Anatolian Railway heritage and its preservation

Bu çalışma, Osmanlı İmparatorluğu’nda 1872-1896 yılları arasında Haydarpaşa’dan Konya’ya inşa edilen Anadolu Demiryolu’na ait yapıların koruma sorunlarını incelemektedir. Bu makalede, öncelikli olarak demiryolu mirasının ne olduğu ve Anadolu Demiryolu’na ait yapılardan hangilerinin bu kavram altında ele alınmaları gerektiği tartışılmış ve bu yapıları bekleyen tehlikeler incelenmiştir. Araştırmada Anadolu Demiryolu’na ait özgün yapı programı (yolcu binaları, mal depoları, bekçi kulübeleri, lojmanlar, su depoları, lokomotif depoları, helâlar, köprüler, geçit bariyerleri vb.) özgün çizimleri ile tespit edilmiş, mevcut demiryolu yapılarından hangilerinin özgün planlamanın parçası olduğu belgelenmiştir. Demiryolu yapılarının ait oldukları dönemin tespit edilmesi, karmaşık görünümdeki demiryolu yapılarının sınıflandırılmasına yardımcı olmaktadır. Buradan elde edilen sonuçlar, sahip olunan demiryolu mirasının niteliğini ortaya koymaktadır. Yapılan incelemelerde, koruma kapsamı altına alınmış olan demiryolu yapılarının büyük bir çoğunluğunu yolcu binaları ve lojmanların oluşturduğu görülmüştür. Demiryolu mirası bilinci henüz yaygınlaşmadığından su deposu, mal deposu, lokomotif deposu, atölye, vb. yapıların daha seyrek olarak tescil edildikleri gözlemlenmiştir. Ancak demiryolu mirasının tümünü kapsayan sistemli bir envanter çalışmasına ihtiyaç duyulmaktadır. Bilindiği üzere ülkemizdeki kültür varlığı niteliği taşıyan yapıların korunmalarında çeşitli güçlükler yaşanmaktadır. Demiryolu yapılarının sürece bağlı tahribatları dışında Marmaray, kentsel dönüşüm projeleri ve hızlı tren projeleri gibi son yıllarda gündeme gelen büyük projeler, Anadolu Demiryolu mirasının büyük bir hızla tahrip olmasına neden olacak niteliktedir. Bu çalışmada söz konusu projelerin korunmaya değer nitelikteki demiryolu mirasını nasıl etkileyeceği ve koruma önerileri konu edilmiştir. Anahtar Kelimeler: Anadolu Demiryolu, demiryolu mirası, koruma, Haydarpaşa.The awareness for the preservation of railways started to emerge after many of the railways operating at the coal mines in England were closed in the late 1960’s. Great reactions came from the society and it was only after then, the preservation of the railways became a reality. In 1977 the exhibition SAVE Britain’s Heritage had a section on railways called the “Off the Rails”. After this exhibition, in 1980 for the first time Manchester Central Station was given a new function instead of being demolished. As of 1997, 60 railway lines are preserved and by 2003, more than 2000 railway buildings are under protection in England. Today, railway heritage is considered along with industrial heritage and industrial archeology yet, the remnants of the historic railways are examined to a greater extent as the railway heritage. This research has focused on the preservation problems of the railway buildings of the Anatolian Railway built in 1872-1896 from Haydarpaşa to Konya. Its first section that of Haydarpaşa to İzmit was built  and  directed by the Ottomans until 1880. Then, it was rented out to a British Company for 20 years. However their existence as tenants lasted until 1888 when it was taken over by the Germans. With the concession given in 1889, the line was extended to Ankara in 1893 and to Konya in 1896. In this paper first, the railway heritage of the Anatolian Railway has been documented. The affects of the railway and its interaction with the city have been analyzed. It has been observed that the settlements re-acted in a similar way when the railway passed by. Prior to its arrival the land prices increased and in many instances the government was obliged to intervene. The population started to increase therefore new accommodation needs aroused. Settlements built after the arrival of the railway tended to be in geometrical order and in many cases immigrants were accommodated. Soon the station was connected with the city center via “Station Avenue” along which commercial activities were flourished. Station neighborhoods facilitated new buildings such as hotels, banks, schools, depots, community centers etc. between Gebze–Konya. Where as, along Haydarpaşa–Gebze section the station centers were furnished by waqf endowments; such as mosque, school and supported by commercial buildings in order to provide income for the vaqf. Furthermore the housing, which was typically mansions in large gardens, was dispersed along the railway. This type of settling turned the area from Kızıltoprak to Pendik to a suburb, where high rank Ottoman officials started to live through out the year. Today the original historic architecture of the Anatolian Railway is undistinguishable because there have been several interventions and additions. The historic documents are very rare which could help dating the buildings. One such rare document, the “The Anatolian Railway Construction Company İzmit-Ankara Contract” published in 1889 reveals the building program of the Anatolian Railway. It has been understood that building types based on classes were designed and applied. Other than stations, merchandize depots, night watchers huts, lodgments, water depots, engine sheds, toilets, bridges, barriers etc. has been acknowledged with their original drawings. It is argued that the remnants of this system should be named as the “Anatolian Railway Heritage” and preserved accordingly. However, it has been observed that awareness for the preservation of the railway heritage is not yet widely established in Turkey. For example along the Haydarpaşa-Gebze section, 27 railway buildings, of which 11 are, station buildings that are registered. On the other hand along the Gebze-Ankara section 55 buildings, of which 14 are station buildings that are registered. Buildings and equipment other than the station buildings are less favored as cultural and historical asset. Meanwhile the maintenance and/or preservation of the historic railway buildings are neglected since the beginning of the 2000’s. The inadequacy in registrations seems to be a big problem, yet bigger threats are extant for the Anatolian Railway Heritage; such as the Marmaray and Urban Regeneration Projects (Haydarpaşa & Kartal), reuse of the railway buildings, Fast Train Project between İstanbul and Ankara etc. The constraints of these projects are such that they leave the railway buildings abandoned and/or change function. Keywords: Anatolian Railway, railway heritage, preservation, Haydarpaşa, reuse.&nbsp

Mapping Vertical Greening on Urban Built Heritage Exposed to Environmental Stressors–A Case Study in Antwerp, Belgium

Urbanisation amplifies environmental stressors, including heat, air and noise pollution, while constraining horizontal space for green areas. Vertical greening (VG) offers a sustainable alternative to mitigate these environmental stressors and enhance the well-being of urban residents, particularly in densely built areas. However, heritage buildings are often excluded from VG initiatives due to concerns regarding potential damage caused by invasive plants. Nonetheless, these concerns mainly apply to abandoned structures lacking proper maintenance, overlooking the implementations of VG on urban built heritage. This study addresses this research gap through an evidence-based framework under three main research questions; first, by studying the presence of VG implementations in urban built heritage among neighbourhoods that lack green spaces and face high environmental stressors; second, by investigating the heritage designation status of buildings with VG; last, by analysing street morphologies where most VG implementations are observed. Antwerp, Belgium, a historical city actively promoting VG initiatives, is selected as the study area. Environmental risk index maps for historic urban areas are used for determining case studies among 63 neighbourhoods. VG implementations in three selected neighbourhoods are documented using GIS and field surveying methods. The results reveal that VG is implemented on up to 7–14% of buildings in these neighbourhoods. In the Historical Centre, 59% of these VG implementations are observed on heritage buildings. In densely built neighbourhoods with limited green space, neither narrow streets nor the heritage designation status of buildings hinders VG implementations. This illustrates the great potential for heritage buildings in adopting such types of nature-based solutions, nevertheless requiring proper guidance and integration strategies for implementing VG on heritage buildings. While these results are specific to the study locations, they provide valuable insights for policymakers and urban planners, supporting them to further explore the environmental contributions of VG on heritage buildings and create effective integration strategies

A metamodel for heritage-based urban development: enabling\ua0sustainable growth through urban cultural heritage, by Matthias Ripp.\ua0Springer Cham, 2022. 209pp. ISBN9783031082375

Abstract: This article provides a review on the new publication of Matthias Ripp titled Meta-model for Heritage-based Urban Development: Enabling Sustainable Growth through Urban Cultural Heritage released by Springer in 2022

Haydarpaşa Tren Garı: Bugün, Dün Ve Yarın Kentin Bedeninde Bir Yara

The facade of Haydarpasa Train Station has been changed more than once in the course of its century old life time. Until the fire in November 2010 wiping out the roof, the building was recalled only with a single image, although the original facade of the building was slightly different than it is commonly remembered one. Currently, while the wounds of the building are on the verge of healing, a new identity for the station is being tailored; this time it may not be only physically but also functionally. Historical data provided in this paper will illuminate the original state of the building when it was built in 1908. Especially the original roof of the building is given prominence with its structural aspects. Archival evidence sheds light to the original uses of the offices. The early years of the 20th century reveals that not only Haydarpasa Train Station but also, the Haydarpasa Pier was renewed. The information provided in this paper contributes to the debate on the restitution of the original state of Haydarpasa Train Station and brings forward the early years of the complex. While its new identity is shaped through the restoration process, it is hoped that this article will serve as a valuable first layer along with several others. As a significant historic urban landscape of Istanbul, Haydarpasa Train Station and its environs need a holistic preservation approach

Yirminci yüzyılın başında Lüleburgaz tren istasyonu

The literature on the architecture of the Ottoman railway buildings is highly limited. In terms of architectural history, the data presented here gathered through original documents at archives and personal collections is especially significant. In this paper, five original drawings are introduced. Based on these documents, information on the construction techniques, plans and materials of the railway buildings are revealed. It is also understood that in this particular period of time, several revisions were made in the original plan(ning) of the station, such as the lodgments, which were added for new officers. In that sense, this paper illuminates the stratified history of the railway construction in the Ottoman Empire through one particular example. The original documents presented here vary in scale (from 1/25000 to 1/100), which makes it possible to deduce information from the level of urban scale to the level and scale of materials in concern. Other than the drawings, hand written notes on these plans provide momentous data concerning the railway history.Publisher's Versio

The Architecture Along The Anatolian Railway And Its Preservation

(Doktora) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2007(PhD) -- İstanbul Technical University, Institute of Science and Technology, 200719. yüzyılda endüstrileşme ve modernleşme, İngiltere’de demiryollarının inşa edilmesiyle ivme kazanmıştır. Osmanlı İmparatorluğu’nda ilk kez 1856 - 1888 yılları arasında İngilizler tarafından inşa edilen demiryolları tarımsal üretimin limanlara aktarılması amacını gütmüştür. 1888 yılından Cumhuriyetin ilanına kadar geçen dönemde, İngiltere, Almanya, Fransa ve Rusya, Osmanlı İmparatorluğu’nda demiryolu inşa etmek üzere birbirleriyle adeta savaşmıştır. Bu çalışmada, Osmanlı İmparatorluğu’nda 1873-1896 yılları arasında inşa edilen Anadolu Demiryolunun, inşa süreci ve kent biçimlenişinde oynadığı rol incelenmektedir. Demiryolunun geçtiği merkezlerde, istasyon alanlarının ve çevresinin gelişimi, göçmen mahallelerinin oluşumu ve sosyal nitelikli yapıların biçimlenişi ayrıntılı olarak ele alınmıştır. Bu araştırmanın bir diğer amacı, Türkiye’nin demiryolu mirasının bir parçası olan Anadolu Demiryolu yapılarını tespit etmek, bu kavram altında incelenmesi gerekli yapı ve yapı gruplarını belirlemektir. Demiryolu mirası kavramı istasyon alanları (yolcu binaları, lojman, depo, atölye, ambar, su deposu) ile çevresinde gelişen sosyal nitelikli yapılar ve konut alanlarını kapsamaktadır. İstanbul’da demiryolu mirasını tehdit eden birçok unsur bulunmaktadır. Sözü edilen tehditler, Marmaray, Haydarpaşa ve Kartal Kentsel Dönüşüm Projeleri, yeniden işlevlendirme ve insan kaynaklı bozulmalar başlıkları altında toplanmaktadır. Çalışmada dünya demiryolu mirasının koruma sorunları tartışılarak, Anadolu Demiryolu mirasının korunması için öneriler sunulmaktadır.In the 19th century, industrialization and modernization gained speed through building of railways in England. The first railways in the Ottoman Empire which were built in 1856-1888, by British entrepreneurs, aimed at transporting agricultural production to port cities. From 1888 until the foundation of the Turkish Republic, England, Germany, France and Russia fought for gaining railway concessions in Turkey. In this research, the Anatolian Railway built in the Ottoman Empire in 1873-1896, its construction history and role in the formation of the city have been examined. General conditions of the cities that railway passed, development of station centers, immigrant quarters and social buildings have been analyzed for determining the role of the railways in the development of the Ottoman City. Another aim of this study was to identify the railway heritage of the Anatolian Railway, as it is an important part of the railway heritage of Turkey. Railway heritage concept includes not only station areas which embodies stations, lodges, depots, ateliers, water towers etc., but the social buildings and residential area surrounding it. There are several threats against preservation of railway heritage in Turkey. Marmaray project, Haydarpaşa and Kartal urban regeneration projects, reuse of station areas and human misuse are among those dangers studied here. In addition, the problems of railway heritage in the world have been exemplified, ways of preservation of the Anatolian Railway has been proposed.DoktoraPh

The effects of Endothelial Protein C Receptor Gene Polymorphisms on sEPCR levels in Venous Thrombotic Patients

OBJECTIVE: The aim of this study was to investigate the detection of the variations in the EPCR gene which has a possible role for thrombosis and the effects of this variations on the plasma sEPCR levels in Turkish population. METHODS: This study included 111 thrombotic patients and 73 healthy controls. Following DNA extraction, PCR, SSCP and DNA sequencing analysis of four exons of the EPCR gene were performed. Plasma sEPCR levels were measured with Enyzme linked immunosorbent assay (ELISA). RESULTS: Three polymorphisms were detected in exon 1 through exon 4. The C3998T (SNP no: rs2069952) is located within intron 2 and the C4678G (A1 haplotype) (SNP no: rs9574) is located within 3’ untranslated region (3’UTR). There was no significant differences between C3998T polymorphism in control and patients. There was no significant difference in sEPCR levels in subjects carrying A1 allele. A4600G substitution (A3 haplotype) (SNP no: rs867186) was found in exon 4 and it brought 2.04 fold risk for thrombosis. A3 allele carriers had high sEPCR levels, compared to no A3 allele carriers. The mean sEPCR level in patients having A3 allele homozygous is 289 ng /ul and A1 allele homozygous is 113,42 ng/ul. CONCLUSION: A1 haplotype might have a protective effect on thrombosis and A3 haplotype may be associated both with increased plasma sEPCR levels and with an increased risk of venous thrombosis in Turkish population. sEPCR levels were significantly higher in subjects carrying A3 allele (4600A>G) in both patients and controls. There was no significant difference in sEPCR levels in subjects carrying A1 allele (4678C>G)

beta(2)-microglobulin amyloidosis in hemodialysis and peritoneal dialysis patients

beta(2)-microglobulin (beta(2)-M) amyloidosis is an important cause of morbidity in patients on dialysis. In this cross-sectional study, we evaluated supraspinatus tendon thickness (as a measure of shoulder involvement from beta(2)-M amyloidosis) in patients who are on hemodialysis (HD) compared with those on continuous ambulatory peritoneal dialysis (CAPD). In 27 patients on HD who were treated with high-flux dialyzers, 31 patients on CAPD, and 31 healthy volunteers, we performed bilateral shoulder magnetic resonance imaging and measured the supraspinatus tendon thickness using electronic calipers. There were no statistically significant differences in age or dialysis duration between the HD and CAPD patients. Each patient was asked about the presence or absence of shoulder pain. The supraspinatus tendon thickness in HD patients (mean thickness 6.6 +/- 1.3 mm, range 3.20-8.80 mm, N = 53) and CAPD patients (6.8 +/- 0.9 mm, range 4.9-8.8 mm, N = 61) was not significantly different (P = 0.289); however, the mean thickness in either group was higher than in the healthy controls (5.5 +/- 0.6 mm, range 4.3-6.8 mm, N = 61) (HD patients vs. controls: P = 0.000; CAPD patients vs. controls: P = 0.000). Patients with shoulder pain had higher mean supraspinatus tendon thickness measurements than patients without shoulder pain (P = 0.042). The thickness of supraspinatus tendons is not significantly different between patients on CAPD and HD. An association exists between shoulder pain and mean supraspinatus tendon thickness. This hidden complication of ESRD should be further studied in larger populations of dialysis patients