When arranging garden paths and areas with various types of coatings, a number of general construction norms and rules are observed. First, the entire road and path network with sites is taken out in nature in accordance with the project and the layout drawing of the layout according to generally accepted techniques using geodetic instruments and devices (Fig. 31, 32). The alignments of the main roads along their axes are set out with reference to the main base lines according to the alignment drawing. Then the longitudinal slopes are checked in accordance with the vertical planning project, and the points of intersections of paths, turns and radii of curvatures, as well as relief fractures, are fixed in nature. In the future, a complex of earthworks is carried out to cut the "trough" and level the track bed in accordance with the required slopes. After preparing the roadbed and trough for the sites, it is necessary to check the longitudinal slopes of the surface again. Then the boundaries of the structures are beaten off, marked out in nature with pegs and a tensioned twine. An important point is the creation of a cross-section of the roads. The cross-section of small paths is created by hand using a specially cut template from thick plywood with a given profile. On large roads and alleys, the profile is created using a motor grader or bulldozer with a profile knife on the blade. A corresponding slope is given to the transverse gable profile of the structure. For example, if the slope of the surface is 2% o, the rise of the soil on 1 m of the surface of the road section will be 2 cm. All moth-eye changes on the surface of the roadway are leveled, construction waste is selected or can be partially used when constructing the foundation. The surface of the track is compacted with motor rollers with a passage from the edge to the middle 5-6 times, one track at a time. Before compaction, the canvas is irrigated with water impregnated with a layer of 5 ... 6 cm. The soil surface of the road or site is considered ready and well rolled if thin round objects - nails, wire, etc. - are pulled out of the soil without violating its integrity.

After the preparation of the road bed and sites, work is carried out on the arrangement of the base and covering.

Concrete-tile paved paths and platforms

Constructions of paths and platforms covered with slabs can be:

Refined;

Simplified.

Improved designs include rugged designs that include

the following elements:

Leveled and tamped base, crushed stone layer, thick. in 5 cm - fractions 2 ... 3 cm;

Leveling layer of stone seedings - fractions 0.5 ... 1 cm;

Dry mix of cement, sand, granite seedings - fractions up to 0.5 cm, - up to 2 cm thick, or liquid cement mortar - cement screed;

Tile spread over the surface of the mix or mortar.

Simplified structures include coverings of slabs laid on a layer of sand - "sand cushion" - 6 ... 10 cm thick. The layout of the slabs, the very pattern of the cover is determined by the designer and depicted on the working drawings of the project. Layout techniques can be very diverse and depend on the compositional solution of the territory. The tiles can be laid with jointing, which are filled with small concrete blocks. In some cases, the joints are filled with plant soil and sown with grass seeds, resulting in a kind of "lawn-tiled" covering. When arranging garden paths and tile sites, the class and type of structures are taken into account. The base is made of crushed stone or clean sand (see above). A layer of crushed stone is lined along the prepared canvas of the main alleys, which is planned along the slopes, and rolled with rollers. On the rolled base, a layer of lean concrete or cement-sand mixture is lined, and tiles are laid on this layer (Fig. 34). When laying the tiles by hand, the underside of the tiles is moistened with water and applied to the concrete surface, then carefully brought into position with the handle of a hammer. The surface of the laid slabs is checked with a special template. Particular attention is paid to the sealing of the seams. As a rule, they are filled with cement mortar or covered with a cement-sand mixture. Remains of mortar and mixture must be removed immediately from the surface of the tiles. Small slabs are laid by hand, large slabs weighing more than 50 kg are laid using special devices and mechanisms - "grippers". When arranging secondary paths on the lawn, the tiles are laid on a sand cushion 10 ... 15 cm thick. The tiles are embedded in the sand by 2/3 of its thickness and "precipitated" with a wooden mallet. The seams between the tiles are covered with plant soil and sown with lawn grass seeds. The vertical displacement of the tiles should not exceed 1.5 cm; the settling of the tiles is made by tamping through the applied board. The sandy base should have side stops made from an earthen tightly tamped edge or garden concrete curb. It is necessary to ensure a tight fit of the tiles when laying to the edge and to each other. The tiles are usually laid 2 cm above (or flush with) the adjacent lawn surface.

Park roads, alleys and sites in landscape design

When designing the landscape design of the park, it is necessary to imagine the location of the main and secondary roads, sites, to determine their interconnections. The road network connects the entrances to the park with the functional zones and areas of the landscape composition. As the experience of creating landscape design of parks shows, in the balance of the territory of a city park, roads and alleys, as a rule, make up 8 ... 15%, sites - 5 ... 10% (up to 20%). A dense network of roads does not promote orientation in the park area, imposes a fragmented landscape design composition, worsens the state of green spaces. Calculation of the size of the alley road and path network in multifunctional parks, the purpose and recommendations for improvement are given in table. 1.

Table 1

Organization of the road network in parks

When designing landscape design, it should be borne in mind that the main and Secondary alleys and roads can be allowed by vehicles with strict observance of traffic safety rules. When designing roads, it should be borne in mind that the width of pedestrian alleys includes areas of pedestrian traffic, trays, lanes and west for the installation of benches. The arrangement of dividing landscaped strips is usually arranged with an alley width of 10 ... 12 m. Roads have both utilitarian and decorative purposes, they are visual guiding axes of the park, allowing one to perceive individual park landscape pictures in a planned sequence. According to sanitary and technical requirements, the road surface should be smooth, easy to move, not bright in color, compatible with the environment and not dusty. Asphalt concrete pavements are used (utility roads, etc.); from tiles; coatings stabilized with lime, seeding of crushed granite; from gravel; synthetic environmentally friendly coatings (like "Geoplast"); grass coverings, etc. Park coverings should have a positive effect on the development of plants. The tiled coating facilitates air access, simplifies road repair (slab sizes - 50x50, 30x30 cm and others, thickness - 3.5 ... 7.0 cm; gaps between tiles - 2 ... 3 cm). By changing the color, size, pattern of laying the tiles, the intervals between them, you can achieve variety and give a certain attractiveness to the road network and the landscape design of the park as a whole.

When designing landscape design, it should be remembered that the outline of roads, their smooth, turns, without unnecessary distortions that are not justified by their functional purpose, in combination with plants are an element of the surrounding landscape that adorns the park landscape design. When designing the landscape design of the park, great importance should be attached to sites for various purposes. The types of park areas and their approximate parameters are given in table. 2.

Table 2.

Types of park areas and their approximate parameters

Parking lots for visitors to the park should be located outside its territory, but no further than 400 m from the entrance to the park. Parking lots are designed at the rate of 5 ... 7 parking spaces per 100 one-time visitors. The area, m 2, of land plots of parking lots for one place is taken:

For cars …………………………………………………………………… 25

For buses ……………………………………………………………………………… 40

For bicycles …………………………………………………………………………… 0.9

The indicated areas do not include the area of ​​entrances and dividing strips, which are placed green spaces in the form of hedges of resistant shrubs.

Sports grounds in parks are designed in accordance with SNiP part 11-2001 "Sports facilities".

Multifunctional parks are actively used in winter as well. For this purpose, year-round institutions, such as cultural and educational and entertainment, are recommended to be located near the entrances to the park. The distances between the entrances to large parks, as a rule, should be taken as 500 m. In large (over 100 hectares) parks, it is necessary to organize a flower and greenhouse economy.

1.1 Proposal for the arrangement of a footpath

The need for a paved footpath is due to the fact that residents of the microdistrict constantly use the section of the lawn between the school and the kindergarten for the passage from Shchelkovsky Proezd to 3rd Parkovaya Street, and this path also connects two residential buildings: No. 4 on Shchelkovsky Proezd and houses No. 63 on the street 3rd park, which leads to trampling of the lawn, weathering of the soil, as well as stagnation of atmospheric wastewater during precipitation. (Appendix 2.)

The building codes and regulations SNiP III-10-75 of July 1, 1976 "Improvement of territories" developed by Giprokommunstroy of the Ministry of Housing and Communal Services of the RSFSR with the participation of TsNIIEP of spectacular buildings and sports facilities of Gosgrazhdanstroy, the Institute of Sports Committee USSR and the Rostov Research Institute of the Academy of Public Utilities named after KD Pamfilov and approved by the resolution of the State Committee of the Council of Ministers of the USSR for construction of September 25, 1975 No. 158. These SNiP entered into force on July 1, 1976 and are the current standard.

Also, when designing the track, technical recommendations were used on the structures and construction technologies of roads, sidewalks, sites in the territories of cultural and domestic purposes TR 72-98, Moscow - 1998, developed by candidates of technical sciences V.M. Goldin, L.V. Gorodetsky, R.I. Bega (laboratory of road construction NIIMosstroy) with the participation of the State Institution "Mosstroylicense". They are compiled on the basis of research work carried out by the road construction laboratory of NIIMosstroy, as well as the experience accumulated by road construction organizations in Moscow and other cities of Russia. The recommendations were developed for the first time and are mainly intended for construction in areas of new housing construction, although they can be successfully used for the central areas of the city during the overhaul of social and cultural facilities. The recommendations were agreed with the Mosinzhproekt institute and the Gordorstroy trust and were developed taking into account the current regulatory documents and the album SK 6101-97 "Road structures for Moscow. Typical structures"

The technology for the construction of roads and sites includes several stages: erection of a roadbed; drainage device, drainage sand layer device; installation of a side stone; base device; coating device. (Fig. 1)

Stage I. "Digging a road trough"

· Erection of a subgrade is not required, as the path is intended for pedestrian purposes.

· The width of the trough corresponds to the width of the projected path.

· For earthworks, excavators with a bucket with a capacity of 0.25 m 3 to 1.0 m 3, bulldozers, motor graders, scrapers should be used. (Table 1)

Tab. 2.1 Machines for soil compaction

Calculation of excavation volume for trough construction

L - the length of the proposed track, L = 90 m

D - track width, D = 750 mm

H - trough depth, Н = 250 mm

V - volume of soil to be excavated, m³

V = 90 * 0.25 * 0.75 = 16.875m³

The excavated soil is subject to collection and removal to the territory of a specialized landfill for burial of construction waste.

Stage II. "Arrangement of crushed stone base"

· Drainage trenches should be opened before frost.

· For the upper layers of crushed stone foundations and coatings for driveways, sidewalks, footpaths and platforms, crushed stone of fractions 40-70 mm should be used.

Table 2.2. Grain composition of crushed stone mixtures

· Crushed stone and gravel in the layer should be compacted three times. In the first rolling, squeezing of the placer must be achieved and a stable position of crushed stone or gravel must be ensured. In the second rolling, the rigidity of the base or coating must be achieved due to inter-wedging of the fractions. In the third rolling, the formation of a dense crust in the upper part of the layer should be achieved by wedging the surface with fine fractions. Signs of the end of compaction in the second and third periods are the lack of mobility of crushed stone or gravel, the cessation of the formation of a wave in front of the roller, the absence of a trace from the roller, as well as crushing of individual crushed stone or gravel grains by the rollers of the roller, but not pressing them into the upper layer.

Table 2.3. Characteristics of rollers and modes of compaction of crushed stone mixtures and rolled concrete mixtures

· When constructing gravel bases and pavements, the maximum thickness of the compacted layer of gravel (in a dense state) should not exceed 15 cm. Gravel should be watered before spreading on the roadbed at the rate of 30 liters of water per 1 m 3 of uncompacted gravel. Compaction of gravel should be carried out at first with light rollers without irrigation, and then with heavy ones, with irrigation in small doses at the rate of up to 60 l / m 3 of uncompacted gravel. After rolling, the gravel base (covering) should be watered for 10-12 days at the rate of 2.5 l / m 3 of uncompacted gravel.

Calculation of the volume of gravel and crushed stone required during construction

H u - the thickness of the gravel, H u = 150mm

V u - the volume of gravel, m³

V u = H u * L * D

V u = 0.15 * 90 * 0.75 = 10.125 m³

Stage III. "Construction of a sand bed"

· The construction of the underlying sand layer is started after the acceptance of the roadbed and the execution of the corresponding act. The compliance of the actual marks of the profiles with the design ones and the degree of soil compaction are subject to verification.

· The filtration coefficient of sand for the underlying layer must be at least 3 m / day. The sand is transported to the construction site by dump trucks and discharged directly into the trough of the road. Sand leveling is carried out by bulldozers or motor graders using the "push-pull" method, observing the design slopes.

· Rollers for compaction of sand are selected depending on the type of sand and the thickness of the compacted layer in accordance with table. 1.1

· The compacted sand bed must have the design thickness, the deviation from the design must not exceed ± 1 cm, and the compaction coefficient must be at least 0.98. The largest clearance under the batten should not exceed 1 cm. Longitudinal and transverse slopes must correspond to the project.

Calculation of the required volume of sand for the underlying layer.

H p - the thickness of the underlying layer of sand, H p = 100 mm

V p - the volume of sand required to create the underlying layer, m³

V p = H p * L * D

V p = 0.1 * 90 * 0.75 = 6.75 m³

IV. Laying hard floors

Since the designers of the microdistrict have chosen a square-shaped decorative concrete tile for the hard surface of the footpaths, we will also use this tile in our design of the footpath. For pavement coverings, the following slabs are used in accordance with Appendix 1. GOST 17608-91: square (K), model 4K.5 or 4K.7

Precast concrete and reinforced concrete slabs of sidewalks and footpaths that are not designed to withstand an 8-ton axle load from vehicles should be laid on a sandy base with paths and sidewalks up to 2 m wide. with a coefficient of at least 0.98; be at least 3 cm thick and ensure complete adhesion of the tiles when laying them. The presence of gaps in the base when checking it with a template or a control rod is not allowed.

Tight adhesion of the tiles to the base is achieved by settling them when laying and immersing the tiles in the sand of the base up to 2 mm. The joints between the tiles should be no more than 15 mm, the vertical displacements in the joints between the tiles should be no more than 2 mm.

Calculation of the number of paving slabs

n - number of tiles in 1 m², n = 7.16, pcs.

N is the total number of tiles required, pcs.

N = 90 * 0.75 * 7.16 = 483.3 (484) pcs.

The project of a pedestrian path 90 m long and 0.75 m wide covered with concrete square slabs has an estimated cost of 133 798 rubles. 50 kopecks

CONSTRUCTION OF BIKE TRACKS

Kovshova Ekaterina Yurievna

4th year student, Department of Urban Construction, UrFU, Yekaterinburg

Belyakov Vladimir Alexandrovich

scientific advisor, candidate of technical sciences, associate professor of UrFU,

Yekaterinburg city

A cycle lane is a separate lane or part of a road designated for the passage of bicycles and marked with markings and appropriate signs. The cycle path is structurally separated from other elements of the improvement (street elements).

The first country in which, in 1885, cycle paths appeared and became quite popular, can be considered Holland. Already at that time, conflicts arose between cyclists and other road users, and therefore it was decided to separate the lanes for cycling. A little over 100 years ago, cycling became popular in the United States as well, and the first toll bike trail was opened. At the beginning of the 20th century, during the period of global motorization, the number of cyclists decreased significantly, but already in the 80s of the last century, cycling became a priority in Holland. Following Holland in England, Germany and Denmark, many other European countries began to create cycle paths, followed by the United States, Canada and some Asian countries.

Cycling in our country has recently become quite relevant, especially in the warm season, many residents go on a bike ride.

When developing the city's cycling infrastructure, the administration must definitely involve members of the cycling communities. These people have an idea of ​​possible difficulties and problems in the implementation of the project.

The construction of cycle paths in cities will lead to the solution of a certain list of important issues:

1. Elimination of most problems of movement of cyclists, reduction of the number of road accidents;
2. The acquisition of a wide opportunity for residents of the city to move safely on a bicycle;
3. Being able to benefit your health and the environment, as opposed to traveling by car;
4. Possibility of developing cycling tourism in cities;
5. Reducing the traffic load on the city's transport network, reducing the duration of traffic jams;
6. Improvement of the ecological state of the environment;
7. Increase in the level of sales of various retail outlets located near bike paths;

All of the above contributes to the formation of the population's desire to travel on bicycles, to spend their free time on the street, to engage in physical culture and sports in the fresh air, and encourages citizens to a healthy lifestyle.

In addition to the advantages from the development of cycling infrastructure, a number of obstacles to the mass use of bicycles also arise: for example, the climate in the greater territory of Russia does not allow using a bicycle all year round; sufficiently long distances necessary to overcome in everyday life (the path from work to home); mentality and attitude towards equalizing people on the roadway.

The main difficulty in laying cycle paths is the large number of narrow streets that were not designed for bicycle paths or streets, with various objects located on lawns or sidewalks.

In order to develop routes for bicycle networks, it is necessary to first conduct a questionnaire to collect opinions of citizens on the choice of routes of movement and on problem areas.

Cycling design should be combined with the development of a general traffic plan. Working documentation for the arrangement of cycling infrastructure includes: cycling routes; bike lanes; bike paths; slowdown zones of traffic or the installation of traffic restriction zones; bike racks or bike storage platforms or secure car parks.

When working out a project for the reconstruction and improvement of the city, it is necessary: ​​to thoroughly work out the routes of cyclists, both tourist and sports, more extended, meeting modern standards, norms and trends; the device of specialized signs and road signs; arrangement of bike rental points, bike maintenance and repair points. To eliminate the problem with storing bicycles, it is necessary to equip public buildings, residential buildings, shopping centers, educational institutions, places of mass recreation with bicycle parking lots with surveillance cameras and mark them with appropriate signs.

There are several types of bike paths, for example one-way, the most compact. After the reconstruction of the street, one-way bike paths are easier to design and place, and, of course, the main advantage of one-way paths is psychological calmness and the ability for cyclists not to worry about oncoming traffic.

Two-way bike paths in large cities are quite rare; they can be seen rather outside the city. It is important to build such paths on one-way streets for the convenience of cyclists' movement.

According to the cycle paths are categorized as streets and roads; Their main purpose is to travel on bicycles along routes free of other types of traffic to places of recreation, public centers, and in the largest and large cities - communication within the planning districts. Cycle paths are isolated and isolated.

Independent, that is, isolated, bike paths with two-way traffic. Such bike paths are not tied to car traffic, but in most cases they have a sidewalk located nearby, if it is not there, pedestrians can use the bike path itself.

All cycle paths, when adjacent to the carriageways, are separated by a side stone (curb, curb). It serves as a kind of limiter between the carriageways of different types of transport. To visually distinguish between bike lanes and carriageways, the materials used for the driveways may differ.

When comparing the design standards for cycle paths in different countries, you can see that the minimum width of a one-way cycle lane in countries such as the United States, England and Russia is the same and equal to 1.5 meters. The values ​​for two-way traffic are noticeably different: the minimum lane width in Russia is 1.5 m, in England it is the recommended 3 m, the minimum 2 m, in the USA the minimum width of the bike path is 3.6 m, but in some sections 2.4 m is allowed.

A list of Russian cities with bike paths has been published. If we count the approximate number of cities in Russia in 2015 with a population of more than 100 thousand people, then it will turn out to be slightly more than 150 cities, if we take cities with a population of more than 500 thousand, then about 40 cities, and in the list given in, there are only 28 cities Russia have bike paths. The percentage of cities with cycle paths is incomparably small.

The city of Yekaterinburg has a huge potential for the development of cycling, in terms of the city is relatively small, it is compact, with a fairly dense building. At the moment, the city has not developed a target program for the development of mass use of bicycle transport. The administration receives various projects and proposals, which are submitted for discussion, but so far bike paths appear only on reconstructed streets, taken separately, which is impractical, since these paths are not closed, not long, and do not have a predetermined beginning and end. In the new residential area "Akademicheskiy", there are asphalt bike paths on all streets. Cycle paths are marked with appropriate markings and are especially popular in warm weather. At the Department of Urban Construction at the Ural Federal University, scientific research is being carried out on this topic, and I chose the topic for my graduation project: "Designing bicycle routes in the city of Pervouralsk."

Bibliography:

1. Bicycle lane. [electronic resource] - Access mode. - URL: https://ru.wikipedia.org/wiki/Bicycle_track (date of treatment 01/17/2016)
2. Bicycle lane. [electronic resource] - Access mode. - URL: http://alex-maisky.livejournal.com/12202.html (date of access 01.17.2016)
3. Live streets. Blog about the urban environment. [electronic resource] - Access mode. - URL: http://www.livestreets.ru/ (date of treatment 01/17/2016)
4. The best proposal for the development of mass sports. [electronic resource] - Access mode. - URL: http://pandia.ru/text/77/292/1540.php (date of treatment 01/17/2016)
5. On the approval of the Concept for the development of cycling in the city of Evpatoria. [electronic resource] - Access mode. - URL: http://pandia.ru/text/77/153/15120.php (date of treatment 01/17/2016)
6. SP 42.13330.2011 Urban planning. Planning and development of urban and rural settlements. Updated edition of SNiP 2.07.01-89 *

Roads, paths, trails, playgrounds are one of the most important planning elements of a landscape architecture object. Analysis of design solutions and field surveys of garden and park areas show that the road network and sites occupy 10-20% of the entire area of ​​the object, and the relative length of roads is 300 - 400 m per 1 ha.

The technology of the device of tracks and sites .

When arranging garden paths and areas with various types of coatings, a number of general construction norms and rules are observed.

First, the entire road and path network with sites is taken out in nature in accordance with the project and the layout drawing of the layout using geodetic instruments and devices.

The alignments of the main roads are placed along their axes with reference to the main base lines. Then the longitudinal slopes are checked in accordance with the vertical planning project, and the points of intersections of paths, turns and radii of curvatures, as well as relief fractures, are fixed in nature. In the future, a complex of earthworks is carried out to cut the "trough" and level the track bed in accordance with the required slopes.

After preparing the roadbed and trough for the sites, it is necessary to check the longitudinal slopes of the surface again.

Then the boundaries of the structures are beaten off, marked out in nature with pegs and a tensioned twine.

An important point is the creation of a cross-section of the roads. The cross-section of small paths is created by hand using a specially cut template from thick plywood with a given profile.

All moth-eye changes on the surface of the canvas are leveled, construction debris is selected or can be partially used when constructing the base.

The surface of the belt is compacted with power rollers. The soil surface of the road bed or site is considered ready and well-rolled if thin round objects - nails, wire, etc. - are pulled out of the soil without violating its integrity.

The coverings of paths and areas in gardens and parks, on objects of landscape architecture of urban centers, residential and industrial buildings are given great importance in connection with the general compositional solution of the object.

Coatings should be varied in their design, color, materials. The surface of the paths and platforms is perceived by the visitor from various points - from the viewing platform, from the flat roofs of buildings or from the terraces. A variety of types of coatings on a small object can create the illusion of scale and, as it were, increase its area. The size, dimensions of alleys, roads, paths, platforms, the pattern of their coatings, the shape and proportions of their elements, the material itself, from which the coatings are made, must correspond to the general compositional solution of the object and the laws of the construction of the landscape.

The road-path network, sites, alleys are usually subdivided into classes depending on their functions and classified by the type of pavement. There are 6 classes of roads, paths, alleys:

1 class -main roads and alleys, by which the main streams of visitors to the object are distributed; they are usually envisaged as the main routes of movement within the facility and take heavy loads from visitors. The structure of this type of road must be very strong, made of low-wear materials.

Grade 2 -minor roads, paths, alleys, are designed to connect various nodes of the object and more evenly distribute visitors, bringing them to the main traffic routes, recreation and sports grounds, viewpoints of the object and other planning elements.

The traffic intensity on the secondary lanes, their throughput is lower than on the main ones. However, the coverings of such paths should be decorative, since they fulfill an important planning role in their functions.

Grade 3 -additional roads, paths, paths, serve to connect the secondary planning elements of the object, play the role of transitions, approaches to structures, to flower beds, are "offshoots" from the main and secondary routes of movement. The traffic volume on the additional lanes is reduced in comparison with the lanes of the first two classes. The designs and surfaces of such tracks are simplified.

4th grade -bicycle walking paths and trails;

Grade 5 -horse riding roads;

6th grade -utility roads and driveways;

Each road class has its own dimensions - length and width. The width of the garden and park road plays a significant role, since it is associated with the site attendance and the traffic intensity of visitors.

The value of the carrying capacity of garden and park alleys and roads, especially classes I and II, is of great importance in connection with the traffic intensity of visitors. Therefore, it is important to calculate the dimensions of roads and sites.

Areas in gardens and parks have a specific purpose, are used by visitors for various purposes and are divided into the following categories:

Areas for quiet recreation, for groups, for individuals, for quiet games for visitors of different ages, including for contemplating landscapes;

Areas for active recreation, family or collective, group, playgrounds, for picnics, shows, for holding public events;

Playgrounds of various ages: primary, for preschoolers, for younger students, for senior school age and youth;

Sports grounds: football fields, for playing golf, for volleyball and basketball, tennis, towns, special grounds for playing chess and checkers;

Household sites intended for the installation of mobile office premises, change houses, locker rooms, storage of equipment and inventory; areas for containers with garbage; areas for storing compost, fertilizers; sites for digging in planting material; areas occupied by greenhouses, etc.

All sites have various types of structures and coatings, depending on the loads on the surface, attendance, traffic intensity, and the frequency of events.

Types of coatings for paths and platforms

Concrete tile coverings. Covering paths and areas of concrete slabs - one of the most common in landscape gardening.

Concrete slabs are manufactured industrially in a factory and therefore are the cheapest material for paving tracks and platforms. Concrete tiles are made by methods:

Pressing;

Vibrocompression;

Vibration rolling;

Vibration.

It is possible to manufacture slabs by hand in special forms, but this leads to a rise in cost by 60%.

The shape of the concrete tiles and their sizes are extremely varied. They are made in shape of square, round, hexagonal, trapezoidal, triangular, irregular polyhedra.

In addition to the variety of shapes and sizes, tiles are made in different colors and shades, which is achieved by introducing dyes or additives in the form of colored cements or colored sand into the concrete,

The surface of the tiles can be processed with special matrices, with the help of which a decorative ornament is applied. The texture of the tiles becomes extremely varied.

Tiles with exposed aggregate, which are used as pebbles, gravel of various fractions, are distinguished by a wide variety. Such tiles are manufactured in factories and are widely used in landscape gardening.

Paths and platforms covered with special mixtures

When arranging tracks and platforms with bulk (rammed) structures, great importance is attached to the arrangement of support edges along the boundaries and contours.

The curb is arranged along the boundaries of the path by adding a roller of plant soil, The height of the roller should be at least 15 cm.The roller of earth is compacted tightly, and a sod tape is spread over its surface with an inclination towards the path or platform.

Instead of a support curb, a curb, or a garden curb, made of stone, concrete, is arranged from the ground. On the main paths and platforms, a stationary installation of the curb of the side stone is carried out.

After installing the curb and preparing the canvas, a layer of crushed stone is scattered over the surface. The crushed stone layer is leveled in accordance with the transverse and longitudinal profile of the track.

Sand-gravel and soil-cement mixtures are laid on a previously prepared and profiled soil base.

Lighting of the territory.

Lighting is designed to ensure the safe movement of pedestrians in the evening along the paths and alleys, thereby creating comfortable conditions for evening walks.

When lighting park areas, one should distinguish between lighting installations that perform utilitarian and decorative functions.

Utilitarian settings provide illumination of pedestrian paths.

Installations of decorative value are intended for highlighting structures, sculptures, fountains, reservoirs, trees, shrubs, flower beds.

Lighting should play an important role in creating the landscape and architectural appearance of the evening park. Moreover, all lighting elements should be aesthetically pleasing in the daytime.

When lighting park areas, a variety of light sources are used. Sodium lamps provide a golden-orange hue to the subject and create “warm” tones. Luminaires with mercury lamps illuminate objects with a bluish-green color and create "cool" tones.

For lighting flower beds, it is important to select the spectral composition of light sources, taking into account the color gamut of plants. To illuminate trees and shrubs, incandescent lamps of 300, 400, 500 W are used, mercury lamps of 250 W, located at a height of 1-1.5 m.

It is recommended to illuminate steps of stairs, areas of lawns, flower beds, groupings of trees and shrubs with low-lying lamps. Such lamps can be in the form of mushrooms, balls, cylinders of various heights and configurations. In the daytime, such lamps play the role of small architectural forms.

Lighting for a garden and park facility is developed according to a special project and is created using a system of electric cables connected to the lamps, laid in a trench.

The choice of light source is based on economical installation and correct color rendering. Supports for park lamps are metal or reinforced concrete. They are installed on lawns in the same row with trees. The lighting network is laid, connected to a power source and handed over to the customer for switching on by a special construction and installation organization.