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1

Elektrowozownia Warszawa – Grochów. Zapomniany zabytek polskiej inżynierii i architektury międzywojnia

100%
Tucholski Z.
Kwartalnik Historii Nauki i Techniki
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2017
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vol. 62
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issue 2
101-124
EN
Warszawa-Grochów electric locomotive shed was designed by Prof. Wacław Żenczykowski and built at the Grochów station in 1938. Its purpose was to maintain the electric rolling stock of electrified Warsaw Junction Point. The building was constructed by one of the biggest Warsaw construction companies – “Trawers” Engineering-Construction Association of Haciewicz & Serwiński, Eng. It was a very modern facility, in which for the first time the thin-walled vault girders with double curvature and only 6-centimetre reinforced concrete shell were applied. It was an example of modernist architecture of the 1930s and its form, to some extent, follo-wed the design of the modern rolling stock. The electric locomotive shed has a great historic value, is one of the most treasured and valuable pieces of Polish railway architecture of the Second Polish Republic. Moreover, it is a material evidence of the development of Polish construction thought in industry and transport that reached world standards at the end of 1930s. Constructed by Prof Wacław Żenczykowski thin-walled shells of barrel roof are a unique monument of construction engineering. Its historic value lies in the role it played in interwar electrification of the first Polish State Railways lines.
2

Fotografia lotnicza jako źródło historyczne

100%
Tucholski Z.
Kwartalnik Historii Nauki i Techniki
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2019
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vol. 64
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issue 2
167–179
EN
Aerial photographs are extremely valuable, often underestimated historical sources. Their use gives very positive results pertaining to research in the field of military history. Photographs documenting the events of World War II constitute primary sources of great importance in many areas of historical research in which archival sources have not survived. As documented by case studies, they validate the legitimacy of basing research methodology on photographic documents. Following a short historical outline on the development of aerial photography, the author analyzes some cases related to Warsaw’s destruction and reconstruction of its urban layout, as well as the murders committed by the NKVD in Kharkiv and Mednoye.
3
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PARABOLICZNY WIADUKT SKLEPIONY DROGI ŻELAZNEJ WARSZAWSKO-KALISKIEJ PRZY UL. ARMATNIEJ W WARSZAWIE – JEDNA Z DWÓCH NAJSTARSZYCH NA TERENIE WARSZAWY BUDOWLI INŻYNIERYJNYCH O KONSTRUKCJI BETONOWEJ

100%
Tucholski Z.
Ochrona Zabytków
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2009
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issue 1
43-52
EN
The article focuses on the history, state of preservation and postulates calling for the conservation protection of the historical parabolic viaduct of the Warsaw-Kalisz Railway (with a diameter of 3,00 fathoms). In 1904 this small-scale engineering undertaking was realised, together with building a railway line on an embankment towards the Kalisz steel viaduct, along which it ran above the tracks of the Warsaw-Vienna railway station (today: the PKP Warszawa Zachodnia station). The fundamental objective of the viaduct was to ensure access from Armatnia Street (which adjoined a housing estate for workers of the Kalisz line) towards reloading facilities situated between a temporary wide-gauge track station of the Warsaw-Kalisz Rail and a group of the normal-gauge reloading tracks of the Warsaw- Vienna Rail station. At the time, the viaduct construction was highly innovative and featured a reinforced concrete vault (the first such construction in Warsaw was the road viaduct in Karowa Street from 1904). After during the First World War the Prussian troops granted the Warsaw Rail Junction lines a normal width of 1435 mm, the complicated by-pass of theWarszawa Rozrządowa station lost its raison d’etre. The steel viaduct, together with the detour tracks, were probably dismantled during the interwar redesigning of theWarszawa Zachodnia station, conducted at the time of the modernisation of the Warsaw Rail Junction. At this time, the whole embankment was levelled, with the exception of small fragments on both sides of the viaduct, which was not pulled down probably due to the time- -consuming nature of such a task. In this way, the building became a fragment of the communication sequence of Armatnia Street. The preserved viaduct is in a relatively satisfactory technical condition, although its retaining walls are slightly damaged. It also lacks fragments of their facing, and the bricks and reinforced concrete vaults display bullet traces. The extant components include both, probably original, riveted barriers as well as the pintle hinges of the viaduct construction elements, which originally supported both wings of the wooden gate. Owing to the fact that the Warsaw–Kalisz Rail viaduct in Armatnia Street is a valuable monument of early twentieth-century civil engineering, probably one of the two oldest reinforced concrete buildings in Warsaw and, simultaneously, a relic of a non-existent railway line, it deserves to be ensured conservation protection by including it onto a list of historical monuments as an element of the preserved spatial configuration of a housing estate for the employees of the Warsaw-Kalisz Rail (this area includes four preserved residential houses belonging to the same rail line, all of considerable historical value). The viaduct is one of the three extant civil engineering edifices of this type within the administrative limits of the city of Warsaw.
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Uwarunkowania konserwatorskie i techniczne odbudowy zabytkowego taboru kolejowego

100%
Tucholski Z.
Analecta. Studia i Materiały z Dziejów Nauki
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2018
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vol. 27
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issue 1(52)
265-287
EN
The article discusses the issue of conservation and reconstruction to its working condition of historic rolling stock. This material is an introductory attempt of preparing the most important principles governing conservation policy in relation to this kind of technical monuments. Primary principle is to prepare coherent rules of conservation: a compromise should be maintained between conservation demands for keeping their historical value and acting according to restrictive laws governing safe exploitation of working historical rolling stock. The article describes aspects concerning steam locomotives, as well as normal and narrow gauge rolling stock exploited in tourism in open-air ethnographic museums, and on tourist narrow gauge lines. The subject is specifi c and is part of a wider fi eld of conservation of large-size technical monuments.
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BADANIA TRAKCYJNE TABORU WĄSKOTOROWEGO WARSZAWSKICH KOLEI DOJAZDOWYCH PROFESORA ALBERTA CZECZOTTA

100%
Tucholski Z.
Analecta. Studia i Materiały z Dziejów Nauki
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2017
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vol. 26
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issue 1(50)
203-222
EN
An outstanding railway engineer and scientist in the field of railway technology, Professor Albert Czeczott (1873–1955) was in the early Russian period a steam locomotive constructor, but his most notable achievement was the pioneering work he did in traction research of rolling stock in Russia and Poland. In the Second Polish Republic, Czeczott created the first Polish research institute in that field – Independent Research Department of the Transport Ministry. His greatest accomplishments cover working out a new method of traction research of steam locomotives, which was called a “double-fraction method” and in 1925 it was adopted by Polish State Railways. He was doing traction and thermal research of all steam locomotive lines of Polish State Railways constructed before and after the war. The subject of this article deals with unknown research of narrow-gauge rolling stock supervised by Czeczott in the years 1927–1930, on the lines of the Joint-Stock Association of Warsaw Local Railways operating narrow-gauge local trains in Warsaw district – Grójecka, Wilanowska and Jabłonna-Karczew lines. Research that was done enabled more regularity in train running, shortening the time of rides, determining standards for coal consumption, as well as setting permissible railway capacity in particular sections. Results of this research were also of vital scientific importance because they showed particularly unfavourable consumption conditions in the engines of narrow-gauge steam loco-motives and their poor working parameters (exhaustion of boilers, pressure drop). Until this research was made, there had been no information whatsoever concerning research of narrow-gauge rolling stock in the international specialist literature. The results were presented in form of a paper during the 4th technological convention of engineers employed in technical departments of the Polish State Railways.
6

Inżynier Henryk Genello (1872‒1948), szkic do portretu zapomnianego architekta kolejowego

100%
Tucholski Z.
Kwartalnik Historii Nauki i Techniki
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2018
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vol. 63
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issue 1
65–87
EN
Henryk Genello was an architect who rendered great service for the Polish railway architecture during the 2nd Polish Republic. Together with engineer and architect Hipolit Hryncewicz, he designed around 50 railway stations in the Eastern borderlands, in the Vilnius Headquarters of the State Railways. In the 20s of the 20th century, he was designing in national style, while at the end of the 20s his designs already bore distinct modernist traits, and in the 30s they became totally functionalist. A valuable realisation of Genello and Hryncewicz was a representative “modernised” railway station on the border in Stołpce, essential for the evolution of Polish railway architecture of the 2nd Polish Republic. At the turn of the 20s and 30s of the 20th century, Genello designed railway stations on the Ustroń – Wisła line. They were realised in national style, partly wooden, inspired by the Polish mountain resort architecture of Zakopane. Another important Genello’s realisation of 1935 was a small building of a railway stop – Zułów, which in the 2nd Polish Republic had a memorative character of Marshall Piłsudski silhouette. It probably was the last “national” realisation in the Polish railway architecture. His works done in this style were characterised by simplicity, pure form, and drew on local types and motives of Polish architecture. Undoubtedly, Henryk Genello was better fulfilled when he designed in the earlier, historicising style, creating his own type inspired by local motives. His later functional realisations are characterised by simplicity, pared-down and austere form of elevations deprived of detail. It is certain that Genello belonged to the most important railway architects of the 2nd Polish Republic, working since 1932 as adviser in the Ministry of Transport, he shaped railway architecture of that time from its administrative and technical side. The same function Genello performed during the first years after the war.
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ZASŁUŻONY INŻYNIER SŁUŻBY TRAKCJI PKP TEOBALD NEUMANN (1899–1985)

63%
Tucholski Z., Roszak T.
Analecta. Studia i Materiały z Dziejów Nauki
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2017
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vol. 26
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issue 2(51)
89-104
EN
Teobald Wilhelm Neumann was born on September 10 1899 in Władysławów near Turek. He came from a Polonized German family. He was thoroughly educated and graduated with an engineer diploma at the Gdańsk Technical University (Technische Hochschule zu Danzig), where he studied at the Department of Electrotechnology, Machine and Ship Construction. After completing his apprenticeship, in 1924 he started working for the Polish State Railways in Gdańsk, in the sector of traction service. On September 19 1929, he was qualified as an inspector of steam engines. In the 30s, Neumann held many managerial posts connected with traction service in the Administration of the State Railways in Toruń and Krakow. During interwar period he topped his professional career being promoted to the head of Kapuścisko Tranzytowe engine house (currently Bygdoszcz Wschód), which belonged to the French-Polish Railway Association. After the outbreak of the war, when wanted by the secret German police (Gestapo), he escaped to General-Government, where he worked as a clerk in a local government unit. On August 28 1944, T. Neumann took up work at the Department of Communication of the Polish Committee of National Liberation and was appointed as head of mechanical service of the State Railways Regional Administration in Lublin. At the beginning of 1945, he was transferred to an equal post to Poznań. On August 1 1948, Neumann began his work for the Mechanical Department of the Transport Ministry in Warsaw, where on December 1 1951, he was promoted to Deputy Director of the Ministry’s Mechanical Department. On January 1 1956, he became Director of the Central Carriage Board. From November 6 1962, he was managing organisation of the Technology Department of the Transport Ministry and became its Director on January 1 1963. After retiring on September 30 1966, in 1966–1975 Neumann continued his work at the Central Institute of Research and Studies of the Railways Development Technology in Warsaw. Teobald Neumann was not a constructor of rolling stock but his accomplishments were connected with exploitation of traction and carriage rolling stock, as well as with organisation of traction and carriage service. His greatest achievement was in the field of education – as the author of numerous publications concerning railways, among which the most valuable was Podręcznik dla maszynisty parowozowego [Manual for steam-engine drivers]. The book was published twice. For 24 years he was also an editor of Przegląd Kolejowy Mechaniczny. On April 1 1939 in Bydgoszcz, Neumann married Helena Topczewska (1912-2003). He had two sons – Jerzy Teobald Neumann, born on February 24 1942, and Stefan Piotr Neumann, born on May 6 1947. Both of them continued their father’s professional tradition and worked at the Central Institute of Research and Studies of the Railways Development Technology in Warsaw. Teobald Neumann died in Warsaw on July 10 1985 and was buried on the local Lutheran Church of the Augsburg Confession.
8
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Dworzec PKP Wawer – kolejowa architektura „odwilży”

63%
Skalimowski A., Tucholski Z.
Ochrona Zabytków
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2017
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issue 1
77-102
PL
Tematem artykułu jest historia projektowania i budowy dworca na stacji kolejowej Warszawa-Wawer. Zaprojektowany przez inż. arch. Wacława Nowińskiego zespół dworca, zrealizowany w latach 1959-1961, był pierwszą awangardową, modernistyczną realizacją przełamującą socrealizm w architekturze kolejowej. Charakterystyczną dominantą budynku jest dach w formie cienkościennej łupiny żelbetowej oraz witrażowe doświetlenia jego wnętrza. Dworzec w latach 90. XX w. i pierwszych latach XXI w. uległ znacznej degradacji, zaś jego pierwotny detal został zniszczony i zatarty.
EN
The article describes the history of the design and construction of the station building at the Warszawa-Wawer railway station. Designed by the architect Wacław Nowiński and constructed in the years 1959-1961, this railway station complex was the first avant-garde, modernist structure that put an end to the domination of socialist realism in railway architecture. The characteristic features of the building are the roof, having the form of a thin shell made of reinforced concrete, and the stained-glass windows lighting the interior. In the 1990s and in the early 21st c., the condition of the building seriously deteriorated and its original details were destroyed and wore off.
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