Anatolian Railway

Istanbul – Ankara
Route length:	576.6 km
Gauge :	1435 mm ( standard gauge )
Legend 0.0 Istanbul-Haydarpaşa 1.5 Söğütlüçeşme 2.5 Kızıltoprak 3.3 Feneryolu to Fenerbahçe port 3.9 Fenerbahçe 5.0 Goztepe 7.7 Suadiye 9.1 Bostancı 10.6 Küçükyalı 11.9 İdealtepe 13.3 Süreyyeplajı 16.5 Cevizli 20.1 Kartal 24.5 Pendik 27.4 Kaynarca 28.3 Tersane 29.6 Güzelyalı 30.7 Aydıntepe 31.8 İçme 34.3 Tuzla 36.8 Coşkunoğulları 38.0 Çayırova 39.2 Fatih 40.7 Osmangazi 44.2 Gebze 54.0 Mualimkoy 55.2 Diliskelesi 59.4 Tavşancıl 63.8 Hereke 68.4 Şirinyalı 71.5 Kirazlıyalı 73.8 Korfez 74.8 Seramik 80.0 Tütünçiftlik Connection to Derince ferry port 83.9 Derince 85.9 Koruma Industrial connection 91.3 İzmit 93 Kırkikievler 99.8 Kösekoy 102.8 Sarımese 105.6 Tepetarla 109.6 Büyükderbent 111.8 Maşukiye 116.8 Kurtkoy 119.1 Kırkpınar 123.5 Sapanca 124.6 Yüzevler 126.6 Uzunkum 131.5 Arifiye to Adapazarı 137.5 Adliye 143.5 Doğançay 156.0 Alifuatpaşa 167.7 Pamukova 175.4 Hayrettin 181.3 Mekece 188.9 Kaplıca 195.4 Osmaneli 203.7 Sarmaşık 210.1 Bayırköy 214.1 Vezirhan 220.9 Pelitözü 231.9 Bilecik 239.7 Yayla 248.7 Karakoy 256.4 Ayvalı 263.3 Bozüyük 280.1 İnönü 289.0 Oktubalı 294.4 Çukurhisar 298.2 Satiliciş 303.8 Karagözler 312.1 Enveriye Wedge Station to Alayunt , Konya ( Baghdad Railway ), İzmir and Bandırma Industrial connection 313.4 Eskişehir Industrial connection 317.7 Tayyare 322.6 Hasanbey 328.4 328 + 450 km 335.9 Agapinar 344.2 Karahüyük 352.6 Alpu 358.9 Km 358 + 900 365.3 Cardakbaşı 374.6 Beylikova 381.5 Emircik 390.9 Yalınlı 405.8 Yunusemre 418.6 Sazak 432.3 Biçer 452.8 Sazılar 467.1 Beylikköprü 474.4 İğciler 481.8 481 + 800 486.7 Polatlı 492.1 Karapinar 502.0 Alikolan 504.5 Yenidogan 506.0 Poyraz 515.5 Temelli 521.7 Malıköy 528.4 Türkobaşı 535.9 Esenkent 537.5 Polatlar 544.0 Sazınarı from Ayaş 551.4 Sincan 552.5 Lale 554.3 Eryaman 556.0 Emirler 557.2 Güneş 558.5 Etimesgut 560.2 Subayerveri 561.0 Havadurağı 562.7 Yıldırım 567.9 Behiçbey 569.4 Marsandiz 571.0 Motor Fabrikası 572.1 Gazi 573.1 Gazi Mahallesi 574.8 Hipodrome 576.6 Ankara to Kayseri
Eskişehir – Konya
Route length:	426 km
Gauge :	1435 mm ( standard gauge )
Legend from Ankara 0.0 Eskişehir Industrial connection to Istanbul-Haydarpaşa 1.3 Enveriye Wedge Station 7.3 Karacaşehir 14.4 Kızılınler 23.4 Gökçekısık 27.8 Tideposu 35.6 Porsuk 45.2 Sabuncupınar 54.5 Ulukoy 61.6 Km 61 + 650 66.9 Alayunt from Izmir and Bandırma 77.6 Çubukiçi 86.5 Çöğürler 94.1 Connection to the Kızılcaören cement factory 100.8 Değiremenözü 104.8 Demirözü 113.1 Döğer 117.4 Lageköy 124.0 Uçlerkayası 127.9 İhsaniye 133.0 Akviran 136.1 Ablakakoy 141.3 Hammam 145.0 Gazlıgöl 150.8 Fethibey 159.4 Km 159 + 400 from Izmir 161.2 Afyon Ali Çetinkaya 170.4 170 + 400 km 178.5 Connection to the Işıklar cement factory 180.7 Büyükçobanlar 207.5 Çay 220.2 Km 220 + 250 233.6 Sultandağı 239.6 Kavaklı 246.9 Gölçayir 259.2 Akşehir 270.9 270 + 900 km 277.6 Gözpınarı 286.9 Argıthan 291.6 Resadiye 303.2 Çavuşcugöl 316.9 Ilgın 323.0 Bulasan 331.1 Km 331 + 110 343.5 Kadınhanı 352.7 Karabüyüklü 358.7 Değimenli 367.5 Sarayonu 373.7 Konar 380.0 Peçene 384.3 Meydan 403.0 Çalti route relocation 404.5 Pinarbaşı 416.7 Horozluhan Connection cement factory Connection to Konya Şeker Fabrikası 426.9 Konya Baghdad Railway

The Anatolian Railway was operated by the Anatolian Railway Company - Société du Chemin de fer Ottoman d'Anatolie (CFOA), a foundation under the leadership of Deutsche Bank . Its first director was Otto von Kühlmann .

History and funding

Georg von Siemens

The decisive impetus for the project came from the board member of Württembergische Vereinsbank , Alfred von Kaulla . In 1887 he had gone to Constantinople (since 1930 Istanbul ) to negotiate arms deals and returned with the offer of the Ottoman government to grant a German financial institution the concession for the Anatolian Railway. The project was too big for the Württembergische Vereinsbank, and Kilian von Steiner , who sat on the board of directors of Deutsche Bank , referred Kaulla to Georg von Siemens , CEO of Deutsche Bank. He initially expressed himself negatively, as he had recently had bad experiences with the Northern Pacific Railway . He also feared diplomatic entanglements with rival European powers. It was only when the Hohe Pforte promised to guarantee the return on capital that Deutsche Bank showed greater interest.

On August 15, 1888, Georg von Siemens sent an inquiry to the Foreign Office to secure the support of the German government. The personal answer of Chancellor Otto von Bismarck was:

“The German Empire has no political concerns and is ready to provide diplomatic support. [...] The dangers in this for German capital will only be a burden on the entrepreneurs and the latter will not be able to count on the German Reich to secure them against the vicissitudes associated with daring ventures abroad. "

Alfred von Kaulla traveled to Constantinople the next day and on October 4, 1888, as a representative of a financial consortium under the leadership of Deutsche Bank, received the concession to build and operate the Anatolian Railway. Previously, the German ambassador to Constantinople, Joseph Maria von Radowitz , had diplomatically secured the project through talks with his English and Italian colleagues.

For fear of political interference by competing powers, Georg von Siemens tried from the beginning to put the Anatolian Railway on an international basis. He therefore offered the leading British banking houses a stake. However, although the Hohe Pforte promised investors a fixed sum for amortization and interest on the capital per kilometer completed, Siemens only received rejections from the UK. Ultimately, only German institutes took part in the consortium of the Anatolian Railway: In addition to Deutsche Bank, which kept the lead, the Württembergische Vereinsbank, the Berliner Handels-Gesellschaft , the Deutsche Vereinsbank as well as the private banks Robert Warschauer & Co. and Jacob SH Stern were in the Consortium represented.

5% bond of Soc. du Chemin de Fer Ottoman d'Anatolie of August 3, 1893 to finance the route from Eskişehir to Konya

A first piece of the railway, from Constantinople to Izmit , which the Ottoman Empire had established as a state railway, was acquired by Deutsche Bank for 6 million francs. This torso got stuck after just 91 km due to insufficient resources of the Ottoman Empire. This route, in 1000-mm track ( meter gauge ) served as the starting point for the first mainline in Anatolia and was added to standard gauge umgespurt . Construction and operation was carried out by the German-Anatolian Railway Company ( Société du Chemin de Fer Ottoman d'Anatolie , SCFOA), which was founded in 1889.

Materials for the construction of the route were completely supplied from Germany . The construction work was carried out by the Frankfurt company Philipp Holzmann , which built the Haydarpaşa exit station in 1905 . Further major orders went to the steel group Friedrich Krupp AG for the manufacture of the rails, the Munich locomotive factory Krauss & Comp. and JA Maffei , Hannoversche Maschinenbau AG , Maschinenfabrik Esslingen , Borsig , Cail and Henschel supplied locomotives.

In 1890, Georg von Siemens gave a speech in the German Reichstag on the occasion of the debate about the imminent signing of the friendship, trade and shipping agreement with the Ottoman Empire and strongly advocated its signing:

“The result of the new constructions [meaning the Anatolian Railway], which have been given to the way German capital works in recent years, has resulted in a very strong or relatively strong employment of our industry in the present. By signing the treaty, the German Reich will gain strong sympathy in the Orient. [...] The German Reich and our German nation have nothing to conquer in the Orient and nothing to wish for; we only have one interest in stabilizing the situation there. "

The pan-German press cheered in the same year: "So full steam ahead to the Euphrates and Tigris and to the Persian Sea and thus the land route to India back into the hands in which it belongs alone, into the combative and hard-working German hands."

The Social Democrats joined in the praise of the Anatolian Railway. In clear opposition to the economically liberal views of Georg von Siemens, like the Pan-Germans, she underscored the importance of global politics : "We Social Democrats are really the last ones who would fail to recognize the great cultural significance of this railway."

task

Seal of the Directorate of the Anatolian Railway

As a starting point, the Anatolian Railway took over the railway Konstantin Opel - İzmit from the Ottoman State, the latter in track was built in 1100 mm, and could feel them on standard gauge to. The branch to Ankara was opened on December 31, 1892 (486 km), the one to Konya on July 29, 1896 (445 km). The branch took place in Eskişehir . The branch to Konya finally served as the starting point of the Baghdad Railway from 1903 .

After the opening of various branch lines , the construction of the Anatolian Railway was completed in 1899 with 1032.2 km. In 1910 it took over the Mersin - Adana line , which at that time was still an island operation before the Taurus crossing through the Baghdad Railway was completed .

Routes and their opening:

route	Length (km)	Opening date	annotation
Istanbul - İzmit	91	August 1, 1873	Taken over by the CFOA on October 4, 1888
İzmit - Eskişehir - Ankara	486	December 31, 1892	The Istanbul-Ankara section is electrified today
Eskişehir - Konya	445	July 29, 1896
Alayunt - Kutahya	10	1896
Arifiye - Adapazarı	8.5	1899
Mersin - Adana	67	August 2, 1886	Takeover by the CFOA on May 31, 1910

On November 23, 1907, the Ottoman government and the CFOA signed a contract for the irrigation of the Konya plain , which was to become the "breadbasket of Anatolia".

In 1906 Karl Helfferich , a son-in-law of Georg von Siemens, became director of the Anatolian Railway.

First World War and its aftermath

Prussian G 8 built in 1913 by Hanomag, handed over to the Anatolian Railway by the Prussian State Railways in 1917 for the construction of the Baghdad Railway

During the First World War , the CFOA, together with the Baghdad Railway, was part of the only effective connection to the south-eastern parts of the empire. On this connection in 1915 Armenians were deported in cattle trucks in the course of the genocide .

After the defeat of the Ottoman Empire in World War I, a significant part of what would later become the territory of Turkey was occupied by Allied troops. In 1920 the Kemalist government took over 926 km of CFOA route from the British military administration and placed it under state administration.

After the establishment of the Turkish Republic in 1923, one of the goals of railway policy was to transfer the foreign-owned railways to a Turkish state railway. Law No. 506 of April 22, 1924 consequently resolved the purchase of the Anatolian Railway by the Turkish Republic. With a further law of May 24, 1924, the CFOA was subordinated to a Turkish general directorate, the Anadolu-Bağdad Demiryolları , the predecessor organization of the Türkiye Cumhuriyeti Devlet Demiryolları (TCDD), the Turkish state railway that still exists today.

business

Currently, the routes from Istanbul to Ankara and Konya are operated by TCDD , the Turkish State Railways.

The Istanbul - Ankara line is electrified with alternating current (25 kV, 50 Hz) and is largely single-track. In the section from Haydarpaşa to Arifiye, the line is double-track and is also used by the Istanbul S-Bahn to İzmit . Another double-track section extends from Inönü via Eskişehir to Hasanbey. Shortly before Ankara in Sincan , the suburban traffic from Ankara begins, so that the line here is again double-tracked.

The Eskişehir - Konya section is single-track and runs on diesel. This is where the Taurus Express runs , which last went beyond Konya on the Baghdad Railway to Gaziantep and previously carried through coaches to Aleppo .

High speed traffic

Several high-speed lines are to be built in Turkey . The Ankara - İstanbul and Ankara - Konya routes are among the first projects.

In the Ankara - Istanbul route, a first section between Esenkent and Eskişehir was opened on March 13, 2009 with a maximum speed of up to 250 km / h.

A high-speed line has also been built between Ankara and Konya. It branches off the existing line in Polatlı . The length of the train journey between Ankara and Konya was reduced from 687 km to 306 km and from 10½ to less than two hours.

Marmaray

In Istanbul, which is Marmaray - Bosphorus crossing under Connect, which connects the European and Asian part of Turkey together. On the Asian side, after a stop at the underground station in Üsküdar near Söğütlüçeşme , this line will meet the existing line of the Anatolian Railway.

literature

• Benno Bickel, Bagdad Railway Timeline , in: Jürgen Franzke (Ed.): Bagdad Railway and Hedjaz Railway. German railway history in the Middle East , Nuremberg 2003. ( ISBN 3-921590-05-1 ), pp. 160–162.
• Jgnaz Civelli: German rails in Ottoman soil. A virtual journey with the Anatolian and Baghdad railways through history, perceptions, space and time. Reference book, 266 pages. Zofingen / Zug 2010. ISBN 978-3-640-59495-5
• Lothar Gall, et al .: Die Deutsche Bank: 1870-1995 , Verlag CH Beck Munich 1995, ISBN 3-406-38945-7 .
• Gisela Graichen; Horst founder: German colonies - dream and trauma . Ullstein book publisher. Berlin 2005
• Werner Plumpe : The Anatolian Railway in: Deutsche Bank. The global house bank 1870-2020 , pp. 95-98, Propylaen, Berlin 2020, ISBN 978-3-549-10016-5 .
• Manfred Pohl ; Jürgen Lodemann: The Baghdad Railway. History and present of a famous railway line . Mainz 1989.
• Manfred Pohl: From Stambul to Baghdad. The story of a famous railroad . Munich 1999. ISBN 3-492-04226-0
• Neil Robinson: World Rail Atlas . Vol. 8: The Middle East and Caucasus . 2006
• Fritz Seidenzahl, 100 years of Deutsche Bank, 1870–1979 , Frankfurt 1970. (detailed description of the concession of the Anatolian Railway and the Baghdad Railway)
• Fedor von Zobelitz, An excursion to Anatolia , in Velhagen & Klasings monthly booklet, 19th year, booklet 4, December 1904

Web links

• http://www.hochsitzszuege.com/tuerkei/index_tuerkei.htm

Individual evidence

1. ↑ From here: New kilometers after the route has been relocated
2. ↑ Foreign Office to Deutsche Bank v. September 2, 1888, copy in HADB, OR 5
3. ↑ Gall, p. 74 f.
4. ↑ Pohl, p. 28 ff.
5. ^ Stenographic reports on the negotiations of the Reichstag, 8th legislative period. I. Session 1890/91, 2nd vol., 40th session on December 12, 1890, p. 887 ff.
6. ↑ Graichen; Founder: p. 251
7. ^ Gall, p. 252
8. ↑ HaRakevet 26/3 (No. 98), (September 2012), message 98:10.
9. ↑ www.bahnwelt.de - Locomotives and railcars
10. ↑ The current information (beginning of 2009) about the train is contradictory.
11. ↑ ^{a b} mwi: Faster from Ankara to Istanbul . In: Eisenbahn-Revue 6/2009, p. 298.