Nakon Drugog svjetskog rata turizam je u socijalističkoj Jugoslaviji dio planskog gospodarskog i društvenog razvoja. Uvođenjem zajamčenog godišnjeg odmora 1946. godine država se obvezala ...ugostiteljsko-turistički smještaj učiniti dostupnim. Kao poželjan model brzog i jeftinog masovnog smještaja prepoznati su turistički kampovi koji se grade u cijeloj Jugoslaviji, a poglavito na Jadranu. Izgradnju kampova prva je regulirala Hrvatska 1955. godine Zakonom o turističkom logorovanju koji je propisao vrstu terena, smještaja i tehničke opreme. Montažne objekte za smještaj proizvodi domaća drvna industrija, ali i zagrebačka tvornica Jugomont, proizvođač sustava panelne prefabrikacije namijenjene masovnoj stanogradnji. Jugomont 1961. i 1962. godine realizira i dvjestotinjak montažnih objekata od betonskih panela na otoku Krku, Crikvenici, Malom Lošinju i Poreču. Objekte projektiraju Jugomontovi arhitekti uključeni u razvoj sustava i tehnologije građenja. Izgradnja kampova postaje važan projektni zadatak i strukovna tema. Usprkos potražnji tržišta Jugomont je odustao od montažnih objekata namijenjenih turizmu zbog nemogućnosti i neisplativosti daljnjeg unapređivanja tehnologije turističkog smještaja.
Stambena prizemnica sa suterenom, izgrađena daleke 1955. na adresi Istarska ulica 29, višestruko je zanimljiva za graditeljsku i urbanističku povijest grada Rijeke. Riječ je, naime, o zgradi ...sagrađenoj prema projektu koji naručuje Brodogradilište „3. maj“ u cilju nastavka izgradnje radničkog naselja na Zametu. U spomenutom naselju, međutim, bit će izvedene samo dvije zgrade smanjenih dimenzija, dok će izvorni projekt biti ostvaren samo na navedenoj lokaciji na Kantridi. Nadalje, riječ je o dosad nepoznatom radu zagrebačkog arhitekta Hinka Vichre, jednog od samo devetnaest diplomanata Škole za arhitekturu, koju je u okviru zagrebačke Akademije likovnih umjetnosti od 1926. do 1943. vodio Drago Ibler pa već iz ove činjenice proizlazi opravdano zanimanje za Vichrin projekt i rad o kojemu se i inače zna vrlo malo. Konačno, zanimljiv je i projektni pristup, koji u izvedbi povezuje tradicionalni način građenja suterenskog dijela s tehnologijom montažne izvedbe prizemlja primjenom skeletnog sustava „Izolit“. Riječ je o preteči sustava montažne ili industrijalizirane gradnje koju će od 1955. godine nadalje razvijati poduzeće „Jugomont“, a koja će kulminirati razvojem i primjenom sustava JU-61, ne samo na području tadašnje SR Hrvatske već i SFR Jugoslavije. S obzirom na mali broj istovrsnih građevina izvedenih na opisani način, riječki primjer zaslužuje barem dokumentiranje i osvrt.
Stambena prizemnica sa suterenom, izgrađena daleke 1955. na adresi Istarska ulica 29, višestruko je zanimljiva za graditeljsku i urbanističku povijest grada Rijeke. Riječ je, naime, o zgradi ...sagrađenoj prema projektu koji naručuje Brodogradilište „3. maj“ u cilju nastavka izgradnje radničkog naselja na Zametu. U spomenutom naselju, međutim, bit će izvedene samo dvije zgrade smanjenih dimenzija, dok će izvorni projekt biti ostvaren samo na navedenoj lokaciji na Kantridi. Nadalje, riječ je o dosad nepoznatom radu zagrebačkog arhitekta Hinka Vichre, jednog od samo devetnaest diplomanata Škole za arhitekturu, koju je u okviru zagrebačke Akademije likovnih umjetnosti od 1926. do 1943. vodio Drago Ibler pa već iz ove činjenice proizlazi opravdano zanimanje za Vichrin projekt i rad o kojemu se i inače zna vrlo malo. Konačno, zanimljiv je i projektni pristup, koji u izvedbi povezuje tradicionalni način građenja suterenskog dijela s tehnologijom montažne izvedbe prizemlja primjenom skeletnog sustava „Izolit“. Riječ je o preteči sustava montažne ili industrijalizirane gradnje koju će od 1955. godine nadalje razvijati poduzeće „Jugomont“, a koja će kulminirati razvojem i primjenom sustava JU-61, ne samo na području tadašnje SR Hrvatske već i SFR Jugoslavije. S obzirom na mali broj istovrsnih građevina izvedenih na opisani način, riječki primjer zaslužuje barem dokumentiranje i osvrt.
The residential building with a basement, built back in 1955 at the address Istarska ulica 29, is of great significance for the architectural and urban history of the city of Rijeka. Namely, this building was constructed following the project commissioned by the Shipyard “3. maj” to continue the construction of the workers’ housing project “Zamet”. However, only two buildings of reduced dimensions will be constructed on the mentioned location, while the original project will be realized only at the stated location in Kantrida. Furthermore, architectural design is the hitherto unknown work of the Zagreb architect Hinko Vichra, one of only nineteen Croatian architects who graduated the School of Architecture, which was led by Drago Ibler from 1926 to 1943 as part of the Zagreb Academy of Fine Arts. Therefore, a justified interest in Vichra’s project and work is quite understandable because not much is known about it. Finally, there is an interesting project approach which connects the traditional way of building of the basement with the technology of prefabrication, predicting mounting of the skeletal system “Izolit”. This system was the forerunner of industrialized construction systems that will be developed by the company “Jugomont” from 1955 onwards and which will culminate in the development and application of the JU-61 prefab system not only in Croatia but also all over former SFR Yugoslavia. Given the extremely small number of preserved buildings from this period, which were constructed in the described way, the structure found in Rijeka deserves at least a documentation and a review.
Namen članka je predstaviti kakovost družbene infrastrukture izbranih kratkih oskrbnih prehranskih verig v Mestni občini Ljubljana in njen vpliv na varovanje virov, zmanjšanje odpadne hrane in ...embalaže. V raziskavi smo obravnavali šest ponudnikov, vključenih v kratke oskrbne prehranske verige z zabojčki, skupnim naročanjem in partnerskim kmetovanjem. Presoja objektov s pomočjo smernic trajnostne gradnje BNB (Bewertungssystem Nachhaltiges Bauen) je pokazala slabo kakovost in pomanjkljivo družbeno infrastrukturo. V pogovoru z intervjuvanci smo spoznali, da si želijo urejena in lahko dostopna prevzemna mesta z objekti, ki bi omogočali dobre pogoje za ljudi in živila. Mestna občina Ljubljana ima glede na bližnje podeželje z dobrimi pogoji za ekstenzivno in ekološko kmetijsko pridelavo še veliko možnosti za povečanje samooskrbe s kakovostno domačo hrano, ob tem pa bo morala poskrbeti za razvoj družbene infrastrukture.
The aim of this paper is to analyse the affairs/activities in which the Directorate for Maritime Transport was engaged during a twenty-year period (1925 – 1941) and (1945 – 1949). The tasks conducted ...by this central state authority for all maritime activities on the seacost territory were diverse. For instance, the following subject matters were within its jurisdiction: a) maritime domain management; b) coastal navigation surveillance; c) improvement of shipping and naval architecture; d) fisheries and sport fishing; e) the design, construction and maintenance of seaports, berths and other maritime facilities; f) cooperation with seafarers and other affairs. In short, research based on an analysis of part of the rich archival materials from the State Archives in Split and Croatian legal and maritime affairs history reveals its numerous, but to the wider scientific and professional public insufficiently known, activities in the field of maritime administration. The Kingdom of SHS, the Kingdom of Yugoslavia and the Federal People’s Republic of Yugoslavia built an organisational system of maritime administration modelled on the Austrian Central Maritime Administration in Trieste, founded in 1850. Regarding the legal status of the maritime domain, the Directorate, in carrying out everyday activities, implemented the provision according to which the coastline (shore) is indeed a common good for general use, where no real property rights can be acquired on it, and where it can be granted for use by means of privilege (concession). A conclusion is drawn that the Directorate performed the tasks of the disposal, management, and supervision of the maritime domain in an appropriate and conscientious manner.
Arhitekt Ivo Bartolić; Prolegomena opusu Bobovec, Borka; Korlaet, Luka; Virag, Nino
Prostor (Zagreb, Croatia),
06/2015, Letnik:
23, Številka:
1 (49)
Journal Article
Recenzirano
Odprti dostop
Arhitekt Ivo Bartolić (Glina, 1912. - Zagreb, 2013.) projektirao je pretežno stambenu arhitekturu i hotele. U stambenoj arhitekturi zaokupljen je problemom tipizirane i montažne gradnje, čime su ...ostvareni preduvjeti za industrijsku proizvodnju građevnih komponenti stanova. Kao poseban doprinos ističe se stvaranje sustava prefabriciranih i modularnih elemenata. Drugo važno područje njegova stvaralačkog interesa bili su hoteli kojima se posvećuje
nakon 1965. godine.
Hotelska se izgradnja tijekom životnoga ciklusa periodički prilagođava trajno promjenjivim zahtjevima u turizmu. Zastarijevanje uzrokuju promjene u sociološkim i tehnološkim zahtjevima. Arhitektonske ...promjene kojima je podložna hotelska izgradnja analizirane su na primjeru dvokrevetne sobe koja je obično osnovna gradbena jedinica hotela. Rad dokazuje promjenu u sociološkim zahtjevima kao dominantan zahtjev koji utječe na arhitektonsku promjenu u smještajnom dijelu hotela. Studija je polazište za daljnje istraživanje arhitektonskih modela hotelskih zgrada prilagodljivih promjenjivim zahtjevima u turizmu.
Hotels are periodically adapted to permanently changing requirements in tourism over their life cycle. Obsolescence is caused by changes in sociological and technological requirements. The research of architectural changes affecting hotel building was conducted on double room as it is a basic structural module for the entire hotel building. It was conducted on the data taken from the Croatian regulations on minimum spatial and technical standards for hotel categorization in period from 1957 to 2016. The research confirmed the change in sociological requirements as a dominant requirement influencing architectural change in the accommodation area of a hotel.
Temeljem podataka prikupljenih arhivskim i terenskim istraživanjima te njihovim prevođenjem iz analognog u digitalni format, oblikovana je serija novih kartografskih prikaza graditeljskih ...transformacija unutar povijesnog splitskog predgrađa Veli Varoš u razdoblju nakon Drugoga svjetskog rata do danas. Analizom tih prikaza, u radu se provjerava hipoteza da je graditeljska struktura Varoša proizvod kontinuiranog dijalektičkog odnosa urbanističkih i konzervatorskih politika, širih društvenih i ekonomskih procesa te lokalnih graditeljskih praksi. Cilj analize je utvrđivanje utjecaja i međusobnih korelacija triju spomenutih fenomena na funkcije, prostorni integritet i povijesno-ambijentalne vrijednosti Veloga Varoša do 1990. godine, te od 1990. godine do danas kada su graditeljske te šire prostorne i društvene transformacije neposredan rezultat utjecaja suvremene turističke industrije.
The southern periphery area appeared in the city government’s development plans in the late 19th century, and was envisioned as an industrial and recreative area that would include a port on the ...river Sava. Its value as a residential area was foreseen only in the Main Regulatory Plan of 1930/31, which was approved in 1940. The lack of a regulatory basis for this area was the consequence of the unregulated flow of the Sava, whose annual flooding remained a threat, and also of the railway to the north, which cut the area off from the Lower Town and city centre. This so-called ‘Railway Question’ burdened the city government for decades after the erection of the Main Railway Station building in 1892, though it was somewhat ameliorated by the construction of an underpass on Miramarska Road in 1913. The separation of the southern periphery from the city due to the railway and the unregulated Sava prevented the development of the city in the north-south direction, so it developed longitudinally. The regulation of the Sava began in 1899, and by 1918 the river was consolidated into a single riverbed, its branches were cut off, and it was set into a characteristic bend with a centreline perpendicular to the medieval city core. However, the threat of flooding continued until the 1930s, when the Trnje embankment was completed, providing at least some protection for the southern border of the southern periphery.An urban population boom, characteristic of cities across the globe after World War I, took place in Zagreb. Most of the growth was due to people moving in from Zagreb’s rural surroundings and northern Croatia. One of the first problems that were detected was the lack of housing, especially that which would be affordable to the newly arrived immigrants. Although many of them found employment in the city or the factories that had by then developed on its periphery, their limited and modest incomes soon drove them out of the city centre and towards the periphery. There they built houses and had space for gardens and domestic animals, mostly on rented lots. The most pronounced characteristic of the population of the southern periphery was illegal construction; between 5,000 and 6,000 such buildings were erected in the interwar period. This phenomenon naturally led the new citizens into conflict with the city government.Even though Marxist historiography accused the ‘bourgeois government’ of deliberately ignoring the population of the periphery, this seems to be an exaggerated interpretation, though these citizens were often treated as ‘little people’. Various city governments, especially in the 1930s, had a pronounced social dimension, especially in regard to basic social benefits, but also in the construction of a limited number of dwellings for the poorer strata of the population. It seems more accurate to say that the city authorities ignored the southern periphery area. The city government lacked the funds to properly deal with the less-than-ideal area that was literally cut off from the city due to the railway and also exposed to flooding, which reinforced the mutual feeling of isolation.In this entire period, the population of the southern periphery was addressed as ‘little people’ and they never reached the level of ‘citizens’, marking this area a sort of ‘non-city’. In this sense, it is no wonder that, after the flood of 1923, only around 75 Zagreb citizens donated (mostly useless) clothing and footwear to victims from the periphery. Their relationship was problematic and full of mutual accusations. However, these ‘non-citizens’ and ‘little people’ actually forced the city government to begin addressing the southern periphery. Positive changes can be detected from the 1930s, during the mandate of Ivo Krbek. Following the mass immigration after World War I and until 1928, the inhabitants of the southern periphery reached a critical mass, i.e. they had sufficient numbers to allow them to remain in this area. The ideal plan of the city government was to buy houses from illegal builders or to offer them land in the regulated parts of the city, and thus free up this space for some future urban development. However, the chronic lack of funds and lots as well as the inadequate utility infrastructure hindered these efforts and widened the gap between ‘city’ and ‘periphery’.
PDF
