Modus: Prace z historii sztuki (19.2019)

a smithy, and a locksmiths yard were added to the depot on the south side.
For this reason, the parking track located next to the workshop annexe had
an inspection channel between the rails. The latter enabled the employees
of the tram company to repair and maintain the chassis of the tram trolleys.
At the centre of the plot intended for the construction of the complex,
a two-story stable building was erected out of brick on a rectangular plan.
The ground floor had been divided into four separate areas. Each of those had
three passages designated, leading to three separate exits, madę in the western
wali of the building. Between the passages there were two rows of boxes for
horses. Such a layout enabled bringing the animals in and leading them out ef-
ficiently, and supplying them with feed via a separate passage (see: Drawing 6).
This organization of space in the stables significantly facilitated the grooms’
work, hence it is worth mentioning that a similar solution was used two years
later in the stables of the Warsaw tram company.59 The room of each stable
was covered with a non-flammable Kleins ceiling, supported on iron I-beams.
The ceiling structure was reinforced along the long axis of each stable room
with two additional I-beams. Each of them was supported on two cast-iron
pillars (see: Drawing 6). Throughout the entire space of the second floor, there
were warehouses for storing feed and straw for the stabled horses. The build-
ing was covered with a hip roof with wooden slopes covered with bituminous
roofing felt.60
Two annexes were added to the north faęade of the stable. The larger
of the two, a single-storey building, was used as a warehouse. In the ground floor
of the smaller building, a steam boiler and a smali steam engine were installed.
I suppose the latter drove the pump, used for the suction of water from a well
constructed nearby, and for lifting it to the iron, rectangular water expansion
vessel set up in the upper floor. The water was then distributed using cast iron
pipes in the stable building, for watering the tram horses.
Divisions of the external faęades of the stables were marked with a cornice,
which separated the storeys. An each of the two storeys, the building was clasped
on the edges with fiat lesenes. Only the western faęade was divided, on both
storeys, by three additional lesenes, spaced according to the internal division
into four stable areas in the ground floor. Between the pilaster strips, there were
window and door openings, enclosed in straight frames (see: Drawing 6).
The construction of the electric tramline in Lviv was considered a break-
through in the history of the city, and for a good reason. For when the Trieste
society opposed the demand of the Lviv municipality, demanding the construction
of a tramline to the grounds of the Universal National Exhibition (Powszechna
Wystawa Krajowa), which was scheduled to open in 1894, they irritated the citys
elite. Municipal officials then became interested in an innovative means of urban
transport, which was a tram powered by electricity. In December 1891, the director
of the Municipal Construction Office J. Hochberger, with a professor of electrical
engineering at the Imperial-Royal Polytechnic School in Lviv Roman Dzieślewski
(1863-1924) went on a business trip to Yienna, Prague, Berlin and Hamburg,

Drawing 6. Plan of the gro-
und floor, cross-section,
and view of the west
elevation of the horse tram
depot, according to the 1879
design. Drawing based on
the design: dało, file 2, des-
cription 1, case 1811, f. 21
-> see pp. 176-177


59 Z. Kiślański, Główna stacja tramwayów w Warszawie,“Przegląd Techniczny” 14,1881, issue 11-12,
p. 105 (table xxm).
60 dało, file 2, description 1, case 1811 [Design for the stables building, missing title page], f. 21.

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