架构师提供的文本描述。这两个地铁站是目前布达佩斯最重要的基础设施项目M4地铁的一部分。这条线路的最初想法是由工程师们在大约30年前的20世纪80年代发明的。这是一条按照那十年的想法设计的地铁线路。布达佩斯的第一条地铁线路-名为Kisf ldalatti的“黄线”于1896年开通。这是欧洲大陆第一条地下铁路，也是世界上第一条电动地铁。它是在21个月内建造的，使用了最高水平的技术，包括预制钢板结构。经过很长一段时间后，出现了修建另一条线的可能性，这就是M2或“红线”。这一建设始于社会主义时期的1950年，经过一段很长的时间间隔，于1973年完成。这条东西线的建造方式与M4计划相似，但这些车站已被开采。这是布达佩斯地铁站的典型。建造一条新的南北地铁线路是在1970年开始的.这是M3，于1990年完工。失踪线路M4正是在那个时候构思出来的，目的是提供一个快速的东-西南公共交通连接。

Text description provided by the architects. These two metro stations are part of the most important infrastructure project currently in Budapest, the M4 metro line. The original idea of the line was invented by the engineers in the 1980’s, about 30 years ago. It was a metro linedesigned according the thinking of that decade. Budapest's first subway line, the "yellow line" called Kisföldalatti, was opened in 1896. This was the first underground railway in continental Europeand the world's first electrically powered subway. It had been built in 21 months using the highest level of technology including a prefabricated structure of steel slabs. After a long period of time, there arose the possibility for another line to be built; this was the M2 or "red line". The construction began in 1950 during the socialist era; after a long interval it was completed in 1973. This east-west line was built in a similar manner as the M4 plan, but the stations have been mined. This is typical of metro stations in Budapest. The construction of a new, north-south subway line was initiated in 1970. This was the M3; it was completed in 1990. The missing line, the M4, was conceived about that time, to provide a quick east –southwest public transport connection.

 Gellert Station. Image © Tamás Bujnovszky

盖勒特站。图像(Tamás Bujnovszky)

新的M4地铁线路计划在布达佩斯是连接南部-布达纳与城市中心的害虫，这是布达佩斯的心脏。在这条734公里长的线路上，将在第一步建造10个车站.在过去的三十年里，在布达佩斯的交通方面并没有如此雄心勃勃的发展。现在，随着时间的推移，我们在技术上面临着巨大的差距-M4的概念、思想和以前的计划都是在80年代和90年代制定的，车站反映了70年代和80年代的思维方式。

The new M4 metro line planned in Budapest is to connect South-Buda with the city centre of Pest which is the heart of Budapest. Ten stations are to be constructed in the first step along the 7,34 km-long line. In the last thirty years there hasn’t been such an ambitious development in regards to transport here in Budapest. Now, as time has passed, we are faced with a huge gap in technology The concept, thinking and previous plans for the M4 were made in the 80’s and 90’s with stations reflecting the way of thinking of the 70’s and 80’s.

 Gellert Station. Image © Tamás Bujnovszky

盖勒特站。图像(Tamás Bujnovszky)

然而，现在我们将向生活在21世纪的乘客开放这些车站。因此，对我们来说，最具挑战性的目标是使结构、建筑、技术和空间合理化，同时根据21世纪的精神对该项目进行重新思考。该项目的目标之一是鼓励人们使用公共交通。我们相信，车站的建筑质量可以成为让人们这样做的工具之一。地铁一定很时髦。布达佩斯是一个折中主义、浪漫主义和辐射主义的城市，它生活在过去。M4将是一个不同的世界，一个地下世界。重要的是要强调这是一个公共空间-地下的公共空间。

And yet now we will be opening these stations to passengers living well into the 21st century. Thus the most challenging aim for us was to rationalise the structures, architecture, technology and space as originally planned while at the same time re-thinking the project according to the 21st century’s spirit. One of the goals of the project will be to encourage people to use public transport. We believe that the architectural quality of the stations can be one of the tools used to get people to do this. The metro must be trendy. Budapest is a city of eclecticism, romanticism, and raditionalism; it is living in the past. The M4 will be a different world, an underground world. It’s important to emphasise that it’s a public space – a public space under the ground.

 Fovam Station Section

福万站段

Szent GelléRT tér站和FőVám tér站是两个站；这两个站都在多瑙河畔。它们是由一个切割箱和隧道组成的.箱体由钢筋混凝土梁支撑，其结构类似于网状结构，如骨骼或骨骼系统。基于随机梁网格和地下骨结构的建筑和结构概念与有机实施的施工系统相结合，与规划和建造过程中经常波动和不断变化的条件不存在任何妥协。

The Szent Gellért tér station and the Fővám tér stations are twin stations; both are on the bank of the Danube. They are composed of a cut-and-cover box and tunnels. The box is supported by levels of reinforced concrete beams; the resulting structure is similar to a net, like a bone or skeletal system. The architectural and structural concept based on random beam grid and the underground bone texture combined with the organically implemented construction system were compatible without compromises with the often volatile and changing conditions of the planning and building processes.

 © Tamás Bujnovszky

c.Tamás Bujnovszky

FőVám tér车站不仅仅是一个地铁站；它是一个复杂的交通路口，是有轨电车、公共汽车、地铁、船舶、汽车和行人的交汇处，在地上和地下都创造了独特的公共空间。车站是一个新的多层城市交界处，是通往布达佩斯历史悠久的市中心的门户，地下空间的面积与19世纪建造的害虫街道横截面成正比。玩自然光一直是我们工作的一个重要方面；在FőVám tér的表面，我们在空间站上设计了水晶形状的天窗，让阳光照射到室内。

The Fővám tér station is more than a metro station; it is a complex traffic junction, an interchange spot for tramways, buses, metro, ships, cars and pedestrians, which altogether create a unique open public space above and under the ground. The station is a new multilevel city junction, gateway to the historic downtown of Budapest.  The section of the underground space is proportional to the cross section of streets in Pest built in the 19th century. Playing on natural light has been an important aspect of our work; on the surface of Fővám tér we designed crystal shaped skylights over the station which let the sunlight reach the interior.

 Fovam Station. Image © Tamás Bujnovszky

福万车站。图像(Tamás Bujnovszky)

这个项目是由20世纪80年代的工程师构思的，将在2010年实现，并在21世纪使用。它在许多方面已经过时了。作为这个项目的建筑师，你是如何进行的？设计过程的结果是平台上方有一个Piranesian空间(就像Piranesi的Carceri Serie)，非常壮观。该结构在符号级别上代表项目的性质。我们可以理解这是一种恐怖真空，没有内容的结构，内容本身就是虚无。我们只是简单地设计了一个预先确定的系统的结构，目的是扩大线路。

This project is a construction project conceived by the engineers of the 1980’s which will be realised in the 2010's and used in the 21st century. It is outdated in many ways. As an architect on this project, how do you procede?  The result of the design process is a piranesian space above the platform (like Piranesi’s carceri serie) which is spectacular. The structure represents  the nature of the project on a symbolic level. We can understand this as a horror vacui, structure without content wherein the content is the nothing itself. We simply designed the structure for a pre-determined system intended to expand the line.

 Gellert Station. Image © Tamás Bujnovszky

盖勒特站。图像(Tamás Bujnovszky)

巨大的地下空间反映了这一演变阶段。我们所做的是“拉开帷幕”，展示预定建筑技术的结构和空间。我们利用了嵌入的潜力；我们在地下创造了一个任何人都可以继续的公共空间。在我们的过程中，尤纳·弗里德曼(Yona Friedmann)的结构和社会乌托邦也是我们的灵感源泉。重要的是，它被看作是一个公共空间-地下的公共空间。即使在施工期间，车站也欢迎公众活动。这是人们共同分享、生活和旅行的机会。

The large underground space reflects this evolving stage. What we did was “raise the curtain” to show the structure and space of predetermined building technology. We took advantage of embedded potential; we created a public space under the ground which anybody can continue.  The structural and social utopia of Yona Friedmann was also a source of inspiration during our process. It’s important that it is seen to be a public space – a public space under the ground. And public activities are welcome in the stations even during the time of the construction. It is the opportunity of a common ground on which people may share and live and travel.

Architects sporaarchitects

Location Budapest, Hungary

Category Metro Station

Architects in Charge Tibor Dékány, Sándor Finta, Ádám Hatvani, Orsolya Vadász

Design Team Zsuzsa Balogh, Attila Korompay project architects, Bence Várhidi, Noémi Soltész, András Jánosi, Diána Molnár, Károly Stefkó

Area 7100.0 sqm

Project Year 2014

Photographs Tamás Bujnovszky