Chemin de fer de Smyrne-Cassaba et Prolongements
| Chemin de fer de Smyrne-Cassaba et Prolongements | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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 The Izmir Basmane station , originally starting point of the SCP
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| Gauge : | 1435 mm ( standard gauge ) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Chemin de fer de Smyrne-Cassaba et Prolongements (SCP) was a railway company in the Asian part of Turkey that existed from 1863 to 1934 .
Geographical location
The SCP route network opened up the northern and northeastern hinterland of Izmir in the then Ottoman Empire (today: Turkey ) . Like the neighboring Ottoman Railway Company (ORC), it primarily aimed at the transport of agricultural products and raw materials, initially to the port of Izmir, and from 1912 to the port of Bandırma . The SCP was now able to offer the fastest connection between Smyrna (today: Izmir) and Constantinople (today: Istanbul), the capital of the Ottoman Empire .
history
The Smyrna Cassaba Railway
The Smyrna Cassaba Railway (SCR), founded by the English businessman Edward Price, received a concession from the Sublime Porte on July 4, 1863 for a railway line from what was then Smyrna to Cassaba (today: Turgutlu ). The new company was able to open the first 66-kilometer section between today's Izmir Basmane station to Manisa after two years on October 10, 1865, and exactly three months later, on January 10, 1866, the remaining 28-kilometer section to Cassaba followed.
In Izmir, SCR opened its own train station in the Basmane district, independent of the Izmir Alsancak train station operated by ORC . Both stations were designed as terminus stations , and the lines that originate from them have since crossed at the same level east of the city center. In the same year, on October 25, 1866, the company started operating the short, almost 5-kilometer suburban route from Izmir to Bornova . Today it is part of the Izmir Metro network . The stock market crash of 1866 led to the bankruptcy of SCR at the end of the year.
The first expansion of the route network did not follow until the mid-1870s. The construction of the 76 kilometer-long continuation from Turgutlu to Alaşehir was carried out by the Ottoman Empire on its own account; the SCR took over the operation with a second concession on behalf of and on account of the Ottoman government. The next extension with a 92-kilometer branch line from Manisa to Soma was similar . The construction was taken over again by the SCR, but both construction and operation were again carried out at state expense. The line went into operation in May 1890.
Transfer to the SCP
This state intervention did not ultimately result in the SCR recovering. Rather, the legal basis for the railway operations of SCP was ultimately based on three different concessions due to the different private and state mixed financing of various route sections. In order to put the railway on a solid foundation, also in order to achieve savings, the Ottoman Empire bought back the three concessions and on February 17, 1893 awarded a mainly operational concession to Georges Nagelmackers , the founder of the Compagnie Internationale des Wagons- Lits . The state retained thus in terms of infrastructure the ownership position . Nagelmackers founded the Société Ottomane du Chemin de fer de Smyrne-Cassaba et Prolongements (SCP) on July 16, 1893 with French capital participation , which took over the SCR and the operation of the existing route network. In addition, SCP received the construction and operating license for route extensions. First the connection from Alaşehir to Afyonkarahisar was established , where connection to the Anatolian Railway ( Chemin de fer Ottoman d'Anatolie , CFOA), which was also under construction at the time , was established. The SCP concluded an agreement with the CFOA on May 6, 1899 in the course of negotiations for the construction of the Baghdad Railway , which included transitional operations in Afyonkarahisar, continuous tariff setting and mutual representation in the bodies of the companies.
The last extension of the network was made in 1912. That year the SCP opened the 183 kilometer connection from Soma via Balıkesir to Bandırma on the Marmara Sea . From there there is a boat connection to Istanbul. The SCP was able to offer the fastest connection between Izmir and the capital of the Ottoman Empire.
Overall, the SCP now operated a route network of 706 kilometers in length. The main goods in transit were agricultural products and raw materials that were exported through the port of Izmir. In addition, the through traffic between Izmir and Istanbul as well as the places along the railway had a certain importance. Suburban traffic was offered in and around Izmir. Outside of this area, however, a maximum of one or two pairs of trains per day ran on the routes with a relatively light superstructure and an axle load of 13.5 tons.
When taking over the concession, Nagelmackers had guaranteed income of around 18,000 francs per kilometer for route extensions. Due to the low volume of traffic, the SCP still achieved an income of just over 7,000 francs in 1911 - despite increases compared to previous years - so that the government always had to provide subsidies to guarantee the guaranteed income.
nationalization
The SCP was taken over by the TCDD on June 1, 1934 after the establishment of the Turkish Republic in the course of the gradual nationalization of all railway companies . The French investors were compensated with 162.5 million francs.
Locomotives
The SCR's first locomotives, like the donors, were of British origin. Since the takeover by French capital, the procurement policy has changed, the now SCP was more oriented towards the vehicle procurement of other railway companies in the Ottoman Empire, such as the Orientbahn . The following deliveries therefore came from German and Austrian companies up to the First World War . The nine compound locomotives , which were primarily procured for the line to Bandırma, are striking . Together with the identical copies of the CFO, they are among the few compound locomotives used in Turkey. Despite this elaborate technology, which is difficult to maintain for the relatively small SCP, they have apparently proven themselves well, measured against their use up to the beginning of the 1950s. After the war, Corpet-Louvet , a French manufacturer in particular , supplied new locomotives. Overall, SCP and its predecessor company procured only 71 locomotives over a period of around 70 years, an indication of the low volume of traffic.
| Numbers | Manufacturer | number | Year of construction (s) | design type | comment | image |
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| 1-4 , 7-13 | Beyer-Peacock | 11 | 1864-74 | B1 n2 | Five pieces (SCR 9–13) converted into C-couplers from 1891 onwards | |
| 7-8 , 14th | Beyer-Peacock | 3 | 1865-74 | 1B n2t | ||
| 15th | Beyer-Peacock | 1 | 1889 | B n2t | ||
| 16-21 | Beyer-Peacock | 6th | 1889 | 1'C n2 | ||
| 61-69 | Sigl , Maffei | 9 | 1900-1911 | 2'C n4v | Identical to CFO VIII of the Orientbahn , all copies as series 35.001–009 to the TCDD, retired before 1956 | |
| 31-35 | Maffei | 5 | 1911-1912 | C n2t | All copies of the series 33.51-55 to the TCDD, Locomotive 3355 as a museum locomotive Çamlik get | |
| 101-112 | Humboldt | 12 | 1912 | 1'D h2 | All copies as series 45.121-132 to the TCDD, largely identical with CFO 241-262 | |
| 1–6 (second cast) | Corpet Louvet | 6th | 1923 | 1'C1 'n2t | All copies as series 35.11–16 to the TCDD, after 1955 withdrawn | |
| 51-60 | Left-Hofmann | 10 | 1924 | D h2 | Prussian G 8 , all copies as series 44.047-056 to the TCDD | |
| 81-88 | Corpet Louvet | 8th | 1926 | 1'E h2 | All copies called number 56011-018 to the TCDD, 1940 as 56911-918, as a memorial locomotive 56911 Nazilli placed 56,914 as a museum locomotive Çamlik get |
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literature
- Benno Bickel, Karl-Wilhelm Koch, Florian Schmidt: Steam under the half moon. The last few years of steam operation in Turkey. Verlag Röhr, Krefeld 1987, ISBN 3-88490-183-4
- Benno Bickel: The Turkish Railways and their Steam Locomotives , Verlag Röhr, Krefeld 1976
- AE Durrant: The Steam Locomotives of Eastern Europe. David & Charles, Newton Abbot 1972, ISBN 0-7153-4077-8
- Neil Robinson: World Rail Atlas and historical summary. Volume 8: The Middle East and Caucasus. 2006.
- Viktor von Röll (Ed.): Turkish Railways . In: Enzyklopädie des Eisenbahnwesens Vol. 9. 2nd ed. 1912–1923, p. 373 ff.