宾夕法尼亚火车站重建计划

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所 在 地：美国 宾夕法尼亚 大都会艺术协会（MAS）邀请了四个建筑公司来展示他们将如何改造纽约最黑暗肮脏的中心——宾夕法尼亚火车站，希望改造之后的车站能够配得上城市的心脏地区。纽约人自从McKim、Mead以及White一直反对宾州地铁站的设计，原来的车站在1963年被拆毁。然而取而代之的是一个黑暗、狭小的车站，车站缺乏运营管理和安全系数，难以维持成千上万的乘客每天使用。Michael Kimmelman将其作为《纽约时报》建筑编辑的开幕词，“通过纽约的公共空间——中央火车站，是一种崇高高贵的经验。然而就在几个街区之外，通过内部通勤的宾夕法尼亚火车站，是一种耻辱。” 正如我们上周所报道的，麦迪逊广场花园(MSG)50年执照今年到期，它将会无限制地翻新或再保持原状10 - 15年，将在接来下的几个月由纽约市议会决定。MAS根据这个问题提出，麦迪逊广场花园恰好坐落在最高北美最繁忙的火车站(宾夕法尼亚火车站)上方，制约了其每天超过一百万人的服务能力。2013年提供给了纽约一个真正独特的机会，我们一起要抓住这一时刻。所以MAS邀请Diller Sofidio & Renfro、H3 Hardy Collaboration Architecture、SHoP、Owings和Merrill共同参与设计。Diller Scofidio & Renfro以及Josh Sirefman设计了宾夕法尼亚火车站3.0，这将是一个城中之城，一个多孔和充满各种各样的新规划的设计，反映了当代城市生活的混杂状态。车站将不只是一个去往纽约的通道，大楼将集聚过路旅客以及常驻人口，包括通勤族、办公室员工、制造商、消费者、美食家、文化探索者和城市探险家等。在这个计划中，麦迪逊广场花园将被放置于位于第九大道的Farley大楼西端，与第八大道相连接。 据《纽约时报》称，DILLER SCOFIDIO & RENFRO将麦迪逊广场花园移动至第八大道旁边的法利邮政大楼旁，使得宾夕法尼亚火车站成为了多层次公共空间与设施，如水疗中心和剧院等。Elizabeth Diller说：“我们正在等待一种美德。在纽约，我们总是迟到，并且我们认为等待是一种浪费。我们怎么样才能够把这变成一个积极的属性，让早到的人们愿意付出更多的时间呢？”H3 Hardy Collaboration建筑事务所的设计理念是让铁路变成“选择的模式”，H3 Hardy Collaboration 建筑事务所表示必须实施四个密不可分的干预措施来改善这个城市的基本系统，更好地表达其文化，包括1、公共空间、娱乐和环境；2、交通；3、教育；4、经济发展。新的宾夕法尼亚火车站包括了扩张到南方的八轨道高速铁路，提高适应能力，整合社区，增加游客设施，包括一个新的12140平方米的公共花园、零售设施和约8093平方米的屋顶花园，将Farley邮局大厦改建为位于中心的一个教育中心。最为重要的是，将会在宾州火车站和第七大道进行约222公顷土地的私人开发，将这片区域发展为经济引擎和复兴的世界级商业区。 SHoP的的设计设想了一个扩大的宾夕法尼亚火车站大厅，通风且易于通行，定义了一个新的目的地中心地区。除了突出的公共建筑，该项目提出了重大安全保障与铁路能力的改进，满足车站现有的主要需求。团队提出在车站周边进行新的发展，如建设新的公园和娱乐设施，来帮助支付所需的公共投资，包括一个扩展的高压线，连接新车站以及美丽的新麦迪逊广场花园。每天有近640000名乘客使用宾州火车站，然而它并不像是通向世界上最伟大的城市的通道，设计师建议在市中心西部创建一个公民中心，一个真正公共和开放给所有市民的区域，同时允许纽约保持其作为全球的商业、工业和文化中心的位置。SOM设计事务所将一个透明的售票大厅放在中心的位置，用专用车辆和路径将乘客输送到周围的城市。所有的网络交织在宾夕法尼亚火车站，其中央大厅将成为世界各地的游客标志性的通道。除了创建世界最大的综合车站，SOM还提出要建立一个是Bryant公园四倍大的公共公园，一个Rockefeller大小的商业开发中心，一个比林肯中心更大的文化中心以及一个有着都铎王朝的大小的居民区。设计将充分利用其上空的潜在空间，保存完整的四块平地专门为公共使用。麦迪逊广场花园毗邻车站所在地，但不是最主要的交通枢纽。 译者：筑龙网陈冰沁 译稿版权归筑龙所有，转载请注明出处。 This morning， four architectural firms， invited by the Metropolitan Art Society(MAS)， displayed how they would transform New York’s darkest & dingiest hub – Penn Station – into a space worthy of its site in the heart of the city.New Yorkers have been up in arms about Penn Station ever since it designed by McKim， Mead & White， was demolished in 1963. Its replacement is a dark， cramped station that lacks both the operational and security features it needs to sustain the hundreds of thousands of travelers who use it daily. As Michael Kimmelman put it in his inaugural piece as architecture editor for The New York Times: “To pass through Grand Central Terminal， one of New York’s exalted public spaces， is an ennobling experience， a gift. To commute via the bowels of Penn Station， just a few blocks away， is a humiliation.” As we reported last month，Madison Square Garden’s (MSG) 50-year permit expires this year， and it will be either renewed without limit， or extended 10-15 years， by The New York City Council in the coming months. The problem， according to MAS， is that “MSG happens to sit on top of the busiest train station in North America [a.k.a， Penn Station] and constrains its ability to serve over half a million people every day. [...] 2013 presents New York City with a truly unique opportunity and together we need to seize this moment.”And so MAS invited Diller， Sofidio， & Renfro; H3 Hardy Collaboration Architecture; SHoP; Skidmore， Owings， & Merrill， to do just that. Diller， Sofidio， & Renfro From MAS: Diller Scofidio + Renfro with Josh Sirefman offers Penn Station 3.0， which will be a city within a city， a porous and light-filled civic structure filled with diverse new programs that reflect the hybridity of contemporary urban life. Not just a gateway to New York， the building will host transient and resident populations including commuters， office workers， fabricators， shoppers， foodies， culture seekers and urban explorers. In this plan， MSG will be located to the west end of the Farley building on Ninth Avenue， with access to Eighth Avenue. According to The New York Times: “DILLER SCOFIDIO & RENFRO Moves Madison Square Garden across Eighth Avenue next to the James A. Farley Post Office building; Penn Station becomes a multilevel public space with amenities like a spa and a theater. “We’re making waiting a kind of virtue，” said Elizabeth Diller， a principal of the firm. “In New York， we’re always late and we think of waiting as a waste. How could you turn that into a positive attribute and actually come there early and spend more time?”” From H3 Hardy Collaboration Architecture: “In pursuit of making rail the “mode of choice”，H3 Hardy Collaboration Architecture asserts that four inextricably linked interventions must be made to improve the City’s essential systems and better express its culture: 1) Public Space， Entertainment， and the Environment; 2) Transportation; 3) Education; and 4) Economic Development The New Penn Station， including an eight-track high-speed rail expansion to the south， accommodates increased capacity and integrates community and traveler amenities， including a new 3 acre public park， retail complex， and 2 acre roof garden. Redevelopment of the Farley Post Office creates a centrally located Center for Education. And， perhaps most importantly， 24 million square feet of private development around Penn Station and up Seventh Avenue serves as an economic engine for improvements and a revived world-class commercial district.” From SHoP: “SHoP’s plan imagines an expanded main hall of Penn Station as abright， airy and easily navigable space that defines a center of a new destination district. In addition to striking public architecture， the project proposes significant security and rail capacity improvements that address major needs at the existing station. The team proposes new development， as well as new parks and amenities， around the station to help defray the required public investment， including an extension of the High Line that connects the new station to a glorious and financeable new Madison Square Garden.” Skidmore， Owings， & Merrill From SOM: “Nearly 640，000 passengers use Penn Station every day， and yet it does not act as a dignified gateway to one of the world’s greatest cities，” states Roger Duffy， FAIA， Design Partner behind SOM’s vision. “What we propose creates a civic heart for Midtown West – one that is truly public and open to all – while allowing New York City to maintain its position as a global center of commerce， industry and culture.” A central， transparent Ticketing Hall is placed at the center of the site， with dedicated vehicular drop-off and radial， pedestrian connections to the city surrounding it. [...] With all of these networks intersecting at Penn Station， its central hall would become the iconic gateway for nearly every visitor around the world. [...] In addition to creating one of the largest multi-modal stations in the world， SOM also proposes to build a public park four times the size of Bryant Park， a commercial development the size of Rockefeller Center， a city of Culture larger than Lincoln Center， and a residential neighborhood the size of Tudor City. The design will fully exhaust its potential air rights but preserve the full four block ground-plane exclusively for Public use. The natural location for Madison Square Garden would be adjacent to， but not on top of， the major transit hub.”