架构师提供的文本描述。在过去的一个世纪里，桑茨区(巴塞罗那)的铁路和地铁线路在该街区的城市景观中是一个真正的开放伤口。有8条轨道(6条轨道，6条铁路和2条地铁轨道)，平均宽度30米，这条铁路走廊把东-西线沿线的街区分隔开来。从CalleSants到RieraBlanca，将由此产生的区域相互切断700米。

Text description provided by the architects. Throughout the last century, the railway and metro tracks in the district of Sants (Barcelona) have represented a genuine open wound in the urban landscape of that neighbourhood. With eight tracks (six for the trains and two for the metro) and an average width of 30m, the rail corridor has divided the neighbourhood along east-west lines, leaving the resulting areas cut off from each other for 700m, from Calle Sants to Riera Blanca.

这造成的问题包括邻近地区南北连接中断；北面(卡莱-安东尼卡普兰)邻近的住宅大楼附近；列车不断经过造成噪音污染；以及轨道附近的环境立即退化。

The problems this has caused include the interruption of north-south connections within the neighbourhood; the proximity of lines to adjacent residential buildings on the northern side (on Calle Antoni Capmany); the noise pollution resulting from the continuous passing of trains; and environmental degradation immediately around the tracks.

 © Sergi Godia Moragues

塞吉·戈迪亚·莫里格

高速铁路(AVE)抵达巴塞罗那后，这一基础设施得以重新开发，这一进程因决定将两条大道线埋在地下而得到了便利，这使得两条线路在地面上自由运行。这一决定还增加了北侧的公共空间，加上南区有重要的公共土地，因此有可能在邻里一级规划城市重建。

The arrival of high speed rail (AVE) in Barcelona allowed redevelopment of this infrastructure to get underway, a process which was facilitated by the decision to lay the two AVE lines underground, which left two lines free on the surface. This decision also translated into increased public space on the North side, which, together with the availability of important pieces of public land on the Southern side, made it possible to plan for urban redevelopment at a neighbourhood level.

2002年，巴塞罗那市政基础设施(BIMSA)-巴塞罗那市议会的一个机构-将桑特铁路走廊城市重建项目和监督相关工程的责任分配给了巴塞罗那区域局。这开始了一个复杂的进程，涉及三个行政公共机构：Adif(发展部)、GISA(加泰罗尼亚政府)和BIMSA，以及Sants的社区协会。

In 2002, Barcelona Municipal Infrastructure (BIMSA), a Barcelona City Council agency, assigned responsibility for the Sants rail corridor urban redevelopment project, and for the oversight of associated works, to the Barcelona Regional Agency. This started a complex process that has involved three administrative public bodies: ADIF (the Ministry of Development), GISA (the government of Catalonia) and BIMSA, as well as neighbourhood associations in Sants.

 © Sergi Godia Moragues

塞吉·戈迪亚·莫里格

由于技术和财政原因，在早期阶段放弃了将铁路走廊迁往地下的备选办法，并提出了另一种办法：建议将大部分轨道包裹在轻质透明的覆盖层内。这一覆盖层的屋顶将加倍成为行人专用区，它将有1200米长，并种植花园，并将从圣桑茨广场通往医院的卡尔-德沙瓦多(巴塞罗那有700米的人行道，在医院有500米)。这项提议是由医院区议会开发的多城市项目Cornisa佛得角的开始，该项目将把医院的四个公园与康奈尔的CAN Mercader公园连接起来。绿色走廊的总长度约为5公里，可作为两区之间交流的主要轴心。在城市的最北端(3.5公里长)的萨格拉行动是两段绿色走廊中的第二段，这两段绿色走廊将使自然环境进入巴塞罗那城。

The option of moving the rail corridor underground was discarded at an early stage due to technical and financial reasons, and an alternative approach was raised: it was proposed that the majority of the tracks should be encased within a lightweight, transparent covering. The roof of this cover would double as a pedestrianised walkway, which would be 1,200m in length and planted with gardens, and would lead from Plaza de Sants to Calle de Salvadors in Hospitalet (with 700m of the walkway in Barcelona and 500m in Hospitalet). This proposal was the start of the Cornisa Verde, a multi-municipality project developed by the Hospitalet District Council which will connect four parks in Hospitalet with the Can Mercader park in Cornellà. The total length of the green corridor will be around 5km and it will function as a primary axis for communication between the two districts. The Sagrera operation in the far north of the city (3.5km in length) is the second of the two sections of green corridor which will allow the natural environment to penetrate the city of Barcelona.

该项目承诺将从根本上改善桑特居民区的交通，因为它包括一条新的公路连接，沿着铁路线下的德泰纳岛(Calle Riera De Tena)向北延伸，并在巴达尔板上延续东至西的卡尔-安东尼·卡普兰(Calle Antoni Cap多)号公路。它还为行人创造了新的南北连接，这些连接将通过覆盖在铁路上和下面的铁路。

The project promises to radically improve communications in the Sants neighbourhood, since it includes a new road link running north-south along Calle Riera de Tena, passing beneath the railway, and the continuation of Calle Antoni Capmany, running east-west, over the Badal slab. It also creates new north-south connections for pedestrians which will pass both above and below the railway covering.

 © Sergi Godia Moragues

塞吉·戈迪亚·莫里格

从一开始，我们就认为铁路的覆盖应该是透明的，这样才能让火车在经过城市时被看到。但是，由于费用高昂，这一选择被放弃了，大家一致认为，这条线的三个部分应该是透明的，即街坊之间连接在铁轨下面的部分，但是，不给整个结构上光的决定导致了进一步的建议，这意味着建造三个绿色的斜坡，从轨道周围的最低点上升到覆盖的屋顶。这些斜坡将把结构固定在周围，这意味着覆盖层上的植被可以向下延伸到轨道旁的街道上。他们还将携带坡道，这将允许行人进入绿色人行道顶部的盖子。

From the start, we believed that the railway covering should be transparent, which would have allowed the train to be seen as it passed through the city. However, this option was discarded due to the high cost, and it was agreed that only three sections of the line should be transparent, namely, those sections where neighbourhood links ran beneath the tracks. The decision not to glaze the entire structure, however, led to a further proposal, which suggested the construction of three green slopes rising from the lowest point around the tracks to the roof of the cover. These slopes will anchor the structure to its surroundings, which means that the vegetation on the covering can spread downwards to the streets beside the tracks. They will also carry ramps which will allow pedestrian access to the green walkway on top of the cover.

盖的支撑结构的设计是基于施工中绝对功能的标准，这满足了及时执行工程的关键要求，因为它必须在允许列车继续最大限度地流通的情况下建造。该支架由预制混凝土板组成，按对角线顺序排列，满足了这一要求，并采用沃伦桁架的形式。它通过创建大三角形与传统铁路桥梁的结构相呼应，这些三角形也可以被玻璃化。这一裸露结构的醒目特征和其玻璃光圈将构成开发的外观。

The design of the supporting structure for the cover is based on criteria for absolute functionality in construction, which answers the crucial requirement for timely execution of the works, since it must be built while allowing for the continued maximum possible circulation of trains. The support, which consists of prefabricated concrete slabs laid in diagonal sequence, fulfills this requirement and takes the form of a Warren truss. It echoes the structure of traditional railway bridges by creating large triangles, which are also able to be glazed. The striking character of this exposed structure with its glazed apertures will comprise the façade of the development.

 © Sergi Godia Moragues

塞吉·戈迪亚·莫里格

迄今已完成的工程包括在Sants广场和Riera Blanca(靠近医院)之间的700米铁轨进行覆盖和上玻璃，以及完成新的Mercat Nou地铁站。在不久的将来，将开展城市景观美化和屋顶上花园的种植工作。

The works completed so far include the covering and glazing of 700m of tracks between Plaza de Sants and Riera Blanca (near Hospitalet) and the completion of the new Mercat Nou metro station. The urban landscaping and the planting of gardens on the roof are to be carried out in the near future.