DOI Artikel:
Dywan, Tomasz: Od „szkoły berlińskiej” do secesji: przyczynek do architektury miejskich zakładów przemysłowych Lwowa w latach 1858–1914
DOI Seite / Zitierlink: https://doi.org/10.11588/diglit.51255#0228
educated architect Alfred Kamienobrodzki, (1844-1922) to be the designer of these
buildings.68 However, the preserved design of the depot does not provide grounds
to establish Kamienobrodzki s authorship.69 It is morę likely that the development
of detailed designs of the buildings in question was commissioned from the engi-
neer employed by the investor. Perhaps that was the first director of the Lviv elec-
tric streetcar company, engineer Aleks Kern, who was entrusted with supervising
the investment, while Kamienobrodzki completed the construction of the com-
plex. The essential buildings were erected in a place selected by the engineers
of the Municipal Construction Office at the end of 1892, between Pełczyński
pond and the Wulecka road (currently the intersection of D. Vitovskoho and
Akademika Sakharova streets).70 This location enabled the power plant to be
permanently supplied with the necessary amounts of running water for steam
boilers, which was drawn from two streams that were flowing there.71 In the case
of this particular construction project, the desire to use cheap building materials
and structural Solutions is also visible, as significant sums had to be allocated
towards the technical eąuipment of the power plant, as well as to the trolleys
and tramway traction.72
Both buildings are drawn-out halls, built of brick on the projection of an
elongated rectangle. Their interiors were illuminated with evenly spaced Windows
inside the perimeter walls, of rectangular shapes, enclosed in segments. The halls
had been covered with gable roofs with wooden slopes, covered with bituminous
roofing felt. Inside the depot, a wooden queen post truss supporting the roof
was rested on two rows of wooden pillars spaced inside along the longer axis
of the building. The parking tracks in the tram depot hall were arranged between
wooden platforms. They were placed on a concrete floor, poured at a depth
of 1.6 m, which allowed the depot maintenance services to inspect the tramcar
chassis (see: Drawing 7, Figurę 5). The walls separating the rooms in the Southern
part of the depot from the rest of the space, designed for the administration, for
the head of the tramway traffic and the conductors, were also madę of wood.
Additional natural lighting penetrated into the interior of the tram depot from
above thanks to a skylight extending along the roof ridge, and a glazing, fitted
in the top of the building on the north, just above the wooden entrance gates.73
Wrought iron was used only in the making of the window frames and the sky-
light (see: Figurę 6).
For the tramway s power plant, a system characteristic of simple workshop
halls and smali factories was used, consisting in erecting a slightly smaller steam
boiler room and an independent engine room, separated from it by a solid wali,
Figurę 5. Interior
of the tram depot of 1894,
status as of 1912. Source:
S. Tomicki, Ze statystyki
Miejskich Zakładów Elek-
trycznych we Lwowie, Lwów
1912, p. 20
-> see p. 181
Figurę 6. Tram depot and
power station in Lviv,
status as of 1894. Photo by
Franciszek Rychnowski,
The Lviv Historical Museum
collection
-> see p. 181
68 C. JliHfla, ApximeKmypa, p. 322.
69 See as in fbotnotes 73 and 76.
70 As in fbotnote 65, p. 9.
71 Kontrakt zawarty z firmą Siemens & Halske, p. 3; J. Hickiewicz, P. Sadłowski, Roman Dzieślewski,
p. 177.
72 Out of the total cost of the construction of electric tramway infrastructure in the amount
of 1 721 933.80 crowns, only 87 267.54 crowns went towards the construction of the power sta-
tion and the tram depot buildings. The eąuipment of the power plants in the boilers and steam
engines as well as the electricity generators used up 222 280.56 crowns. The listing of construc-
tion costs is given by J. Tomicki, Ze statystyki, p. 2.
73 Description based on dało, file 2, description 4, case 1051 [Plan, cross-section and view
of the tram depot, no title or datę, 1893?], f. 36.
From “Berlin schód” to Art Nouveau: contribution to the study of architecture...
227
buildings.68 However, the preserved design of the depot does not provide grounds
to establish Kamienobrodzki s authorship.69 It is morę likely that the development
of detailed designs of the buildings in question was commissioned from the engi-
neer employed by the investor. Perhaps that was the first director of the Lviv elec-
tric streetcar company, engineer Aleks Kern, who was entrusted with supervising
the investment, while Kamienobrodzki completed the construction of the com-
plex. The essential buildings were erected in a place selected by the engineers
of the Municipal Construction Office at the end of 1892, between Pełczyński
pond and the Wulecka road (currently the intersection of D. Vitovskoho and
Akademika Sakharova streets).70 This location enabled the power plant to be
permanently supplied with the necessary amounts of running water for steam
boilers, which was drawn from two streams that were flowing there.71 In the case
of this particular construction project, the desire to use cheap building materials
and structural Solutions is also visible, as significant sums had to be allocated
towards the technical eąuipment of the power plant, as well as to the trolleys
and tramway traction.72
Both buildings are drawn-out halls, built of brick on the projection of an
elongated rectangle. Their interiors were illuminated with evenly spaced Windows
inside the perimeter walls, of rectangular shapes, enclosed in segments. The halls
had been covered with gable roofs with wooden slopes, covered with bituminous
roofing felt. Inside the depot, a wooden queen post truss supporting the roof
was rested on two rows of wooden pillars spaced inside along the longer axis
of the building. The parking tracks in the tram depot hall were arranged between
wooden platforms. They were placed on a concrete floor, poured at a depth
of 1.6 m, which allowed the depot maintenance services to inspect the tramcar
chassis (see: Drawing 7, Figurę 5). The walls separating the rooms in the Southern
part of the depot from the rest of the space, designed for the administration, for
the head of the tramway traffic and the conductors, were also madę of wood.
Additional natural lighting penetrated into the interior of the tram depot from
above thanks to a skylight extending along the roof ridge, and a glazing, fitted
in the top of the building on the north, just above the wooden entrance gates.73
Wrought iron was used only in the making of the window frames and the sky-
light (see: Figurę 6).
For the tramway s power plant, a system characteristic of simple workshop
halls and smali factories was used, consisting in erecting a slightly smaller steam
boiler room and an independent engine room, separated from it by a solid wali,
Figurę 5. Interior
of the tram depot of 1894,
status as of 1912. Source:
S. Tomicki, Ze statystyki
Miejskich Zakładów Elek-
trycznych we Lwowie, Lwów
1912, p. 20
-> see p. 181
Figurę 6. Tram depot and
power station in Lviv,
status as of 1894. Photo by
Franciszek Rychnowski,
The Lviv Historical Museum
collection
-> see p. 181
68 C. JliHfla, ApximeKmypa, p. 322.
69 See as in fbotnotes 73 and 76.
70 As in fbotnote 65, p. 9.
71 Kontrakt zawarty z firmą Siemens & Halske, p. 3; J. Hickiewicz, P. Sadłowski, Roman Dzieślewski,
p. 177.
72 Out of the total cost of the construction of electric tramway infrastructure in the amount
of 1 721 933.80 crowns, only 87 267.54 crowns went towards the construction of the power sta-
tion and the tram depot buildings. The eąuipment of the power plants in the boilers and steam
engines as well as the electricity generators used up 222 280.56 crowns. The listing of construc-
tion costs is given by J. Tomicki, Ze statystyki, p. 2.
73 Description based on dało, file 2, description 4, case 1051 [Plan, cross-section and view
of the tram depot, no title or datę, 1893?], f. 36.
From “Berlin schód” to Art Nouveau: contribution to the study of architecture...
227