Project to improve the territory of the quarter

Contents

1. Introduction.. 2-

2. Prospects for the development of the city. 3-

3. Analysis of the territory for the construction of the city. 6-

4. Types and elements of the planning structure.. 10-

5. Functional zoning of the territory 11 -

6. Construction zoning. 18-

7. Settlement of settlement territory.. 20-

8. Calculation and accommodation in the city

service enterprises. 23-

9. The street network of the city.. 25-

10. Green spaces

of the settlement territory 27-

11. Calculation of industrial territory 28 -

12. Green spaces

off-literal territory. 32-

13. Communal and warehouse territory of the city.. 34-

14. Mass recreation areas. 35-

15. External transport zone 37 -

16. Cemeteries and crematoriums 39-

17. Define Volumes

the first stage of construction.. 41-

18. The balance of the city. 41-

19. Technical and economic indicators 43-

20. Bibliographic list

1. Introduction.

A modern city is a complex form of interconnected elements: residential and public buildings, industrial enterprises, streets and squares, transport devices, recreation places, green spaces, water spaces, etc. Each of these elements, existing independently, at the same time, complements each other, constituting a common system of terrestrial and underground devices of the city.

Urban planning is the theory and practice of urban planning and development. Urban planning determines the social system, the level of development of productive forces, science and culture, natural and climatic conditions and national characteristics of the country. G. covers a complex set of socio-economic, construction and technical indicators.

The theory and practice of G. solves two problems: the task of reconstructing and developing old cities and the task of building new cities. To create the most favorable living conditions for the population and the functioning of the city as a whole, zoning of urban areas is carried out. Urban planning solutions are developed taking into account the creation of industrial and residential areas (as well as recreation areas, etc.) and the fulfillment of sanitary and technical requirements. They provide for the engineering preparation and improvement of urban areas, the formation of a well-thought-out system of urban roads (allowing you to quickly reach places of work and recreation), as well as the organization of an extensive network of cultural, medical and other services to the population. Issues of consumer services, education of schoolchildren and preschoolers, organization of the urban movement are resolved by the creation of residential areas, which are divided into microdistricts. Cinemas, clubs, parks, polyclinics, maternity hospitals, shopping centers and other public service points are located in the districts. City public centres are being established to carry out citywide public policy, administrative, economic, cultural and educational functions. The most important part of cities is industrial areas: a significant part of the population works here, working conditions largely depend on the planning and development of these areas. When developing industrial areas, the possibility of sharing access railways with several plants is taken into account. lines and marshalling yards, as well as networks of engineering equipment and improvement elements. Such co-operation gives economic and technical advantages and is carried out on the basis of planning and development projects of industrial areas and hubs. A suburban zone forms an integral part of the planning complex integrated with the city. It is a reserve for the subsequent development of the city, a place of short and long rest for large masses of the urban population (holiday homes, tourist bases, pioneer camps, water stations, beaches, etc.), a zone for accommodating many vital communal (water receivers, treatment plants, etc.) and transport (airfields, freight railway. stations, warehouses) objects. In order to ensure the successful planning and development of suburban zones, urban master plans and suburban zone planning projects are being developed simultaneously, and the regulation of development in these zones is carried out by urban architectural and planning bodies or in agreement with them.

The planning and development of cities, their architectural and artistic appearance are gradually developing, as a result of the long collective work of architects, engineers and builders. Therefore, systematic G. requires creative continuity and urban planning discipline in the implementation of common goals, general architectural and engineering plans laid down in the general plans for the development of cities and development projects of individual urban areas. The leading role in G. belongs to the main architects of cities, who carry out the creative and organizational and technical management of their planning and development.

Modern G. faces a number of complex problems. The growth of the world's population, the rapid development of productive forces in a number of countries, and the enormous achievements of science and technology have caused unprecedented growth in the urban population. The largest cities in the world, which have reached a gigantic size and a huge population (for example, Greater New York - over 16 million people, Greater Tokyo - over 11 million people), are growing especially rapidly, turning into previously unprecedented district cities. As a result of this process, rational settlement and sound regulation of urban growth have become a very urgent problem. Industry, energy, transport, science are the main city-forming factors. Therefore, the settlement, location, size and further growth of cities and urban-type settlements mainly depend on the placement and development of existing and the construction of new industrial enterprises, scientific centers, power plants, railways. hubs, seaports and river ports.

4. Types and elements of the planning structure.

The following factors influence the decision of city plans: the place of the city in the settlement system; natural and climatic characteristics of the chosen territory; profile and size of the city-forming group of enterprises; conditions of functional zoning of urban territory;

organization of transport links between residential areas and places of employment; taking into account the promising development of the city; Environmental protection requirements; conditions of engineering equipment of the territory; requirements of the construction economy; architectural and artistic requirements. These factors find

reflected in the planning structure of the city, that is, in the combination of residential development with places of mass visit connected by a network of main streets and squares.

The predominance of one of the factors or the total impact of several determines the type of planning structure: compact, dissected and centered.

The compact type is characterized by the location of all functional zones of the city in a single perimeter.

A dissected type occurs when the city crosses rivers, ravines or a transit railway.

The dispersed type involves several urban planning formations connected to each other by transport lines.

In addition, the city plan can take the form of a dissected-linear when it is located along the banks of a large river and linear, arising from the linear-parallel zoning of industry and housing and the nature of the city development process.

With a dissected-linear system associated with the location of the city along the banks of a large river, the city, as a rule, does not go far from the river in the transverse direction to it and stretches along the river for significant distances (up to 6070 km).

In these cases, longitudinal links, which require the use of high-speed transport due to the long length, take precedence.

With linear planning, the main compositional axis of the city plan is the longitudinal line of urban transport, running along the territory of the entire city. The convenience of the linear layout of the city is that it can develop without a radical reconstruction of already established areas. A significant drawback of the city-line is the actual dismemberment

it in a number of populated places, largely separate from each other.

The main planning elements of the city include:

1. Residential buildings combined into residential neighborhoods and neighborhoods.

2. Buildings of administrative-public institutions and institutions and enterprises of cultural and consumer services of the population.

3. Extra-quarterly green spaces and sports facilities of common use.

4. Streets and squares, embankments, bridges and tunnels.

5. Industrial enterprises.

6. External transport devices: rail, water, air, road.

7. Utilities and structures: devices of intracity transport, city water supply and sewerage, power plants and thermal power plants, gas plants.

8. Cemeteries and crematoriums.

9. Water bodies are natural and artificial.

10. Sanitary protection areas.

6. Construction zoning.

Construction zoning includes the division of the settlement territory of the city into zones of various storeys: multi-storey (4-5 floors or more), low-rise (23es), manor (1-2 ets.)

The main economic task in developing issues related to construction zoning is to determine the most effective methods of using the territory for the development of its buildings of a particular storey.

The size of the territory occupied by the city depends on the relation in which the housing stock of the city is distributed in zones of different storeys. To accommodate the same housing stock in zones of different storeys, the smallest territory will be occupied by a multi-storey development zone; the low-rise development zone requires an area 1.5 times larger, and the manor area - 2.5 times larger.

Therefore, the greater the proportion of multi-storey buildings, the smaller the territory will occupy the residential territory of the city.

The ratio of zones of different storeys depends on a number of factors, the most important of which are the following:

1. The size of the city

2. Significance of the city (administrative center, resort city, etc.)

3. Natural conditions (climate, terrain, construction quality of soils, wetlands, seismicity, etc.)

4. Availability of territory suitable for development.

5. Availability of local building materials and construction base.

The larger the city, the greater the proportion of multi-storey buildings in it.

The importance of the city also affects the proportion of multi-storey buildings, the greater the role of the city in the national economic life of the country, the higher the storey of its development.

Natural conditions often predefine the nature of development. For example, unfavourable terrain conditions may limit the construction of multi-storey buildings on it, which in these conditions are economically unprofitable; therefore, it is advisable to devote territories with complex relief to low-rise and manor buildings.

With a limited area for residential development, it is necessary to use it more efficiently by placing residential buildings of higher storeys on it. Local building materials (for example, forest, limestone, shell, etc.) contribute to the introduction into the construction of types of buildings made of these materials, while predetermining their storey.

Since the size of the settlement area depends on the construction zoning, after establishing their area and the specific weight of each construction zone, the size of the settlement area must be specified.

It is advisable to place multi-storey buildings in the central part of the city and develop towards large industrial enterprises. For her, more even places with a calm relief are reserved. Areas with rough terrain are better used for low-rise construction.

Areas of manor development are located on the periphery of the city, on the territory of construction that is not suitable for other types of construction according to natural conditions.

9. Street network of the city.

Transportation and street road network.

They form a unified system of urban communications, providing convenient, fast and safe connections with all functional zones of the city and other settlements.

In the practice of urban planning, fundamental schemes for building a street network were developed:

- rectangular;

- rectangular-diagonal;

- radial-ring;

-free.

The time spent in cities with a population of at least 100 thousand residents from the place of residence to the place of employment for 90% of workers in one end should not exceed 30 minutes by public transport. The most important for the planning of the city are movements to places of employment, service centers, recreation areas.

Streets and roads of trunk and local importance, as well as the main streets, should be allocated as part of the street network. The system of main streets and roads is the framework of the entire transport and planning organization of the city.

Categories of streets and roads, their main purpose and design parameters for large and medium-sized cities are defined by SNiP 2.07.0189 * in the following composition :

• main streets of citywide significance:

• continuous traffic (with provision of traffic interchanges at different levels);

• adjustable movement;

• main streets of district significance;

• streets and roads of local importance;

• streets and roads in scientific, industrial and communal storage areas;

• pedestrian streets and roads.

Main streets and roads of citywide and district significance (with public transport routes) divide the settlement zone into inter-highway territories, providing a maximum radius to transport stops of not more than 500 m in residential areas and not more than 250 m in the city center, in the production zone - not more than 400 m from the passage. The distances between the main streets are 400800m. Transport nodes and their intersections are solved mainly at the same level, except for the intersection of the city highway with external highways and railway lines. The width of the streets within the red building lines is as follows:

• main streets of citywide significance:

- continuous motion 75m;

- adjustable motion 5770m;

• trunk streets of district value 35m

- streets and roads of local importance 1525 m

Garages and open parking areas for permanent storage of cars with pedestrian access of garages of not more than 800 m should be provided in the settlement areas and adjacent production areas.

Pedestrian routes should be laid in the shortest directions between the main elements of the city - housing, places of employment, public centers, public transport stops.

For the designed city, a rectangular street network diagram is selected.

Squares.

City areas are divided into the following categories according to their functional purpose:

1) public-administrative areas:

central - for citywide demonstrations, parades and wide public meetings, the placement of administrative-public buildings of citywide significance, and in capital cities and state significance;

district - placement of administrative-public buildings of district significance;

memorial - in front of historical buildings and monuments;

2) the square in front of large public buildings and structures of mass visit: theaters, museums, stadiums, parks of culture and recreation, industrial enterprises;

3) areas of residential areas with squares for short rest of pedestrians and stay of children. It is especially advisable to arrange such areas in old cities during their reconstruction with the decompression of residential buildings by demolishing worn-out low-value housing stock;

4) transport areas:

distributors for the distribution of traffic flows at the intersection of main streets and roads with high traffic intensity;

pre-bridge in front of large bridges ;

5) station areas in front of railway, water and road transport stations;

6) the area of ​ ​ shopping centers and markets;

7) areas in industrial areas with the location on them of public and cultural buildings (clubs, cinemas, department stores, restaurants, cafes, etc.);

8) parking area.

The size of the area and the system of organization of traffic on it are established in accordance with its purpose, position in the city plan, location relative to the main streets and the general architectural and planning composition. Areas of all types should have improvement corresponding to the improvement of streets pouring into the area. In cases where streets of various categories adjoin the square, the improvement of the square in its level should correspond to a high-class street .

Public-administrative areas of citywide importance are one of the main elements organizing the city center.

10. Green spaces of the settlement territory.

Inner-city green spaces are of great cultural and everyday importance, play a significant role in hygienic terms as a means of influencing the microclimate of the city and are an organic part of the architectural decision of the city as one of the means of creating an ensemble - in addition to development.

Inner-city green spaces are divided into local and public spaces.

Local spaces include: gardens, squares and green stripes serving the microdistrict as a whole or a separate institution.

Common plantations include: district parks, gardens, squares, boulevards and other types of street green plantations (rows of trees, lawns).

Plantations of local use most evenly saturate the entire settlement territory. Their specific weight in the balance of the settlement territory depends on the type and intensity of development

The following requirements are usually imposed on the placement of individual elements of the city's green space system:

Squares are arranged with a size of 1-2 hectares, evenly placing them around the city with service radii of no more than 10 minutes of pedestrian accessibility; it is not advisable for them to be located at intersections, surrounded by busy main streets, even worse to cross the square with streets, that is, in fact, to create several small squares surrounded by dust and the noise of urban traffic; rationally arrange a square in the form of a "pocket," allocating a section of the microdistrict for it;

it is desirable to arrange gardens with a size of at least 4 hectares with a service radius of not more than 20 minutes (pedestrian accessibility );

district parks are arranged with a size of at least 1520 hectares and placed within a radius of accessibility of no more than 20 minutes (when using transport); the compact shape of their territory, if possible, is desirable;

boulevards are made 1830 m wide, and sometimes more (in the largest cities); it is advisable to connect inner-city parks, gardens, squares and peripheral green massifs with boulevards, linking them into a single system .