JSC "Mosproekt-2" named after. M. V. Posokhina specializes in major renovations of buildings, finishing of facades, restoration of structures for any purpose in Moscow, Russia and abroad. One of the main activities of the company is the restoration and reconstruction of cultural objects and ancient monuments. Many people perceive these two construction terms almost identically, but they have different meanings.

Restoration

The word “restoration” means the restoration (strengthening) of destroyed or damaged monuments of art, objects of historical and cultural heritage.

The reasons for distortion of the original appearance may be:

The influence of time;

Extreme operating conditions;

Careless (intentional) barbaric influence and many other factors.

During the restoration process, deformed parts are corrected and their structure is strengthened. In this case, modern materials are often used, similar to the original ones, but with better properties. Chemically altered parts that cannot be restored are removed and replaced. It is often necessary to eliminate later additions.

Typically the objects of restoration are:

Architectural monuments;

Facades of historical buildings for various purposes;

Wooden architecture (church buildings, ancient mansions, etc.);

Separate elements of facade structures, interiors of monuments.

Reconstruction

This term (from the Latin - “construction”) refers to the entire complex of construction and finishing works aimed at qualitatively changing the functional indicators of the object. The main goal of reconstruction is to restore not the appearance of the building, but its technical and economic qualities. Increasing the operating comfort of the structure being repaired comes to the fore.

During the reconstruction, only the load-bearing elements of the building are preserved: main walls, ceilings, flights of stairs and landings. Everything else is subject to full or partial replacement. The following work is envisaged here:

Fundamental reorganization of the structure of the facility, including changes in technical characteristics and overall dimensions of the structure;

Changing the purpose of premises;

Design of extensions and superstructures;

Complete re-equipment of utilities;

Strengthening load-bearing structures;

Replacement of floors, ceilings, intermediate walls and partitions;

Additional measures for the improvement of attics, basements, roofs, and exterior finishing.

The company offers the service of reconstructing historical buildings based on surviving fragments, written and oral references. More data will help to more reliably restore the object. It is also possible to complete work in an unfinished building.

Before the start of reconstruction, a project is drawn up, which takes into account the technical condition of the facility, operational deficiencies and identified defects. Based on the document, upcoming volumes of work, their cost and deadlines are predicted. The client is given the right to conduct an independent special construction examination.

Why do clients turn to JSC Mosproekt-2 named after. M.V. Posokhin?

The high professional level of the company’s employees guarantees:

• competent design of the upcoming reconstruction or restoration;
• a clear sequence of actions performed, down to the smallest detail;
• complete restoration of the original appearance;
• performing tasks of any complexity;
• a thorough expert assessment of the technical condition of the structure, allowing you to determine the exact costs;
• using only high-quality materials;
• the use of modern technologies in restoration, combined with ancient methods of architecture;
• Individual approach to the client and unconditional fulfillment of all customer wishes.

The problem of reconstructing the existing environment is becoming increasingly important in the overall complex of problems of city development. This happens not only because the modernization of the old housing stock is becoming a noticeable phenomenon of urban construction in its scale, and not only because the main functions of urban centers are traditionally concentrated within historically established areas. The main reason is that the problem of reconstructing the existing environment is closely related to resolving the issue of the relationship between “old” and “new” in the city.

The main provisions of such a “positive” reconstructive intervention can be formulated as follows:

1. The concentration of the main volumes of new mass standard construction should be provided outside the central historical core of the city. At the same time, sites for the placement of such objects should be chosen close enough to the historical core so that these complexes actively shape the landscape of the central part of the city without disturbing its historically established compositional structure.

2. Within the central historical core, a zone of active functional use is allocated, in which business and service facilities of citywide importance are concentrated. Here the greatest integration of urban functions takes place, which requires updating old buildings and adapting them to current functions.

3. Identification of a cultural and recreational zone of the city center, which serves as a concentration of cultural and entertainment institutions and recreational facilities of urban importance. This part of the central core also includes the main routes for exploring the historical and cultural attractions of the city and, therefore, is actively being restored and equipped with tourism-related functions.

4. Returning prestige to the residential areas of the center, their historical appearance is the only effective means of combating the degradation of the existing environment as a result of the invasion of the territory of the center by offices, small enterprises, warehouses and other similar objects.

A policy of consistent renovation and restoration of old buildings, preservation and maintenance of residential functions in the center is necessary.

The main object of positive reconstructive intervention becomes not a separate structure or ensemble of structures, but a section of the urban environment, which is considered as an integral and continuous urban environment, which has a unique historical and cultural background. It is not the appearance of the building, but the interior of the city that is the focus of the architect’s attention. The architect does not design a monument, but a sequence of life situations and spatial impressions unfolded in time. Based on this, the reconstruction contains three main, closely interconnected aspects: 1) ordering of the urban territory; 2) modernization of buildings; 3) protection and restoration of ancient monuments.

The formation of a city is a long historical process, as a result of which its architectural and planning structure takes shape. It is very different in different cities. There are old cities with the most valuable architectural heritage and cities that do not have outstanding architectural monuments, but have preserved the integrity of the layout and flavor of the era. There are relatively new cities with their own individual appearance. There are cities large and small, cities located in different natural conditions. All this requires individual solutions and reconstruction techniques, which would be based primarily on the characteristics of the city structure itself, which presupposes knowledge of the typology of urban structures.

The types of structures in the old city can generally be divided into four groups.

The first group includes territories located in the historical center of the city. They are characterized by increased intensity of development, where residential formations and public buildings are combined, many of which are often architectural and historical monuments.

The second group of territories is typical for areas adjacent to the city center. These areas have less development intensity. In many cases, residential areas are adjacent to small commercial and manufacturing enterprises.

ECOLOGICAL RECONSTRUCTION OF URBAN

DEVELOPMENTS

ENVIRONMENTAL RECONSTRUCTION OF CITY BUILDING

V.F. Kasyanov, A.B. Lyapin, O.I. Chernysheva

V.F. Kas"janov, A.V. Lyapin, O.I. Chernysheva

FSBEI HPE "MGSU"

The article is devoted to the most pressing problem - the environmental situation during the reconstruction of urban development, which entails more comfortable living for residents of an urbanized city.

This article is devoted to the most urgent problem - the environmental Situation in the reconstruction of urban development, which entails more comfortable living residents of the urbanized city.

Modern million-plus cities that have grown into megacities are the product of the development of human civilization, rapid urbanization over the last century, and an even faster increase in automobile transport - all this has worsened the environmental situation of cities. In this regard, it is time to reconsider:

Urban planning policy for the growth of cities in height and breadth;

Change the policy for the construction of skyscrapers (more than 25 floors) and high-rise buildings (from 9 to 25 floors) to low-rise buildings with the planning of city blocks, neighborhoods and districts with buildings no higher than 6-7 floors (for skyscrapers and high-rise buildings, leaving special places for the formation of business centers );

Systematically approach solving transport problems on city streets;

Conduct ecological reconstruction of cities in order to make them attractive and comfortable for residents to live in.

Many works of domestic and foreign scientists are devoted to the issues of urban reconstruction.

First of all, Russian scientists and researchers, architects and builders were interested in the urban planning aspects of city reconstruction due to the fact that a large number of buildings, groups, blocks and microdistricts in large cities of Russia and, especially in Moscow, belong to the category of physical wear and tear (up to 40%) and increased obsolescence (over 40%).

At the same time, the first level identifies the fundamental factors that characterize the development from all sides: comfort, capital, environmental friendliness and hygiene, safety and efficiency.

A/EPI VESTNIK 8/20TS_MGSU

Table 1.

Factors evaluating urban development

Comfort Connection of the development with other areas of the city

Level of territory improvement

Providing social and living conditions Transport accessibility

Availability of garages, parking lots and other utility areas

Space-planning structure of apartments

Layout structure of apartments

Areas, composition of apartment premises

Historical and architectural value of buildings

Combination with the environment Finishing of buildings

Availability and composition of engineering systems and equipment

Technical level of engineering systems and equipment

Capitalism Durability of buildings

Lifespan of buildings

Service life of landscaping elements

Manufacturability of buildings

Reliability

Physical wear and tear of buildings and their elements

Obsolescence of buildings

Service life of engineering systems and equipment

Moral and physical wear and tear of engineering systems and equipment

Maintainability of engineering systems and equipment

Environmental friendliness and hygiene Insolation

Natural and artificial lighting

Noisy

Sound insulation in buildings

Gas contamination

Dust pollution

Nuclear pollution

Electromagnetic Radiation Hazards

Vibration in buildings

Thermal and humidity conditions in buildings

Ecological cleanliness of the internal environment

Security Development security

Strength and stability of buildings

Protection from natural phenomena

Seismic resistance of buildings

Explosion safety

Fire safety

Fire resistance

Waterproofing of buildings and territories

Cost-effectiveness Investments in construction

Operating costs

Reconstruction costs

Repair costs

Expenses for engineering systems and equipment

Considering energy saving opportunities

Factors of the second level are divided into subfactors that take into account each individual building or its element with various nuances, such as landscaping and space-planning structure of apartments, durability of buildings and their physical wear, insolation and environmental cleanliness of the internal environment, strength and stability of buildings and fire safety, costs for reconstruction and taking into account energy saving opportunities, etc.

For each direction (factor of the first level) shown in table. 1 scientific research and implementation of research results in practice have been carried out, are being carried out and will be carried out.

The main factors evaluating urban development include environmental friendliness and hygiene (insolation, natural and artificial lighting, noise, sound insulation in buildings, gas pollution, aeration, dust pollution, radioactive pollution, the danger of electromagnetic radiation, vibration in buildings, heat and humidity conditions in buildings , environmentally friendly cleanliness of the internal environment). So in the table. Figure 2 shows the factors influencing the reconstruction of the city's residential buildings.

Table 2.

Factors influencing the reconstruction of residential buildings_

Reconstruction object

Factors taken into account when making a decision

Insolation Technical condition and reliability of the building Residual value of buildings

Noise level of the territory Design, technological and organizational solutions Residual value of infrastructure

Atmospheric pollution Level of reconstruction work Profit estimation by options

Transport accessibility Reconstruction method Profitability of the project with an assessment of the volume of capital investments

Improvement

Decision-making

All the factors listed here relate to the environmental friendliness of urban development.

Insolation of urban areas

When designing urban development, the light climate of the area must be taken into account when creating not only normal conditions for lighting, but also the architectural composition. When renovating buildings and individual buildings, the conditions remain the same, but this factor must be checked, since additional development reduces the gaps between buildings and can lead to changes in illumination. In different parts of the country (regions of the world), the contrast and amount of insolation are different.

When reconstructing urban areas and individual buildings, insolation conditions must be taken into account according to standards depending on the regions of the country, the contrast and the amount of insolation.

So in the northern regions of Russia, with reduced contrast, the minimum maximum insolation is 3 hours, and vice versa, in the southern regions this figure

is 1.5 hours. For example, for Moscow and central Russia, the maximum insolation is 10 hours, and the minimum permissible is 2 hours.

The impact of transport infrastructure on the ecology of the urban environment

In many cities around the world, transport is the main source of urban pollution.

Traffic congestion is a problem for all major cities in the world. This is where the urban environment is most polluted.

If we take as an example the indicators for road transport in the capitals of the main developed continents: Europe, America, Asia, the picture will look like this, Table 3.

Table 3

Road transport indicators in major cities of the world

^^"^-European Indicators-^^_ London New York Tokyo Moscow

City area 1.707 thousand km2 1.214 thousand km2 2.187 thousand km2 1.081 thousand km2

Population 7.8 million people 8.5 million people 13 million people 11.5 million people

Number of registered vehicles 3.8 million 2.7 million 4.2 million 4.4 million

Length of highways 17330 km 9600 km 22000 km 5500 km

Average time drivers spend stuck in traffic jams every day 1.5 hours 1.5 hours less than 1 hour about 2 hours

Average speed on weekdays 19 km/h 33 km/h 35 km/h 22 km/h

If you analyze this table, you can see that in Moscow the situation is the most depressing in all respects. To solve the transport problem in London, they are paying attention to public transport and introducing a fee for entering the city center, multi-level interchanges are being built in Tokyo, special lanes for public transport are being introduced in Moscow to combat traffic jams, new parking spaces are being created, intercepting parking lots, and modern management systems are being introduced. road traffic.

By the end of the 20th century, the volume of pollutant emissions from motor vehicles in Moscow amounted to ~90% of all emissions. To reduce the harmful impact of transport infrastructure on the environment, it is necessary to develop and implement the following measures:

1. Limiting the movement of freight transport;

2. Reconstruction measures (reconstruction of the roadway of city streets and highways; construction of multi-level transport interchanges; streamlining of parking for individual vehicles; optimization of regulation schemes

leveling of intersections, carried out in conjunction with reconstructive measures at the intersection);

3. Tightening requirements for environmental characteristics of transport;

4. Development of high-speed off-street transport networks (for example, metro);

5. Development of urban electric transport (tram, trolleybus);

6. Encouraging passengers to use public transport;

7. Encouraging citizens to use small cars.

Here the list of listed activities includes administrative,

reconstructive and developing urban transport directions, but all of them are aimed at improving the ecology of urban space as they lead to the improvement of the ecological system: atmospheric air, water basin, geological environment, vegetation and soil cover.

Noisy urban area

The increase in traffic density on the streets, as well as the capacity of various types of transport, has led to the fact that the average noise level on city streets, which in the recent past was 60^80 dBA, and currently reaches 75-95 dBA, which exceeds the sanitary norm by an average of 25 dBA.

The implementation of environmental and urban planning requirements provides for the elimination of zones of noise discomfort in residential areas of urban development. This is achieved by using modern methods of construction, landscaping and landscaping, organizing traffic, constructing engineering structures, noise-proof buildings and protective screens along the main highways of the city and railways.

Ecological reclamation of urban areas

As a result of urban growth, large amounts of industrial and domestic waste accumulate. During the year, the world's population accumulates up to 500 million m3 of waste from production and consumption. All this determines the need to develop effective methods for reclamation of territories after the withdrawal of industrial enterprises from the city, as well as the design and construction of waste disposal sites that ensure the environmental safety of the territories.

The biggest environmental problem is caused by municipal solid waste (MSW) in large cities. Table 4 shows the approximate morphological composition of solid waste in Russian cities.

Table 4.

Morphological composition of solid waste in Russian cities

Average for Russian cities: Moscow and Moscow region

Paper, cardboard 20-30 38.2

Food waste 33-43 28.6

Wood 1.5-3 4.1

Metal black 2-3.5 1.8

Non-ferrous metal 0.5-0.8 1.0

Textiles 3.0-5.0 6.5

Bones 0.5-2.0 3.2

Glass 5.0-7.0 2.5

Leather, rubber 2.0-4.0 4.9

Stones 1.0-3.0 0.5

Plastic 2.0-5.0 4.4

Other 1.0-2.0 0.5

Elimination (less than 15mm) 7.0-13.0 3.8

To assess the environmental danger of territories, a group of geo-ecological factors has been identified according to the degree of danger:

1. Radiation pollution;

2. Chemical pollution;

3. Gas activity;

4. The danger of aggressive filtrate entering groundwater;

5. Manifestation of exogenous geological processes.

All of these environmental hazards must be taken into account in a comprehensive manner, highlighting the most dangerous in each specific case of reconstruction of a building or landscaping of a territory.

Improvement of the urban area

Landscaping during the reconstruction of urban development includes the installation of courtyards, front gardens, landscaping, the installation of hard surfaces for traffic and sidewalks for pedestrians, the installation of areas for various purposes (children's playgrounds, sports, utility, parking for cars). The territory of each yard should have zones for use:

Rest zone;

Sports and games area;

Economic zone;

Movement zone.

When reconstructing old dense buildings, not every yard can accommodate all these zones, then you have to place part of the zone or the most necessary things. It is very rarely possible to place sports grounds, gardens or terraces in small courtyards of old buildings. Instead of sports fields, only tennis tables, etc. can be installed. The necessary landscaping elements that are necessarily present in every yard include paths, driveways and passages, garbage and utility areas and landscaping elements, at least minimally. It is impossible to create a lawn or garden in a small yard, but you can always plant a couple of trees, arrange a flower bed or pergola.

From the point of view of environmental friendliness, when landscaping, it is necessary to take into account the materials that can be used for coverings and placing areas of various levels. When constructing pedestrian paths, sidewalks and driveways in Russia, asphalt and concrete are often still used. Asphalt pavement is toxic, especially when it fumes in the summer. It is necessary to use mainly coatings made from environmentally friendly natural materials: sand, gravel, natural stone, brick and wood. In order to preserve the natural environment as much as possible, it is necessary to install borders to separate lawns and plantings from paths. Or, if these are stone paths, it is advisable to leave gaps between the stones so that the earth can breathe.

Figures 1 and 2 from the experience of Germany show the arrangement of children's playgrounds depending on their location in the courtyard space and in accordance with standards for size and materials.

AFSHKvLIITSKSH

Rice. 1. Layout and use of children's playgrounds of various levels

1 - at the door of the house; 2 - play street; 3 - playground; 4 - play park; 5 - city park; 6 - recreation park; 50 m - 400 m - possible distance from the door of the house

5" ■?<>-.

Rice. 2. An example of the application of standards for sizes and materials for the construction of children's playgrounds made of wood (Germany)

All these examples show how environmental friendliness and safety are observed when improving urban development, aimed at comfortable living of residents in the city.

Literature

1. Kasyanov V.F. Reconstruction of urban residential development. Publishing house ASV. M. 2005.

2. Kachan A.S. State and prospects of environmental protection in the Moscow region / Report of the Minister of Ecology and Natural Resources Management of the Government of the Moscow Region at the 5th Moscow Regional Scientific and Practical Conference “Environmental Safety of the Moscow Region” / Official website of the Government of the Moscow Region. 2003.

3. SP2.1.7.1038-01 “Hygienic requirements for the design and maintenance of landfills for municipal solid waste.”

4. “Moscow at the turn of the XX-XXI centuries”; coll. auto under general ed. Prof. A.V. Kuzmina -M., OJSC “Moscow Textbooks and Cartolithography”, 2003. -214 p.

5. Vlasov D.N. “Transport and interchange hubs of the largest city (using the example of Moscow” Monograph - M.: Publishing House ASV, 2009. -96 p.

6. Vinnikov Yu.A. Development of noise protection methods using green spaces during the development of residential areas of urban development. Abstract for the degree of candidate of technical sciences. -M. 2010.

1. Architectural and construction design, construction, reconstruction, major repairs of capital construction projects in the city of Moscow are carried out in accordance with the Urban Planning Code of the Russian Federation and other federal legislation. State authorities of the city of Moscow carry out, within the limits of their powers, public administration and regulation in the field of architectural and construction design, construction, reconstruction, major repairs of capital construction projects in accordance with federal legislation and this Code.

2. The placement and construction, construction, installation of territory improvement facilities specified in Part 5 of Article 11 of this Code are carried out in accordance with this Code and other regulatory legal acts of the city of Moscow.

Article 46. Engineering surveys for the preparation of design documentation, construction, reconstruction of capital construction projects

Carrying out engineering surveys for the preparation of design documentation, construction, reconstruction of capital construction projects (hereinafter referred to as engineering surveys), the formation and maintenance of a state fund of materials and engineering survey data, taking into account the needs of information systems for supporting urban planning activities, are carried out in accordance with federal legislation.

Article 47. Architectural and construction design

1. Preparation of design documentation for capital construction projects is carried out in the manner established by federal legislation.

2. The procedure for preparing design documentation carried out on the basis of a city state order is established by the Moscow Government in accordance with federal legislation.

3. The procedure for determining technical conditions and providing information about them, determining connection fees, connecting capital construction projects to engineering and technical support networks are established by the Moscow Government, if they are not established by the Government of the Russian Federation.

4. Preparation of project documentation is carried out in accordance with the urban planning plan of the land plot. In the case when, in accordance with the urban planning plan of a land plot, this land plot is intended for the construction of a complex, group of buildings, structures, structures, the design documentation must contain a comprehensive functional planning, architectural, landscape and engineering solution for development, landscaping, transport services and engineering support such land plot, including:

1) architectural and compositional solution for the development, including the location, purpose, parameters and architectural solutions of buildings, structures, structures;

2) location and parameters of driveways, surface parking lots, common areas, public spaces;

3) location and parameters of utilities;

4) organization of landscaping and landscaping of the territory;

5) vertical planning and organization of the territory’s relief;

6) organization of construction work, engineering support, and landscaping of the territory.

5. The design documentation must include design solutions and measures that ensure a favorable state of the living environment in the surrounding areas during the preparatory period of construction, during the main period of construction, reconstruction, major repairs of capital construction projects, during the period of territory improvement work after completion of construction , including providing:

1) safety of the population, territory, buildings and structures;

2) environmental protection, compliance with sanitary standards, protection of green spaces;

3) unhindered access of the population (including people with disabilities) to social, transport and engineering infrastructure facilities, to public areas, to residential buildings, public, administrative, business and industrial buildings;

4) uninterrupted transport services and engineering support for the territory;

5) proper landscaping and appearance of the territory;

6) fulfillment of other requirements for the favorable state of the living environment established by federal legislation, this Code, other laws and other regulatory legal acts of the city of Moscow, including regional standards.

Article 48. State examination of design documentation and engineering survey results. Non-state examination of design documentation and non-state examination of engineering survey results

1. State examination of design documentation and engineering survey results is carried out in the manner established by the Town Planning Code of the Russian Federation and legal acts of the Government of the Russian Federation. The procedure for organizing state examination of design documentation and engineering survey results is established by legal acts of the Moscow Government in accordance with federal legislation.

2. The body authorized to conduct state examination exercises powers in the field of organizing and conducting state examination of design documentation and engineering survey results, transferred by the Russian Federation to government authorities of the city of Moscow in accordance with the Urban Planning Code of the Russian Federation.

3. The result of the state examination of project documentation, which is carried out by the body authorized to conduct the state examination, or a state institution subordinate to it, is a conclusion on the compliance (positive conclusion) or non-compliance (negative conclusion) of this project with the urban planning plan of the land plot, the requirements of technical regulations, in including sanitary-epidemiological, environmental requirements, and the results of engineering surveys, as well as the requirements of the legislation of the city of Moscow, including in the field of protection and use of natural and green areas, protection of green spaces, the requirements of regional standards, including in terms of ensuring accessibility and adaptability of social, engineering, transport infrastructure facilities, public areas, residential, public, administrative and industrial buildings for the needs of disabled people, as well as in terms of providing a favorable living environment during construction, reconstruction, and major repairs of capital construction projects.

4. Conducting a state examination of project documentation is mandatory in cases established by federal legislation, in cases of construction, reconstruction, major repairs of capital construction projects in areas of comprehensive improvement in residential, public and business territories not subject to reorganization, in specially protected natural areas, natural and green areas, in protection zones of cultural heritage sites and historical zones, in other cases when during the construction, reconstruction, major repairs of capital construction projects, human rights to a favorable living environment, other rights and legitimate interests of individuals and legal entities may be violated .

5. Non-state examination of design documentation and non-state examination of engineering survey results are carried out in cases and in the manner established by federal legislation.

Article 49. Construction permits, permits for the placement of territory improvement facilities

1. A building permit in accordance with the Town Planning Code of the Russian Federation is a document giving the developer the right to carry out construction, reconstruction, and major repairs of a capital construction project.

2. Availability of a construction permit is mandatory in cases established by federal legislation, as well as in cases of construction, reconstruction, major repairs of capital construction projects in areas of comprehensive improvement in residential, public and business areas that are not subject to reorganization, in specially protected natural areas, natural and green areas, in protection zones of cultural heritage sites and historical zones, in other cases when during the construction, reconstruction, major repairs of capital construction projects, human rights to a favorable living environment, other rights and legitimate interests of individuals and legal entities may be violated persons

3. The issuance of construction permits is carried out in accordance with the Town Planning Code of the Russian Federation in terms of the form of construction permits, the list of documents submitted to obtain a construction permit, the timing and procedure for considering applications for issuing construction permits, the validity period of construction permits, the grounds for refusal to issue construction permits, other requirements of federal legislation.

4. A construction permit is issued by the executive authority of the city of Moscow authorized to issue construction permits, with the exception of permits for the construction of capital construction projects, which in accordance with the Urban Planning Code of the Russian Federation are issued by the authorized federal executive authority.

5. In cases established by federal legislation, the procedure for issuing construction permits by the authorized executive body of the city of Moscow is established by the Moscow Government.

6. Information on the issuance of construction permits within 10 days after the issuance of a construction permit is subject to official publication in the manner established for the publication of official information of territorial executive authorities of the city of Moscow, posting on the official websites of territorial executive authorities of the city of Moscow on the Internet. .

7. Obtaining a building permit is not required:

1) for the placement of territory improvement facilities;

2) to carry out reconstruction work, major repairs of utilities and road network facilities that do not require the preparation of design documentation;

3) to carry out work to change capital construction projects and (or) their parts, if such changes do not affect the structural and other characteristics of their reliability and safety, do not violate the rights of third parties and do not exceed the maximum parameters of permitted construction, reconstruction established by the town planning plans of the relevant land plots.

8. Types, parameters and characteristics of territory improvement objects, the procedure for obtaining permits for the placement of such objects, as well as the types of work specified in paragraphs 2 and 3 of part 7 of this article, the performance of which does not require obtaining a construction permit, and the procedure for performing such work are established The Moscow Government in accordance with federal legislation, this Code and other laws of the city of Moscow.

9. Persons carrying out the placement of objects specified in paragraph 1 of part 7 of this article, carrying out the work specified in paragraphs 2 and 3 of part 7 of this article:

1) are obliged to comply with:

a) safety requirements established by technical regulations and other federal legislation;

b) requirements contained in the urban planning plans of the relevant land plots;

c) the requirements of regional standards in terms of landscaping the territory and ensuring a favorable living environment, including during the period of work;

d) the procedure established by the Moscow Government for obtaining permits for placing objects and performing work and the procedure for placing objects and performing work;

2) bear, in accordance with the law, liability for violation of the requirements specified in paragraph 1 of this part, including administrative liability for violation of the requirements specified in subparagraphs “b”, “c” and “d” of paragraph 1 of this part, which is established by the Code of the city of Moscow on administrative violations.

Article 50. Construction, reconstruction, major repairs of capital construction projects

1. Construction, reconstruction, major repairs of capital construction projects are regulated by the Urban Planning Code of the Russian Federation, other regulatory legal acts of the Russian Federation, this Code, as well as legal acts of the Moscow Government corresponding to federal legislation and this Code.

2. Construction control is carried out during the construction, reconstruction, and major repairs of capital construction projects in accordance with the Town Planning Code of the Russian Federation. The procedure for conducting construction control is established by the Moscow Government, if such a procedure is not established by regulatory legal acts of the Russian Federation.

3. State construction supervision in the city of Moscow is carried out in accordance with the requirements of the Town Planning Code of the Russian Federation by the executive authority of the city of Moscow authorized to carry out state construction supervision, in the manner established by the Government of the Russian Federation, except for cases established by federal legislation, when state construction supervision is carried out authorized federal executive body.

4. In the areas surrounding the construction site, control is carried out in the manner established by the Moscow Government over compliance with the requirements for ensuring a favorable living environment, including the safety of buildings and structures, compliance with environmental safety and environmental protection requirements, the state of landscaping of the territory and green spaces during construction, reconstruction, major repairs of capital construction projects.

5. Persons guilty of violating the requirements for ensuring a favorable living environment during construction, reconstruction, and major repairs of capital construction projects bear administrative liability in accordance with the Moscow City Code of Administrative Offenses.

6. No later than 10 days before the start of the preparatory stage of construction, including demolition work, dismantling of existing buildings and structures, the developer is obliged to place an information stand on the border of the construction site, accessible for viewing from the surrounding area, containing:

1) information about the project developer, about the planned construction and its timing, including a graphic image of the planned facility and a diagram of the territory surrounding the construction site, which displays the landscaping activities planned for the construction period;

2) information about the construction permit;

3) information about the developer (customer) and the performer (contractor) of construction work;

4) addresses and contact telephone numbers of the executive authority of the city of Moscow authorized to carry out state construction supervision, executive authorities of the city of Moscow exercising control over the condition of the territories surrounding the construction site.

7. A copy of the urban planning plan of the land plot, other urban planning documentation, sections of project documentation subject to publication in the information system of urban planning activities, construction permits, are presented by the performer (contractor) of the work at the request of authorized officials of state control bodies, the relevant local government body, a deputy of the Moscow City Duma from the relevant constituency, other interested parties.

8. The commissioning of a capital construction project is carried out on the basis of a permit to put the facility into operation, which is issued to the developer by the executive authority of the city of Moscow that issued the permit for the construction of this facility. Permission to put a facility into operation is issued in accordance with the Urban Planning Code of the Russian Federation in the manner established by the Moscow Government. The decision to refuse to issue a permit to put a facility into operation is made in cases established by the Town Planning Code of the Russian Federation.

9. A capital construction project, location, parameters, architectural design of which does not comply with the requirements of the urban planning plan of the land plot, design documentation, may be recognized as an unauthorized construction in accordance with the Civil Code of the Russian Federation.

• Chapter 1. (Articles 1-10)
  • Article 1.
  • Article 2.
  • Article 3.
  • Article 4.
  • Article 5.
  • Article 6.
  • Article 7.
  • Article 8.
  • Article 9.
  • Article 10.
• Chapter 2. (Articles 11-18)
  • Article 11.
  • Article 12.
  • Article 13.
  • Article 14.
  • Article 15.
  • Article 16.
  • Article 17.
  • Article 18.
• Chapter 3. (Articles 19-22)
  • Article 19.
  • Article 20.
  • Article 21.
  • Article 22.
• Chapter 4. (Articles 23-27)
  • Article 23.
  • Article 24.
  • Article 25.
  • Article 26.
  • Article 27.
• Chapter 5. (Articles 28-30)
  • Article 28.
  • Article 29.
  • Article 30.
• Chapter 6. (Articles 31-33)
  • Article 31.
  • Article 32.
  • Article 33.
• Chapter 7. (Articles 34-37)
  • Article 34.
  • Article 35.
  • Article 36.
  • Article 37. Repealed
• Chapter 8. (Articles 38-44)
  • Article 38.
  • Article 39.
  • Article 40.
  • Article 41.
  • Article 42.
  • Article 43.
  • Article 44.
• Chapter 9. (Articles 45-50)
  • Article 45.
  • Article 46.
  • Article 47.
  • Article 48.
  • Article 49.
  • Article 50.
• Chapter 10. (Articles 51-57)
  • Article 51.
  • Article 52.
  • Article 53.
  • Article 54.
  • Article 55.
  • Article 56.
  • Article 57.
• Chapter 11. (Articles 58-65)
  • Article 58.
  • Article 59.
  • Article 60.
  • Article 61.
  • Article 62.
  • Article 63.
  • Article 64.
  • Article 65.
• Chapter 12. ((Articles 71-74)
  • Article 71.
  • Article 72.
  • Article 73.
  • Article 74.
• Chapter 14. (Article 75)
  • Article 75.
• Chapter 15. (Articles 76-78)
  • Article 76.
  • Article 77.
  • Article 78

The diversity of the existing development of Russian cities, its planning, architectural and design features influence the nature of reconstruction activities. No less important is the influence of natural and environmental conditions (taking into account the relief, the possibility of subsidence, landslides, floods, snow and mudflows, environmental pollution, the appearance of water in basements, etc.).

The existing development is characterized by its location in the urban area, features of planning decisions, number of storeys, building density, and the proportion of old buildings. In old cities, the historical and architectural value of the development is of particular importance, i.e. territory of monuments and historically significant urban landscape.

Urban development and its surroundings are created for human life (work, sleep, rest). Therefore, when designing reconstructive measures, all modern urban planning, architectural, sanitary and hygienic requirements must be taken into account (Fig. 2.1.1).

The most difficult task of transforming the planning structure and subordinating it to modern requirements is solved for development in the historical centers of old cities and areas that are directly adjacent to them. When reconstructing the former outskirts of large cities, workers' settlements near large enterprises and developments in the second half of the 20th century, as a rule, we are talking about streamlining the planning structure and developing environmental protection measures. The problems of reconstructing the road network in historical city centers are practically impossible to solve using traditional methods. This is due to the fact that transport arteries are a very stable structure of the general plan, forming the frame of the city.

Rice. 2.1.1.

• the area built up with five-story buildings is saturated with functional and decorative elements;
• recreational areas for residents of different ages are separated from each other, active and passive recreation areas are distinguished;
• in the yard there are parking spaces only for “guest” cars (general parking is located on the periphery of the development)

The continuous process of preserving, renewing and adapting the built environment to changing requirements is an integral part of the development of a modern city. There are two aspects to understanding the term “urban environment”: firstly, as a set of living conditions (i.e. the state of the atmosphere, noise level, electromagnetic pollution, light and color environment, perception of architecture, etc.), and secondly, as taking into account the impact of the immediate environment when designing the reconstruction of a building. For example, three categories of historical value of a building or structure can be distinguished:

• 1) a monument of architecture, history, culture, etc.;
• 2) buildings from the immediate surroundings of the architectural monument, etc., constituting the background for its perception;
• 3) buildings and structures from ordinary development in areas and on highways of historical value.

The main factors of the urban environment influencing

the nature of the design solution for the reconstruction of a building or structure is presented in table. 2.1.1. The impact of these factors, due to their complex nature, may be such that carrying out reconstructive measures becomes impractical, namely:

• 1) when using a building located in an area of ​​sanitary hazard or gas pollution from vehicles;
• 2) in case of insufficient lighting, insolation or non-compliant sanitary gaps to the nearest buildings;
• 3) in the absence of fire passages and the impossibility of organizing them;
• 4) if the building does not have a yard area (when its area is less than 0.5 m2 per person or less than 0.02 per 1 m2 of the total area of ​​the residential building);
• 5) at a noise level of more than 30 dBA;
• 6) if it is impossible to organize a normal system of recreation and consumer services for residents due to the significant distance of the building from service institutions, public transport stops, etc.

Table 2.1.1

Factors of the urban environment influencing the nature of the reconstruction of existing buildings

Thus, we can talk about identifying typological groups (zones) of city territories:

• 1st group - development along the highways of the city center;
• 2nd group - territory with predominantly historical buildings (as a rule, we are talking about the central part of the city);
• 3rd group - large residential areas outside the central part of the city;
• 4th group - residential areas that have developed in the vicinity of industrial zones (former workers' settlements), as well as on the periphery of the central zone.

In addition, in each of the listed groups of territories, it is necessary to take into account the influence of factors in the immediate environment of the building, depending on its location (on the red building line or inside the block). To rank the degree of influence of factors in the immediate environment on the living environment of a building, and, consequently, on the nature of the design solution for its reconstruction, there are scoring systems. The use of such systems in practice encounters certain difficulties. Therefore, the approach to identifying and taking into account these factors must rely heavily on experience and common sense. For example, it is advisable not just to increase the average building density in the city. It should be increased in the most accessible zones of urban activity, and reduced in areas adjacent to green areas. At the same time, the number of floors and building density should be limited in protected zones that are historical and cultural monuments.

The scale and nature of the reconstruction of the urban environment inevitably require the formation of a long-term urban planning and economic strategy, which must be divided into a number of stages. The criterion for the priority of work, of course, can be the degree of depreciation of the building’s structures or structures. However, in general, the sequence of work is a systemic task with the fullest possible consideration of social, economic and urban planning criteria.

In general, the development of Russian cities carried out in the country in the second half of the 20th century is characterized by:

• lack of closed (i.e., proportionate to a person, and therefore comfortable) spaces;
• monotony (primitivism) of planning solutions for courtyard spaces;
• lack of compositional centers in areas of mass construction.

The measures proposed in the literature to overcome social-functional and architectural-urban planning deficiencies come down to the following.

• 1. Inclusion of atypical inserts into the structure of courtyards, forming the closedness of the internal spaces of primary residential formations, helping to divide the environment into certain spatial levels (apartment, courtyard, neighborhood garden, street).
• 2. Creation of a denser and visually coherent architectural frame of avenues and streets by increasing the number of floors of existing buildings and new various inserts.
• 3. Superstructure of four- and five-story buildings located along the red line (mainly attic floors), in order to form a single front of perimeter development, denoting spatial corridors.

The need to redevelop city streets and squares

determined primarily by the development of transport. Sooner or later there comes a time when the narrow streets of existing buildings have difficulty coping with increased traffic flows. There is an urgent need:

• expand existing streets;
• lay (maybe break through existing buildings) new streets;
• arrange bypass routes for transit intercity transport;
• expand areas;
• change transport patterns to streamline traffic flow in the city.

Of course, at the same time, other urban planning tasks must be solved, related to improving the existing development of streets and squares, their architectural and artistic design, improving urban amenities and landscaping.

Based on the nature of the work performed, the reconstruction of streets and squares can be reduced to three types:

• 1) construction of new houses on the site of demolished buildings;
• 2) laying new streets inside existing blocks;
• 3) reconstruction with the preservation of a significant part of existing buildings that can be built on, moved, etc. The last type of urban reconstruction is

the most complex and expensive undertaking.

A common feature of the redevelopment of city streets and squares is the mandatory fulfillment of the following conditions:

• 1) the reconstruction is carried out according to a single project for the entire street or square (at least a significant section of it), providing for its development in accordance with the general plan of the city;
• 2) work can be carried out in separate stages depending on the significance of a particular section of the street being reconstructed, on the availability of financial resources invested by the city, as well as taking into account the actual technical condition of the existing building;
• 3) the design of work must be carried out comprehensively, with the simultaneous solution of transport (throughput), urban planning (nature of development), engineering and construction (technical condition of foundations and structural elements of buildings and structures) tasks, development of urban communications (installation of collectors, reconstruction of networks), landscaping, landscaping and improving the architectural and artistic appearance of a street or square (repair and reconstruction of facades). It should be emphasized that the reconstruction of individual streets or

areas in the fabric of urban development solves primarily the problems of the development of urban transport, utility networks, architectural design and landscaping. However, it affects the issues of reconstruction and renovation of the housing stock only to a minimal extent, since the repair of facades and the addition of individual buildings do not affect the nature of the living conditions of residents of the blocks adjacent to the street being reconstructed.

It is the streets and roads that are the most important part of the structure of the city, as they serve to pass traffic flows, organize the drainage of storm water, lay communications, and place part of the green spaces.

The modern approach to solving this problem involves the creation of two transport networks. The first is traditional: for personal and part of public transport, with interchanges at different levels. The second transport network is off-street, taking on the main load of moving large flows of people to places of work, recreation and services. We are talking about the use of the metro, monorail transport, light rail, etc.

When solving problems of urban reconstruction, the following come to the fore:

• 1) division of the road network by type of transport and traffic organization (passenger or freight transport, high-speed or regular, one-way or two-way traffic);
• 2) maximum reduction of through (transit) traffic through the city center and its districts;
• 3) uniform distribution of traffic flows along the streets;
• 4) straightening transport routes;
• 5) reducing the harmful effects of transport emissions on the city’s ecology.

The scale of complex reconstruction of urban areas during the construction of expressways and ring roads leads to the emergence of a special spatial environment, often not even having a constant visual connection with the surrounding buildings. As a result, a specific task arises in the architectural and landscape design of high-speed urban highways.

Therefore, at a minimum, engineers, architects and designers should participate in the design, jointly solving problems:

• 1) safety, convenience and economy of transportation;
• 2) satisfying the aesthetic needs of people who are in visual contact with the road complex;
• 3) linking the road with the landscape;
• 4) architectural and compositional solution for the roadside strip (landscaping and small architectural forms). Architectural and landscape design should be understood

as an artistic and design activity aimed at creating a harmonious natural-object environment surrounding a high-speed urban highway. In parallel with the harmonization of the natural and objective environment of the road space, there is a harmonization of the activity itself, which these objects serve. It is the interpenetration of architectural and landscape design and the organization of life processes in the named environment that opens the way to its systemic organization.

The natural landscape usually refers to the natural environment of a person - soil, earth's surface, air, reservoirs and watercourses, flora and fauna. This is a spatial environment that was formed and exists without human participation. The landscape acts as a single organism, the organizing principle of which is the relief. Changes in it cause changes in all elements of the landscape. Anthropogenic landscapes have been transformed by humans to one degree or another. They include various structures, cultural plantings, amended soil, etc. The peculiarity of anthropogenic landscapes is a combination of natural self-organization and human influence. Naturally, a landscape that includes a highway belongs to cultural landscapes, where natural and anthropogenic elements coexist.

A complex of structures on a high-speed highway should ideally not violate the integrity and picturesqueness of the landscape, but with a thoughtful, rational location, on the contrary, it is intended to help reveal the view potential of the area and urban development. Therefore, landscape design of a road is understood as a harmonious combination of road elements with each other and with the surrounding landscape. Due to the scale and nature of the structure, the highway becomes a noticeable element of the landscape. She is often his organizing axis.

Modern road-building equipment makes it possible to lay highways regardless of the terrain, with slight longitudinal slopes on high embankments and deep cuts. However, the harmfulness of the “bulldozer” approach was gradually realized, and already in the late 1930s general principles were formulated to ensure the smoothness of the road and harmonize it with the landscape of the urban areas being reconstructed. Today, road design standards in various countries state:

“....the route of the road should be harmoniously combined with the forms of the relief”;

“....the axis of the road should be considered as a single spatial curve.”

Of course, landscape design of a highway complicates design work, requiring:

• 1) individual development of transverse profiles of the subgrade;
• 2) determining the parameters of the road axis as a smooth spatial curve of a line;
• 3) organizing visual communication with the surrounding buildings and landscape.

Attempts to improve a poorly chosen route using landscape architecture (primarily decorative landscaping) usually do not lead to success. It is possible to somewhat improve the appearance of the road from the side, to mask landscape disturbances with greenery, but the route will remain illogical from the point of view of ensuring the implementation of the dynamic qualities of cars and the psychology of drivers’ perception of the traffic situation. According to foreign data, additional costs associated with compliance with the principles of landscape design of reconstructed and newly constructed urban highways do not exceed 3% of the estimated cost of the structure and are within the accuracy of determining the scope of work and drawing up estimates. In addition, the analysis of additional costs, as a rule, does not take into account the reduction in operating costs associated with the reduction of snow drifts, the elimination of road erosion, the possibility of a safe, accident-free vehicle exit, etc. Some tortuosity of the route, which allows the road to better adapt to the terrain, naturally leads to reduce the volume of excavation work, and the installation of a wide dividing strip eliminates the need to install expensive fences on it.

A clear relationship has been revealed between the aesthetic qualities of the road and traffic safety (on primitively designed, monotonous roads, the number of traffic accidents is much higher). Therefore, it is often said: “The question is not how much it will cost to build a beautiful urban highway, but how much its imperfections will cost us.”

Visual smoothness of the road is a prerequisite for safe and confident driving. To do this, it is necessary to provide the driver, along with landmarks created by the road itself (such as the edge of the roadway, the edge of the roadbed, the axial seam of the concrete pavement), additional information about the direction to follow (for example, the use of contrasting marking lines, edge stripes, guide posts and barriers , plantings).

Landscaping of reconstructed urban highways solves a number of technical, engineering, environmental and aesthetic problems. The technical tasks of ensuring traffic, the solution of which landscaping helps, involve protection from wind and drifts, from being blinded by the light of oncoming cars, and partly from collisions. Correctly selected landscaping composition helps to assess the parameters of the road (turns and slopes). Among the engineering and environmental problems is the protection of slopes from erosion, scree, noise, etc. To solve technical problems of organizing traffic, you should carefully consider planting sites, assortment and methods of grouping plants. Protection from wind is at the same time protection from snow drifts and dust. Dense strips of green spaces do not guarantee against drifts; their placement plays a big role. When plantings are located close to the road, snowdrifts will form directly on the road surface. A dense wall of plantings on the dividing strip has the same effect. Landscaping design standards in some countries recommend placing dense rows of plantings on the median in oblique rows. Gaps between rows are not perceived when moving. Such a strip not only reduces snow deposits on the traffic lanes, but also protects drivers from being blinded by the headlights of oncoming cars.

Wide landscaped dividing strips make it possible to carry out group plantings of trees and shrubs, allowing for great diversity in architectural and landscape design. Individual trees of special decorative qualities or groups of them are used for accents marking turns, slopes, forks, slopes and other features of the route. For example, in a number of Western European countries, intersections at one level are emphasized in a unique way: in the center of the intersection, a small elevation of the relief is arranged, on which shrubs, flowers, and sometimes trees are planted. The driver perceives the structure as an obstacle and slows down.

When solving purely landscape problems in the right-of-way (the usual width of which does not exceed 300 m), the position of the tree crowns helps the driver determine the position of the turn behind the profile break. Landing guides are carried out as a continuous tape on small turning radius curves, telling the driver the degree of curvature of the turn. On curves of large radius, it is advisable to create breaks in the landscaping. Such a “window” in a ribbon of plantings (at least 150 m wide) allows you to view the opening landscape.

The protective role of green spaces consists of performing the following functions:

1) camouflage (exclusion from the visibility zone of unattractive landscape elements, industrial buildings and structures, etc. with the help of fast-growing evergreens

plants);

• 2) dust- and snow-proof, i.e. increasing the deposition area, reducing wind speed and increasing air humidity by arranging oriented plantings;
• 3) noise-protective, which involves the construction of wide, dense belts of plantings in combination with noise-protective shafts and structures.

From the experience of northern countries (Scandinavia, Canada, USA) it follows that snow protection plantings are from 2 to 12 rows of plantings (usually 3-7) with a total width of plantings from 24 to 112 m. The monotony of plantings is eliminated by the arrangement of decorative groups (and single trees with bushes) of different plants.

Of particular note is the ability of shrub plantings to mitigate the consequences of a car leaving the road for any reason. For example, a shrub with 30-40% openness provides a stopping distance for a car (moving off the roadway at a speed of 90 km/h at an angle of 30° to the road axis) of only 3-4 m. All noise-protective plantings are characterized by a pyramidal structure (Fig. 2.1.2).

When planting, as a rule, plants of different heights are alternated, grouping plants of the same type in several rows (3-5 rows). In addition, in the intervals between the rows of the main species, it is customary to plant one row of avant-garde (fast-growing) species. From the standpoint of solving visual and aesthetic problems, the following areas of use of green spaces in the reconstruction of city highways can be named: their use as landscape material and measures of compensatory impact on the roadside environment; creation of spatial architectural and landscape accents; visual orientation (direction of gaze); Creation

Rice. 2.1.2. : 1- bush; 2 - auxiliary tree species;

3- main breed; 4 - avant-garde species (poplar, etc.)

green "curtain" or "background". In practice, the landscaping performed is multi-purpose and universal in purpose. In this case, all three green tiers are used: grass cover; shrub plantings; trees. It is strongly recommended to arrange plantings in large spots, without much fragmentation. Additional planting of foreground plantings in the form of wings and decorative groups should contribute to the diversity of perception of the opening landscapes in the background; they are mainly seen and remembered by those traveling in a car. A route that is successfully laid out through an urban area (i.e., taking into account the natural terrain) can be even more closely connected with it due to the picturesque location of green spaces. Their range is selected according to the natural plant environment. It is preferable to organize plant groups with contrasting visual properties. The simplest option is the use of mixed groups, including deciduous and evergreen plants, which enriches their perception in all seasons. At the same time, planting in the form of geometric shapes, uniform rows with a constant rhythm, symmetrical lines and groups is excluded. Plantings should create a feeling of natural, natural groups characteristic of the landscapes of the area. For example, extended dense groups (at least 50 m) with pronounced tiers are advisable. The combined use of low-growing shrubs and trees with a high crown can be successful. This solution meets safety requirements and at the same time ensures a harmonious combination of the engineering structure with the landscape and surrounding buildings.

A properly designed urban expressway becomes a new (and very significant!) element of the urban environment. It is desirable that any change in direction be clear and convincing for drivers and passengers. The direction of the road to clearly visible landmarks of both a natural (hill, group of trees, etc.) and anthropogenic nature (residential areas and large architectural structures) looks very logical.

In flat areas, monotonous plantings should be avoided. Alley plantings on urban roads, previously widespread in Western European countries, are appropriate on straight and not too long sections. They are good from the point of view of traffic safety in fog or snowfall, but in sunlight they produce alternating shadow stripes that tire the driver (the frequency of alternating illuminated and shaded areas is 10-15 per second, which corresponds at a speed of 80-100 km/h to the distance between trees 2-3 m). In addition, alley plantings form a kind of corridor and block views of the adjacent landscapes and buildings. The use of alley plantings during the reconstruction and new construction of city roads is appropriate only on the slopes of high embankments and along the banks of reservoirs.

The construction of gentle slopes and smooth, elongated shapes, interfaces with natural relief forms can significantly reduce the negative effect caused by human intervention in the structure of the natural landscape. The nature of the placement of plantings on slopes depends on their height. It is advisable to change the nature of landscaping after 3-10 km, linking the structure of plantings with the terrain and in areas approaching residential areas. For example, it is recommended to move from shrub plantings within a hilly terrain to group plantings of tall trees in areas of descent and ascent to the river valley. As you approach residential areas, regular plantings should be organized.

A road passing through a hilly landscape naturally consists of gentle curves with a large radius of curvature, one after another. The influence of small depressions and spurs is eliminated by planning work. Crossing hills head-on is not recommended. The location of the road in the excavation inevitably creates a spatial sensation of a visual corridor, which sharply intensifies when the slopes are steep.

More logical is an oblique or off-center intersection, which is solved as a half-embankment-half-cut. When crossing wide valleys and other city highways, it is necessary to construct transport interchanges (viaducts). This design solution is very beautiful and eliminates the need for an embankment.

A section of urban territory directly adjacent to the highway and accessible for viewing is often defined as an “architectural-landscape pool” (“landscape space”, “architectural pool”). The boundaries of such a formation are often arbitrary, but in the center of the pool it is desirable to have a clearly legible compositional center that gives the pool individuality. This can be a landscape element (a group of buildings, a hill, a grove, a pond, etc.) or an object (group) belonging to the road itself (buildings of roadside complexes, bridge crossings, recreation areas, landscaping groups, etc.). The dimensions of the architectural landscape basin are 3-15 km, i.e. its length makes it possible to view the situation from a moving car for several minutes.

The perception of architectural landscape pools is characterized by limited viewing time, which is why the role of the compositional separation of main and secondary elements is so important. The arrangement of the main elements should be compact and follow a certain rhythm.

The appearance of an architectural landscape pool is perceived in the form of a silhouette, panorama and intra-pool perspective. These three types of visual perception are closely interrelated. Moreover, in various situations (depending on the season, time of day, weather conditions), the panorama of a landscape pool acquires the properties of a silhouette and, conversely, the silhouette is perceived as a multi-dimensional panorama or a deep perspective.

A silhouette is a generalized appearance of the architectural and landscape basin of a high-speed highway, where the diversity of its elements dissolves in the contour outline of the landscape. In most cases, the silhouette is perceived in fragments in which a characteristic outline is revealed. At the same time, the expressiveness of the appearance of the landscape is determined by:

High components of the landscape and surrounding buildings, their

location and visual balance;

• contrast or nuanced solution;
• the ability to perceive from the most advantageous positions.

The panorama appears spatially multifaceted

perception of the appearance of landscape space with a wide visual coverage. It is not necessarily viewed from the front (for example, through the windshield); it can be seen from any angle (broadly with a direct gaze or completely covered by looking around). The panorama is perceived against the background of mountains, sky and green areas. It is important that the most visually significant components are located at a certain distance from each other and are not visually combined as the observer moves. The panorama can also be viewed fragment by fragment, each of which represents a separate picture (the length of the latter, as a rule, should not exceed 2 km). Wide panoramas open from elevated relief points and engineering structures.

Intra-basin perspective (vista) is understood as the identification of deep space in the landscape primarily along the axis of movement. It orients the gaze along a trajectory and generates emotions through a successively developing complex of visual impressions. Often, based on a separate fragment (perspective), we create a generalized appearance of the architectural and landscape pool (and sometimes the entire route). A large-scale landscape component or large structure that completes a perspective plays a key role in creating a visual image.

Stopping areas (adjacent type or with a ramp) must be equipped with at least benches, tables, canopies, gazebos, garbage bins, toilets, and water sources. Such sites should be located away from the road and protected from noise and exhaust gases by vegetation or landforms. The junction (entry-exit) should be resolved at an angle of 7-20° or using an acceleration lane. In many countries, regulations provide for the construction of recreation areas every 8 km. In Russia, the optimal distance is 20-40 km.

Observation platforms, which can be located either within the structure of an architectural landscape pool or as a separate structure in areas that are significant in terms of species, have some specific design aspects. Firstly, before leaving for the observation deck, it is advisable to give some compositional pause, to slightly delay the emotional wave. This may be a relatively monotonous stretch of road isolated by dense vegetation. This technique enhances the effect of the sudden revelation of the final panorama. The viewpoint itself does not necessarily have to be at the highest elevation. It is important to provide the widest possible view of the city.

The types of structures in the architectural and landscape spaces of high-speed urban roads are extremely diverse - from large buildings and structures to small architectural forms. According to their compositional significance in the landscape, they can be divided into the following groups.

• 1. Large structures that can dominate an architectural landscape pool can become its leading compositional theme.
• 2. Medium-sized buildings (for example, public catering establishments, etc.), which have local compositional significance and, of course, require coordination with the surrounding background.
• 3. Small architectural forms (elements of architectural and artistic design), enriching the landscape situation.
• 4. Objects located within functional zones, having a clearly defined specificity (function) and not related in composition to the landscape (stands, kiosks, fences, paving).

The current practice of construction and reconstruction of urban highways shows that it is still difficult to talk about the possibility of radical intervention in the design process of an engineering structure in order to ensure its maximum harmonious inclusion in the existing landscape; however, significant experience has been accumulated in the fruitful participation of landscape architects in the work. There are two different approaches to this problem. The first approach is to “disguise” the engineering structure (using a certain color, the texture of natural stone, using green spaces, etc.). The second approach, on the contrary, involves demonstrating “usefulness”. For example, the beginning of an artificial structure is emphasized by a parapet of a complex shape, the installation of decorative lamps, the installation of pylons, painting in snow-white color, etc. Thus, the structure becomes like a spatial barrier separating two architectural and landscape pools.

With any approach, it is necessary to maximally open the space under a structure raised from the ground (for example, an overpass). This could be a reduction (within reasonable limits, of course) in the number of supports or the use of overpass approaches rather than embankments. Secondly, it is necessary to “visually lighten” the spans by reducing the height of the span and strengthening the approaches in a natural way (using reinforcing bars and turf rather than concrete paving).

On highways around the world, various non-standard entry signs are widely used. Since the object carries very specific information that must be perceived in a limited period of time, it is necessary:

• 1) limit the number of characters in the message to a minimum;
• 2) place the inscription, usually horizontally;
• 3) exclude the stylization of letters in the “Gothic” or “Old Church Slavonic” alphabet;
• 4) select the font size in accordance with the distance from the observer.

The verbal form of presenting information can be supplemented with various signs and symbols (coats of arms, silhouettes, trademarks, etc.), providing an extremely concise, universal and accessible way of transmitting a large amount of information.

Monumental and iconic forms placed on the roadside should be characterized by: a high level of generalization and unification; emphasizing a limited number of elements; the use of familiar associations, stereotypes, and easily recognizable images.

Small architectural forms include elements of landscaping and equipment that are intermediate in scale between humans and objects of “volumetric” architecture (buildings and structures). Their range is very wide: from drinking fountains and benches to entrance arches and pavilions for various purposes. Unlike the urban environment itself, small forms in the road environment often lose their status as an “intermediate link” between humans and buildings. They are often located in a landscape situation, and therefore must be in harmony with the environment of their subject-spatial environment. Most often, two stylistic techniques are used for the execution of small architectural forms in the circumstances under consideration: the use of emphatically folkloric national traditions (natural materials, colors, textures); the use of modern technological methods for arranging an urban environment (reinforced concrete, steel, glass, plastics). It should be said that small architectural forms place very high demands on the quality of work (geometric shape, cleanliness of finish, uniformity of texture and color). The disadvantages of such a plan are very acutely perceived in small forms, and pretentious execution under monumental or high-tech forms negates the aesthetic impact.

Road signs, road fences, lighting, markings, and guide devices are made in a simple style without any decoration. High driving speeds on modern urban roads provide the driver with limited time to perceive and perform the maneuver. Having missed the required turn, the driver is forced to drive a long distance before the next opportunity to change direction. Therefore, direction signs must be visible at a great distance and, therefore, be large in size. Since signs installed on the side of the road are poorly visible to drivers in rows near the median, signs mounted above the roadway on light farms have become widespread. The greatest difficulty is in placing signs at multi-level intersections. Drivers, not seeing the entire intersection, have great difficulty choosing the right direction. The placement scheme cannot significantly help in this situation, so all over the world it is customary to place a large number of signs showing the direction of traffic flow.

A mandatory requirement for modern urban highways is the separation of oncoming traffic (unpaved or coated strips, as well as concrete or metal barriers). Modern urban highways generally do not have grade-level intersections.

According to foreign researchers, lighting on highways reduces the accident rate by 45-50%. The cost of lighting is up to 4% of the estimated cost of the highway. Highway lighting provides a number of benefits: the number and severity of traffic accidents is reduced; ensures the possibility of safe movement at night at the designed speed; working conditions for drivers are improved, driving is made easier; night traffic is stimulated, which reduces congestion on highways during daylight hours.

Reconstruction of buildings and spaces of urban highways should not worsen the aeration (ventilation conditions) and insolation (exposure to direct sunlight) modes of development. No less attention should be paid to protecting people from sound, vibration, radiation and electromagnetic phenomena. The well-maintained landscaped environment surrounding places of residence, work and recreation, green spaces, small architectural forms, and beautiful vistas provide visual comfort for citizens. On the other hand, a person needs visual isolation. The premises of the apartment, which are not visible from opposing nearby buildings, are also a condition for comfortable living, since they satisfy a person’s need for personal space.

In the process of urban reconstruction, the issue of demolition or relocation of buildings inevitably arises. In each case, an informed decision is made based on the results of urban planning analysis, determination of the technical condition of the building, and agreement with the owner. In the event of demolition, it becomes possible to densify the development after the construction of a higher-rise building on the vacant site.

Reconstruction of the building includes landscaping issues. The main drawback of the planning of microdistricts built in 1950-1960 is the lack of adjacent areas, which during construction were not considered as a system of courtyards. Therefore, in existing small areas it is necessary:

• 1) allocate separate zones for active and passive recreation;
• 2) find places for utility sites;
• 3) organize sites for individual vehicles.

In some cases, these sites have to be moved to the periphery. The yard is landscaped as a multifunctional single space (Fig. 2.1.1). In some cases, it is recommended to use a narrow (up to 6 m) strip of territory adjacent to buildings as individual courtyards (microgardens) for residents of the first floors.

Thus, the main trend in the improvement of inter-highway spaces in the process of reconstruction of built-up areas is to create zones of high comfort around residential buildings, to return to a comfortable, safe and beautiful space, comparable to a person.

The main approaches to the economical and rational use of urban areas are determined by state norms (Town Planning Code of the Russian Federation, SNiP 2.07.01-89* Urban Planning, Planning and Development of Urban and Rural Settlements and SNiP 14-01-96 Basic provisions for the creation and maintenance of the State Urban Planning Cadastre of the Russian Federation) . In addition, the influence of taxation on the nature of design decisions for the reconstruction of both buildings and territories is clearly visible. The state establishes tax incentives that encourage upfront costs for high-quality materials, improved layouts, high-quality finishes and efficient automated control systems for engineering equipment, which reduces operating costs and ensures resource conservation. In the country, the share of private investment in reconstruction is rapidly growing in order to achieve certain goals (for example, improving the appearance of the building or increasing the level of comfort of housing, which is prestigious for the owner).