Full-text resources of CEJSH and other databases are now available in the new Library of Science.
Visit https://bibliotekanauki.pl

Results found: 7

first rewind previous Page / 1 next fast forward last

Search results

Search:
in the keywords:  mosty
help Sort By:

help Limit search:
first rewind previous Page / 1 next fast forward last
1
Content available remote

Hlávkův most : betonový produkt generační obměny

100%
Hnídková V.
Umění (Art)
|
2017
|
vol. 65
|
issue 1
37-52
EN
The Hlávka Bridge in Prague is in many respects a revolutionary construction. In spite of what is currently the more than problematic situation of the island of Štvanice and the major highway that degrades the value of the bridge visually, incontestably it introduced many aspects of completely ground-breaking cultural importance. The designs for the Hlávka Bridge (1909-1912) were prepared in the bridge department of the Prague Building Authority where the constructor František Mencl had successfully established himself at the beginning of the 20th century. Mencl invited the architect Pavel Janák to collaborate on the architectural shape of the bridge, even though Janák had not yet worked on a project of such a size. These two (very) young creators thus replaced an older conservative generation of builders who preferred traditional, well-tried construction principles. However, the bold assignment of the technological construction to the previously untested authors brought an extraordinary result from the point of view of innovative construction, progressive style, and even low costs. The daring decision to use concrete for all parts of the bridge, including most of the statuary, was a progressive solution in terms of both construction and material. The choice of concrete not only corresponded to current trends in bridge construction but at the same time contributed to a considerable reduction of the expenses of the construction. Last but not least, the use of concrete was accompanied by a radical transformation in style at the critical time when Pavel Janák was gradually reaching a decision to replace the Modernism of Otto Wagner with the new dynamic expression we are accustomed to call Cubist architecture. Even so, not even the explicitly Cubist elements in the form of the original bridge cabins that also serve as the plinths for Štursa’s statutes are as purely Cubist as might appear at first sight.
CS
Pražský Hlávkův most je v mnoha ohledech revoluční stavba. Přestože současná, více než problematická situace ostrova Štvanice i dopravní magistrály degraduje jeho vizuální hodnoty, zůstává most nesporným nositelem mnoha zcela přelomových kulturních významů. Hlávkův most (1909-1912) byl navržen v mostním oddělení pražského stavebního úřadu, kde se na počátku 20. století úspěšně prosadil konstruktér František Mencl. Ten přizval ke spolupráci na architektonické podobě stavby architekta Pavla Janáka, který se v té době však ještě nemohl prokázat žádnou větší realizací. Dvojice (velmi) mladých tvůrců tak nahradila konzervativní starší generaci stavitelů, upřednostňující tradiční, dostatečně prověřené stavební principy. Odvážné zadání technické stavby dosud neprověřeným autorům však přineslo mimořádný výsledek z hlediska inovativní konstrukce, progresivního stylu a nakonec i nízké ceny. Za konstrukčním i materiálovým řešení stálo smělé rozhodnutí pro použití betonu na veškeré součásti mostu, tedy včetně většiny sochařských děl. Volba betonu nekonvenovala jen s aktuálními trendy v mostním stavitelství, ale zároveň přispěla k výraznému snížení pořizovacích nákladů stavby. V neposlední řadě se zde beton stal nositelem radikální stylové transformace v přelomovém období, kdy Pavel Janák postupně dospěl k rozhodnutí nahradit wagnerovskou modernu novým dynamičtějším výrazem, který jsme si zvykli označovat jako architektonický kubismus. Přesto ani explicitně kubistické prvky v podobě původních mostních budek a zároveň soklů pro Štursovy sousoší nejsou tak ryze kubistické, jak by se mohly na první pohled zdát.
2
Publication available in full text mode
Content available

"Mosty : dzieła sztuki i inżynierii, zabytki : materiały sesji naukowej, Warszawa 25-26 maja 2000 r.", red. B[ożena] Wierzbicka, Warszawa : [TONZ], 2001 : [recenzja]

72%
Szkurłat A.
Ochrona Zabytków
|
2002
|
issue 1
107-109
3
Publication available in full text mode
Content available

Wpływ Oddziału III Operacyjnego Sztabu Głównego Wojska Polskiego na rozwój komunikacji drogowej w Polsce w latach 1935–1939. Przyczynek do zagadnienia

58%
Koreś D.
UR Journal of Humanities and Social Sciences
|
2018
|
issue 4(9)
5-34
PL
Zagadnienie komunikacji drogowej w Polsce okresu międzywojennego nie należy do tematów szczególnie mocno eksploatowanych w badaniach historycznych. Zupełnie nieznanym dotąd aspektem rozwoju polskiego drogownictwa pozostawał wpływ, jaki na nie wywarł Sztab Główny Wojska Polskiego w latach trzydziestych XX wieku. Niniejszy artykuł jest przyczynkiem, który wskaże ewentualnym badaczom tego problemu potencjał tkwiący w materiałach z zasobu Centralnego Archiwum Wojskowego – Wojskowego Biura Historycznego. Analiza będzie dotyczyć materiałów obejmujących akta z zespołu Oddziału III Operacyjnego Sztabu Głównego. Dokumenty te dowodzą bezspornie, że Sztab Główny miał silny wpływ na kierunki rozwoju polskiego drogownictwa kołowego – wydałoby się, że nawet decydujący, gdyby nie utrwalony w tych samych dokumentach ciągły konflikt kompetencyjny pomiędzy czynnikami cywilnymi i wojskowymi i pewne przesłanki wskazujące na to, że wojsko nie zawsze w tych sporach zwyciężało. Oczywiście źródłem tarć były przede wszystkim zupełnie różne priorytety rozwoju drogownictwa – administracja rządowa i terenowa stawiała przede wszystkim na rozwój ekonomiczno-gospodarczy kraju i poszczególnych regionów; armia podporządkowywała rozbudowę infrastruktury drogowej warunkom militarnym, mając na względzie możliwości obrony kraju w przypadku agresji (wykorzystanie dróg przez nieprzyjaciela), a w dalece mniejszym stopniu użycia dróg dla celów własnej koncentracji lub przemieszczania oddziałów w czasie działań obronnych.
EN
The issue of road transport in Poland in the interwar period is a topic which has not been excessively exploited in historical research. The impact of the General Staff of the Polish Army in the 1930s remained a completely unknown aspect of the development of Polish road engineering. This article is a contribution which will indicate to interested researchers the potential of materials from the Central Military Archive – Military Historical Bureau, through the analysis of materials including files from the III Operational Branch of the General Staff. These documents prove indisputably that the General Staff had a strong influence on the development of Polish road engineering – it would seem that it was even a decisive influence, but for the permanent conflict of competence between civil and military factors and some indications that the army did not always come out on top in these disputes. Of course, the sources of friction were, first and foremost, completely different priorities for the development of road engineering – governmental and territorial administration focused primarily on the economic development of the country and individual regions; the army subordinated the development of road infrastructure to military conditions affecting the defense of the country in the event of aggression (use of roads by the enemy) and to a lesser extent the use of roads for the purposes of its own concentration or relocation of troops during defensive operations.
4

Pierwsze w Królestwie Polskim łukowe mosty systemu Moniera zbudowane przez inżyniera Arnolda Bronikowskiego

58%
Mistewicz M.
Kwartalnik Historii Nauki i Techniki
|
2019
|
vol. 64
|
issue 1
39–55
EN
The article lists the first applications of the Joseph Monier patent for the construction of reinforced concrete bridges that took place on the Polish lands. The history of the construction of Monier reinforced concrete arch bridges by Biuro Techniczne Arnold Bronikowski & S-ka Inżynierowie in the Kingdom of Poland was described on the basis of written sources, iconography, literature and current records. In particular, these included the bridge on the pond in the Ujazdów Park in Warsaw, the Reformacki Bridge on the Rypinowski Canal in Kalisz, the bridge over the Czechówka River in Lublin and the viaduct along the Karowa Street in Warsaw. The basic technical parameters of these constructions, dates of implementation and current status were specified. The life and professional achievements of engineer Arnold Bronikowski were presented in the context of his constructions, both beautiful and innovative at the time. Three of the engineering objects described in the article survived the ravages of war and remain in use today.
5
Content available remote

Problematika sítě starých cest na Zbraslavsku a zapomenutý most nad Lipenci

58%
Bolina P., Klimek T.
Historická geografie (Historical Geography)
|
2019
|
vol. 45
|
issue 2
223-238
EN
The paper deals with the description of the network of historic paths and their development in the surroundings of the confluence of the Vltava and Berounka rivers. A forgotten stone bridge situated over the village of Lipence which has no links with any medieval or older long-distance paths was used as a starting point. The bridge represents an interesting detail in the history of traffic in the southern Prague district which can help us uncover a broader context of the development of long-distance paths and transport infrastructure.
6

Magistrala Siedlce – Bołogoje jako przykład kolei strategicznej

58%
Massel A.
Kwartalnik Historii Nauki i Techniki
|
2021
|
vol. 66
|
issue 4
107–156
EN
The article presents a comprehensive view of the origins, technical characteristics and functioning of the Siedlce-Bologoye railway line. This railway, with an impressive length of 1.100 km, was built in the years 1902–1907 as a connection between the lands of the Kingdom of Poland and the governorates of central Russia in order to ensure the efficient transport of troops and their supplies given the anticipated war with Germany and Austria-Hungary. The work aims to illustrate to what extent the assumptions of the construction promoters were confirmed and how it was used in particular periods.
7

Inżynier Kajetan Mościcki (1855–1933) i jego działalność na rzecz budowy ulic i mostów Warszawy

58%
Mistewicz M.
Kwartalnik Historii Nauki i Techniki
|
2020
|
vol. 65
|
issue 1
9–36
EN
The article presents the problems of building and maintaining urban transport infrastructure in Warsaw at the turn of the 20th century. The text concerns Kajetan Mościcki (1855–1933), engineer, who was appointed by the acting Mayor of Warsaw, General Sokrates Starynkiewicz, to the position of senior city engineer and head of the municipal construction department, where he worked from 1889 to 1909. During this period, he paved the streets which were worn or damaged by sewerage works with wooden blocks and covered the sidewalks with concrete slabs. He designed the first slip road in the Kingdom of Poland in the form of a spiral, and he also participated in the construction of the oldest road engineering structures made of reinforced concrete, located in Ujazdowski Park and on Karowa street in Warsaw, the first Warsaw power plant and the second city bridge across the Vistula. In addition to his professional activity, Kajetan Mościcki was an inventor in the fields of mechanics and electrical engineering. At the end of his life, he founded an award that the Polish Academy of Arts and Sciences was to grant to Polish scientists for outstanding achievements.
first rewind previous Page / 1 next fast forward last
JavaScript is turned off in your web browser. Turn it on to take full advantage of this site, then refresh the page.