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decorated. In summer men put on a meskeu burege outdoor head-gear, made of natural or artificial astrakhan. Men's winter outdoor headgear was a kyrpuly burek fur band hat.

A headdress of Tatar women, except for the main purpose, also was a visual marker of the marital status. Unmarried girls wore a "takiya" - a small hat made of cloth, and a "burek" - a hat trimmed with fur. They were sewed from bright fabrics and always decorated with embroidery or various strips of beads, corals, beads, silver.

The traditional footwear of the Tatars was “chitek” and “kevesh” patterned shoes. High boots, with a wide bootleg for winter time and boots made of rawhide soft leather with high heels and a curled toe for summer time. They were decorated with embroidery and applique. During field work the Tatar women as well as men put on bast-shoes worn with broad-cloth or knitted stockings.

Today in everyday life you can meet only single elements of traditional costume, as well as men’s caps, ways of tying a woman's headscarf, patterned leather boots and women’s shirt with traditional cut and colour.

Samples of modern casual sets of traditional national costume: The wedding set:

It contains a dress, a long coat and a headdress in national style. The skirt is made of delicate silk with several rows of lace. The cape and cap are made of ivory fabric and decorated with gingery ornament.

Women's casual attire:

It is a straight blue skirt, a turquoise shirt with gingery ornament, a classic gingery coat with decoration at the edges, and leather boots patterned as tatar national shoes (ichigi).

Men's casual attire:

It is made in a sporty style. The high boots have ornaments. The bomber jacket’s sleeves are made of ornamented fabric. Its backrest and the emblem have a snow bars pictures on it, which could be seen on Tatarstan Republic’s coat of arms. The cap is stylized as a traditional headdress “tyubeteyka”.

Women's dress:

It is a delicate summer dress made of lilac cotton fabric. It is decorated with national patterns and little purple details.

Now in everyday life you can meet only single elements of traditional costume, such as men’s caps, ways of tying a woman's headscarf, patterned leather boots and women’s shirt with traditional cut and colour.

We’ve learnt more about the history of tatars and about their national costume. Moreover, we transformed the national pieces of clothing into stylish casual sets using traditional details (Fig1).

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This period has not been investigated in details yet, therefore the topic is relevant.

The aim of my research is to describe peculiarities of architecture and urban planning of the city of Gorky in the period under study. To attain the aim, it is necessary to implement the following task: firstly, to study the domestic experience of construction in the period from 1955 to 1975; secondly, to analyze urban planning of Gorky in that period, to study general and individual features of the development of neighborhoods in the planning structure of the city; thirdly, to identify the features of the residential architecture on the basis of standard design in the city of Gorky and to study architecture of public buildings in the city of Gorky; fourthly, to analyze the current state of architecture and to study creativity of leading architects of the city of Gorky in the period under study.

The research will allow to expand the field of knowledge about development of the regional architecture of Nizhny Novgorod in the period from 1955 to 1975. The research will help to identify and explore the principles of planning and development of the city, the techniques of stylistic and compositional organization of the architecture. The results of the research can assist in the design of contemporary building. The return to the ideas of minimizing and typification in architecture is observed due to the economic crisis. Moreover, research can be useful for solving problems of reconstruction of existing buildings constructed during the period under study.

The architects began designing new neighborhoods as a result a new visual environment of the city started forming. The design of new neighborhoods was carried out according to the principle "svobodnaya” planning: the random placement of buildings (the middle of the 1950s - the beginning of the 1960-ies) [1,7]. It is possible to divide the period under study into three stages: the first period is "strochnaya” development - houses are located row upon row, there are yards between them (the middle of the1950sthe beginning of the 1960s); the second period is U-shaped development (the end of the 1960sthe beginning of the1970s), the third period is a complex structure of planning ( houses of tape configuration, houses of curved configuration and houses having a complex outline) (the middle of the 1970sthe end of the 1970s) [6,8].

The study of architectural concepts of residential houses of that period let assume the existence of different standard designs. After studying materials of archives of Nizhny Novgorod [2-5,9] some of the most frequently used series of houses were revealed (different variations of series 1-464, 1-466 of prefabricated sectional houses "big-blocks" and variations of series 1-447 of brick houses ). Also, new methods of construction of the period were revealed. Method of construction of standard prefabricated sectional residential houses "big-blocks" and method «narodnaya stroyka» can be referred to them. The method of construction of standard prefabricated sectional residential houses

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was developed and firstly used in Nizhny Novgorod. The method «narodnaya stroyka» was created during that period in Nizhny Novgorod and later it was used in other regions of Russia.

Public buildings of the period under study can be divided into two types. Some of them reflect the Soviet Union trends of that period, the others were notable for their regional features. Public education buildings (schools, kindergartens) were built like apartment houses using standard projects and developed series. Administrative buildings, theatres and cinemas, train stations and cafes gained their uniqueness in the spirit of the architecture of those years. Such structures were build in Gorky too. The main architectural features are: vertical segmentation of facades by pylons (the building of the regional Committee of the CPSU in the Kremlin, the building of the Moscow Railway Station), symmetry, austerity and monumentality of the form (the building of Partiynogo prosvescheniya), configuration and location of the building (the building of Gorky Railway Headquarters), the style of architecture that employed frequent use of transparency, so called "curtain walls" out of glass.

It is possible to find typical features and traditions in the appearance of individual public buildings (the building of Hydogestvennye promysly, on the main facade of which there is Khokhloma painting). This period was connected with city-planning structure. For example, the building of the Institute of Radio is located on the axis of the Molitovskiy bridge. Image-bearing public buildings were an important feature of regional architecture (the building of River Station recalls the image of the ship, cafe "Chaika" on the Embankment embodies the image of the flying bird in its silhouette).

Architecture and urban planning of the middle of the 1950s - the end of the 1970s is important for the history of architecture of Nizhny Novgorod.

Obtained during the research information will allow to add information to the history of architecture of Nizhny Novgorod and to create more complete picture of regional characteristics of architecture of the "capital" of the Volga region.

References

1.Бубнов, Ю. Н. Архитектура города Горького : Очерки истории / Ю. Н. Бубнов, О. В. Орельская. – Горький : Волго-Вят. кн. изд-во, 1986. – 191 с.

2.ГАСДНО (Гос. архив. служба Нижегор. обл.). Ф. Р-31. Оп. 1-4. Д.

113.

3.ГАСДНО (Гос. архив. служба Нижегор. обл.). Ф. Р-31. Оп. 1-4. Д.

2247.

4.ГАСДНО (Гос. архив. служба Нижегор. обл.). Ф. Р-31. Оп. 1-4. Д.

2343.

5.ГАСДНО (Гос. архив. служба Нижегор. обл.). Ф. Р-31. Оп. 1-4. Д.

2409.

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6.Иконников, А. В. Архитектура XX века: Утопии и реальность . В 2 т. Т. 2 / А. В. Иконников ; под ред. А. Д. Кудрявцевой. – Москва : Прогресс

-Традиция, 2002. – 672 с. : ил.

7.Орельская, О. В. Летопись истории Нижегородского отделения Союза архитекторов России (1933-2013). Хроника событий / О. В. Орельская. – Нижний Новгород : Кварц, 2013. – 160с. : ил.

8.Рубаненко, Б. Экспериментальный жилой комплекс в г. Горьком / Б. Рубаненко, В. Кутузов // Архитектура СССР. – 1979. – № 6. – С. 16.

9.ЦАНО (Центр. архив Нижегор. обл.). Ф. 6300. Оп. 4-1. Д. 32.

Filchenkov K.S., Bardinskaya T.R.

Nizhniy Novgorod State University of Architecture and Civil Engineering

PEDESTRIAN TRANSIT SPACES IN THE HISTORICAL URBAN

ENVIRONMENT

The aim of this research is to study the pedestrian spaces in the historical urban environment. The problems of their analysis and design are very relevant in modern urban planning.

Most of the urban environment consists of transit spaces that create a complex unique network. They can have different structure, bandwidth, filling functions, communication with each other. Together with the city's development, the transits that make up its base are transformed, adapting to the present needs of people, changing their configuration, functional components, aesthetic manifestations.

Public areas are an important and integral part of any city. Urban theories of recent years indicate the importance of research, development and investment in the study of the problem.

Cities with well-developed pedestrian routes are a complex network of spaces flowing into each other, connecting different points of attraction and possessing a multitude of functions that offer pedestrians various services and activities for all ages and interests. Pedestrian space should not get into a conflict with traffic. Based on the analysis of various examples, they have a good potential for the creation and development of business, which has a favorable effect on the city's economy. Such spaces, as a rule, are created in the historical environment, where for years the functional content, directions, points of attraction of the inhabitants, where there is potential for the development of tourism.

Kevin Lynch, a prominent American specialist in urban planning, believed that the city consists of four main components - paths, boundaries, areas and nodes. None of these elements exist in isolation. Areas are structured

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by nodes, defined by boundaries and pierced by paths. Elements usually mix with each other and interpenetrate.

The path of a person from point A to point B, as a rule, is not constant. In the process of movement, the nodes, areas, borders are crossed. Transit is rarely constant throughout its entire length.

The pedestrian system can contain two main interconnected elements: the transit of the pedestrian system (pavements, pedestrian streets) and its secondary components (squares, passages, etc.). The main purpose of the pedestrian system is to concentrate and combine the main pedestrian traffic in the city center and its distribution and classification by function.

Following from the above and based on Kevin Lynch’s structure of the city, the transit space can be divided into three main components:

-transit, direction, path;

-the boundaries that define and direct the movement;

-volume, filled with functions, information, etc.

On the example of several cities, the differences in the grid of pedestrian spaces will be demonstrated. It is interesting that on the basis of such schemes it is possible to judge the quality of pedestrian transit and the urban environment.

In Berlin, the problem of transport is perfectly solved: there are underground tunnels for transport, allowing to cross the historical center, as well as there are many bypass roads (pic. 1a). This, as well as the presence of a rich network of public transport, and, of course, many other factors, allow you to organize in Berlin, the whole pedestrian quarters. By the way, in residential areas of the city, the yards are completely owned by pedestrians, which makes the urban environment very comfortable.

Dresden, in fact, is a city-museum (pic. 1b). The decision to free most of the historical environment from transport also works. It has a dense pedestrian network. Based on the analysis of various examples, such spaces have a good potential for the creation and development of business, which has a good effect on the city's economy. They, as a rule, are created in the historical environment, where there is the functional content, directions and potential for the development of tourism, developed.

In Moscow, the active development of pedestrian spaces has only recently begun, but not everywhere they form a convenient network, but represent separate streets with a blocked traffic (pic. 1c).

The historical center of Nizhny Novgorod faces, a similar problem, but the development of the pedestrian network is influenced by the landscape there (pic. 1d). Ravines and hills allow you to organize comfortable and beautiful pedestrian connections with various functions. Also, especially in the area of the only major pedestrian street - Bolshaya Pokrovskaya, it is necessary to develop yard spaces that could complement the pedestrian network of the city, organize new connections, while not conflicting with the existing transport movement.

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Pic. 1. Scheme of pedestrian areas in the historic center of: a - Berlin, Germany; b - Dresden, Germany; c - Moscow, Russia; d - Nizhny Novgorod, Russia

Considering the creation of new pedestrian transit spaces, it is necessary to take into account possible problems of traffic flows that are associated with the transformation of traffic routes in the city. The pedestrian system as the main element covers the existing areas and streets, which is a complex of connected spaces. To achieve this, the existing transit traffic must be withdrawn from the center to the bypass ring roads.

Today, the problem of pedestrian and transport routes conflict is often faced. It can be solved only by a set of various measures. Pedestrian system in the center of a large city should be formed by stages. Such spaces must have transport accessibility. The links between these systems should be coordinated among themselves on the basis of studies of the given territory.

This topic affects not only many types and levels of design (urban planning, architectural design, restoration, landscape, environmental, industrial and graphic design), but also social surveys, observations, studies of the territory, history, etc. There is also a psychological factor that defines transit as "something beyond the comfort level," which must be taken into account. Public areas are an important part of any city. Urban theories of recent years indicate the importance of research, development and investment in this topic.

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Tyurin A.A., Kovalenko O.V.

Nizhny Novgorod State University of Architecture and Civil Engineering

DIFFERENCES AND SIMILARITIES OF FLIGHT CONTROL CENTER BUILDING ORGANISATION IN DIFFERENT COUNTRIES.

In last two decades interest has returned to the exploration of outer space. New space programs were scheduled in countries all around the globe and this led to construction of new facilities and to reconstruction of outdated ones in order to meet modern requirements of industry. Space industry buildings are very specific; the most interesting type of those buildings is a flight control center which is widely represented in mass media. However, there is no complete scientific research on that type from an architectural point of view. In fact, the most famous flight control center in Russia, in Korolyov, published plans on reconstruction of its buildings in 2014. It also shows how important the topic is.

Buildings and building complexes providing all-embracing control for spacecraft operations appeared at exact moment of “space era” beginning in the late 50-s. The period of existence of Flight Control Centers (FCCs) comparing to other building types is rather small, besides, this type has already undergone several evolutionary phases. It is certainly possible to define boundaries of said phases since there are no more than thirty remarkably important FCCs around the globe. [1, 3]

Despite comprehensive understanding of research field some information is impossible to uncover due to restrictions on state or corporative levels. Nevertheless, now is the moment when information became more open to public and it is possible now to develop full-scale research on ground facilities from typological and architectural point of view.

The most part of pioneering, paradigm-defining FCCs was created in

USSR and USA in the first ‘cosmic’ decade about sixty years ago. The design approaches used for these buildings merely meet today’s requirements even considering regular modernizations and upgrades. Flight control centers in other countries, evolved in last three decades, weren’t created from scratch as they combined the best of Soviet and American experience. These centers in Europe, Asia, and new American ones are well-planned from the very beginning and also they predict and include ways of further development which is a real problem for world-famous old FCCs.

Considering urban planning, there are three main approaches to FCC placement: the spaceport location, the space industry cluster site and the location inside the city limits.

First type of location sets the control building near the exact launch pad. This type is called a Launch Control Center because it operates as general

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control facility only until the moment of spacecraft leaving the tower. After the flight successfully started, LCC passes control to main FCC and continues work as a support facility [1, 2, 4]. One way or another, launch control facility is organized on every spaceport or launch polygon. In USSR launch control buildings were traditionally constructed as the ground-floor concrete bunker which provided direct observation of the launch pad. The reason is that early aeroand cosmonautic launches were highly experimental and the presence of personnel near the exact launch pad was necessary (Baikonur, Kapustin Yar, Plesetsk in USSR, Vandenberg and Meritt Island early facilities in USA). Moreover, they did not have technology sophisticated enough to allow engineers and operators sit back and comfortably look onto the displays. For example, in Cape Canaveral and early Houston control rooms only flight director had an electronic monitor [1]. Also same polygons were used for military purposes and potentially dangerous experiments and bunker ensured safety for the specialists and directors. Nowadays launches are way less dangerous; built in 2015,

Russia’s Vostochny Cosmodrome launch control facility is a common twostorey building as no one expects any danger for specialists. LCCs on Cape Canaveral, USA, in Tsukuba, Japan are organized the same way.

Second placement type is a location on special scientific cluster site. This approach allows all connected activities to be accumulated in one place. Big clusters always include training and simulation facilities, public affairs center, engineer offices, data facilities. Such place is always a special municipal unit in a distance of up to 50 kilometers to a large developed city which hosts profile universities [1, 2]. USA’s FCCs exclude Kennedy Center on Cape Canaveral, ESA’s centers in Netherlands, France, Germany, Indian S. Dhavan and Aerospace City in Beijing, China – they are all organized this way.

The third type is very similar to the second but in result of city growth cluster’s territory was included into the city limits. Houston FCC in USA, ESA’s

Toulouse facility in France and FCC in Korolyov, Russia, are an example.

Korolyov’s ROSKOSMOS FCC is an unusual one because the whole town was created simultaneously with the cosmic cluster [4].

Considering the volumetric structure, all the FCCs could be divided into two categories: specially built independent structures and specially limited space and rooms inside a larger structure. Second type is not so widespread, it spans only space industry corporations’ own FCCs and the ones belonging to private space corporations such as SpaceX, Virgin Galaxy, Solar Impulse. For example, SpaceX headquarters in Hawthorne, CA is a monolithic large industrial structure which consists of industrial production zones, offices and data storages; the flight control is a glass-wall polygonal room in the middle of enormous industrial openspace. In Russia the are no private space companies due to objective reasons, that is why the second type is represented only by state cosmic corporations’ own flight control centers.

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Most part of independently standing FCCs are based on simple orthogonal grid system but others have more complicated structure. S. Dhavan Flight

Control in Sriharikota, India, is a spatial dome. Yoshinobu Launch Complex’s control center on Tanegashima Island in Japan is a large octagonal tent pavilion.

The most remarkable characteristic of every FCC is planning of the main control room. The whole work of the building is embodied in this room, that is why it is the first to see in news or in sci-fi movies. It seems possible to identify three types of planning: linear rows placement of workplaces, functional group zones and the compound. Parallel rows placement is widespread among USSR (Russia) and Asian countries like China, India and both Koreas. Workplaces in American control rooms are traditionally conjoined into functional groups; this approach allows optimizing conversation between interdependent positions.

Classic is the Apollo Program’s Mission Operation Control Rooms planning in Johnson’s Space Center in Houston, USA. Four rows of work seats divided into groups of different size with three projection screens in front of them and the visitor’s zone behind the fourth row. Flight director’s console is located on said forth row so he or she has to overview all working specialists.

Compound organization is a complicated evolutionary step up from functional group planning. It involves not only same parallel rows with functional division, but combines different types of linear and curvilinear zones and assumes “groups inside groups”. This is the most effective way for large control halls with a lot of operators whilst average-sized control rooms do not require such a sophisticated planning approach. There are only two FCCs around the globe where compound planning is used: the first is the Kennedy Space Center Launch Control on Cape Canaveral, FL, and the second one is the Kourou cosmodrome Launch Control Center in French Guiana. Highly remarkable is the fact that two world’s largest launch complexes (except

Baikonur and Plesetsk in Russia) have the world’s most developed control rooms yet these centers control only the first seconds of the flight. It is reasonable because the launch is the most difficult and dangerous stage of every mission and every on-board system is provided with not less than one responsible specialist in the control room. This method reduces failure risk to a minimum. Moreover, every on-board system’s manufacturer usually overviews the launch as an accessory control room responsible for this exact system. Classic FCCs do not really demand compound room planning but anyway it is recommended to use this approach when it is possible at least for new FCC designs.

Flight Control building exteriors vary seriously depending on country and date of construction. First control buildings were made from scratch as primitive hangars with necessary equipment inside. Construction involved the most reliable and simple materials. The fact of being a ‘top secret’ industry made facilities exteriors the last thing to care about. Despite that, when main USA control center moved from Cape Canaveral to Houston in 1963, NASA

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