Zonguldak-ırmak demiryolu hattı ve yapılarının koruma sorunları
Preservation problems of zonguldak-irmak railway line and buildings
Yazar: ELİF AKBULUT
Danışman: DR. ÖĞR. ÜYESİ GÜLSÜM TANYELİ
İstanbul Teknik Üniversitesi / Lisansüstü Eğitim Enstitüsü / Mimarlık Ana Bilim Dalı / Restorasyon Bilim Dalı
Derece: Doktora, 2023
Konu: Mimarlık = Architecture

Özet:
İlk olarak 19. yüzyılda İngiltere'de gelişen demiryolu taşımacılığı hızla Amerika Birleşik Devletleri, Belçika, Avusturya, İtalya, Fransa, gibi birçok ülkede popüler bir ulaşım şeklini almış, ulusal ölçekten evrensel ölçeğe ulaşarak kitlesel gelişimin ve modernizasyonun altyapısını oluşturmuştur. Osmanlı İmparatorluğu da bu gelişmeye katılmış, ülke genelinde demiryolu inşaat faaliyetleri yürütmüştür. Demiryolu ulaştırma sistemi gelişerek ve ilerleyerek Erken Cumhuriyet döneminde de uygulanmaya devam etmiştir. Demiryolu hammadde ve sanayi ürünlerinin taşınmasına, askeri taşımacılığa, insan ve bilgi aktarımına olanak tanıyarak, ülkenin mimari, mühendislik, kentsel, sosyal, kültürel ve ekonomik yapılarındaki değişikliklere önemli ölçüde katkıda bulunmuştur.
Osmanlı İmparatorluğu'nda sermaye, bilgi, teknik ve teknolojinin yetersizliği nedeniyle demiryolu inşa faaliyetleri İngiliz, Fransız, Alman ve Rus girişimciler tarafından gerçekleştirilmiştir. Osmanlı Devleti kendi imkanlarıyla demiryolu inşa etmek için girişimlerde bulunmuş ancak Hicaz demiryolları hariç girişimler başarısızlıkla sonuçlanmıştır. Erken Cumhuriyet döneminde ise demiryolu yapım faaliyetleri daha çok yerli girişimciler tarafından gerçekleştirilmiştir.
Erken Cumhuriyet döneminin en önemli demiryolu projelerinden birisi olan ve kömür yolu olarak adlandırılan 415 km uzunluğundaki Zonguldak-Irmak demiryolu hattı tez çalışması kapsamında incelenmektedir. Demiryolunun eğitim ve inşa faaliyetlerindeki yerelleşmesini somut olarak yansıtan hattın tasarım ve inşa süreci çalışmada detaylı olarak anlatılmaktadır.
Demiryolu mirası istasyonlardaki yapılar ile güzergah üzerindeki köprü ve viyadükleri kapsamaktadır. Ayrıca teknik elemanlar, donatılar ve taşınır tüm varlıklar da bu kapsamda değerlendirilmektedir. Tez çalışmasında Zonguldak-Irmak demiryolu mirası köprüler, viyadükler, yolcu istasyon yapıları, şeflik yapıları, alimantasyon ve pompa istasyon yapıları, lokomotif depoları, lojmanlar gibi taşınmaz varlıklarının yanı sıra taşınır değerleriyle birlikte bütüncül bir şekilde ele alınmaktadır. Tespit ve belgeleme çalışmaları da Zonguldak-Irmak demiryolu mirasını tüm çeşitliliğiyle ortaya koymaktadır.
Zonguldak-Irmak demiryolu mirası aynı zamanda mimari, mühendislik, ekonomik ve sosyo-kültürel açıdan yerel, bölgesel ve ulusal ölçekte de incelenmektedir. İsveç ve Danimarka şirketler grubuna ait planlı bir yapılanmanın ve tasarımın ürünü olan hattın ulus aşırı önemine de vurgu yapılmaktadır. Ayrıca çalışmada hattın özgünlük ve bütünlüğü de tartışılmaktadır.
Zonguldak-Irmak demiryolu mirası yasal ve yönetsel kaynaklı koruma sorunlarına sahiptir. Tez çalışması kapsamında taşınır ve taşınmaz demiryolu mirasını tehdit eden tüm unsurlara detaylı olarak değinilmektedir. Sorunlar tespit ve tescil kararları ile koruma ve kullanıma yönelik müdahaleler başlığında ele alınmaktadır. Ayrıca yenileme, yeni kullanım ve yeniden işlevlendirme mirası tehdit eden diğer unsurlardır. Bu kapsamda Irmak, Çankırı ve Çatalağzı istasyon yapılarının yeniden kullanım projeleri, Çankırı istasyonu yenileme projesi ve Filyos Vadisi Projesi'ne de değinilmektedir. Ayrıca demiryolu mirasının korunmasında örnek ve öncü olan İngiltere'nin demiryolu ile ilgili koruma yasalarına ve uygulamalarına yer verilerek bütüncül bakış açısıyla Zonguldak-Irmak demiryolu mirasının korunmasına yönelik öneriler sunulmaktadır.

Abstract:
Railway transportation was first developed in England in the 19th century and it quickly became a popular mode of transportation in Europe such as Belgium, Austria, Italy, France and other countries. The Ottoman Empire also participated in this development, carrying out railway construction activities throughout the country. Railway transportation allowed for the transportation of raw materials and industrial products, military transportation, and the transfer of people and knowledge, contributing significantly to changes in the architectural, engineering, urban, social, cultural and economic structure of countries.
The construction of railway transportation system was carried out with the support of foreigners due to insufficient capital, knowledge, technique and technology in the Ottoman Empire. English, French, German and Russia entrepreneurs had gained concessions to build railways in Ottoman territories.Ottoman Empire had made attempts to construct railway but the initiatives had ended in failure except Hicaz railways. Railway construction activities continued in the Early Republican period with foreign and mostly domestic entrepreneurs supports.In the research,Ottoman and Early Republican period railway initiatives have been examined in terms of politic, geographic and economic. It has been also mentioned foreigns' and domestics' railway activities and technical progress in this field. The research has touched in detail the contribution of engineering education institutions to the development of technical knowledge and localization at railway activities. Railway has positively affected the socio-cultural and economic structure on local, regional and/or national scale along with urban development. The research has investigated the impact of the Zonguldak-Irmak railway on urban development and the economic and socio-cultural structure.
In the 19th century, mining coal was the most important fuel for obtaining steam power. Coal reservoirs were found in the Zonguldak region of Turkey in the same century. English, German and French entrepreneurs constructed railways in the Zonguldak Coal Basin during the Ottoman period. The railways in the Basin were not connected with each other so coal was transported within a short distance. Uninterrupted railway coal transportation from the Zonguldak Coal Basin to the inner regions of Turkey was carried out in the early Republican period. Swedish Nydqvist & Holm A.B. (NOHAB) company and Danish Kampmann, Kierulff & Saxild (KAMPSAX) and J. Saabye & O. Lerche companies undertook the construction of coal railway in 1927. The coal line was planned to reach from Ereğli (a region of Zonguldak Coal Basin) to Ankara (the capital of Turkey). However, the project was revised due to financial inadequacy. At the first stage, Irmak-Filyos line (390+260 km) was constructed. It was decided to complete the coal railway project so Filyos-Zonguldak (25 km) and Zonguldak-Kozlu lines (5 km) were constructed at the second and third stages. The construction of Irmak-Filyos was carried out by domestic engineers and contractors under the supervision of the Swedish-Danish group of companies. All of the planning, construction and supervision of Filyos-Zonguldak railway were carried out by domestic entrepreneurs. Zonguldak-Kozlu was constructed on entrustment to a local company. In this research, the design and construction process of Zonguldak-Irmak railway have been examined.
Zonguldak-Irmak railway 415 kilometer-length was one of the important transportation projects of the Early Republican period.The railway was planned to serve passengers, raw materials and industrial products transportation. It was designed and constructed according to the steam system and planned as a whole. Stations for maintenance and repair of steam locomotives and other rail-loading equipment were designed. Water organization structures and equipment were placed at certain kilometers of the line depending on the need of the steam system.
Zonguldak-Irmak railway heritage includes voyager station buildings, public toilets, district chief buildings, depot chief buildings, team houses, alimentation buildings, pump station buildings etc. In addition, railway bridges and viaducts, technical equipment and movable assets are other parts of the railway heritage. In this research, all movable and immovable assets of the Zonguldak-Irmak railway were determined and the diversity of heritage was recorded.
Zonguldak-Irmak railway buildings have been changing in time due to user interventions and other factors. In the research, the general layout of the stations and the change in the duration of use have been explained through Zonguldak, Çatalağzı, Filyos and Irmak stations.
The Swedish-Danish group of companies prepared type design projects of Zonguldak-Irmak railway buildings and bridges. Type project designs were built along the line. It has been seen from literature research that a large part of the scientific and academic studies have touched on the architectural features of voyager station buildings in Turkey. This research has approached the Early Republic railway architecture in a holistic way. Zonguldak-Irmak railway architecture, which have type project designs, have been mentioned through original architectural drawings. It has included not only voyager station building but also merchandise store, comfort station, district chief building, team house, doctor building, alimentation building and pump station building. In addition, the architecture of buildings which have the same function but different types of project design due to their order status have been touched on in the research. Railway bridge architecture has also been included in the study.
The movable and immovable railway heritage assets have been defined with illustrations. The preservation approaches and applications of the railway heritage in the world have also been mentioned and the activities of ICOMOS, UNESCO, TICCIH, E-FAITH, DOCOMOMO organizations related to the preservation of railway heritage have been examined in chronological order. In addition, all railway heritage in the UNESCO World Heritage List have been presented in table form.
Historical, architectural, economic, technical and technological, cultural landscape and transnational values of the Zonguldak-Irmak railway heritage have been examined .The architectural value of the line has been explained through the type project design of III. voyager station building, which has a national serial asset. The construction of the Zonguldak-Irmak railway line led to the establishment of many industrial structures in the region. The railway has not only formed the logistic part of the industry, but also contributed to the development of the country's economy on a local, regional and national scale.In addition, the line has also changed the cultural and social structure of the society. In the research, the industrialization of the region along with the railway has been explained in chronological order and the economic and socio-cultural values of the Zonguldak-Irmak railway have been clearly mentioned. Railway bridges and viaducts are important engineering and architectural works. Railway bridges, viaducts and tunnels have been built on difficult and rough terrain. These works have reflected the architectural designs and engineering solutions of that period. In the research, the technical and technological values of the line have been explained through these works. Zonguldak-Irmak railway rail-loading equipment, which were made by the NOHAB Swedish company, have been also mentioned because they have reflected European techniques and technology.
The Swedish-Danish group of companies have also played an active role in the transfer, development and improvement of railway technology and science on a transnational scale with the construction of Zonguldak-Irmak railway. Reinforced concrete and steel bridges, which were the new materials and techniques of that period, have reflected the engineering and architectural designs of the Swedish-Danish group of companies. Rail-loading equipment has also represented transnational examples of movable railway heritage. All of them have been examined as transnational values in the research. In addition, the authenticity and integrity of the Zonguldak-Irmak railway heritage have been also discussed.
Railway is considered as a locomotive part of industry, so its preservation problems are often mentioned within the same category of industry. However, in this research Zonguldak-Irmak railway heritage preservation problems have been assessed apart from industrial heritage.
Railway heritage has several preservation problems due to the legal and administrative deficiencies in Turkey. Zonguldak-Irmak railway has similar preservation problems as the other railway heritages in the country. All preservation problems of movable and immovable assets of the Zonguldak-Irmak railway heritage have been mentioned in this research. Technological developments such as the transformation of steam system into electrical systems and renovation projects carried out with the European Union in 2012-2016 have been the main threats for the heritage. As a result of these technological renovations, most railway buildings and stations have been out of use. Abandonment, negative effects of nature, vandalism, misuse are the other preservation problems of Zonguldak-Irmak railway heritage. Decision, permission and supervision mechanisms of Regional Council for the Protection of Cultural Heritage and Turkish State Railways have been examined through Zonguldak-Irmak railway preservation. The determination and registration decisions of the Councils have been also mentioned in the research. Renewal, reuse and refunctioning of the other threats of the heritage have illustrated reuse projects of Irmak, Çankırı and Çatalağzı railway buildings, Çankırı station renovation project and Filyos Valley project. In addition, preservation suggestions of the Zonguldak-Irmak railway heritage have also presented a holistic perspective by taking an example of England, which is a pioneer of this field.