total length of the road is about 35 km comprising of 12packages commencing from Kepong until Kuala Lumpur - Seremban Highway atSri Petaling. Upon completion, the Middle Ring Road II will function as the main

traffic dispersal scheme for traffic coming in and out of major highways

encompassing Kuala Lumpur.

SECOND `EAST-WEST HIGHWAY' - POS SELIM TO LOJING

Traversing the mountainous terrain that divides the eastern states from thewestern states of Peninsular Malaysia and being the second artery to link the

regions, the road is called the `Second East-West Highway'. The road is 35 kmin length and passes through high terrain, starting from Pos Selim at an

elevation of 496m to the highest point of 1440m at the Perak / Pahang state

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border. Due to its rugged topography, this road presented a challenge toengineers both in design and construction. Various methods of slope

stabilisation in order to minimise earthworks were adopted. Environmentalmitigation measures have also been the utmost test for engineers in

constructing this road.

MID VALLEY CITY DEVELOPMENT - PETALING JAYA TO BANGSAR

LINKAGESMid Valley City (MVC) Linkage form the major network of new roads in theoverall circulation plan for the Mid Valley Development and part of Kuala

Lumpur traffic dispersal scheme which link MVC to city centre and other parts ofKlang Valley. It is approximately a 1.8 km network linkage consisting of 4

bridges and 3 fly-overs where precast prestressed `U' and `M' beams are beingused. The fly-over stretches across the Federal Highway which is the busiest

highway in the country.

PUTRAJAYA - THE NEW FEDERAL GOVERNMENT ADMINISTRATION

CENTREPutrajaya has been developed as the New Federal Government AdministrationCentre for Malaysia, replacing and complementing existing government offices

which are not centralised and of old age. The Structure Plan for Putrajayaencompasses an area of 14,780 hectares and will accommodate and estimated

population of 570,000, of which 250,000 reside within Putrajaya. Thedevelopment is based on a Garden City concept with several `intelligent'

features being incorporated.

DINDING BRIDGE AND APPROACH ROAD

The project comprises a total of 12 km of a new main access road that providesa direct North-South Link from Route 60 in the North and Route 5 in the South

crossing over the wide Dinding River (Sungai Dinding) which is at the rivermouth section. The project site is in a low-lying coastal area with tidal rivers

and mangrove swamps, giving design engineers a great challenge to containthe expected settlementof the proposed road and adopt the most optimised

foundation type for the bridge.

There are three bridges being constructed along the stretch. The main bridge,Jambatan Sungai Dinding, will become the longest river crossing bridge in

Malaysia with a span of approximately 1300 metres. This bridge will comprise ofa multiple arch reinforced concrete structure with a composite deck andreinforced concrete piers. The construction of these bridges will require the useof travellers formwork and tower system. The other two bridges that cross oversmaller rivers will consist of a prestressed concrete box construction. The deck

structures will be constructed using an Incremental Launching Techniques.

NATIONAL SPORTS COMPLEX

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The National Sports Complex was developed for the 1998 CommonwealthGames in which Malaysia has been the proud host to member nations. Thecomplex comprises indoor and outdoor games facilities and is served with

comprehensive road network as well as the Light Rail Transit Commuter train.

THE KUALA LUMPUR LINEAR CITY PROJECT

For Kuala Lumpur, a visionary project of Cyber Corridor (the 12Km. long Linear City Project) as Malaysias new way of living, working andleisure activities co-existing with Mother Nature River Klang. A case of takingon information technology as a new way of sustaining urban living-on the face

of it, the linear project represents a desire of the nations to maintain KualaLumpurs position in the Asian market for trade and commerce, banking and

finance, manufacturing, tourism and transportation. Wise and timely enough,Malaysia earmarked Information Technology as a theme for her national

development into the 21st Century. The Klang River sites have been identifiedas test-beds for the I.T.- led urban re-development in a rural part of the city. For

Architects Kun Lim, Simon Blore and Original Scope Sdn. Bhn., this was more

than a challenging task to visualize a national dream. Office towers as tall asseventy stories tall were proposed as hubs of business residential activitiesalong the 12 km long Klang River re-development. Responses to climate were

identified as a generator of building form; new technologies such asphotovoltaic were part of faade design. For the Cyber Corridor, the designers

proposed a linear tube made of an eggshell enclosure, created to facilitateharmonious interaction of sun, water and human activities. In this way, the

design shared an ideology of Architect Ken Yeangs in his bio-climatic designapproach. The significant here perhaps is the deployment of information

technology as a backbone for living and working in the I.T. Corridor.ORIENT EXPRESS STATION

Completed in: 1998Status: in

useAddress: Avenida Berlin & Avenida Reciproca

Location: Lisbon, Lisbon, PortugalStructural Type: Truss roofgothic

structureFunction / usage: Railway

StationPart of: Expo 1998

Designer: Satiago Calatrava VallsClient: City of Lisbon Parque Expo '98Steel construction: Elaborados Metalicos S.A.

Construction materials used roof:steel

Substructure: reinforced concreteWidth: 63mLength: 313m

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Oriente station is part of theGare Intermodal do Oriente(Intermodal Orient Station)which at the of its opening

served the World Exhibition ofLisbon Expo '98. The

universality of the themechosen for this exhibition, "TheOceans", determined its choicefor the artistic treatment of the

underground railway station.Internationally renowned artistsrepresenting the five continents

were invited five Europeans,three Asians, one African, oneAmerican and one Australian.

From Portugal, Joaquim Rodrigo with a ceramic tile panel named "Praia do Vau";

from Austria, Hundertwasser with a ceramic tile panel named " SubmersoAtlntida"; Yayoi Kusama from Japan, also with a ceramic tile panel covering theNorth wall of the station; from India, Raza with a panel named "Les Ocans";

from Iceland, Err with a ceramic tile panel mixing real and imaginary episodesfrom History and maritime Mythology; from Argentine, Antnio Sgui in a panel

covering the South wall of the station gives us a detailed description ofelements related with the sea; Zao Wou Ki from China, conveys through his

ceramic tile panel the serenity of the imensity of the oceans; Abdoulaye Konatfrom Mali, gives us his understanding of the sea based on his stylistic traditional

roots; Sean Scully from Ireland, presents a work with abstract components;from Australia, Arthur Boyd with a ceramic tile panel representing a maritime

view in soft tones and subtle strokes; and from Poland, Magdalena Abakanowiczwith a large sculpture in brass named "Fish".

Santiago Calatrava's dramatic, gothically-inspiredOriente Station will act as a major transport

interchange for both the Expo site and future urbandevelopments. A huge, multi-level transport

interchange, Oriente Station connects the Expo sitewith Lisbon, Portugal, Europe, and beyond. It is anexus for long distance and commuter trains, the

metro, coaches, cars, and the nearby airport.Santiago Calatrava has resolved a hugelycomplicated brief with a design that is both

vigorous and self-assured. The undercroft visiblefrom the exterior is designed with overlapping, in-

situ concrete arches which feel almostRomanesque, and through which you pass on the

way up to the train platforms.

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On the main tracks sit seemingly countless square pyramidal steel and glasscanopies on steel columns. Their proportions, lightness, and articulation of

forces seem Gothic, though others might describe them more organically astrees. They are glaringly white. Structural expressiveness is explored

throughout the various levels, though the actual mode of expression changesfrom two-legged columns, leaning columns, columns brazenly illustrating static

forces, and canopies stretching their vertical supports.

Unlike some of Calatrava's recent, more object-like designs, this one isstructured in an urban, axial context. Trains arrive on the uppermost level,

passing over two roads which physically connect the area of Expo Urbe to theexisting light industrial and working-class neighborhood to the west. It remainsto be seen how effectively this will connect two disparate areas, or if the tracksand the grandeur of the architecture only affirms the Expo site's insularity. Thelink between the trains and the coach station passes underneath the platform,

which then connects underground to the metro and the car parking lots. Nearbyare buildings such as hotels. Towards the water this cross axis passes through a

commercial centre before bisecting the Utopia and Portuguese pavilions. Thecoach station and car park are protected by two glass and steel awnings and

are intersected by a gallery at level +14m that ends at the train station. Thereare two levels of underground parking. A longitudinal gallery on an intermediary

floor links all the uses and is lined with shops, exiting the complex into thelarger commercial centre under the station square.

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The East Station is situated at adistance of 5 km from the heart of

the old city of Lisbon and wasdesigned by Calatrava.

The work was completed in 1998 atthe time of the World Exhibition heldin the Portuguese capital, which was

involved in a project aimed at re-qualifying and up-grading the city'sstructures on a grand scale.

The station constitutes a node forinterchanges on various levels

between different means oftransport: rail, buses, underground

and taxis.

The entrances on both the east andwest sides make the building an

important connecting element in theurban fabric, capable of joiningtogether two parts of the city that

were previously separated from oneanother by the railway, and of

linking the metropolitan area withthe outskirts.

Requirements in terms of ease of access have been met by creating a large carpark, while the presence of public and shopping areas links the various

functions to one another forming an attractive element of quality.

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KOWLOON STATION AND MASTERPLAN,34


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HONG KONG 1992-1998

Kowloon Station is part of a plan instigated in 1989 by Hong Kongs governmentto replace its congested airport at Kai Tak with a new 12 billion airport on the

man-made island of Chek Lap Kok. The airport is linked to Hong Kong Central bya sophisticated road and high-speed rail corridor. The railway stations are

envisaged as much more than transport hubs. They are intended to become

platforms for compact city districts linked by rail lines that will eventually forma 193 kilometre integrated linear city sweeping north as far as the mainland

city of Guangzhou.

Kowloon Station is a three-dimensional architectural solution. Design providesfor passenger interchange between 3 separate links, airport check-in, taxiand other local transportation, each element connected by an atrium to the

development above and surrounding the station.

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ABANDO , BILBAO

With about 1 million inhabitants, Bilbao (Bilbo in Basque) is the largestmetropolitan area in the Basque Country (Northern Spain) (including towns like

Portugalete, Sestao, Algorta, Barakaldo). The metropolitan area spreads outalong both sides of the river Nervin, suggesting a 'Y' form metro system. On

11 November 1995, Line 1 opened from Casco Viejo to Plentzia, using existingsuburban surface tracks formerly served by the Basque Railways

(EuskoTrenbideak) between Lutxana and Plentzia. A new tunnel was builtbetween Lutxana and Casco Viejo (Old Town) through the city centre. Metro

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Bilbao therefore uses 1-meter-gauge. The second section, Casco Viejo - Bolueta,was taken into service in July 1997. At Bolueta, the Metro line connects directly

to EuskoTren's suburban service towards Bermeo and Eibar.The first line starts on an elevated structure at Bolueta (on top of EuskoTren'sstation), then immediately enters the tunnel through the city centre crossing

the river Nervin twice in a tunnel (between Casco Viejo and Abando andbetween San Mams and Deusto) and arrives at San Inazio (a three-track

station - two separate tracks with a central platform for inbound line 1 and line2 trains). After this station Line 1 comes up to the surface and runs along theformer suburban line through industrial zones (serving Erandio in a tunnel

station). In Areeta (Las Arenas) the line goes underground again for 1 km andafter that it runs mainly on an elevated structure through the nice residential

area of Getxo (Algorta also in tunnel) to Bidezabal. After that the environmentgets really rural and typically Basque with cows grazing on meadows next to

the train. Eventually from Urduliz onwards, the line is single track and runsdown to Plentzia by the sea through nice woodlands.

Construction work for Line 2 began in 1997. This line shares tracks with Line 1

between Basauri and San Inazio. The first new 5.8 km stretch from San Inazio toUrbinagaopened on 13 April 2002. This line is almost totally underground. AtUrbinaga, the only section on an elevated structure due to geographical

reasons in the Galindo Valley, a transfer station to Renfe's Santurtzi and Muskizservice is being built.

Trains for the Bilbao Metro were made by CAF (a company situated in theBasque Country itself, which also produces metro trains for Barcelona and

Madrid), and are equipped with air conditioning, acoustic and visual stationannouncement. Cars are of the modern walk-through type. Although narrow

gauge (1000 mm) is used, trains are still 2.8 m wide.

Stations were designed by Norman Foster and are identical between Santutxuand Deusto, and on Line 2 (except Ansio and Urbinaga). Sarriko and San Inazio

have a similar design, instead of a round cave they boats a large square hall. Allstations are fully accessible with elevators, and escalators usually are alsoinstalled between vestibule and street level but not down to the platforms

(which can be a bit annoying at Abando (Railway Station) where the lift doesn'ttake you directly to the railway station complex! From the street most stations

are accessed through "Fosteritos", typical glass entrances named after thearchitect. Casco Viejo station is situated in the mountain and can be accessedalmost at grade from the central Plaza Miguel de Unamuno or via an elevator

from the top of the mountain Begoa. Information panels including route map,timetables, station environment and prices are very clear.

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Projects

Line 2 will reach Santurtzi in 2008 and Kabiezes in 2010. San Inazio - Kabiezeswill be 12.6 km long and run parallel to the existing Renfe Bilbao-Santurtzi line.Whereas the Renfe line follows the river very closely (and therefore stations aresometimes too far from urban centres), the metro line will run further uphill and

reduce walking distance to the stations. At the southern end both metro lineswill arrive at Basauri in 2011. Line 1 from Plentzia to Basauri will then be 31.9km long, of which 11.4 km (Basauri - San Inazio) will be shared with line 2. Total

length of the network in 2011 will be 44.5 km with 41 stations.

Practical InfoMetro Bilbao operates from 6:00 to 23:00. Trains leaving Etxebarri serve San

Inazio every 2.5 minutes, Sestao every 5 minutes, Bidezabal every 5-10minutes, Larrabasterra every 10-20 minutes and Plentzia every 20 minutes

during daytime hours. On Saturdays the Bilbao Metro operates every 30minutes all through the night. On Fridays service is extended until 2:00. On

Line1, a ride from Etxebarri to Plentzia takes 47 minutes.

FaresThe Bilbao metro network is divided into 3 zones (Zone A Bolueta - San Inazio,

Zone B0 Bolueta - Etxebarri, Zone B1 Lutxana - Berango, Zone B2Gurutzeta/Cruces - Portugalete, Zone C Larrabasterra - Plentzia)

Prices shown are for (1), (2) or (3) zones, in 2007 (in Euro):Ocasional - Single (1) 1.25 - (2) 1.40 - (3) 1.50

Mensual - Monthly Pass - (1) 28.00 - (2) 33.50 - (3) 39.00Super50 - 50 rides in 30 days - (1) 22.00 - (2) 26.00 - (3) 30.00

Day Pass - 3.00 (all zones)

Creditrans (1 journey) - (1) 0.66 - (2) 0.79 - (3) 0.89; cashcard offering discountswhen transferring from metro to bus/rail or viceversa.Available for 5, 10 or 15 euros.

Other rail transport in the Bilbao Metropolitan Area

Renfe Cercanas/Aldirikoak

Renfe (Spanish National Railways) operates three suburban lines from thecentre of Bilbao. Until March 4, 1999 the Muskiz and Santurtzi lines terminated

at La Naja which is quite close to Abando, Bilbao's Central Station, but no

through service was possible. Therefore a former connecting line betweenOlabeaga and Abando has been rebuilt to connect the two northern lines

(Muskiz and Santurtzi lines) to the southern line to Ordua thus creating also anew multifunctional transfer station at San Mams (Metro and TermiBus), a jointstation with Feve at Ametzola and two new intermediate stations at Autonoma

and Zabalburu. Around Autonoma and Ametzola the old line was covered tocreate new avenues. As Abando is a terminus station, passengers have to

change trains here to continue. Once this new line is in operation the currentconnection between Olabeaga to La Naja via Parke-Guggenheim along the river

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Nervin can be dismantled to finish the new development area Abandoibarrabetween the Guggenheim Museum and the new Euskalduna Congress and

Concert Hall. Instead a tram line from San Mams via Abandoibarra along theriver to the city centre at Arriaga Theatre and further on to Atxuri (EuskoTrenStation) and new station La Pea on line C-3 to Ollargan has been built. The

Renfe Cercanas service is especially busy on the Santurtzi line (trains every 10minutes) and less on the Ordua line (30 minutes interval).

EuskoTrenThe Basque Railways operate two lines in the Bilbao area. One uses the

remaining stretch of the former Plentzia line between (San Ignacio -) Deustuand Casco Viejo (double track and partly in tunnels). At Casco Viejo a new

station complex was built to allow transfer to Metro and to make trains run onto Lezama on a single track line. Service is every 30 minutes. The second line

starts at Atxuri and runs via a new transfer station with Metro at Bolueta out toLemoa (15-minutes) where the line splits into a branch to Gernika / Bermeo and

another to Durango / Eibar .

FEVEFEVE (Ferrocarriles de Va Estrecha - Narrow Gauge Railways) operates andreopens some narrow gauge lines along the Spanish northern coast (Bilbao -

Santander - Oviedo). One branch is operated as a suburban service from Bilbaoto Balmaseda with a 30-minutes headway with 4 stations in the built-up

metropolitan area of Bilbao (Bilbao station which is situated close to Abando,Ametzola, Basurto and Zorrotza).Puente de Vizcaya - Bizkaia Zubia: The

Hanging Bridge. Another very special means of transport in the Greater Bilbaoarea is the Hanging Bridge between Portugalete and Areeta (Las Arenas). It's

over 100 years old and transports people and cars across the river Nervinevery few minutes. Funicular de Artxanda from Plaza del Funicular, near the

new pedestrian bridge Zubizuri (White Bridge), this funicular takes you up themountain of Artxanda from where you'll have a tremendous view over Bilbao.

Transport IntegrationTariff and network integration between the different rail and bus companies

(BilboBus and BizkaiaBus) operating in Greater Bilbao is still very deficientalthough the first steps towards full integration have been taken (new

interchange stations operating at Bolueta, Casco Viejo, Abando, San Mams andunder construction at Urbinaga, combined tickets between EuskoTren and Metro

for transfer at Bolueta). It's still impossible to find a network map showing allmeans of transport, neither do metro station give any hint to existing buses

nearby. Different companies also use the same station names for two differentstations: San Inazio (Metro) and San Ignacio (EuskoTren) are some 300 m fromeach other; the same is true for Deusto - Deustu; Lutxana (Metro) and Lutxana(Renfe) are even on either side of the river with no connection at all. Names onthe new line 2 to Santurtzi also show the same names as used by Renfe which

will be changed. All four rail companies and all bus companies use the sameticket and have a common information system then Bilbao will definitely have

one of the best transport systems in Spain.BILBAO BUS STATION

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ClientCEMUSA

LocationBilbao, Spain

Completion1999

Size2000 sq m

21520 sq ft

Structural and Service EngineerArup

Grimshaw completed the Bilbao Bus Station in 1999. It was designed by a teammade up of both architects and industrial designers and satisfies a brief thatcalled for a 'temporary' structure to cover a 2,000 sq.m. public space in the

centre of the city. The elegant and economic solution employs the componentsof the street furniture range developed for CEMUSA. These components will bereused to create bus shelters when the station is eventually decommissioned.

Corporacin Europea de Mobilario Urbano, or CEMUSA, first commissioned theIndustrial Design department at Grimshaw in 1995 to develop a new range of

street furniture for Madrid. The result was a system primarily intended toprovide urban bus shelters but with a range of customised add-ons to give the

structures flexibility. It can be adapted to suit the location of the shelter, withvariable degrees of sun protection and screening and extras include advertisingtotems and waste disposal facilities.

The core product is designed to a high specification, the intention being toextend the life of the components with minimum on-site maintenance and to

allow their reuse if bus stops are re-sited. In this way, the highly flexible systemguarantees minimum obsolescence.

In 1997, the municipal authorities in Bilbao decided to organise the previouslyad-hoc provision of bus services in the city. The long-term objective is to site

the service providers, totalling more than 15 companies, in a new terminal at

Abando, together with the rail and metro interchanges. Due to someuncertainty as to when this might happen, it was decided to locate theinterchange temporarily at the public square in Garellano where a street market

had been in operation. The awning designed to protect 1,400 sq m of thismarket place was initially reinstalled to offer a degree of comfort to waiting

passengers but it was destroyed by a gale in November 1997.The authorities approached CEMUSA to come up with an alternative solution

and CEMUSA, in turn, looked to Grimshaw on the strength of their previouscollaboration to come up with some initial ideas. The street furniture

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components proved to be an appropriate starting point. The key to the systemis an extruded aluminium beam that provides the primary structural support

and accommodates all services within its length. The industrial designdepartment had also investigated the use of the same core product as an

housing for lighting.

The beam carries cast aluminium arms that support laminated, fritted glass

panels making up the roof. These transparent panels allow the station to beflooded with natural light and help give it a generous, open feel as largeexpanses of sky are visible to the commuter. The beam also incorporates

continuous T-slots that form the fixing points for stainless steel columns and theglazing fixing assemblies. These steel elements are formed using a traditional

'lost wax' casting technique, which gives a self-finishing and highly accurateproduct to minimise material wastage and reduce on-site maintenance. Each

component can be removed and replaced in the event of accidental damage toreduce the likelihood of a shelter being out of action. The industrial design

department worked in collaboration with architects from Grimshaw on afeasibility study to apply the same principles to the Bilbao project.

CEMUSA invited Grimshaw to take their ideas to detailed design stage. Theteam developed a solution whereby the temporary bus station would be

composed of 90 separate canopies, each of which could be reused as an urbanbus stop when the 'Termibus' transferred to Abando.

The canopies cover 2,000 sq m of the public square and cost a little over430,000 to realise. They employ the structural system developed by Grimshaw

for the Madrid bus stops and also utilise the prototype aluminium extrusionsthat house light fittings, suspended from the structural beams. Another product

from the original range of street furniture was a column carrying advertising

panels and these have been sited on the outside perimeter of the Bilbaoterminus waiting area, forming the structure of the bus and coach canopy andproviding revenue to the operator. To minimise the cost and disruption of theproject, the roof canopy was designed to fit around existing accommodation

and facilities in the town square.

In its first year of operation, the facility catered for more than 1 millionpassengers. With no immediate plans to transfer the service to Abando, it

seems reasonable to assume that the initial investment in high qualitycomponents has already paid off.

EURALILLE MASTERPLAN

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Project: Euralille MasterplanLocation: Lille, FranceCompletion:1994Client: Euralille, LilleSite: Centre of LilleSurface: 70 ha. for 1st. phase, 120 ha. for 2nd. phaseProgram: TGV station, 45.000 m2 offices, 31.000 m2 shops, 10ha.parc, 700 apartments, 3 hotels: 4,3,2 stars, 6.000 parking places,Exposition/Congress center (Lille Grand Palais)20.000 m2 expo,18.000 m2congress with amphitheaters of 1500, 500 and 300 seats, rockhall 'Zenith':5.500 seats and parking 1230 placesBudget: 5.2b FF (3.6 private, 1.6 public)

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System

Lille is situated in the north of France near theBelgian border and actually right between Paris,

London and Brussels. Although the city itself is nottoo large (210,000 inh.), the entire metropolitan

area (CUDL - Communaut Urbaine de Lille) is the

fourth biggest conurbation in France with about 1.2million inhabitants.Lille is synonymous for a new generation of metro systems, a kind of small

profile light railway operated automatically, the so-called VAL system (short forVhicule automatique lger). After trials were carried out by MATRA during the

early 1970's, the CUDL decided in 1974 to build 4 VAL lines in the metropolitanarea. Construction started in 1978 and the first line was inaugurated on 25 April

1983 between 4 Cantons and Rpublique. One year later, on 2 May 1984 theentire Line 1 opened (13.5 km long, 8.5 km underground). It links C.H.R. B

Calmette in Lille to 4 Cantons in Villeneuve d'Ascq via Gare Lille Flandres(Central Station). All stations have platform edge doors to separate the platform

from the train. Line 2 opened on 3 April 1989, initially called Ligne 1bis,between St. Philibertand Gares, later renamed Gare Lille Flandres (15.5 km, 7km underground). In 1994, there was a 1-station extension to the new TGVstation Gare Lille Europe, and in 1995 the line reached Fort de Mons. On 18

Aug. 1999, Line 2 was extended to Tourcoing-Centre (12.5 km - 16 stations)and it reached C.H. Dron near the Belgian border on 27 Oct. 2000 (3.6 km). Theentire Line 2 is now 32 km long with 43 stations. Trains are only 2 m wide and26 m long (two coupled cars) and run on rubber tyres. One unit can carry 156

passengers. Possible minimum headway is 60 seconds. Platforms on Line 1 areonly 26 m long (although most stations are prepared to be extended to 52 m),

but on Line 2 they were built 52 m long, long enough for two units. Stations are

fully accessible for the disabled.

TramThe Lille-Roubaix-Tourcoing tram, also called Mongy (name of its creator),

mainly runs along 3 large avenues, which opened the same year (1909), it runsseparate from other road traffic. The current trains are made of 4 cars, they

were designed by Pininfarina and built by Breda. The tram runs underground atGare Lille-Flandres, Gare Lille-Europe, St Maur and Clemenceau-Hippodrome

stations.The Lille Mtro operates from 5:00 until midnight, with trains every 1.5 - 4

minutes, every 6 - 8 minutes early morning and evenings. On Sundays there is

a train every 4-6 minutes.Practical Iformation- FARES (2006, in Euro)Single - 1.25

10 rides - 10.30Day Pass - 3.50

Weekly Pass - 11.20Monthly Pass - 41.00

All tickets are valid on buses, trams and mtro. Special season tickets areavailable including TER regional trains and regional buses.

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Gare de l'aroport Lyon-Satolas

Built: 1989 -1994

Status: in useLocation: Satolas, Lyon, Rhne (69), Rhne-Alpes, France

Structural Type:

Truss roofFunction / usage: Railway stationPart of: TGV Rhone-Alps

Legend: Phase of works

Designer: Jean-Marie Duthilleul Santiago Calatrava Valls

Acoustic design: LonGrosse

Acouphen

Lighting: BEGA Gantenbrink-Leuchten KGTechnical information

Construction materials used

roof :steel

building structure : reinforced concrete

Dimensions :

main span: 100 mwidth

100 mheight 39 m

total length 450 m

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WATERLOO INTERNATIONAL TERMINAL

ClientBritish Railways Board European Passenger Services Ltd

ArchitectGrimshaw

LocationLondon, United Kingdom

Completion1993

Size60000 sq m

645835 sq ft

Structural EngineersYRM Anthony Hunt Associates

Cass Hayward & Partners with Tony Gee & PartnersBritish Rail Network Civil Engineer

Sir Alexander Gibb & Partners

Services EngineerJ Roger Preston & Partners

Cost ConsultantDavis Langdon & Everest

The International Terminal Waterloo is a multifaceted transport interchange: arailway station which, in essence, functions like an airport. Located in central

London, it is situated in a constrained urban setting accessible by road and rail,yet copes with the demands of 15 million international rail passengers per year.

The brief for this project was to build a 'streamlined terminal' through whichpassengers could pass with the minimum fuss at maximum speed. The

allocated site, adjacent to the existing national rail station, was only just wideenough to accommodate the necessary five tracks. Limited by live electric rails

on one side and shallow London Underground tunnels beneath, the terminalneeded to be 'streamlined' structurally, as well as in terms of its internal

organisation, in order to meet its brief. Understandably, many alternativeschemes were proposed before the architectural team were satisfied that they

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had met their objectives.The International Terminal Waterloo was designed to be a monument to the newrailway age heralded by the advent of cross-channel rail travel in Britain. To this

end, it complements the neighbouring Waterloo Station, but retains its owndistinct identity signified, primarily, by its 400m long roof.

The roof is a feat of technical skill, its asymmetric form responding to thedictates of the site layout, specifically the westernmost track over which the

roof must rise more steeply in order to accommodate the height of the trains.This western side is clad entirely in glass with the structure of the roof clearlyexpressed. Facing onto the main access road, it provides arriving passengers

with an impressive view of Westminster and the River Thames and passers-bywith a panorama of the 400m long Eurostar trains.

Structurally, the roof takes the form of a flattened, three-pin, bow string arch,with the centre pin moved to one side (allowing for the undulation in heightfrom west to east). It is a necessarily complex structure designed to a long,

sinuous plan that narrows from 50m at the concourse to 35m at the platformend. The cladding system is accordingly flexible, with a limited range of variably

sized sheets of glass placed in an overlapping configuration that can flex andexpand in response to the roof's various twists and turns.

The roof is the architectural focus of the Terminal and its magnitude belies thefact that almost 90% of the project is concerned with work carried out

underground. This comprises the brick vaults underneath the mainline station,(refurbished to accommodate back-up facilities such as catering suites), a

basement car park spanning the Underground lines and a two storey viaduct.Sitting on the foundation of the car park 'raft', this viaduct serves to support the

platforms and accommodates two floors of passenger facilities: Departures andArrivals.

The internal organisation of these two floors has been arranged with the easyorientation of passengers as a priority. Departures and Arrivals are assigned a

level each, to encourage a single direction of passenger movement on eachfloor. For all customers, there is a clear, linear progression from their point ofarrival in the terminal to their point of exit. Glazed escalators and travelators

link each level with the platforms, their direction changeable dependent onwhether a train is arriving or departing. Passengers leaving for Europe are

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carried up one level to enter the train while those arriving are carried down twostoreys into the double-height arrivals concourse which, in turn, opens directly

on to the street.

International Terminal Waterloo was completed in May 1993, within budget(130m) and at no disruption to national rail services running from Waterloo

Station. Since its completion, it has won a number of architectural awards,

including the Mies van der Rohe Pavilion award for European Architecture(1994) and the RIBA President's Building of the Year Award (1994).

OPERATIONS CENTRE, WATERLOO STATION

ClientBritish Railways Board Network Southeast

LocationLondon, United Kingdom

Completion1991

Size6800 sq m

73168 sq ft

Structural EngineerKenchington Little

Services engineer

J Roger Preston & Partners

Cost ConsultantTurner & Townsend

With the extensive redevelopment at Waterloo Station, some British Railaccommodation was rationalised in favour of additional retailing space for

domestic and international passengers. To counter this loss Grimshaw offeredthe design solution of a building within a building, situated beneath the existing

canopy and spanning the platforms and tracks.The design took account of the need for a fast-track programme and a

construction process that would cause minimal operational disruption. Theaccommodation comprises lightweight modules that sit on a slab supported bycruciform steel 'trees'. Stair towers encased in glass blocks give access to the

modules and also act as light wells. The cladding is punctuated by stripwindows and was specially designed for the project.

Additional light is drawn through the full-height glazed screens that overlookbalconies and enclose the office areas.

The structural system provides a standardised modular element that deals with

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Kaohsiung performing arts centre,Taiwan; Mekanoo Architects

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Kaohsiung performing arts centre,Taiwan; Mekanoo Architects

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Zaha Hadid ArchitectsCagliari Contemporary Arts Centre

Cagliari, Italy

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The ReflectionsLe Louvre,Paris

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Valencia_spain

koolhaas

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Jewish Museum, BerlinDeconstructivism

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EISENMAN

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Hadid

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Koolhaas

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Fractalism

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Graphic Signages

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Stolid Earth Form : The Rock

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THE PROPOSAL:THE HITTING UPON OF A PLAN

we have to face the fact that, visually, the world is becoming anincreasingly depressing place. Far seldom is the heart rejoiced or does one feelbetter or happier for looking at the works of modern man. It is not so much the

occurrence of what might be called as ACTIVE UGLINESS as the prevalence ofthe dull and the commonplace

Gordon, J E,STRUCTURES-or why things dont fall down

Da capo press, 2003 (1981)

What state the site existed in and gave us in our daily lives is exactly a definingmodel of the image Mr. Gordon has talked about in his famed book, structures.Three centuries of a hand-pulled, slogged, blood sweating life is what the city

has given. In return it got nothing more than wounds, severe, extreme and

permanently damaging. Its severity is as semi-visible as it is deep and incorrigible. Add to it, we are very used to it. Often it is said that the state we areput to, we , as a machine to run the society, get used to it.

Historically the field of architecture has been dominated by 2 opposingextremes. On one side an avant-garde full of crazy ideas. Originating fromphilosophy, mysticism or a fascination of the formal potential of computer

visualizations they are often so detached from reality that they fail to becomesomething other than eccentric curiosities. On the other side there are well

organized corporate consultants that build predictable and boring boxes of highstandard. Architecture seems to be entrenched in two equally unfertile fronts:

Either naively utopian or petrifying pragmatic. We believe that there is a thirdway wedged in the no mans land between the diametrical opposites. Or in the

small but very fertile overlap between the two. A pragmatic utopianarchitecture that takes on the creation of socially, economically and

environmentally perfect places as a practical objective. In our projects we testthe effects of scale and the balance of programmatic mixtures on the social,

economical and ecological outcome. Like a form of programmatic alchemy wecreate architecture by mixing conventional ingredients such as living, leisure,

working, parking and shopping. Each building site is a test bed for its ownpragmatic utopian experiment. At BIG we are devoted to investing in the

overlap between radical and reality. Choosing between them you condemn

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