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71THEORETICAL MODEL OF A BARRIER-FREE URBAN ENVIRONMENT FRAMEWORK FOR LOW-MOBILITY POPULATION GROUPS AT ALL URBAN PLANNING LEVELS Kustaubayeva M.M.1, Samoilov K.I.2, Balykbaev B.T.3
1Kustaubayeva Manar Mukhtarovna - Bachelor of Arts (Architecture), post graduate Student;
2Samoilov Konstantin Ivanovich - Doctor of Sciences (Architecture); 2Balykbaev Bayzhan Tuleukhanovich - Candidate of Sciences (Architecture), Associate Professor,
ARCHITECTURE DEPARTMENT, KAZAKH NATIONAL RESEARCH TECHNICAL UNIVERSITY NAMED AFTER K.I. SATPAYEV, ALMATY, REPUBLIC OF KAZAKHSTAN
Abstract: the research is devoted to the formation and transformation of the concepts of "barrier-free architectural environment". These concepts reveal a theme that is aimed at creating an accessible architectural environment for all citizens, including people with limited physical movement.
Keywords: barrier-free environment, accessible environment, people with disabilities, urban environment, residential environment.
The existing habitat in the modern Kazakh cities are focused on healthy people and do not take into account constraints encountered in persons with physical and sensory abnormalities in those who cannot descend the stairs, to overcome the turnstile, open the forehead in the upper part of the window to see the lights, hear the message of the dispatcher at the bus station etc. It is the result of traditional attitude to the weak in our culture, and consistent application of design rules that operate in the USSR for decades and which was inherited by Kazakhstan. The inhumane nature of this environment towards disabled people has become relatively recent. In order for these people not to feel at every step of their lives, in order to live as full a life as possible in modern technology-rich cities, the environment must be adapted to their limited (compared to almost healthy) capabilities, as adapted, for example, to the capabilities of most stairs in mass-construction residential buildings, limiting their steepness and providing fences with convenient handrails. But in addition to buildings and structures, it is necessary to adapt the entire urban environment for all population groups.
On the basis of the routing study was to identify significant gaps in the existing model of urban planning system of services for persons with disabilities and related infrastructure. It is necessary to define a single standard for this system that takes into account all the spatial components of the barrier-free environment, from the regional level to the means of information and communication technologies. The development of the system should be from General to specific and from specific to General subject in detail all spatial elements of the system, from the point of view of their accessibility for all categories of citizens. It is important to note that for representatives of the "world" and "city" mobility categories, not only the elements of the system in the immediate vicinity of their place of residence are important, but also spatial communications that communicate with the outside world and allow them to remain active, despite their physical disabilities.
Individual mobility at the regional level should not be limited by any external physical and moral barriers. These points should be taken into account when designing important nodes of regional, national and global importance, such as transport terminals, airports, railway and bus stations. Creating an environment accessible to people with disabilities requires a comprehensive approach to all areas of operation of transport hubs. These include the organization of convenient access to an element of the transport system (ETS), equipping the internal premises of the ETS with devices and devices that facilitate the movement of people with disabilities, and equipping available related information and communication tools [3]. The organization of a barrier-free environment for the elements of the transport system means ensuring unhindered access without
spending physical and psychological energy. The regional route, which is provided with auxiliary means at all stages, should start in the city territory.
The intersystem stage is the connection of the barrier-free transport and pedestrian structure of the city and the functional basis of the ETS. This relationship should be viewed from the point of view of persons with disabilities. The means of ensuring this accessibility can be route transport, footprints, and means of communication between the information and service systems of the ETS. At this stage, barrier-free access to the transport center is organized directly from the place of residence.
At the integration stage, it is possible to enter the functional space of the ETS. This stage is characterized by information saturation. With a clear functional zoning, places adapted to the needs of people with disabilities should be allocated - special Parking for personal transport, a stop for route transport adapted to the needs of people with disabilities. The entrance to the main space can be either centralized or distributed. In the first case, an example is private zones (for example, Frankfurt am main airport). In another case, when logins to the system are separated for different arrival options-by private transport, by taxi, using route transport (for example, a terminal in Yokohama). In these conditions, it is possible to organize a separate communication node-input for people with disabilities, which is maximally equipped and adapted to their needs.
It is advisable at this stage to place public blocks with a related function-retail, hotel, catering, travel companies. The functional and planning structure of these facilities should be developed based on accessibility requirements for people with disabilities. According to the volume planning decision, these blocks can be located either as part of the EC complex or separately. At this stage, it is necessary to separate pedestrian and traffic flows for barrier-free movement of people with disabilities towards the main block. Traffic management, so it is advisable to divide it into two or more levels using tunnels and overpasses equipped with the requirements of a barrier-free environment.
The third stage is the "distribution" in the theoretical model of barrier-free space at the regional level. Spatially, this stage is limited by the boundaries of the main building (station). To create the most convenient environment for low-speed passengers at this stage, the following points play the greatest role:
- functional zoning of the building and the definition of a clear spatial localization of places of residence and service for disabled people, so that they do not feel like a hindrance without separating from the General flow (overcoming moral barriers). It is necessary to bring operating systems and devices closer to the main routes of other passengers in order to reduce the length of the path. In waiting areas, there should be specially equipped places for people with disabilities. There should also be separate spaces for disabled people waiting for their flights. Of particular importance is the consistent location of the main operating premises -offices, offices, storage rooms, etc. the Spatial arrangement of these elements should be considered from the position of minimum distance and planning organization from the point of view of sufficient width of passage for the man with the auxiliary device for movement of the equipment associated information, very important for the proper organization of human presence in the system transportation center. The information system should be multi-level, providing all options for submitting data to passengers of all mobility categories. These are such levels as: information service service, a unified system of signs and pointers, the level of tactile information, the level of sound and light notification. An important role in orienting an elderly person is played by his interaction with the General flow of passengers [6].
Information service service-information desks and desks should be located in various functional blocks of the ETS, allowing the elderly person to receive information not only about their stay in the transport center, but also outside it. It is important that the architectural and planning organization of these services takes into account the possible service of people in wheelchairs. This should affect the size of the platforms in front of the information desks, and the design of the equipment itself.
The system of signs and signs must be uniform for the entire complex and comply with the state standard. The sign system is designed to give a clear idea of the location of the functional zones of the ETS, while taking into account the peculiarities of color and shape perception, it should not contain low-contrast images and glaring surfaces.
Sound and light notification is an essential attribute of any station, however, proper placement of equipment and its quality work can make passengers ' stay on the road more comfortable and independent. This type of information is important for people with hearing and vision defects.
At the level of tactile information, a special system for informing people with visual defects, surfaces used in the interior decoration of the transport center and paving the surrounding areas play an important role. It is mandatory to use information strips that notify a blind person using a walking stick about approaching an obstacle - supports of structures, various stands and stands located above the floor level.
In order to maximize the activity and working capacity of older people, measures should be taken at the regional level to ensure comfortable conditions during movement. According to the results of the study, it became clear that 60% of able-bodied respondents were forced to stop working activities related to moving and business trips, because of the conditions of travel and transit residence that do not correspond to their health status. The same is the case with the departure of people of post-retirement age on vacation. At all stages of interregional crossings, at the levels of hotels, boarding houses and campsites, and their associated catering and trade enterprises, conditions have been created for disabled tourism.
A significant number of hotel rooms, mainly on the ground floor, must be equipped in accordance with the requirements of housing for the disabled.
The presence at all stages of the organization of barrier-free ETS of associated medical care and social protection can serve as an additional guarantee of expanding the boundaries of mobility of disabled people.
Equipment and functional zoning of restaurants and bars in transport centers and hotels are also considered based on accessibility requirements for disabled people. The overall characteristics of the equipment and process passages are important.
The main point in the design process of barrier-free ETS is the actual transport, equipped with all possible devices and devices, in order to make the movement of disabled people comfortable and safe. The most problematic stage is landing-disembarking in vehicles of all types-road, rail, water or aviation. The process of continuous barrier-free movement of people with disabilities is important here. In this case, it is possible to use a number of architectural and planning, as well as engineering techniques.
Architectural and planning techniques assume the placement of landing sites relative to the main complex of the passenger terminal. For example, the location of platforms on the island type, at the same level with the station, leads to an increase in the path of movement to the landing, accompanied by barriers of rail tracks. Therefore, it is more appropriate to use multi-level solutions for placing landing paths. In this case, the example of a railway station in Samara is illustrative, where the main station complex and waiting room are located directly above the railway tracks. the tracks and access to the platforms are provided by specially equipped elevators. The width of the platform is also planned based on the conditions of sufficient space for healthy passengers and people in wheelchairs.
Solving the problem of organizing the ascent and descent of low-mobility passengers, not only the disabled, but also passengers with children in strollers, passengers with cargo on trolleys, etc. becomes the main task in the design of new and adaptation of existing stations. To deliver mail and Luggage to trains in heavy traffic that prevents the construction of crossings at the end of the platforms, baggage tunnels with squeeze clutches can be provided. These same release devices can be used for lifting disabled people, of course, with the appropriate equipment.
At the city level, especially in the context of existing development, creating a comprehensive system of interrelated elements of a barrier-free environment is very difficult.
In terms of existing buildings, complex urban setting, the primary reconstruction of the environment should be based on the availability of urban infrastructure and public spaces, most frequently used for the elderly.
According to the author, it is not advisable to allocate special residential complexes with apartments for the disabled, designed specifically for subsequent relocation, in the urban fabric. The entire housing stock that is being built in modern cities must be developed based on the architectural and spatial requirements of housing for low - mobility segments of the population. Reconstruction of the environment should start from two starting points - "aging" residential areas and multifunctional nodes of urban infrastructure. [7]
The development of a barrier-free environment from "aging" residential areas implies the spread of architectural and urban planning elements of the environment that ensure the accessibility of the environment to all categories of citizens in terms of mobility, from private to General. "Aging" residential areas are those residential areas whose population, as a result of changes in the political situation, industrial restructuring, and environmental degradation, has undergone gradual demographic aging, an outflow of young people, or a significant reduction in natural population growth. At present, entire cities of the country - former industrial centers (Temirtau, Tekeli) - are subject to "demographic dying". The stage of reconstruction from residential areas is multi-level and depends on the need for this period of time, in urban development against the background of demographic changes. Multilevelness consists in the cyclical aging of architectural and spatial units of the city - a residential building, a residential group, a district, etc.
The set of measures includes:
1) Reconstruction and redevelopment, as well as the construction of new residential buildings, taking into account the requirements for housing for people with disabilities, but corresponding to the generally accepted standards of life for healthy people. Reconstruction of residential buildings for the needs of disabled people involves a number of measures to make them accessible. These measures apply to the following functional areas: entrances to residential buildings-the parameters of the entrance itself, the rise to the floor level of the first floor using ramps or without lifting;
- in apartments; living rooms with an area of at least 20 square meters [8] per person;
- kitchens-with an area of at least 12 square meters based on the living conditions of the disabled person in a wheelchair. The architectural and planning solution must take into account the ergonomics of the body;
- sanitary units-requirements for the dimensions of agricultural facilities and their equipment [9] are based on the placement of special devices and dimensions of passages;
- recreational facilities (indoor recreation) - terraces, verandas, balconies, loggias. These functional areas are planned taking into account the ergonomic features of the body, should be well-maintained, available for permanent use. Residential apartments should not contain differences in floor level, thresholds (including loggias).
All these requirements are very relevant for disabled people who are equated to the mobility category "city", "land" and especially "home".
2) Reconstruction and improvement of the residential group.
As a result of this architectural and planning measure, it is assumed that an atmosphere of neighborly relations can arise that promotes greater integration of a person with disabilities into the environment. Should provide accessibility to the main entrances to the residential group on the dimensions, slopes and equipment, Parking of private vehicles for residents considered the living group with the places specially equipped for disabled guests. It is advisable to place Parking in underground levels with exits directly to the stair and Elevator nodes of the house. Also, temporary Parking spaces should be located in the immediate vicinity of the residential group, namely at a distance of 30 m. In the courtyard of a residential group, internal passages should be landscaped in such a way that they do not intersect with transport routes and should have a solid, non-slip coating. It is more logical to place pedestrian paths on the same level as lawns and landscaping. It is necessary to provide recreation areas equipped with pergolas and canopies from the sun, with landscaping and flower beds.
Distribution of architectural and urban planning elements from multi-functional urban planning nodes. Multi-functional urban planning nodes are understood as concentrations of urban infrastructure objects with different functional orientation - cultural objects, trade, business functions, scientific centers, recreational and sports zones, objects of worship, objects of social and medical services.
For the development of events in the design from the above -mentioned starting point, it is also advisable to conduct a social and urban planning study in order to develop a subsequent urban planning forecast and identify objects that are most often used by the elderly. This study should be carried out on a case-by-case basis for the area under consideration, identifying the main pedestrian and transport routes. Step-by-step organization of the barrier-free environment, originating from multi-functional nodes, also occurs at several levels: -communication and recreational;
- interior devices and equipment;
According to these requirements, the approach to the design and reconstruction of public buildings and their main functional parts is considered: entrance nodes, traffic zones - vertical and horizontal communications, as well as zones and places of direct service. These requirements apply to all of the above types of public buildings.
At the level of communication and recreational architectural and urban planning spaces, the project and pre - project analysis of routes identified as a result of the study is carried out.
Pre-project analysis includes identification of problem situations on the routes under review:
- areas with difficult terrain and level differences;
- areas with dimensional characteristics that do not meet the requirements of a barrier-free environment;
- at the intersection of pedestrian and traffic flows;
- areas that are not accompanied by associated recreation and recreation areas.
Based on the requirement that the maximum length of the pedestrian path is the rest. These requirements are regulated differently within the urban environment and recreational urban spaces.
Communication spaces and recreational areas are essential for the development of barrier-free environments in multi-functional hubs and community centers.
In many problematic situations, on the proposed barrier-free routes, the only acceptable solution is to use engineering devices and equipment. In areas with difficult terrain, there are elevators, traverses and transporters for the disabled. in areas where pedestrian and traffic flows intersect, special devices are provided for crossing the street. All difficult moments on the barrier-free route should be accompanied by handrails for additional security. Elements of the accompanying automated service can also be used on the proposed barrier-free routes. Among them are means of communication (telephone sets), vending machines, and electronic data transmission systems.
Lighting is also an important element in creating an environment for engineering equipment for barrier-free routes. The urban barrier-free environment must be provided with artificial lighting systems in the required quantity. At the key points of the route, such as the intersection with the traffic flow, changes in levels, directions, etc., it is necessary to accompany the lighting equipment. (This should be taken into account especially in places visited by people with disabilities who have problems with visual function).
Requirements for elements of the urban environment are divided into four main groups:
- accessibility, i.e. the ability to freely achieve the goal of movement with the timely use of recreational facilities and related services.
- safety - the ability to achieve the goal of movement without the risk of injury or damage to property.
- information content that allows for timely receipt, awareness of information and appropriate response to it.[10]
- comfort, i.e. meeting all the needs and requirements available to a young and healthy person with minimal physical and moral expenses.
The existing systems of social services for disabled people in most major cities of Kazakhstan do not provide for the presence of territorial centers of social and medical rehabilitation, accessible to disabled people in the categories of mobility "home" and "district", universal purpose.
Such centers should have a set of universal and specialized services that meet the needs of people with disabilities in counseling, social services, medical procedures, as well as in communication, leisure activities, and the possibility of obtaining additional income. Such institutions should have so-called "nurseries" for people with disabilities who need constant care, or whose relatives or guardians temporarily need help.
In modern conditions, territorial centers should be taken into account at the initial stage of development of General plans for districts and microdistricts, when calculating and placing public service facilities. Therefore, in the theoretical model, the main task is to create a fundamental theoretical model of optimal frame network spaces for people with disabilities, and the spatial organization of these territorial centers of social and medical rehabilitation, organically included in the General framework of the barrier-free urban space.
For the city, it is advisable to distinguish the main types of social and medical rehabilitation centers (CSMR) by their spatial affiliation:
- citywide;
- district;
- included in the residential group.
The latter should have the character of a leisure facility for people with disabilities, as well as serve as a spatial base for social workers who serve the disabled at home.District CMRS should include the full range of functions of non-stationary social service institutions.
A city-wide center for social and medical rehabilitation must have both a set of functions of a stationary institution and non-stationary units.
As in previous cases, a detailed social and urban planning study should precede the project of calculating and placing the CMR system, which would give an idea of the features of the demographic and physiological structure of the population of the spatial unit under consideration. Based on the identified conditions and the architectural and urban planning forecast developed on their basis, you can create a project task that includes the following items:
Multifunctionality of the CMR system-expanding functions beyond medical and social services Integration into the urban environment - the organization and inclusion of the CMR in the development in such a way that the best accessibility of this object is organized for residents with disabilities in the surrounding areas, and if necessary for residents of the entire city.
Compositional and spatial methods of organization are formed depending on the degree of inclusion in the development of a residential area. CSMS can be integrated and, dispersed, centralized.
Integrated CSMR-structures included in residential development, containing the function of a day-stay Department, which has a club character.
Dispersed CSMS - a differentiated structure consisting of spatially-organizational modules (POMS) separated spatially, functionally, but United by belonging to a specific served territory.
Centralized CMRS - an independent structural unit included in the planning system of the district, existing as an independent functional block, and possibly coordinating the work of integrated and dispersed centers.
The CSMO should interact and assist in the rehabilitation of people with disabilities at all levels - city, district, and home.
All members of the city community, regardless of their age and physical condition, should be able to participate in the life of the city and be aware of all the events taking place in it. You can conditionally classify media for low-mobility groups by the highest relevance for a particular category of mobility.
For people with disabilities limited by the space of the house or plot as a result of physical disabilities, it is important to communicate with the outside world by using stationary means, and this connection should not be one-sided (the world is a person with disabilities). There are many examples when a person, being bedridden, had a great influence on the development of science or
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art (Lomonosov, Ostrovsky). The connection must be mutual, a person, regardless of their limitations, can influence the external situation (a person with disabilities-the world).
For people integrated into the "district" and "city" environment, the media and communications must have very specific parameters. This is a unified system of toponymic symbols and the nature of the earth's informative surfaces, available means of automated passing service and communication, the actual information planes and small forms. All this should be accessible and convenient for people with any physical limitations.
References
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2. Azarenkova Z.V. Barrier-free environment for disabled people in the city. A Review [Text] / Z.V. Azarenkova. M.: sue cppc, 2001. 38. P.: Il.
3. SP 59.13330.2016 Set of rules / accessibility of buildings and structures for people with limited mobility / Accessibility of buildings and structures for persons with reduced mobility. [Electronic Resource]. URL:http://docs.cntd.ru/document/456033921/ (date of access: 16.04.2020).
4. Kogan L.B. Social life of the city and the formation of planning structural units: autoref. Diss.... Cand.arch; MARHI. Moscow, 1968.
5. SP 35-101-2001 Residential environment with planning elements, accessible to disabled people. Moscow, 2001.
6. Murzagalieva E.T., Abdrasilova G.S. On the issue of adaptation architectural and spatial environment for people with disabilities features) // Scientific journal - Bulletin of architecture and civil engineering. Almaty, 2013. № 4 (48). Pp. 45-45.
7. Khachatryants K.K. The Problem of creating an urban environment accessible to persons with disabilities // urban planning and architecture: current issues: Sat. nauch. tr./ BNTU, AF. Mn.:Technology. Belarus, 2002. Pp. 182-185.
8. Runge V.F., Manasevich Y.P. Ergonomics in environmental design. Moscow: Architecture-S, 2007.
9. Gelfond A.L. Designing movie theater and club buildings to meet the needs of people with disabilities and people with limited mobility [Text]: Guidelines for course and diploma design / A.L. Gelfond; Nizhegorod. state Architektur.-builds. UN-t - N. Novgorod: publishing house of the University, 2003. 24 P.: Il.
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