Geometric schemes for the development of the road network. Cities of the future

Volgograd State University of Architecture and Civil Engineering
Department of ESiGH

Abstract on the topic
"Types of planning structures of cities"

Developed Art. gr. GSH 1-10
Frolova S.V.
Checked by Zurabova I.V.

Volgograd 2013
Introduction
1.Radial structure of the city 6str
2. Radial-ring structure of the city 9str
3.Fan structure of the city 12str
4. Rectangular city structure 14str
5. Linear structure of the city 16str
6.Combined city structure 18str
Conclusion page 21
List of used literature 22pp

2-
Introduction
A city is an area that is different from its surroundings. countryside high population density, compact building and complex architectural and planning structure.
A city is a living environment created by man, necessary for his versatile activities.
Modern cities are divided into:
- small (up to 50 thousand inhabitants), for example Dubovka;
- medium (50-100 thousand) - Mikhailovka;
-large (100-250 thousand) - Volzhsky;
-large (250-500 thousand) - Tambov;
- the largest (500 thousand - 1 million) - Volgograd;
- millionaire cities (more than 1 million inhabitants).
In the 1980s, there were about 220 million-plus cities in the world.
Many major cities satellite cities emerge. Often cities and satellite cities are combined, forming agglomerations that can be combined into megalopolises.
The classification of urban settlements can be carried out on many grounds, the main of which are size (population) and functions. At the same time, each urban settlement has city-serving functions (types of activity and industries whose products are intended for the population of the city - internal transport, the baking industry, etc.) and city-forming functions that have an external significance relative to the settlement. New cities and towns appear due to the need of the country or its individual parts in certain city-forming activities. And urban settlements are classified according to city-forming functions.

3-
City-forming functions can be divided into two groups - central and special. The central functions are to provide a variety of services to the population and economy of the adjacent territories. Urban settlements - central places form a fairly strict hierarchy within the country. At the top of this hierarchy is the capital Moscow, serving the entire territory of the country. Next level form cities - the largest centers of economic regions (Novosibirsk, Yekaterinburg, etc.). Russian Federation carried out by regional centers (Pskov, Orel, Astrakhan, etc.). within each region, it is usually possible to single out the level of inter-district centers serving several lower administrative districts (for example, Orsk and Buzuluk in the Orenburg region). The next level is formed by settlements - regional centers (for example, Vyborg, Priozersk and others in the Leningrad region). The lowest level of the hierarchy is formed by settlements - intra-district centers that serve part of the administrative region(Aprelevka and Vereya in the Naro-Fominsk district of the Moscow region).
Special functions, often throughout the country, are performed by industry centers. Russia has the largest number of urban settlements - industrial centers (Magnitogorsk, Novokuznetsk, Komsomolsk-on-Amur, etc.). The most prominent representatives of transport centers are large seaports (Novorossiysk, Nakhodka). Relatively rare in our country scientific centers(Obninsk in the Kaluga region, Dubna in the Moscow region, etc.), tourist centers(Suzdalvo, Vladimir Region) and resort centers (Sochi in Krasnodar Territory, Pyatigorsk in Stavropol Territory and etc.).
In terms of the degree of urbanization, the regions of the Russian Federation differ significantly both at the level of large economic regions and at the level of administrative-territorial formations.

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Urbanization is seen as a process of increasing the role of cities in the development of society, causing changes in the social and demographic structure of society, culture, lifestyle and concentration of forms of communication between people. Modern urbanization has significantly changed the course of settlement development. The process of consolidation of cities is intensifying, which is accompanied by their rapid spatial expansion and the dispersal of production and population to adjacent territories. The importance of enlarged cities as centers of economic and cultural influence on adjacent settlements is growing. The big city is turning into a vast urbanized zone, in which it began to play the role of the main center. Formed urban agglomeration- one of the qualitatively new forms of modern urban settlement.

5-
1. Radial system
The radial system in its pure form is not currently used, because it is very unfavorable in its small bandwidth, the limited capacity of its central point, where all the central streets converge. In addition, the radial system has a very large straightness factor in communications between different points of the city. The radial planning system in terms of its capacity is the least favorable due to the fact that all movement, in whatever direction it is made from one radius to another, passes through a central point at which all radial directions intersect. It is easy to see that the more radial directions converge at the central point, the less time it takes to move through the central intersection for each radius and, therefore, the less capacity it has. As a result, this central intersection point limits the throughput of the entire system.
The radial planning system is characteristic of the old cities of Central Asia, in which all roads coming from the surrounding areas converged to the centrally located city bazaar.
In the process of development of the cities of the Soviet Central Asian republics, radial highway systems were reconstructed with the creation of additional highways that unloaded the city center and reduced the coefficient of non-straightness when traveling from points located in different radial directions.
Radial system in Kharkov (Fig. 1)
Radial system in Nizhny Novgorod (Fig. 2)
Radial system Uglich (Fig. 3)

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2.Radial-ring system
The radial-ring (concentric) system contains two fundamentally different types of highways - radial and ring. Radial highways serve to connect the city center with peripheral areas, and ring streets connect the radial ones and ensure the transfer of traffic flows from one radial direction to another. This layout allows you to harmoniously arrange the building around the center, where the main objects of public and business development are concentrated. With this layout, you can easily get to the city center. The advantage of the radial-annular scheme is compact form plan in which least degree disrupting the natural environment of the city.
However, the full benefits of this scheme can only be realized in smaller cities. With an increase in territory central part cities are experiencing functional overload and cut off from the natural environment, and peripheral areas are at a considerable distance from the center.
A variation of the radial-ring scheme is the "star-shaped" layout. In this case, the building is located in non-concentric strips around the city center, but is concentrated along the highway-beams; at the same time, arrays of greenery can be placed between the rays of the "star". In this case, a good connection has been established between the outskirts and the center. However, with such a scheme, the connections of peripheral regions with each other are difficult. The star-shaped scheme requires attention to the problem of developing the center and increasing the intensity of traffic within it.
An example of a radial-ring system is the city of Moscow (Fig. 4) Along with Moscow classic examples radial-annular
the layouts represent cities like Paris (Figure 5).
It is less pronounced in Berlin (Fig. 6) and Brussels (Fig. 7).

(fig.5)
-10-

Fig.7
-11-
3. Fan (beam) system
Beam (fan) system - found mainly in the central parts of large cities in combination with other systems. In this case, the coefficient of non-straightness and throughput are determined depending on the properties of those simple geometric systems that formed the general planning system of the city.
Examples are the city of Kostroma (Fig. 8), St. Petersburg (Fig. 9), the capital of Udmurtia, the city of Glazova (Fig. 10).

Fig.10
-13-
4.Chess system
The chess (rectangular) system, in which the streets intersect at an angle of 90°, implies a relatively uniform development of the territory. This type of planning structure was widely used at all times. The advantage of the chess structure is the possibility of a uniform distribution of traffic flows. With this layout, it is easy to demarcate areas.
However, a large number of street crossings increases the mileage of transport, lengthens trips. The chess scheme makes it difficult to form a clearly defined central core and a system of centers for residential areas of the city.
The positive properties of the rectangular system include the division of the urban area into rectangular blocks convenient for building. This system is favorable in terms of its capacity due to the fact that only two directions intersect at each intersection point of this system.
The rectangular system is unfavorable in terms of the weighted average coefficient of non-straightness, reaching a value of 1.27. Also, the disadvantages include the monotony of the layout.
Examples are such cities as Philadelphia (Fig. 11), Odessa (Fig. 12), Rostov-on-Don (Fig. 13).

Rice. eleven
-14-

Fig.13
-15-
5. Linear system
A linear (tape) scheme is a kind of chess layout, strongly elongated in one direction. The objects of the central part of the city in this case are located along the main highway or along several parallel highways. The linear scheme provides proximity to the natural environment and to the main transport routes. This layout allows you to provide convenient transport links, reducing travel time. However, as the city grows, with the lengthening of the development strip, a significant part of the territories turns out to be too far from the centers of various ranks. In addition, the distances between individual parts of the city are significantly increasing.
An example is the city of Taishet. (Fig.14), Volgograd (Fig.15), Arkhangelsk (Fig.16)

Fig.16
6.Combined system
Combined system (Fig. 17) - combines features simple systems, their constituents.
So, for example, the layout of St. Petersburg, built in its central part on three radial highways converging to the Admiralty building, in a number of districts of the city has a clearly defined rectangular system. Odessa has a rectangular layout, consisting of separate parts, the network of highways of which has a different direction in relation to local conditions.
Examples are St. Petersburg, Tashkent (Fig. 18), Odessa (Fig. 19).

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Conclusion
Search for a planning solution for the city and its transport organization in the form of a system of main streets and roads and a network public transport is carried out by conducting a comprehensive comparison of the master plan options for a number of planning, compositional, transport and economic indicators, taking into account the place of the city in the settlement system. At the same time, technical and economic indicators of the network, traffic safety conditions, convenience and comfort of traffic and pedestrians are accepted.
Transport links should provide the ability to move in the shortest directions between destinations, and the outline of the street grid should be simple, without complex nodes and intersections.

21-
Bibliography:
E.S. Kositsina, N.V. Korostelev, I.V. Zurabova. "Planning, building and reconstruction of populated areas", Textbook VolgGASU, 2011. Pages 40-44
G.M. Barsukov. "Designing a city, a microdistrict." Textbook VolgGASU, 2009. Pages 74-78
E.S. Kositsina, N.V. Korostelev, I.V. Zurabova. Guidelines to the term paper on the discipline "Planning, building and reconstruction of populated areas". 2011 Page 4
http://www.coolreferat.com (8.09.13)
http://www.2fj.ru/istoriya/skladyvanie_radialno-kolcevoj_planirovki.php (8.09.13)
http://www.barviha-live.ru/ zhilye-rajony-goroda/29.html (8.09.13)
http://images.yandex.ru (8.09.13)

Essay on Moscow studies

"The folding of the radial-circular layout of Moscow"

student 9 "D" class of school No. 1061

Demenkov Ilya.

Moscow. 1997

1. Introduction. Moscow layout.

2) History of folding rad.-col. Moscow plans:

a) Economic and geographical location of ancient Moscow and the Kremlin;

b) Kitay-gorod;

in) White City and Earth City;

d) Kamer-Kollezhsky shaft;

e) District Railway;

3) Features of Moscow in connection with its planning.

4) Problems and Prospects.

Introduction.

One of critical factors that influence the development of the capital of the Russian Federation, the city of Moscow, is its layout - radial-circular or branched-fan. This layout is typical for ancient European cities and is a structure similar to that shown in Fig. one:

This layout is good for settlements, simultaneously performing the roles of a transport-industrial hub and a military-tactical center, which were most of the ancient Russian cities, not excluding Moscow, with the only difference that Moscow performed more of a transport function, since it was originally located at the intersection several trade routes, and later itself became a major transportation hub.

The radial-ring layout system is a synthesis of the radial, ideal for transport hubs layout (Fig. 2) and the classical chain of fortifications (Fig. 3) .

fig.2 fig.3

The undoubted advantages of the radial-ring layout include its compactness, the speed of intracity movement and unlimited possibilities growth during all directions. The main disadvantage of this layout is the inevitability of transport overload in the central part of the city.

Along with Moscow, such cities as Paris and Vienna are classic examples of radial-circular planning. It is less pronounced in Berlin and Brussels.

The current radial-circular layout took shape in Moscow far from immediately. How the structure of Moscow has developed over the centuries is described in the second paragraph.

History of folding radial-annular

Moscow plans.

The prerequisites for the formation of a radial-ring structure appeared in Moscow from the very beginning, from the moment the city was founded. The reason for this was that Moscow was founded at the intersection of several trade routes: Torzhok-Tver-Moscow-Ryazan, Uglich-Tver-Moscow-Kursk, etc. But in those days Moscow was not yet "round", that is, it did not have radial --circular layout: Kremlin walls- from the first wooden ones to those erected by Ivan Kalita - they looked like a triangle located on a cape between the Moscow and Neglinnaya rivers. A small trading town, as Moscow was then, has neither the opportunity nor the need to overcome any obstacles in the way of its growth, especially water ones.

On the contrary, the river gave protection better than many fortress walls, and it would be unreasonable to settle beyond its line. Even after the construction of strong stone walls that fixed the size of the Kremlin, the city continued to grow mainly to the east, where in early XVI century, under Ivan Kalite, the wall of Kitay-Gorod arose, which included in the city the settlements that arose even during the first Kremlin walls.

But the moment came when Moscow increased so much that first the small Neglinnaya, and then the large Moscow River, ceased to be an obstacle to its growth. Two new lines of city fortifications, erected in late XVI century, recorded a gradual rounding of the city's boundaries. The first line - the walls of the White City - resembled a strongly curved horseshoe, the ends of which rested on the Moscow River. The wall, which ran along the river, connected the ends of the horseshoe with the walls of the Kremlin and Kitai-gorod. In general, the White City was an almost complete ring. When its walls were broken a hundred and fifty years later, wide boulevards were laid out in the vacant place. what we now call the Boulevard Ring.

And the first completely closed ring around the city was formed by the walls of the Earthen City, which "stepped over" the Moscow River, embracing Zamoskvorechye. Now on the site of the walls of the Earthen City lies the famous Garden Ring.

The next ring of the "city fence" - Kamer-Kollezhsky shaft - was built in mid-eighteenth centuries, no longer for defensive purposes, but as the customs border of the city - the rampart limited the territory on which the alcohol monopoly of tax-farmers operated, who acquired the right to the exclusive trade in alcohol within Moscow. This "ring" about 37 km long was irregular shape. It receded especially far from the center to the northeast, where important and populous suburbs lay - Preobrazhenskoye and Lefortovo, and in the northwest and southwest it approached close to the center, as if it had been "depressed".

Kamer-Kollezhsky Val actually became the border of the city, but the tsarist government did not recognize this for a long time. For example, in 1806 it was announced that the Moscow city police can dispose of within the entire Kamer-Kollezhsky Val, but at the same time, the Garden Ring was still considered the official border of the city. The Moscow Duma many times turned to the government with a request to establish an appropriate true size city border, but each time was refused. The opportunity to establish new boundaries of the city appeared only in 1917.

By this time, another ring arose around Moscow - the District Railway. It was not intended for urban traffic and very poorly matched real borders city, but, nevertheless, it was recognized as the official border of Moscow. The ring road became a kind of feature that summed up the growth of the city for seven and a half centuries - until the October Revolution itself.

But six months later, the Duma was replaced by the Moscow Council, and it was forgotten for a long time within the boundaries of the city.

They remembered this issue only in the late 20s and early 30s.

And so, in 1935, a grandiose General Plan for the development and reconstruction of Moscow was developed. Similar Plans were created later - in 1971, for example - but they were rather a continuation of the thoughts set forth in the 1935 General Plan. The plan was to reveal promising directions development of the capital and prevent spontaneous, unorganized development. He proposed "preserving the historical layout of the city and simultaneously introducing new elements into it" - such as long straight avenues (mainly in the southern part of the capital) and large green areas. In accordance with the Plan, along the borders of the Kremlin and Kitay-gorod, a Central semicircle was laid, consisting of a chain of squares connected by wide avenues. Along the entire length, the Garden Ring was expanded and landscaped, and transport interchanges were built at the intersections with radial highways. Work began on the construction of the rings - the Third and Park. The full implementation of the Plan was prevented by the war, but separate sections rings were built. Later, in master plan 1971, the idea of unloading the Center from traffic received further development. It seemed that the correction of the age-old shortcoming of the planning scheme of Moscow was not far off, but this did not happen. Laying new streets among the existing buildings, the construction of numerous transport interchanges- tunnels, overpasses, bridges turned out to be a long and expensive affair. In addition, the implementation of the work ran into stubborn resistance from "zealots of antiquity" who denied any possibility of reconstructing old Moscow streets.

True, after all, Moscow received one new ring. It became the Moscow Ring highway(MKAD), built at the end of the 50s as a high-speed highway, all the suppressions of which were arranged on different levels. Initially, this 109-kilometer ring was intended only for passing transit vehicles around the city, but to today its role for the intracity movement greatly increased.

Moscow has long gone beyond the MKAD, but it served as the administrative border of Moscow for a quarter of a century.

Features of Moscow in connection with its planning.

Rings around Moscow different times built from different purposes: built before the Kamer-Kollezhsky shaft were fortifications, after - attempts to unload the Center from transport. In general, the issue of traffic congestion in the central part of the city in cities with a radial-ring layout is very acute. For example, the center of Paris can handle 15,000 cars a day during rush hour. In Moscow, the situation is almost worse.

But Moscow also has pleasant features: for example, the radial-circular layout contributed to the architectural diversity of the capital. The Moscow metropolitan region is one of the most popular recreational areas in the world, and it owes this not to some individual sights, but to the layout of Moscow.

Moscow quickly overcame the only obstacles in its path - the Neglinnaya and Moskva rivers, therefore, the advantages of a radial-circular layout were most fully manifested in it - you can quickly move around the city, which is especially noticeable when using the subway. By the way, the Moscow Metro is unique in its kind, its scheme is practically the only one that has such a pronounced radial-ring structure.

In general, the main feature of Moscow is that

that it most strongly expressed the features of the radial-circular layout.

The street and road network of the city is intended for the passage of traffic and pedestrian flows, the organization of drainage from the territory of the city, as well as the passage of engineering communications. The streets and roads of the city should be combined into a single rational scheme.

The main planning systems of urban street networks are radial, radial-ring, rectangular, rectangular-diagonal, triangular, combined and free.

Radial is not convenient to use. It is typical for some Eastern cities. (fig.10)

BUT b

a - radial scheme of streets; b - plan of Samarkand

Rice. ten Radial scheme streets

The radial-ring scheme is typical for many old cities in Europe and Russia. (fig.11, 12)

a b

a - radial-annular scheme; b - plan of the center of Vienna

Fig.11. Radial-ring scheme of streets

Fig.12. Moscow is an example of a radial-ring scheme of streets.

Rectangular and rectangular-diagonal are found in Europe and other parts of the world, but they are especially characteristic of the United States. (Fig. 13, 14).

a b

a - rectangular pattern; b - rectangular-diagonal scheme

Fig.13. Rectangular and rectangular-diagonal street patterns

Fig.14. Philadelphia plan

The triangular scheme is typical for the central part of Paris. (Fig. 15a, 16)

a b in

a - triangular scheme; b - combined circuit; ... c - free circuit

Fig.15. City street plans

Fig.16. Plan of the center of Paris

An example of a combined layout is London in its central part, where radial-annular, rectangular and triangular layouts are combined. (Fig. 15b, 17).

Rice. 17. Plan of the center of London.

Free planning, sometimes called landscape, is characteristic of cities with unusual landscapes and small settlements. (Fig. 15c,18)

Rice. 18. Plan of Venice

The classification and main parameters of city streets and roads are fixed in SNiP 2.07.01-89⃰ Urban planning. Planning and development of urban and rural settlements. In a small town, the project of which is carried out during the course work, in most cases three types of streets are designed:

- main streets of citywide significance controlled traffic;

- main streets district significance;

- Residential streets.

It is necessary to develop a classification of city streets and give them names. Present the results in tabular form, indicating: street category, name, length, width and area (in square meters, measuring the length of the street according to the general plan in accordance with the scale of the drawing). (Fig. 19)

Rice. nineteen. The road network of the city in residential area. Table

№	Street category	Street name	By project
length	width	square
	A. Main streets of citywide significance (regulated traffic)	Ivanova
		Petrova
	B Main streets of district significance (transport and pedestrian)	Sidorova



	In Streets and roads local importance(in residential area)

The transport network of the city should provide speed, comfort and safety of movement between functional areas cities and within them. Design Challenges transport system subject to the requirements of functionality, protection environment and landscape features. On the transport scheme of a small town, it is necessary to place Train Station and the bus station, as well as to ensure their convenient connection with all areas of the settlement. It is also necessary to ensure a reliable connection of residential areas with industrial area, providing additional connections in case one road fails.

In the course work, it is necessary to develop several (at least three) public transport routes. Which would provide these main urban communications, as well as a convenient connection of residential areas with the urban center and recreational areas.

The city is large in terms of population and geographical dimensions settlement. Its totality of economic, household, residential and engineering facilities determines the formation of a special environment for the life and activities of citizens. One of critical issues urban planning - types and features of city planning, the variety of which can be reduced to two fundamentally different schemes: radial and chess.

Ring device of settlements

Chronologically, this principle of construction of buildings began to be applied later than the rectangular intersections of streets characteristic of linear systems. In plan view, such a structure has a rounded shape with a concentric structure. Her skeleton is formed by an intersection in a common central space radial lines interconnected by ring streets.

Moscow is a classic example of ring building; in a modified version, the concentric structure is characteristic of others. European capitals– Paris, Vienna, Berlin, Brussels. With the advantages of compactness and wide possibilities for easy expansion, radial city plan has a number of negative features:

as the territory grows, the peripheral regions become more and more distant from each other and the main life support zones concentrated in the central part;
the inevitability of overloading traffic flows in the center, causing the widespread development of road difficulties both within the city and beyond;
difficulties with the reconstruction and / or modification of highways due to the density of buildings in the core of the city;
the presence of the effect bottle neck» - a phenomenon associated with a strong narrowing of a multi-lane highway, which leads to a decrease in the throughput of the route and additional waste of time for rebuilding the flow of cars;
difficult to solve ecological problems air pollution by automobile and industrial emissions, due to the lack of space for public gardens, parks and other recreational areas with green spaces.

There is a problem, there is a solution

There is an opinion among Moscow motorists that distances in the Russian capital are measured not in kilometers, but in hours. This is not surprising, because Moscow traditionally occupies a leading position in the world in terms of the length of time spent on moving between regions.

Statistics show that, on average, citizens spend about 1.5-2 hours in traffic jams every day, and during peak periods, losses can be more than a dozen hours. This situation shows that the already built ring lines are not able to unload traffic flows. Therefore, other methods must be used.

In the world, the problems of radial-circular planning are being solved by launching new and expanding the functionality of existing urban transport branches, building underground and above-ground communications, and modernizing highways. The replacement of the rings with separate chords, equipped with overlapping each other, showed itself well.

All these techniques are being actively developed and implemented in Moscow. The movement of the city electric train along the Small Ring of the Moscow Railway has already been launched. In view of the inexpediency of building the Fourth Transport Ring, small lines are being built to connect the largest outbound highways. In the most loaded parts street network reverse movement is organized.

Checkerboard layout of major cities

Externally, this type of settlement device is a right-angled intersection of avenues, as a result of which separate quarters are formed approximately equal size. A regular structure based on the intersection of two overland trade routes arose in ancient times, it can be observed in the policies of the ancient Egyptian, ancient, Asian civilizations.

On the present stage typical example – Petersburg city plan, the foundations of which were laid by Peter the Great. Other representatives of this type of urban development are Beijing, Chicago, Alma-ata. A chess-type variety includes a tape system, when the development of a street network goes along one direction due to a geographical obstacle: mountains, rivers, gorges. An example here is Volgograd, whose length is over 100 km.

Advantages and disadvantages

In contrast to the previous type of layout, the main advantage of the chess variety is the uniform distribution of traffic flows. The consequence here is the absence of a pronounced central zone, leading to more uniform distribution the most important objects throughout the city.

The chess organization provides unlimited opportunities for the growth of the settlement, however, in major cities of a regular rectangular building, it is often easier to reach the neighboring block on foot than by car. Big number street crossings increases the mileage of private and public transport, and also requires great responsibility in matters of adjusting traffic lights.

In pure form, radial or staggered urban planning meet infrequently. As a rule, the type of urban geometry used in urban planning is determined by natural features object location. So, in the presence of a mountain range or sea coast profitable linear diagram, when the city is located at the bend of the river, radial-circular buildings are more often formed.

Essay on Moscow studies

"The folding of the radial-circular layout of Moscow"

student 9 "D" class of school No. 1061

Demenkov Ilya.

Moscow. 1997

1. Introduction. Moscow layout.

2) History of folding rad.-col. Moscow plans:

a) Economic and geographical location of ancient Moscow and the Kremlin;

b) Kitay-gorod;

c) White City and Earthen City;

d) Kamer-Kollezhsky shaft;

e) District railway;

3) Features of Moscow in connection with its planning.

4) Problems and Prospects.

Introduction.

One of the most important factors influencing the development of the capital of the Russian Federation, the city of Moscow, is its layout - radial-circular or branched-fan. This layout is typical for ancient European cities and is a structure similar to that shown in Fig. one:

This layout is beneficial for settlements that simultaneously perform the role of a transport and industrial hub and a military tactical center, which were most of the ancient Russian cities, not excluding Moscow, with the only difference that Moscow performed more of a transport function, since it was originally located at the intersection several trade routes, and later itself became a major transport hub.

The radial-ring planning system is a synthesis of a radial planning ideal for transport nodes (Fig. 2) and a classical chain of fortifications (Fig. 3).

fig.2 fig.3

The undoubted advantages of the radial-ring layout include its compactness, the speed of intracity movement and unlimited growth opportunities in all directions. The main disadvantage of this layout is the inevitability of transport overload in the central part of the city.

Along with Moscow, such cities as Paris and Vienna are classic examples of radial-circular planning. It is less pronounced in Berlin and Brussels.

The current radial-circular layout took shape in Moscow far from immediately. How the structure of Moscow has developed over the centuries is described in the second paragraph.

History of folding radial-annular

Moscow plans.

The prerequisites for the formation of a radial-ring structure appeared in Moscow from the very beginning, from the moment the city was founded. The reason for this was that Moscow was founded at the intersection of several trade routes: Torzhok-Tver-Moscow-Ryazan, Uglich-Tver-Moscow-Kursk, etc. But in those days Moscow was not yet "round", that is, it did not have radial - ring layout: the Kremlin walls - from the first wooden ones to those erected by Ivan Kalita - looked like a triangle located on a cape between the Moscow and Neglinnaya rivers. A small trading town, as Moscow was then, has neither the opportunity nor the need to overcome any obstacles in the way of its growth, especially water ones.

On the contrary, the river gave protection better than many fortress walls, and it would be unreasonable to settle beyond its line. Even after the construction of solid stone walls that fixed the size of the Kremlin, the city continued to grow mainly to the east, where at the beginning of the 16th century, under Ivan Kalitite, the wall of Kitay-Gorod arose, which included the settlements that arose even during the first Kremlin walls.

But the moment came when Moscow increased so much that first the small Neglinnaya, and then the large Moscow River, ceased to be an obstacle to its growth. Two new lines of city fortifications, erected at the end of the 16th century, recorded a gradual rounding of the city's borders. The first line - the walls of the White City - resembled a strongly curved horseshoe, the ends of which rested on the Moscow River. The wall, which ran along the river, connected the ends of the horseshoe with the walls of the Kremlin and Kitai-gorod. In general, the White City was an almost complete ring. When its walls were broken a hundred and fifty years later, wide boulevards were laid out in the vacant place. what we now call the Boulevard Ring.

The next ring of the "city fence" - the Kamer-Kollezhsky shaft - was built in the middle of the 18th century not for defensive purposes, but as the customs border of the city - the shaft limited the territory on which the alcohol monopoly of tax-farmers, who acquired the right of exclusive trade in alcohol within Moscow, operated. This "ring" about 37 km long was irregular in shape. It receded especially far from the center to the northeast, where important and populous suburbs lay - Preobrazhenskoye and Lefortovo, and in the northwest and southwest it approached close to the center, as if it had been "depressed".

Kamer-Kollezhsky Val actually became the border of the city, but the tsarist government did not recognize this for a long time. For example, in 1806, it was announced that the Moscow city police could manage within the entire Kamer-Kollezhsky Val, but at the same time, the Garden Ring was still considered the official city boundary. but each time it was rejected. The opportunity to establish new boundaries of the city appeared only in 1917.

By this time, another ring arose around Moscow - the District Railway. It was not intended for urban traffic and very poorly corresponded to the real boundaries of the city, but, nevertheless, it was recognized as the official border of Moscow. The ring road became a kind of feature that summed up the growth of the city for seven and a half centuries - until the October Revolution itself.

But six months later, the Duma was replaced by the Moscow Council, and it was forgotten for a long time within the boundaries of the city.

They remembered this issue only in the late 20s and early 30s.

And so, in 1935, a grandiose General Plan for the development and reconstruction of Moscow was developed. Similar Plans were created later - in 1971, for example - but they were rather a continuation of the thoughts set forth in the 1935 General Plan. The plan was to identify promising directions for the development of the capital and prevent spontaneous, unorganized development. He proposed "preserving the historical layout of the city and simultaneously introducing new elements into it" - such as long straight avenues (mainly in the southern part of the capital) and large green areas. In accordance with the Plan, along the borders of the Kremlin and Kitay-gorod, a Central semicircle was laid, consisting of a chain of squares connected by wide avenues. Along the entire length, the Garden Ring was expanded and landscaped, and transport interchanges were built at the intersections with radial highways. Work began on the construction of the rings - the Third and Park. The full implementation of the Plan was prevented by the war, but some sections of the rings were built. Later, in the General Plan of 1971, the idea of unloading the Center from traffic flows was further developed. It seemed that the correction of the age-old shortcoming of the planning scheme of Moscow was not far off, but this did not happen. The laying of new streets among the existing buildings, the construction of numerous transport interchanges - tunnels, overpasses, bridges turned out to be a long and expensive matter. In addition, the implementation of the work ran into stubborn resistance from "zealots of antiquity" who denied any possibility of reconstructing old Moscow streets.

True, Moscow nevertheless received one new ring. It became the Moscow Ring Road (MKAD), built at the end of the 50s as a high-speed highway, all the suppressions of which were arranged at different levels. Initially, this 109-kilometer ring was intended only for passing transit vehicles around the city, but today its role for intracity traffic has greatly increased.

Moscow has long gone beyond the MKAD, but it served as the administrative border of Moscow for a quarter of a century.

Features of Moscow in connection with its planning.

The "rings" around Moscow were built at different times for different purposes: those built before the Kamer-Kollezhsky shaft were fortifications, after that they were attempts to unload the Center from transport. In general, the issue of traffic congestion in the central part of the city in cities with a radial-ring layout is very acute. For example, the center of Paris can handle 15,000 cars a day during rush hour. In Moscow, the situation is almost worse.

In general, the main feature of Moscow is that

that it most strongly expressed the features of the radial-circular layout.

Problems and Prospects.

The main problem of Moscow - the traffic congestion of the Center - is now close to being resolved. The Moscow Ring Road is expanding, and more and more Moscow motorists prefer it to intracity highways.

But there will never be too many problems. Moscow is growing and soon - in a dozen - another years - there will be a need to build a new ring around the city. However, this is not given enough importance: the newest Moscow territories, the so-called "emissions" outside the Moscow Ring Road, arise and grow almost spontaneously, growing in those directions in which Moscow is already "stretched" - in the northern and southern parts capital Cities; they do not show any hint of a radial-annular layout. It is necessary to think about the next ring highway already now and develop "emissions" accordingly.

With the growth of Moscow and, accordingly, the complication of movement within the city, the role of the metro will have to increase. And there will come a time when one circle line subway, approximately corresponding Garden Ring, will not be enough. The same situation is observed here as with "emissions" - they do not think about a new ring yet and build "branches" of the subway without taking into account the fact that soon - in 50-60 years - it will become necessary.

In general, after solving the problem of transport congestion of the Center, the main issue for the development of the capital of the Russian Federation, the city of Moscow, will be the planning of new urban areas.

List of used literature .

1) Moscow. Encyclopedia. 1980

"Soviet Encyclopedia", 1980

2) "Moscow. Man-City-Nature. Experimental tutorial for senior classes.

Rogachev A.V. Bustard, 1994

Portal for the student. Self-training

Ring device of settlements

There is a problem, there is a solution

Checkerboard layout of major cities

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