WHAT HAVE OTHERS DONE

AND 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 FACILITIES

ORIENT 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 EXUPÉRY AIRPORT STATION 9.

WATERLOO INTERNATIONAL TERMINAL 10.

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 YOKOHAMA INTERNATIONAL PORT TERMINAL

YOKOHAMA, JAPAN

Client: The City

of
Yokohama Port &
Harbour Bureau
Construction Department,
Osanbashi Passenger
Vessel Terminal
Maintenance Subdivision

Architect::
(FOA) Foreign Office
Architects

Chronology:
Project 1994
Project Winner Of
Competition

Realisation 2000-2002
Awards: 2003 Enric Miralles Prize for
Architecture
Kanagawa Architecture Prize
Topology: Architecture Building For Cultural and Recreational
Activities
Auditoriums and Music Centres
Commercial Buildings
Shops
Architecture Of Parkland and Water
Rigged Bridges, piers and lighthouses
Dimentional Data: Length 450
m
Surface terminal sq.m. 17.000
public spaces sq.m. 13.000
transit spaces sq.m. 18.000
total sq.m. 48.000
Completion Date: November, 2002

The brief of the Yokohama International Port Terminal asked for the articulation
of 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, if
declared 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 space
and 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 of
the circulation."

F.O.A

The 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, uninterrupted
and multi-directional space, rather than a gateway to flows of fixed orientation.
A series of programmatically specific interlocking circulation loops allow the
architects to subvert the traditional linear and branching structure
characteristic of the building. Rather than developing the building as an object
or figure on the pier, the project is produced as an extension of the urban
ground, constructed as a systematic transformation of the lines of the
circulation 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 folds
of the surface is one of the most important arguments of the project in that the
folded ground distributes the loads through the surfaces themselves, moving
them diagonally to the ground. This structure is also especially adequate in
coping with the lateral forces generated by seismic movements that affect the
Japanese topography.

The articulation of the circulation system with the constructive system through
this folded organization produced two distinct spatial qualities; the continuity of
the exterior and the interior spaces and the continuity between the different
levels of the building.

The architects have used a very reduced palette of materials and details in
order to explore further the continuity produced by the topography. Single
finishes 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 single
detail along the length of the building and only vary to explore the geometrical
variation across spaces. The ambition was to construct continuous but
differentiated spaces along the length of the pier.

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 a. F i r s t s t e p f r o m t h e s c h e m e a t c o m p e t i t i o n

phase
Perth Of Competition

Regarding this project, I was involved in it as a staff of SDG when the design
contract 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 the
foundation through the winding floor connecting upper and lower stories
without counting the conventional column and girder system. After the design
contract, the details of "cardboard structure" was proposed in competition
document. But I felt that the original concept would not match the cardboard
structure. In short, because the cardboard can transmit the force only in one
direction, it might not be a structure which consists of freely winding floor
transmit the force to the next element. So, I started to think about another
possibility.

b. C h a n g e f r o m c a r d b o a r d s t r u c t u r e

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

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 Burden How was your idea in basic design phase1?

Watanabe The basic idea of cardboard is to transmit the force through the
"plate" combined two thin steel plate as flange connected by something else.
In this case, the problem is how to connect two flange plate.
The space frame structure can be created by the assemblage of lattice grid
framing, and there can be many variations how to assemble based on the
acting force.
I imagined that the surface of structure would be like the nature-creating thing
like the cells of leaf of plant, since what would be realized was the continuous
floor with organic figure. I mean the typology would be created accordingly that
the large acting force make the frame dense and the small force does the
opposite thing.
This idea includes the practical way that reduce the amount of steel necessary
to realize the architecture with limited budget.

Burden How was the reaction of FOA's?

What matters as the concept of structure in competition phase was to make the
structure by folding the steel plate.
At the competition phase, we called it as cardboard structure, which was based
on the same idea to the realized fold plate structure.
We had much interest in the scheme in basic design phase 1, whose point was
different from them.

Watanabe SDG researched how thick the distance between two flange plates
which equals to the thickness of floor would be at every point of floor based on
the drawing from FOA.
This was evaluated form the relationship between force and deflection, then the
shape of ceiling would be decided accordingly. I was thinking that every
problem architecture-wise and structure wise as well would be solved by the
process of each other's feeding back by giving the information of each others
like the shape of ceiling.
I mean design of surface would be decided by the idea for distance between
two flange plates no matter its contents would be.

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 c. H o w d i d w e t h i n k o f t h e d i r e c t i o n o f f o r c e f l o w

Comparison of short hand

sections of competition idea
(upper) and basic phase 1
(under).The ceiling amount of
each facilities has risen more
than the one of the competition
idea by about 50%.

Figure where stress vector was displayed be

I hoped the structure system which transmit the force three-dimensionally. The
hierarchy 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 of
two flange plate. It was quite hard work to analyze it since the amount and the
vector of force varies at each place in winding floor.

d. m a t r i x d e v e l o p e d f r o m c a r d b o a r d s t r u c t u r e

Watanabe I made a table showing the possibility from the idea of cardboard
structure, 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 this
bending moment, thicker flange plate or trapezoid-section web plate
reinforcement is indispensable. Similar idea like setting the centroid of flange
and 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 is
getting 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 plate
with 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 that
the system by "compression" would basically match the architecture of foa's.
Since the main structure is giant arch with box section and the deflection of
canti-lever slab can be controlled by the high rigidity of compression side.

e. s c h e m e o f m i x e d s t r u c t u r e m a t c h i n g t o t h e f o r c e
vector

W We were seeking the direction of "Void"

only in the basic design phase 1, and in
the basic design phase 2, we totally
thought of two of them, "Void " and "solid
at the same time", then we created the
way to arrange the structure element
based on the result of analysis in between
two flange plates.

Burden How did FOA regard the mixed structure?

For this architecture,

what matters most was
the continuous space
and the materials of
finishing was limited.
The space would be
covered with the
variation of same detail
with limited finishing.
Regarding the structure,
similar idea should be
applied as well.

Watanabe The worst fault of mixed

structure was that we could not show the
construction method clearly.
Although we unitize every flange for real
construction, the structure cannot stand by
itself until everything would be connected
waiting for demolishment of temporary
support, 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. e v a l u a t i o n f o r h o n e y c o m b i d e a

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

Exactly, we proposed the honeycomb structure with the bended steel

plate. Honeycomb structure was quite similar to the original scheme. What was
most difficult in honeycomb structure was how to connect the surface flange
plates.

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 be
applied 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. t o f o l d p l a t e s t r u c t u r e

I guess this period was exciting for the different way to approach to the problem
of each other's.
How did the new idea come from which is similar to the realized one with the
lower side flange plate revealed from honeycomb scheme.

When we were thinking of the construction problem due to the mixed structure
scheme matching to the vector of force, we got the fax from FOA, saying "how
about 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 to
emphasize 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 on
the 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-cast
concrete. Steel plate has a difficulty for buckling phenomenon. I was thinking
that we would take deck plate.

h. p r o b l e m o f f o l d p l a t e c o n n e c t i o n

After the structural checking, we got to know that the very thin steel plate could
be 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 connection
system.

And we found HILTI nail system (nail penetrate the steel plate with the
explosion 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 plate
instead 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 know
this 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 got
great advance.

Appearance of construction with Hilti tack

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 i. a d a p t a t i o n o f c o n t r o l l i n e

I think the point regarding the construction by the designer was the adaptation
of control line which consist of curvature to arrange and understand the
complicated figure of building. When did you spoil the usual perpendicular grid
system.

Watanabe This problem came out when we had a meeting on the construction
planning after the second phase construction started. Our opinion was that
except for the winding girder the other element would be set along the grid and
FOA 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 final
decision would be done by the advice of steel fabricator. The engineer from the
main 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 plates
when the fold plate comes perpendicularly to the girder, whose angle varies
from each other. But It looks nice after assemblage. The problem of adaptation
of control line was not the regarding the appearance but the effective
fabrication.

Template construction chart of garter of 92-kind wick. The

template 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 the
garter is basically control line
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 j. v a r i e t y o f f o l d p l a t e s u r f a c e
Web side material outline chart immediately before

construction

For the fold plate, I was thinking that the

plate 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. Large
unevenness of girder and middle one of fold plate and the small one of surface
plate 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 plate

with buckling stopper because of the failure of
fabrication to make unevenness on fire resistant
steel.

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

model on.

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 k. v a r i e t y o f c o n n e c t i o n
between 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 was
revised just before construction. Formerly, both of girder and the fold plate had
an erection hardware to be connected. In case that the opposite side of
connection 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 connect
them. But what we hoped was the united steel plate ceiling combined by fold
plate and girder only by folding procedure. Regarding this problem, we revised
it 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. m o d e r n t e c h n o l o g y / w o r ke r ' s s k i l l a n d
architecture

I guess there would be technical problems on the

computer 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 everything

in computer by the change of computer data with
each other. That data would be submit to general
contractor and fabricator. But the hand work was
needed in the factory. I was my misunderstanding
the pre-cutting steel plate might not be done
according to computer data. What could be done
was the real scale hard copy and the hand cutting
by workers. At the end of the process, the flow of
the computer data got to be stopped, and so much
energy has been spent to apply the situation. HILTI
nail is the good example telling us that the final
appearance depends on the skill of them. Through
this kind of experience, computer architecture cannot be realized without
coordinating the original human skills and the power of computer. I think that
what is important is how we can use the skill of human into the architecture and
the 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 the
traditional 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

13
 CONSTRUCTION IMAGES

erection for girder landing girder

driving steel piles

14
 erection of girder

casting in place for foundation

assembling entrance grass curtain wall

15
 placing the wooden deck

assembling side glass curtain wall

erection of fold

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PROJECT IMAGES

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18
19
 ARNHEM CENTRAL

ARNHEM, NETHERLANDS

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

Client:
Municipality of Arnhem
Location: station area, Arnhem

Building area: transfer hall 6.000 sq.m./ underground parking

44.000 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 towers
Status/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 Queen
Beatrix opened the Erasmus Bridge , has been both a mind-altering experience
and 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 for
the 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 itself

that constituted the problem,
but rather the combination of
the bus station attached to
it, the road system
surrounding it, and the
demand for extensive urban
expansion that resisted
standard planning. The
instinctual desire to break up
the various elements to
achieve order was the one
thing that was impossible
here, as we found out
several weeks after being
invited to join the team
already in place and at work.
Once again, we found ourselves inching our way into a project from the starting
position of a vaguely defined consultant.

Over the course of a summer we defined the approach to Arnhem Central as an

integrated 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 political
potential, requiring vision, ideology and communication skills, together with an
understanding of the contemporary role of the architect.

The deep-planning method was

employed to develop a coherent
set of site- and programme-
specific organizational principles,
expressed through three design
models: the V-model, the Klein
bottle and the blob-to-box. The
materialization of the V-model is
a structural element combining a
carpark, public space and offices,
whereas the Klein bottle is used
as an organizational model for
passenger movement throughout
the project, efficiently stitching together internal and external programmed
spaces. The blob-to-box model becomes the formal transition between the
rectilinear offices and the transfer hall knot.

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 KUALA LUMPUR INTERNATIONAL
AIRPORT (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, found

a 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 building
brought international attention to the country's capital, Kuala Lumpur. As
foreign investors are lured to the city, upgrades are necessary for increased
transportation. The Malaysian government looked to Japanese architect Kis ho
Kurokawa (working with local architect Akitek Jururancang) to design a new
airport, 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 terminals
that allow the maximum number of planes to dock with the minimum linear
area. Replacing Y-shaped plan configurations, Helmut Jahn's United Airlines
Terminal at Chicago's O'Hare Airport established a structural shape extruded
along two bars linked by an underground pedway. Since this design new major

22
 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 the
departures lounges. Conical columns support the undulating roof form with
slender skylights formed at the seams. The roof extends beyond the interior
shell to make one gesture towards the humid climate of Malaysia; creating
shaded outdoor spaces between automobile and airport.

Looking at the airport's design in relation to previous designs, Kurokawa is

successful in creating a form that fits the functional requirements of air travel
today. While the terminals recall recent airports in the structural repetition they
also 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 vocabulary
the architect probably looked elsewhere for inspiration. As the country attempts
to 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 Petronas
Towers 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 while
simultaneously find inspiration in nature.

The ultra modern Kuala Lumpur International Airport at Sepang represents the
new 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 intially
accommodate 25 million passengers per annum. It is easily accessible
throughout Malaysia by modern road and rail links.

KAJANG TRAFFIC DISPERSAL RING ROAD - ROCK BLASTING AT KAJANG

BYPASS CLOVERLEAF INTERCHANGE

This 100 acre cloverleaf interchange site forming part of the Kajang Traffic
Dipersal 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's
longest fully automated driverless LRT system. The system comprises 29
kilometres of elevated, at grade and underground lines. Five kilometres of the
underground track passes through two parallel tunnels under the city,
constructed using advanced tunnel boring technology. There are 24 stations
within the network with 5 underground stations.

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 Based on the Advanced Rapid Transit (Skytrain) Mark II system that utilises
linear induction motor-powered vehicles, LRT System 2 represents a major
technological achievement. The LRT System 2 will run at a maximum speed of
80 kilometres per hour and enjoy an optimum intial capacity of 370 passengers
per train. It is capable of accommodating 25,000 passengers per hour, per
direction.

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 townships
along 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), at
the Kuala Lumpur Central, the major integrated rail transport station in Kuala
Lumpur.
Construction commencement: January 1999
Service 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 Vision
2020, Malaysia's plan for a fully developed economy by the year 2020. The
system links the eastern and western suburbs with the downtown business
district of Kuala Lumpur. It uses fully automated driverless technology and is
the 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 5
are underground. Approximately 15 miles (24.2 kilometers) of concrete box
girder 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 construction
was used in the bank of a river subject to monsoon flooding.

Top-down construction was also completed for the underground Benteng Station
that 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.

24
 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 project
management company. Bechtel provided a project director and senior
managers who were paired with Malaysian counterparts to lead and manage
each of PLRT’s 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 for
this fast-track project. At the completion of Phase 1, a transition plan was
developed for an orderly transfer of responsibility from Bechtel to PLRT, and the
team completed Phase 2.

KLRT
Location: Kuala Lumpur, Malaysia
Client: Project Usahasawa Transit
Ringan Automatik, Sdn Bhd(PUTRA)
Scope of Services: Project Management
Project Duration: 1994-1999
Total Installed Cost: $1.85 billion
Significant Features/Accomplishments
New18-mile (30km) system with 24 stations
One of the largest fast-track rail projects of any kind
Successful 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 Lumpur
International Airport (KLIA) in Sepang, which will have excellent
telecommunications 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’ of

Malaysia. Covering an area of 2,800 hectares for the Flagship Zone, Cyberjaya
leads the way in providing a balanced environment in which to live, work and
play. Set amidst an attractive tropical environment, Cyberjaya will be equipped
with 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 accessible
from all around. Consisting of 5 major expressways and rapid commuter rail
service, the transportation system is designed to minimise congestion and
pollution.

DAMANSARA PUCHONG HIGHWAY

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 The Damansara Puchong Highway or locally known as Lebuhraya Damansara
Puchong (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 of
Putra Jaya in the south. The LDP functions as the western link of Kuala Lumpur's
Middle 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 the
building of a cable stayed bridge over an existing bridge and an underpass
beneath. 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 the
world. The most notable building here is the Petronas Twin Towers, ranked as
the tallest buildings in the world in 1997, standing at 452 metres with 88
storeys. 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 by
this development especially considering its location at an already congested
Kuala Lumpur commercial centre. Vehicular tunnels have been built at multiple
tiers, 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 in
the Kuala Lumpur Master Plan study which was drawn up as long ago as the
early 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 phases
of 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 7
interchanges. In phase II, all the at-grade intersections were upgraded to
interchanges. The total length of the road is about 35 km comprising of 12
packages commencing from Kepong until Kuala Lumpur - Seremban Highway at
Sri 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 the
western 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 km
in 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

26
 border. Due to its rugged topography, this road presented a challenge to
engineers both in design and construction. Various methods of slope
stabilisation in order to minimise earthworks were adopted. Environmental
mitigation measures have also been the utmost test for engineers in
constructing this road.

MID VALLEY CITY DEVELOPMENT - PETALING JAYA TO BANGSAR

LINKAGES

Mid Valley City (MVC) Linkage form the major network of new roads in the
overall circulation plan for the Mid Valley Development and part of Kuala
Lumpur traffic dispersal scheme which link MVC to city centre and other parts of
Klang 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 being
used. The fly-over stretches across the Federal Highway which is the busiest
highway in the country.

PUTRAJAYA - THE NEW FEDERAL GOVERNMENT ADMINISTRATION

CENTRE

Putrajaya has been developed as the New Federal Government Administration

Centre for Malaysia, replacing and complementing existing government offices
which are not centralised and of old age. The Structure Plan for Putrajaya
encompasses an area of 14,780 hectares and will accommodate and estimated
population of 570,000, of which 250,000 reside within Putrajaya. The
development 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 provides
a 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 river
mouth section. The project site is in a low-lying coastal area with tidal rivers
and mangrove swamps, giving design engineers a great challenge to contain
the 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 of
a multiple arch reinforced concrete structure with a composite deck and
reinforced concrete piers. The construction of these bridges will require the use
of travellers formwork and tower system. The other two bridges that cross over
smaller rivers will consist of a prestressed concrete box construction. The deck
structures will be constructed using an Incremental Launching Techniques.

NATIONAL SPORTS COMPLEX

27
 The National Sports Complex was developed for the 1998 Commonwealth
Games in which Malaysia has been the proud host to member nations. The
complex 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 12

Km. long Linear City Project) as Malaysia’s new way of living, working and
leisure activities co-existing with Mother Nature – River Klang. A case of taking
on information technology as a new way of sustaining urban living-on the face
of it, the linear project represents a desire of the nation’s to maintain Kuala
Lumpur’s 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 identified
as 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 as
seventy stories tall were proposed as hubs of business residential activities
along the 12 km long Klang River re-development. Responses to climate were
identified as a generator of building form; new technologies such as
photovoltaic were part of façade design. For the Cyber Corridor, the designers
proposed a linear tube made of an eggshell enclosure, created to facilitate
harmonious interaction of sun, water and human activities. In this way, the
design shared an ideology of Architect Ken Yeang’s in his bio-climatic design
approach. 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: 1998

Status: in
use
Address: Avenida Berlin & Avenida Reciproca
Location: Lisbon, Lisbon, Portugal
Structural Type: Truss roof gothic
structure
Function / usage: Railway
Station
Part of: Expo 1998
Designer: Satiago Calatrava Valls
Client: City of Lisbon
Parque Expo '98
Steel construction: Elaborados Metalicos S.A.
Construction materials used roof:
steel
Substructure: reinforced concrete
Width: 63m
Length: 313m

28
 Oriente station is part of the
Gare Intermodal do Oriente
(Intermodal Orient Station)
which at the of its opening
served the World Exhibition of
Lisbon – Expo '98. The
universality of the theme
chosen for this exhibition, "The
Oceans", determined its choice
for the artistic treatment of the
underground railway station.
Internationally renowned artists
representing the five continents
were invited – five Europeans,
three Asians, one African, one
American 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 " Submersão
Atlântida"; Yayoi Kusama from Japan, also with a ceramic tile panel covering the
North wall of the station; from India, Raza with a panel named "Les Océans";
from Iceland, Errö with a ceramic tile panel mixing real and imaginary episodes
from History and maritime Mythology; from Argentine, António Ségui in a panel
covering the South wall of the station gives us a detailed description of
elements related with the sea; Zao Wou Ki from China, conveys through his
ceramic tile panel the serenity of the imensity of the oceans; Abdoulaye Konaté
from 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 Abakanowicz
with a large sculpture in brass named "Fish".

Santiago Calatrava's dramatic, gothically-inspired

Oriente Station will act as a major transport
interchange for both the Expo site and future urban
developments. A huge, multi-level transport
interchange, Oriente Station connects the Expo site
with Lisbon, Portugal, Europe, and beyond. It is a
nexus for long distance and commuter trains, the
metro, coaches, cars, and the nearby airport.
Santiago Calatrava has resolved a hugely
complicated brief with a design that is both
vigorous and self-assured. The undercroft visible
from the exterior is designed with overlapping, in-
situ concrete arches which feel almost
Romanesque, and through which you pass on the
way up to the train platforms.

29
 On the main tracks sit seemingly countless square pyramidal steel and glass
canopies on steel columns. Their proportions, lightness, and articulation of
forces seem Gothic, though others might describe them more organically as
trees. They are glaringly white. Structural expressiveness is explored
throughout the various levels, though the actual mode of expression changes
from 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 is

structured in an urban, axial context. Trains arrive on the uppermost level,
passing over two roads which physically connect the area of Expo Urbe to the
existing light industrial and working-class neighborhood to the west. It remains
to be seen how effectively this will connect two disparate areas, or if the tracks
and the grandeur of the architecture only affirms the Expo site's insularity. The
link between the trains and the coach station passes underneath the platform,
which then connects underground to the metro and the car parking lots. Nearby
are buildings such as hotels. Towards the water this cross axis passes through a
commercial centre before bisecting the Utopia and Portuguese pavilions. The
coach 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. There
are 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 the
larger commercial centre under the station square.

30
 The East Station is situated at a
distance of 5 km from the heart of
the old city of Lisbon and was
designed by Calatrava.
The work was completed in 1998 at
the time of the World Exhibition held
in the Portuguese capital, which was
involved in a project aimed at re-
qualifying and up-grading the city's
structures on a grand scale.
The station constitutes a node for
interchanges on various levels
between different means of
transport: rail, buses, underground
and taxis.

The entrances on both the east and

west sides make the building an
important connecting element in the
urban fabric, capable of joining
together two parts of the city that
were previously separated from one
another by the railway, and of
linking the metropolitan area with
the outskirts.
Requirements in terms of ease of access have been met by creating a large car
park, while the presence of public and shopping areas links the various
functions to one another forming an attractive element of quality.

31
32
33
KOWLOON STATION AND MASTERPLAN,
34
 HONG KONG 1992-1998

Kowloon Station is part of a plan instigated in 1989 by Hong Kong’s government

to 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 by
a 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 form
a 193 kilometre integrated linear city sweeping north as far as the mainland
city of Guangzhou.

Kowloon Station is a three-dimensional architectural solution. Design provides

for passenger interchange between 3 separate links, airport check-in, taxi
and other local transportation, each element connected by an atrium to the
development above and surrounding the station.

35
 Contrasting with most airport transport systems, developed in an ad hoc
fashion, direct road, rail links to Hong Kong’s city business core, had to form
part of the plan for the new airport.

One of the world’s largest station construction projects (1,100,000m of mixed

use space), the brief required a new railway station, podium infrastructure
works; a master plan for an air-rights property development above the station;
and an iconic ventilation building. The scheme creates a new ‘city’ to become
the hub of the surrounding new development of West Kowloon reclamation. The
project includes seven independent and sequentially phased development
phases of which the station and central square are complete.

Kowloon Station will be the starting and finishing point of many journeys-the
first experience of Hong Kong for millions of people. The station design is a
celebration of the drama of travel. Vertical movement in the station is
concentrated around the concourse and rail lines. The concourse containing
escalators, lifts and stairs connecting the various modes of transport, is a single
space filled with movement, meeting and greeting at the core of the station.
Along the rail axis, 34 escalators and 71 staircases descend 14 metres, through
a grand escalator hall, from ground level to the Tung Chung MTR Line platforms
at the station’s lowest level. This is the most intensively used space, with
43,500 passengers arriving and departing from the platforms.

The concept behind Kowloon Station and its air-rights development – a project
that incorporates all urban systems in one giant web – is the supremacy in the
modern world of urban connectivity. On a global level, the transport system
provides a high-speed link to Chek Lap Kok airport. On a micro level, the urban
plan, driven initially by route planning within the station, ensures that this
quarter of the city has superb internal connections. The transport super city
project has resulted in prototype solutions which can be seen elsewhere in
Hong Kong. It is entirely new, both in the scale and complexity of the
integration of transportation infrastructure within the city, combining new
urbanism of Asia with the European traditions of place making over a large
section of the city.

36
 ABANDO , BILBAO

With about 1 million inhabitants, Bilbao (Bilbo in Basque) is the largest

metropolitan area in the Basque Country (Northern Spain) (including towns like
Portugalete, Sestao, Algorta, Barakaldo). The metropolitan area spreads out
along both sides of the river Nervión, suggesting a 'Y' form metro system. On
11 November 1995, Line 1 opened from Casco Viejo to Plentzia, using existing
suburban surface tracks formerly served by the Basque Railways
(EuskoTrenbideak) between Lutxana and Plentzia. A new tunnel was built
between Lutxana and Casco Viejo (Old Town) through the city centre. Metro
37
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's
station), then immediately enters the tunnel through the city centre crossing
the river Nervión twice in a tunnel (between Casco Viejo and Abando and
between San Mamés and Deusto) and arrives at San Inazio (a three-track
station - two separate tracks with a central platform for inbound line 1 and line
2 trains). After this station Line 1 comes up to the surface and runs along the
former suburban line through industrial zones (serving Erandio in a tunnel
station). In Areeta (Las Arenas) the line goes underground again for 1 km and
after that it runs mainly on an elevated structure through the nice residential
area of Getxo (Algorta also in tunnel) to Bidezabal. After that the environment
gets really rural and typically Basque with cows grazing on meadows next to
the train. Eventually from Urduliz onwards, the line is single track and runs
down 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 to
Urbinaga opened on 13 April 2002. This line is almost totally underground. At
Urbinaga, the only section on an elevated structure due to geographical
reasons in the Galindo Valley, a transfer station to Renfe's Santurtzi and Muskiz
service is being built.

Trains for the Bilbao Metro were made by CAF (a company situated in the
Basque Country itself, which also produces metro trains for Barcelona and
Madrid), and are equipped with air conditioning, acoustic and visual station
announcement. 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 Santutxu
and 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. All
stations are fully accessible with elevators, and escalators usually are also
installed 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't
take you directly to the railway station complex! From the street most stations
are accessed through "Fosteritos", typical glass entrances named after the
architect. Casco Viejo station is situated in the mountain and can be accessed
almost at grade from the central Plaza Miguel de Unamuno or via an elevator
from the top of the mountain Begoña. Information panels including route map,
timetables, station environment and prices are very clear.

38
 Projects

Line 2 will reach Santurtzi in 2008 and Kabiezes in 2010. San Inazio - Kabiezes
will 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 are
sometimes 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 lines
will arrive at Basauri in 2011. Line 1 from Plentzia to Basauri will then be 31.9
km 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 Info
Metro Bilbao operates from 6:00 to 23:00. Trains leaving Etxebarri serve San
Inazio every 2.5 minutes, Sestao every 5 minutes, Bidezabal every 5-10
minutes, Larrabasterra every 10-20 minutes and Plentzia every 20 minutes
during daytime hours. On Saturdays the Bilbao Metro operates every 30
minutes all through the night. On Fridays service is extended until 2:00. On
Line1, a ride from Etxebarri to Plentzia takes 47 minutes.

Fares
The Bilbao metro network is divided into 3 zones (Zone A Bolueta - San Inazio,
Zone B0 Bolueta - Etxebarri, Zone B1 Lutxana - Berango, Zone B2
Gurutzeta/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) 39.00
Super50 - 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 discounts
when transferring from metro to bus/rail or viceversa.
Available for 5, 10 or 15 euros.

Other rail transport in the Bilbao Metropolitan Area

Renfe Cercanías/Aldirikoak

Renfe (Spanish National Railways) operates three suburban lines from the
centre 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 between
Olabeaga and Abando has been rebuilt to connect the two northern lines
(Muskiz and Santurtzi lines) to the southern line to Orduña thus creating also a
new multifunctional transfer station at San Mamés (Metro and TermiBus), a joint
station with Feve at Ametzola and two new intermediate stations at Autonomía
and Zabalburu. Around Autonomía and Ametzola the old line was covered to
create new avenues. As Abando is a terminus station, passengers have to
change trains here to continue. Once this new line is in operation the current
connection between Olabeaga to La Naja via Parke-Guggenheim along the river
39
 Nervión can be dismantled to finish the new development area Abandoibarra
between the Guggenheim Museum and the new Euskalduna Congress and
Concert Hall. Instead a tram line from San Mamés via Abandoibarra along the
river to the city centre at Arriaga Theatre and further on to Atxuri (EuskoTren
Station) and new station La Peña on line C-3 to Ollargan has been built. The
Renfe Cercanías service is especially busy on the Santurtzi line (trains every 10
minutes) and less on the Orduña line (30 minutes interval).

EuskoTren
The Basque Railways operate two lines in the Bilbao area. One uses the
remaining stretch of the former Plentzia line between (San Ignacio -) Deustu
and 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 on
to 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 to
Lemoa (15-minutes) where the line splits into a branch to Gernika / Bermeo and
another to Durango / Eibar .

FEVE
FEVE (Ferrocarriles de Vía Estrecha - Narrow Gauge Railways) operates and
reopens some narrow gauge lines along the Spanish northern coast (Bilbao -
Santander - Oviedo). One branch is operated as a suburban service from Bilbao
to 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 Bilbao
area is the Hanging Bridge between Portugalete and Areeta (Las Arenas). It's
over 100 years old and transports people and cars across the river Nervión
every few minutes. Funicular de Artxanda from Plaza del Funicular, near the
new pedestrian bridge Zubizuri (White Bridge), this funicular takes you up the
mountain of Artxanda from where you'll have a tremendous view over Bilbao.

Transport Integration
Tariff and network integration between the different rail and bus companies
(BilboBus and BizkaiaBus) operating in Greater Bilbao is still very deficient
although the first steps towards full integration have been taken (new
interchange stations operating at Bolueta, Casco Viejo, Abando, San Mamés and
under construction at Urbinaga, combined tickets between EuskoTren and Metro
for transfer at Bolueta). It's still impossible to find a network map showing all
means of transport, neither do metro station give any hint to existing buses
nearby. Different companies also use the same station names for two different
stations: San Inazio (Metro) and San Ignacio (EuskoTren) are some 300 m from
each 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 on
the 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 same
ticket and have a common information system then Bilbao will definitely have
one of the best transport systems in Spain.
BILBAO BUS STATION
40
 Client
CEMUSA

Location
Bilbao, Spain

Completion
1999

Size
2000 sq m
21520 sq ft

Structural and Service Engineer

Arup

Grimshaw completed the Bilbao Bus Station in 1999. It was designed by a team
made up of both architects and industrial designers and satisfies a brief that
called 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 components
of the street furniture range developed for CEMUSA. These components will be
reused to create bus shelters when the station is eventually decommissioned.

Corporación Europea de Mobilario Urbano, or CEMUSA, first commissioned the

Industrial Design department at Grimshaw in 1995 to develop a new range of
street furniture for Madrid. The result was a system primarily intended to
provide 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, with
variable degrees of sun protection and screening and extras include advertising
totems and waste disposal facilities.
The core product is designed to a high specification, the intention being to
extend 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 system
guarantees minimum obsolescence.

In 1997, the municipal authorities in Bilbao decided to organise the previously

ad-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 some
uncertainty as to when this might happen, it was decided to locate the
interchange 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 this
market 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 previous
collaboration to come up with some initial ideas. The street furniture

41
 components proved to be an appropriate starting point. The key to the system
is an extruded aluminium beam that provides the primary structural support
and accommodates all services within its length. The industrial design
department 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 be
flooded with natural light and help give it a generous, open feel as large
expanses of sky are visible to the commuter. The beam also incorporates
continuous T-slots that form the fixing points for stainless steel columns and the
glazing fixing assemblies. These steel elements are formed using a traditional
'lost wax' casting technique, which gives a self-finishing and highly accurate
product to minimise material wastage and reduce on-site maintenance. Each
component can be removed and replaced in the event of accidental damage to
reduce the likelihood of a shelter being out of action. The industrial design
department worked in collaboration with architects from Grimshaw on a
feasibility study to apply the same principles to the Bilbao project.

CEMUSA invited Grimshaw to take their ideas to detailed design stage. The
team developed a solution whereby the temporary bus station would be
composed of 90 separate canopies, each of which could be reused as an urban
bus stop when the 'Termibus' transferred to Abando.

The canopies cover 2,000 sq m of the public square and cost a little over
£430,000 to realise. They employ the structural system developed by Grimshaw
for the Madrid bus stops and also utilise the prototype aluminium extrusions
that 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 Bilbao
terminus waiting area, forming the structure of the bus and coach canopy and
providing revenue to the operator. To minimise the cost and disruption of the
project, 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 million
passengers. With no immediate plans to transfer the service to Abando, it
seems reasonable to assume that the initial investment in high quality
components has already paid off.

EURALILLE MASTERPLAN
42
Project: Euralille Masterplan
Location: Lille, France
Completion:
1994
Client: Euralille, Lille
Site: Centre of Lille
Surface: 70 ha. for 1st. phase, 120 ha. for 2nd. phase
Program: 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 m2
congress with amphitheaters of 1500, 500 and 300 seats, rockhall 'Zenith':
5.500 seats and parking 1230 places
Budget: 5.2b FF (3.6 private, 1.6 public)

43
 System

Lille is situated in the north of France near the

Belgian border and actually right between Paris,
London and Brussels. Although the city itself is not
too large (210,000 inh.), the entire metropolitan
area (CUDL - Communauté Urbaine de Lille) is the
fourth biggest conurbation in France with about 1.2
million 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 for
Véhicule automatique léger). After trials were carried out by MATRA during the
early 1970's, the CUDL decided in 1974 to build 4 VAL lines in the metropolitan
area. Construction started in 1978 and the first line was inaugurated on 25 April
1983 between 4 Cantons and République. One year later, on 2 May 1984 the
entire 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. Philibert and Gares, later renamed Gare Lille Flandres (15.5 km, 7
km underground). In 1994, there was a 1-station extension to the new TGV
station 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). The
entire Line 2 is now 32 km long with 43 stations. Trains are only 2 m wide and
26 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 are
only 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.

Tram
The Lille-Roubaix-Tourcoing tram, also called Mongy (name of its creator),
mainly runs along 3 large avenues, which opened the same year (1909), it runs
separate 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 at
Gare Lille-Flandres, Gare Lille-Europe, St Maur and Clemenceau-Hippodrome
stations.
The Lille Métro 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 - 10.30
Day Pass - 3.50
Weekly Pass - 11.20
Monthly Pass - 41.00
All tickets are valid on buses, trams and métro. Special season tickets are
available including TER regional trains and regional buses.

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LYON-SAINT EXUPÉRY AIRPORT STATION
46
 Gare de l'aéroport Lyon-Satolas

Built: 1989 -
1994
Status: in use
Location: Satolas, Lyon, Rhône (69), Rhône-Alpes, France
Structural Type:
Truss roof
Function / usage: Railway station
Part of: TGV Rhone-Alps

Legend: Phase of works

Designer: Jean-Marie Duthilleul

Santiago Calatrava Valls
Acoustic design: Léon
Grosse
Acouphen
Lighting: BEGA Gantenbrink-Leuchten KG

Technical information

Construction materials used

roof :
steel
building structure : reinforced concrete

Dimensions :
main span:
100 m
width
100 m
height 39 m
total length
450 m

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48
 WATERLOO INTERNATIONAL TERMINAL

Client
British Railways Board – European Passenger Services Ltd

Architect
Grimshaw

Location
London, United Kingdom

Completion
1993

Size
60000 sq m
645835 sq ft

Structural Engineers
YRM Anthony Hunt Associates
Cass Hayward & Partners with Tony Gee & Partners
British Rail Network Civil Engineer
Sir Alexander Gibb & Partners

Services Engineer
J Roger Preston & Partners

Cost Consultant
Davis Langdon & Everest

The International Terminal Waterloo is a multifaceted transport interchange: a

railway 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 which
passengers could pass with the minimum fuss at maximum speed. The
allocated site, adjacent to the existing national rail station, was only just wide
enough to accommodate the necessary five tracks. Limited by live electric rails
on one side and shallow London Underground tunnels beneath, the terminal
needed to be 'streamlined' structurally, as well as in terms of its internal
organisation, in order to meet its brief. Understandably, many alternative
schemes were proposed before the architectural team were satisfied that they
49
 had met their objectives.
The International Terminal Waterloo was designed to be a monument to the new
railway age heralded by the advent of cross-channel rail travel in Britain. To this
end, it complements the neighbouring Waterloo Station, but retains its own
distinct identity signified, primarily, by its 400m long roof.
The roof is a feat of technical skill, its asymmetric form responding to the
dictates 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 clearly
expressed. Facing onto the main access road, it provides arriving passengers
with an impressive view of Westminster and the River Thames and passers-by
with 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 height
from 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 platform
end. The cladding system is accordingly flexible, with a limited range of variably
sized sheets of glass placed in an overlapping configuration that can flex and
expand in response to the roof's various twists and turns.

The roof is the architectural focus of the Terminal and its magnitude belies the
fact 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 and
Arrivals.

The internal organisation of these two floors has been arranged with the easy
orientation of passengers as a priority. Departures and Arrivals are assigned a
level each, to encourage a single direction of passenger movement on each
floor. For all customers, there is a clear, linear progression from their point of
arrival in the terminal to their point of exit. Glazed escalators and travelators
link each level with the platforms, their direction changeable dependent on
whether a train is arriving or departing. Passengers leaving for Europe are
50
carried up one level to enter the train while those arriving are carried down two
storeys 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

Client
British Railways Board Network Southeast

Location
London, United Kingdom

Completion
1991

Size
6800 sq m
73168 sq ft

Structural Engineer
Kenchington Little

Services engineer
J Roger Preston & Partners

Cost Consultant
Turner & Townsend

With the extensive redevelopment at Waterloo Station, some British Rail

accommodation was rationalised in favour of additional retailing space for
domestic and international passengers. To counter this loss Grimshaw offered
the 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. The
accommodation comprises lightweight modules that sit on a slab supported by
cruciform steel 'trees'. Stair towers encased in glass blocks give access to the
modules and also act as light wells. The cladding is punctuated by strip
windows and was specially designed for the project.
Additional light is drawn through the full-height glazed screens that overlook
balconies and enclose the office areas.

The structural system provides a standardised modular element that deals with

51
 the large and variable spans between platforms - from 18 to 20 metres - and
the existing Victorian columns. The 'trees' were prefabricated in two parts for
ease of transportation, and were partially fire protected off-site. The station
stayed fully operational during construction.
THE WORLD THIS TIME:
INSPIRATION FROM THE MASTERS AND THE EMERGENTS

Subtractive Transformation in Fractalism: Dubai_Opus_Zaha Hadid

52
53
Kaohsiung performing arts centre,Taiwan; Mekanoo Architects

54
Kaohsiung performing arts centre,Taiwan; Mekanoo Architects

55
 Zaha Hadid Architects
Cagliari Contemporary Arts Centre
Cagliari, Italy

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57
58
59
 Cagliari

Brooklyn bridge

60
The Reflections…Le Louvre,Paris

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Valencia_spain

koolhaas

62
Jewish Museum, Berlin
Deconstructivism

63
EISENMAN
64
Hadid
65
66
67
68
Koolhaas

69
Fractalism

70
Graphic Signages

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73
74
75
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 an

increasingly depressing place. Far seldom is the heart rejoiced or does one feel
better 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 of
the dull and the commonplace…”

Gordon, J E,
STRUCTURES-or why things don’t fall down
Da capo press, 2003 (1981)

What state the site existed in and gave us in our daily lives is exactly a defining
model 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 in
corrigible. Add to it, we are very used to it. Often it is said that the state we are
put to, we , as a machine to run the society, get used to it.

“Historically the field of architecture has been dominated by 2 opposing

extremes. On one side an avant-garde full of crazy ideas. Originating from
philosophy, mysticism or a fascination of the formal potential of computer
visualizations they are often so detached from reality that they fail to become
something other than eccentric curiosities. On the other side there are well
organized corporate consultants that build predictable and boring boxes of high
standard. Architecture seems to be entrenched in two equally unfertile fronts:
Either naively utopian or petrifying pragmatic. We believe that there is a third
way wedged in the no mans land between the diametrical opposites. Or in the
small but very fertile overlap between the two. A pragmatic utopian
architecture that takes on the creation of socially, economically and
environmentally perfect places as a practical objective. In our projects we test
the effects of scale and the balance of programmatic mixtures on the social,
economical and ecological outcome. Like a form of programmatic alchemy we
create architecture by mixing conventional ingredients such as living, leisure,
working, parking and shopping. Each building site is a test bed for its own
pragmatic utopian experiment. At BIG we are devoted to investing in the
overlap between radical and reality. Choosing between them you condemn
yourself to frustrated martyrdom or apathic affirmation. By hitting the fertile
overlap, we architects once again find the freedom to change the surface of our
planet, to better fit the way we want to live. In all our actions we try to move
the focus from the little details to the BIG picture.”
-Bjarke Ingels Group – BIG - a Copenhagen based group of 85 architects,
designers, builders and thinkers operating within the fields of architecture,
urbanism, research and development.

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