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Żyrardów – przyszłość wczorajszego miasta idealnego. Historia użyteczna

100%
Porębska-Srebrna J., Stępiński Z.
Problemy Rozwoju Miast
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2010
|
issue 3
41-47
PL
Przedmiotem wypowiedzi były doświadczenia związane z wykorzystaniem historii Żyrardowa w projektach i praktyce rewitalizacji. Żyrardów rozwinął się zgodnie z planem z lat 70. XIX w. Główna oś komunikacyjna oddzielała osadę robotniczą od pasma przemysłowego, położonego wzdłuż rzeki. Tworzenie jednorodnych stref zagospodarowania (mieszkanie – praca), rozległe tereny zielone a także wyjątkową kompozycję przestrzenną uznano za ważne osiągnięcie europejskiej urbanistyki XIX w. Powstanie miasta idealnego było możliwe dzięki koncentracji w Towarzystwie Akcyjnym Zakładów Żyrardowskich wszystkich decyzji inwestycyjnych, realizacyjnych, zarządzania i planowania. Po upadku przemysłu lniarskiego w latach 90. XX w. fabryki uległy dewastacji. Od całkowitej zagłady uratowali je prywatni inwestorzy (adaptacja na lofty, usługi, produkcja wyrobów z lnu). Równocześnie staraniem władz miasta zrewitalizowano park, wymieniono nawierzchnię na wielu ulicach i placach. To jednak nie wystarczy. Konieczne stało się znalezienie nowych czynników miastotwórczych i wykreowanie przestrzeni dla nowych funkcji. Żyrardów już nigdy nie będzie miastem przemysłowym. Przyszłość miasta to turystyka industrialna, szkolnictwo wyższe, usługi i logistyka. Władze i inwestorzy stoją przed wyzwaniem pełnego wykorzystania potencjału dziedzictwa dla rozwoju miasta.
EN
The experiences we gained in heritage-based urban planning and revitalization of Żyrardów are the topic of our discussion. The town was developed according to a plan dating back to the 1870's. The main road divided workers’ settlements from the industrial complex located along the river. Żyrardów, with its strictly separated and homogeneous zones of residential, industrial and green areas, as well as a unique spatial composition, was recognized as an important accomplishment of European urban planning in the 19th century. The development of such an ideal town was possible owing to the fact that a single entity, The Żyrardów Factory Joint-stock Company, was responsible for all capital investments, decisions and planning. After the collapse of the linen industry in the 1990's, the factories were devastated. Some of them come back to life after private investments (loft adaptations, services, or production of linen articles). At the same time, the local government renewed the historical park and improved the pavement of many streets and town squares. But that was not enough. It was necessary to find new urban development factors and create space for new functions. Żyrardów will never be an industrial town again. Its future lies in industrial tourism, higher education, services and logistics rather. The local authorities and investors are faced with the challenge of developing Żyrardów in the way that makes use of the potentials of the town's heritage.
2
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Dziedzictwo przemysłowe Żyrardowa jako część potencjału turystyki kulturowej Mazowsza Zachodniego

80%
Paluch M.
Turystyka Kulturowa
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2014
|
issue 6
6-35
EN
This article presents a part of potential of cultural tourism in the West Mazovia Region by bringing important information about the industrial heritage of Żyrardów. The paper presents basic information about the industrial heritage of the city – particularly about its location, history and components. In the next part of the paper were talked over the activities which support the development of tourism, including cultural tourism in the concerned area. At the end the author estimated the possibility of the using the industrial heritage in Żyrardów in creating offers promoting the potential of cultural tourism in the area of West Mazovia Region.
PL
Artykuł prezentuje część potencjału turystyki kulturowej Mazowsza Zachodniego poprzez przybliżenie najważniejszych informacji o dziedzictwie przemysłowym Żyrardowa. Dokonano ogólnej charakterystyki dziedzictwa przemysłowego miasta m.in. poprzez prezentację jego położenia, historii czy elementów składowych. W dalszej części artykułu omówiono również działania, które wspomagają rozwój turystyki, w tym turystyki kulturowej na omawianym obszarze. Na koniec dokonano oceny możliwość wykorzystania dziedzictwa przemysłowego Żyrardowa przy tworzeniu oferty promującej potencjał turystyki kulturowej na obszarze Mazowsza Zachodniego.
3
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Szanse i zagrożenia rewitalizacji – Zakłady Lniarskie w Żyrardowie

80%
Staniszkis M.
Problemy Rozwoju Miast
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2010
|
issue 3
48-55
PL
Szanse i zagrożenia rewitalizacji zostały zdefiniowane na podstawie autorskiej koncepcji urbanistycznej obszaru dawnych Zakładów Lniarskich w Żyrardowie. Szanse rozwoju miasta wynikają zarówno z potencjału wartości struktury funkcjonalnoprzestrzennej, jak i możliwości rewitalizacji terenów poprzemysłowych. Problemy rewitalizacji wiążą się z zagrożeniami społecznymi, konkurencyjnością dla funkcjonowania istniejącego śródmieścia, możliwościami ealizacji przestrzeni publicznych oraz ochrony i dostępności terenów przyrodniczych, ochroną zabytków, obsługą munikacyjną i osiąganiem ładu przestrzennego. Zidentyfikowane zagrożenia są podstawą wniosków dotyczących ustawodawstwa dla działań w zakresie rewitalizacji i zrównoważonego rozwoju miasta.
EN
Revitalisation threats and opportunities have been defined on the basis of the author's conceptual urban design of the former Linen Factory area in Żyrardów. Development opportunities stem from both potential value of the functional and spatial structure and from the revitalisation possibilities of the post-industrial area. Revitalisation threats are associated with such issues as social problems, competition with functioning town centre area, as well as conservation and accessibility of the green areas, protection of historical sites, provision of transportation services and achieving a spatial equilibrium. The identified development threats provide a basis for revitalisation and sustainable urban development guidelines.
4
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Odbudowa dworców Kolei Warszawsko- -Wiedeńskiej i linii Warszawsko-Kaliskiej po I wojnie światowej: Pruszków – Grodzisk Mazowiecki – Żyrardów – Radziwiłłów oraz Teresin/Szymanów

61%
Dudkowski M.
Ochrona Zabytków
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2015
|
issue 1
77-94
EN
Railway station buildings, with beautiful structures and ornamentation, originating from the age-long tradition of the Polish building engineering, are well-established in our landscape. The architectural form of those railway stations is closely connected with the period of rebuilding the country after the destructions of World War I. The creative solutions of architects at that time, that included forms of so-called country style, now referred to as national or manor house ones, supported the reviving Polish state and were connected with a search for roots of own identity and the elimination of cultural traces of the occupant states. The railways, functioning in the period of partitions of Poland, were destroyed during military activities. The state of railway infrastructure in the reviving Poland was catastrophic. The end of the period of partitions and the turmoil of war was followed by the time of freedom and euphoria. The rebuilding of state structures of the country was undertaken immediately. In order to maintain and use the existing railway lines and build new ones, the Railway Routes Division was established within the Warsaw Railway Directorate. The design works connected with rebuilding the railway stations were performed in the architectural section of the Railway Routes Division and managed by Bronisław Brochwicz-Rogoyski, an experienced architect, whilst his deputies were Romuald Miller and Józef Wołkanowski. The design study, arranged by Rogoyski and Miller within the architectural section, faced various problems regarding reconstruction of railway stations, like a lack of archival technical files of the former railway buildings and, at the same time, due to the poor financial condition of the country after the war, a necessity to use the walls which had survived. Finally, two solutions were adopted at rebuilding railway station buildings: either their previous architectural form was restored with certain functional modifications or completely new buildings were designed, sometimes using the walls which had survived. In the latter case, the structures were reconstructed using the so-called country style. As early as in March 1920, there were reports in the press on first completed investments. At the turn of 1921 and 1922, building works at the 12 railway stations buildings in Pruszków, Żyrardów, Grodzisk, Radziwiłłów, Skierniewice, Teresin, Modlin, Zieleniec, Urle, Biała, Chotyłów and Terespol were completed. The author of most of the designs was the architect Romuald Miller. The head of the architectural section, Bronisław Brochwicz-Rogoyski, died in 1921. His successor was Romuald Miller, who held the post until 1924. The first group of rebuilt railway structures included the railway station buildings in Pruszków, Grodzisk Mazowiecki and Żyrardów. At each of those stations, there was a building before World War I, constructed at the turn of 1870s and 1880s by the Directorate of the Warsaw-Vienna Railway. Like on other stations of that line, they were typical brick buildings. The architectural form given to them during their reconstruction after war destructions was, on the one hand, an outcome of the recommendation in the architectonic section to use the country style and, one the other hand, the “polonization” of their architecture resulted, as it seems, from the political and patriotic obligation felt by the architects personally. The railway station buildings in Pruszków, Grodzisk Mazowiecki and Żyrardów were rebuilt using the relics of their old walls. The twin buildings in Radziwiłłów and Teresin/Szymanów were built anew. The rebuilding was planned for the years 1920-1922. It should be underlined that the principle of making the architectural form of railway station buildings uniform on the Warsaw-Vienna Railway (for example, the buildings in Żyrardów, Grodzisk Mazowiecki) or the Warsaw-Terespol Railway or the Vistula River Railroad (for example, wooden buildings at the railway stations in Gąsocin, Ciechanów) was executed as early as at the beginning of functioning or, in many cases, even during the construction of those lines. At that time, however, the typization of railway station buildings resulted primarily from the intention of maximum simplification and reduction of costs of their construction. On the other hand, making the architectural form of the railway stations uniform, executed in the first years after regaining independence by Poland, was a manifestation of their designers to give their architecture a mark of vernacularity and a Polish character.
5
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Prace konserwatorskie - województwo warszawske 1959-1963

36%
Puciata O.
Ochrona Zabytków
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1964
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issue 4
51-61
6
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Prace konserwatorskie w województwie skierniewickim w latach 1992-1994

29%
Rożej M.
Ochrona Zabytków
|
1996
|
issue 2
216-231
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