Haydarpaşa - Gebze demiryolu hattında 19. yüzyılda yapılmış demiryolu istasyon binaları

Abstract

Osmanlı imparatorluğu'nda 19. yüzyılın ortalarından itibaren demiryolu yapım çalışmalarının başladığına tanık oluyoruz. 1856 yılında ingilizlere verilen imtiyazla îzmir-Aydın hattında ilk demiryolu yapılmıştır. Bunu izleyen yıllarda batı sermayesinin ve endüstrisinin temsilcileri demiryolu imtiyazları elde etme yarışına girmişlerdir. Yabancı sermaye denetiminde, demiryollarının gelişimi çok ağır şartlar altında gerçekleşmiş ve getirdiği maddi yükümlülüklerle Osmanlı ekonomisini büyük ölçüde sarsmıştır. Osmanlı demiryolculuğu Avrupa'da olduğu gibi gelişen sanayi ile beraber doğmuş değildir. Osmanlı demiryolculuğu yabancı sermaye denetiminde geliştirilmiş ve başlangıçta ulusal olma niteliğini kazanamamıştır. Fakat, 1860'lı yılların sonuna doğru, özellikle bu sırada baron Hirsch'e verilen Rumeli Demiryolları imtiyazında görülen suistimallerin de etkisiyle, imparatorlukta demiryollarının milli sermaye ile ve devlet tarafından yapılması savunulmaya başlanmıştır. Bu anlayışla inşa edilen ilk demiryolu Haydarpaşa-îzmit demiryolu'dur. Hükümet daha sonra bu hattı Haydarpaşa Garının inşasıyla görevlendireceği Anadolu Demiryolu Şirketine satmıştır. Anadolu demiryollarının gittikçe artan trafiğine cevap vermek üzere II. Abdülhamit döneminde yeni bir gar binası ve tesislerinin yapımına karar verilmiştir. Tamamı 1909 yılının ortalarında bitirilen yapıyı Otto Ritter ve Helmuth Cuno adlı iki Alman mimar gerçekleştirmiştir. Yapı deniz cephesi Neo-Rönesans düzende olmakla beraber, yer yer barok mimari üslubunun biçimsel öğelerinin kullanıldığı eklektik üslupta bir yapıdır. îki kolu farklı uzunlukta olan `U` planlı yapı tipik bir 19. yüzyıl istasyon binasıdır. Haydarpaşa-Gebze hattında bulunan istasyon binaları, bekleme salonu, işletmeye ait ofisler ve lojman olarak kullanılan odalardan oluşan sade bir şemaya sahiptirler. Çoğunlukla tek ya da bir bölümü iki katlı olan kagir yapılarda, geniş dersli kesme taş dizileri, kemer, plastır ve saçak gibi elemalarla farklı cepheler oluşturmuştur. ix

Multiplicity and complexity were dominant in economical, political and social structure of Ottoman Empire. The understanding of art and architecture of those years influenced by these eleınents as science- industry began gaining a new meaning. Structural qualifications began to change.in Europe in 19th century. The rapidly growing industry brought up new materials that affected architecture. Iron and reinforced coricrete were used on the subjects such as bridges and factories most of what modern architecture didn't want to deal. By the first apparence of the railways, railway station buildings began to appear too. The first railway in Europe began to operate in England in 1830. in those years other European countries began to construct railways and in a very short time Europe was covered with railways from öne corner to another. The first railway thought awakened in the Ottoman Empire in the middle of the 19th century. in those years western investors were in search of inexpensive material sources and markets. The first attempt came from England. Soon the English Commerce Contract removed the boarder taxation between countries. The Ottoman industry received a big corrupt as a result of this contract. it cause this colonization like trade gap and made Ottoman Empire very popular among western investors. Ottoman Empire, first time in their history (1854) borrowed some money from other countries. As a result of the high interest rates by 1874, the debt reached to such a point that is four of the five of the xcollected state revenue. At this point it was no longer possible for Ottoman Empire to pay back and they freeze the process temporarily in 1876. The government income was shown as a guarantee to their debt. To organize the pay back process `Duyun-u ummumiye` was set up. The representer's of the western investors and industry began to race for franchise's. Simply because by the `Duyun-u Ummumiye` organization, railway investments turn out to be profiting and became no risk type of investment. Another reason what made railway investments this much alluring was that the raw materials were to be brought from whîch ever country the constructor company was from. That meant a brand new market for European iron-steel industry. The first railway construction offer came in 1856 from England and the Ottoman Empire government gave the franchise of The îzmir-Aydın route to an English group company representer, and investor named E. Price. Between 1875-1876 the government pâid particular attention to the route which was going to connect Europe to Anatolia. Also in those years, Haydarpaşa- îznıit, Bursa-Mudanya routes were constructed and Palestinian railway franchise given away. Between 1876-1888 a Turkish, English, French consortium was formed to construct Mersin-Adana route and the franchise of Îzmit-Ankara route is given to German's. in 1896 Eskişehir-Konya route is completed. in 1898 Adapazarı-Arifiye route's franchise was given and the permission is granted for the construction of the Haydarpaşa sea-port. By the end of the 19th century new international balance points were achieved and in the franchise getting race, German's pass över the English and French. The representative of German capital, Deutsche Bank, succeed in his attempt of gaining important railway franchises. The planned route of Hamburg- Persia, the gül f project was the most important enterprise of this bank. xiin the years of 1899-1914 Hicaz route was another important subject matter. This route was constructed and exploited by the government itsel f. During the II. World War (1914-1918) ali the railvmy routes became the property of the government and approximate-ly 4000 kilometer long railway network which was exploited by foreign companies, controlled by `The Military Railways General Management`. Betweea the years of 1919-1922 National Railway concept began to appear. After the retreating of entente powers, Turkish Government took över the abandoned railways and exploited by nationalizing. Ali of these routes, by their costs effected Ottoman economy. Specially, the agreement paragraph that enabled the foreign companies to charge for every kilometer that didn't bring enough inceme, was the worst mistake in our railway systems history. Until the nıiddle of 19th century, öttoman transportation politics, were formed for his economic and military requirements. But by the 1838 Commarce Contract, the economic structure forced to get into such situation that effected the whole system deeply. By the force of the western capitalism, Ottoman economy fail under control of this colonization type of system to supply their needs. The railway construction and its exploitirıg rather than fitting into the requîrements of öttomans, began to be shaped by the western economic powers which were in a competition of having the control of as many markets as possible. Basically, Ottoman railway system in contrast to European railways has not set up for the requirement of rapidly growing industry. Ottoman railways has always developed in the control of powerful foreign dynamics and never became a part of this country. Thetransportation problems of istanbul has taken intoconsideration after the `Tanzimat`. Until that time,the transportation system from Byzantine empire wasin use. The inner city transportation of istanbul was formed among either pedestrians ör boats until the second part of the 19th century. At the lata 19th century new technic's brought new systems to istanbul. First regularly scheduled ferries began to operate in the 1850's and in the 1870's trams, subway's and the scheduled inner city train routes began to set up. xiiThe importance of the sea transportation was one of the main reasons of the development of Istanbul along the sea shore. Regularly scheduled sea transportation began by the `Hayriye Company` in 1851. Another one was called `Haliç Ferry Company` which is later on sold to Italians. The development of the maritime affected the transportation system on the land. In 1869 the `Dersaadet Tram Company` is set up in 1872 and at the first stage they began to offer services on the Âzapkapı-Besiktaş and Eminönü-Âksaray routes. In 1911 the contract signed between the government and the company let the trains to operate by electricity. Horse powered trams was no longer running. The second rail based public transportation period began by the operation of the underground system in Istanbul which was built by the French architect Eugene. It is the third oldest underground system that is built. Formally the underground began to operate in 14 January 1875. Each station on the either sides of the underground was also built by Eugene. Out of that two buildings, the one situated at the beginning of `İstiklal Street` called as `Metro Han` is still maintaining its original shape. Istanbul's third railway public transportation system was the railroads. It was built to complete the bridge between Europa and Anatolia. The start was given by the government with the contract signed by Baron de Hirsch in 1869. A company called` `Rumeli Railway System` was set up to built this route. In July 1872 the route between Hadımköy and Sirkeci began to operate. Later on, other line is added to this route. Ottoman Empire organized to built the Anatolian railroads by him self. Between 1871-1873, 91 Kilometer long Haydarpaşa-Izmit route was built. By the end of 1872 Haydarpasa-Pendik route began to operate. This route was sold to `Anadolu Railway Company` in 1888 when they were building the Bağdat route. In 1905 another line is added to Haydarpaşa-Gebse route. The beginning point of Anatolian Railway system called Haydarpaşa is situated at the beginning of Bosphorus, at the north of Kadıköy bay. The first station building built in average size in 1872 as the xiiimain departure center of Haydarpaşa-îzmit route. Soon by the rapidly increasing demand of this route another building was ordered by the II. Abdülhamit. They began to built in 1906 and began to serve in the mid of 1909. The new station was built by the two German architect named Otto Ritter and Helmuth Cuno. The railway station buildings on the route of Haydarpaşa-Gebse are more likely preserved in its original shape. They have a plan of two story building with a waiting room, offices and few rooms for accommodation purposes. In those years, the railway stations had different decoration style comparing to today. It is known that the waiting room was covered by red corduroy and the ceilings were decorated by gilt and every station had a `Zenith` brand clock and a bell. xa v