© Kate Joyce Studios

凯特·乔伊斯工作室

架构师提供的文本描述。2015年建成的Cermak-McCormick广场站为全国最大的会议中心和芝加哥交通局(CTA)的一段绿线提供服务，自1978年以来一直没有车站。该设计，一个轻填充和天气保护管道覆盖的平台，提供了一个吸引人和愉快的经验，骑手和过路人。这是在限制条件下创造性地工作的结果：建设时间表短，预算适中，不暂停服务。轨道也不能移动，因此，大约15英尺宽的站台将不得不为预期人口增长和过境使用的社区中的火车提供服务。此外，客户还希望该车站成为通往芝加哥的大量首次游客的标志性门户。

Text description provided by the architects. The Cermak-McCormick Place station, completed in 2015, serves the country’s largest convention center and a stretch of the Chicago Transit Authority (CTA) Green Line that has been without a station since 1978. The design, a light-filled and weather-protecting tube covering the platform, provides an attractive and joyful experience for riders and those passing by. It is the result of creatively working within constraints: short construction schedule, modest budget, and no suspension of service. Tracks could also not be moved, as a result, platforms approximately 15 feet wide would have to serve trains in a community with anticipated population growth and transit use. In addition, the client wanted the station to serve as an iconic gateway to a high number of first-time visitors to Chicago.

 © Kate Joyce Studios

凯特·乔伊斯工作室

车站的设计解决方案是在Cermak路上开发一条管道，在那里，CTA的通行权(行)是最广泛的，也是公众最能看到的。在Cermak路上定位列车停泊位置，可以看到唐人街、麦考密克广场和芝加哥的天际线/环路。穿孔不锈钢和聚碳酸酯管具有多种功能：它提供风雨保护和无障碍平台；它将材料放置在容易被破坏的地方；它创建了一个易于从远处识别的站点。

The design solution for the station was the development of a tube over Cermak Road, where the CTA right-of-way (ROW) is both widest and most visible to the public. Locating train berthing over Cermak Road allows views to Chinatown, McCormick Place, and Chicago’s skyline/ Loop. The perforated stainless steel and polycarbonate tube performs multiple duties: it provides wind and rain protection and a barrier-free platform; it places materials out of easy reach of vandals; and it creates a station easy to identify from a distance.

 © Kate Joyce Studios

凯特·乔伊斯工作室

聚碳酸酯和穿孔不锈钢为乘客提供光线，引导视野，并巧妙地提醒乘客旅行的方向。半透明聚碳酸酯直接安装在平台上，而穿孔不锈钢面板则沿管道两侧排列。四种穿孔模式被使用，其中任何一种都没有超过23%的开放面积。反直觉地说，如果“空旷面积”的百分比较低，穿孔材料会使空气偏转。在芝加哥，车站使用的开阔面积百分比对通常的风速是有效的。在任何给定面板上的穿孔直径要么是1/8“，要么是1/4”。一般情况下，穿孔的大小和密度是为了最大限度地看到Cermak路，并防止冬季盛行的风。此外，由不同的穿孔尺寸和密度所产生的“漩涡”总体模式在视觉上反映了列车的运动。

The polycarbonate and perforated stainless steel provides light, directs views, and subtly reminds passengers of the direction of travel.  Translucent polycarbonate is installed directly over the platform, while perforated stainless steel panels line the sides of the tube.  Four perforation patterns are used, none of them with more than a 23% open area.  Counter-intuitively, perforated materials deflect air if the percentage of “open area” is low.  The open area percentages used at the station is effective for usual wind speeds in Chicago.  Perforations on any given panel were either 1/8” or 1/4” in diameter.  In general, perforation sizes and densities are arranged to maximize views over Cermak Road and to protect from prevailing winter winds.  Additionally, a “swirling” overall pattern, created from the varying perforation sizes and densities visually echoes the movement of the trains.

 © Kate Joyce Studios

凯特·乔伊斯工作室

玻璃、聚碳酸酯和多孔不锈钢用于在车站房屋和站台上最大限度地提高能见度、视野和自然光。为了便于维护和耐久性，在室内墙壁和地板上使用了釉面砖和花岗岩。

Glass, polycarbonate, and perforated stainless steel are used to maximize visibility, views, and natural light in the station houses and on the platform.  For ease of maintenance and durability, glazed masonry units and granite are used for the interior walls and floors.

车站历史(改编自www.Chicago-l.org)

Station History (adapted from www.Chicago-L.org)

第22街(改名为Cermak路)站是芝加哥第一个“L”号，南侧快速公交站之一。最初的双面站台建于1892年，当时处于等级，为当时的蒸汽动力列车的乘客服务。1907年，新增加了第三条快车轨道，并在阁楼用一级车站取代了等级站。

The 22nd Street (renamed Cermak Road) station was one of ten on Chicago’s first “L”, South Side Rapid Transit. The original two sided platform station, built in 1892, was at grade and served passengers of then steam-powered trains. In 1907, a third track for express service was added and the grade-level station was replaced with one at mezzanine.

 © Kate Joyce Studios

凯特·乔伊斯工作室

Cermak车站一生为居民和一个中等规模的社区商业区服务。20世纪60年代末，客运量开始下降。该站于1977年关闭，此后很快被拆除。关闭后，罗斯福路(Roosevelt Road)和35街(35 Th Street)的绿线车站之间形成了近三英里的距离。

Over its life, the Cermak Station served residents and a modest neighborhood commercial district.  Patronage numbers began to decline in the late 1960s.  The station was closed 1977 and demolished quickly there-after.  The closure created an almost three-mile gap between Green Line stations at Roosevelt Road and 35th Street.

 © Kate Joyce Studios

凯特·乔伊斯工作室

Neighborhood

新车站附近是麦考密克广场会议中心(全国最大的)、唐人街、伯特兰·戈德堡的雷蒙德·希利亚家和芝加哥汽车行指定的地标区。位于距芝加哥中心商业区不到三英里的地方，是一个住宅区和会议中心相关的开发区域，比如竞技场和酒店。在Cermak-McCormick地方站开业之前，最近的L站与会议中心校园最近的部分之间的距离是半英里。有了新的车站，距离缩短了一半以上。

The vicinity of the new station is home to McCormick Place convention center (the largest in the country), Chinatown, Bertrand Goldberg’s Raymond Hilliard Homes, and the Motor Row Chicago-designated landmark district. Located less than three miles from the center of Chicago’s central business district, it is an area that is seeing residential and convention center-related development, such as an arena and hotels. Prior to the opening of Cermak-McCormick Place station, the distance between the closest L station and the nearest portion of the convention center campus was half a mile. With the new station, the distance has been shortened by more than half.

 © Kate Joyce Studios

凯特·乔伊斯工作室

Architects Ross Barney Architects

Location Cermak-McCormick Place, Chicago, IL 60616, USA

Category Train Station

Design Team Carol Ross Barney, FAIA; Eric Martin, AIA; Ryan Giblin, AIA, LEED AP; Andrew Vesselinovitch, AICP Mordecai Scheckter, LEED AP; Sung-Joon Kim, LEED AP; Anna Ninoyu; Huili Feng; Monica Chadha; Nicolas Sanchez, LEED AP; Sallie Schwartzkopf, AIA; Amy Chun; Corrine Knight

Project Year 2015

Photographs Kate Joyce Studios

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