Hicaz Demiryolu Foto Albumu

STANBULDAN
MEDNEYE
BR
TARH
BELGESEL
HCAZ DEMRYOLU
FOTORAF ALBM
ALBARAKA TRK
S TA N B U L D A N M E D N E Y E B R TA R H B E L G E S E L
HCAZ DEMRYOLU
FOTORAF ALBM
ALBARAKA TRK YAYINLARI: 12 KLTR KTAPLARI: 1 stanbul 1999
Tasarm/Representation Ekrem ahin Mizanpaj/Paging Zbeyir ifti Kapak/Cover Mustafa Aksay Renk Ayrm/Colour Separations Elma Prepress Bask/Printing Elma Basm Cilt/Binding Numune
Tm yayn haklar ALBARAKA TRKe aittir. Tantm amacyla yaplacak ksa alntlar dnda yayncnn yazl izni olmakszn hibir yolla oaltlamaz. All rights belong to ALBARAKA TURKISH FINANCE HOUSE Reproduction is not allowed in any ways unless a prior written permission of the publisher is obtained, except for brief excerpts for the purpose of announcing this work publicly. ADRES: ALBARAKA TRK ZEL FNANS KURUMU A.. Bykdere Cad. No:78 80290 Mecidiyeky/STANBUL Tel: (90.212) 274 99 00 Faks: (90.212) 272 44 70 Teleks: 27061 abrt tr - 26459 albt tr http://www.albarakaturk.com.tr e-mail: albarakaturk@albarakaturk.com.tr S.W.I.F.T.: BTFH TR IS
F R O M I S TA N B U L T O M A D I N A H , A D O C U M E N TA RY O F H I S T O RY
THE HEJAZ RAILWAY

ALBUM OF PHOTOGRAPHS
Introduction Osman Akyz Editor brahim Usul Text Writer Mustafa Aksay Research & Coordination mer Faruk Erten Translator Mevlt Ceylan
ALBARAKA TURKISH FINANCE HOUSE
FOTORAFLAR / PHOTOGRAPHS:
Mustafa Aksay, mer Faruk Aksoy, Berggren, Ali Sami Bey, Dr. Adnan Bykdeniz, S. Fettel, Abdullah Frres, Jules Gouin, J. Lazario, Niyazi Liman, Nadar, Murat zbey, Patrick Pierard, C. Sabounci, Mustafa Sar, stanbul niversitesi Ktphane ve Dkmantasyon Dairesi
Bu albmn hazrlanmasnda faydalanlan KAYNAK ESERLER / REFERENCES:

1. Dr. Ufuk Glsoy, Hicaz Demiryolu, stanbul 1994 2. Dr. Murat zyksel, Anadolu ve Badat Demiryollar, stanbul 1988 3. R. Tourret, Hedjaz Railway, Great Britain 1989 4. Paul Cotterell, The Railways of Palestine and Israel, Great Britain 1984 5. P. Pierard and Patrick Legros, Off-Road in the Hejaz, Dubai 1997 6. Engin Deniz Akarl, Belgelerle Tanzimat, Osmanl Sadrazamlarndan li ve Fuad Paalarn Siyas Vasiyyetnmeleri, stanbul 1978 7. Osmanl Dnemi Borsa ve Mali Sistemi (Borsa Rehberi 1928), stanbul Menkul Kymetler Borsas Yaynlar, stanbul 1990
S TA N B U L D A N M E D N E Y E B R TA R H B E L G E S E L
HCAZ DEMRYOLU
FOTORAF ALBM
Sunu Osman Akyz Editr brahim Usul Metin Yazar Mustafa Aksay Aratrma ve Koordinasyon mer Faruk Erten evirmen Mevlt Ceylan
ALBARAKA TRK
thaf
Bu almay; stanbuldan Badata, amdan Kutlu Kent Medineye dedikleri demir raylarla milletimizin umudunu elik bir gergef gibi ileyen dnemin yneticilerine; bu geni corafyann demiryollaryla kuatlmas almasnda byk bir umudun yeermesi iin kzgn lleri aln terleriyle sulayan aziz iilerimize ithaf ediyoruz.
Sunu
1854-1869 yllar arasnda Hariciye Nzr ve Sadrzam olarak Osmanl ynetim kadrolarnn en etkili ahsiyetlerinden biri sfatn hak eden nl Fuat Paa (Keecizde) lmnden ksa sre nce kaleme ald Vasiyetnamesinde dnemin Padiah Sultan Abdulazize u tavsiyede bulunur: Btn vatandalarn can ve mal gvenlii yasal gvence altna alndktan sonra Hkmet-i Seniyyenizin vazgeilmez bir grev saymas gereken ilk tedbir, yollarmzn yapmdr. Avrupa lkeleri kadar demiryoluna sahip olduumuz gn, Zt- Hmayununuz dnyada en nde gelen bir devletin banda olmu olacaksnz. Gerekten, btn zaaflarna ramen 19. yzylda dnyann hl en gl devletlerinden biri olma konumunu srdren Osmanl mparatorluunun yneticileri, siyas ve iktisad bir restorasyonun btn muhtemel yollarn denemek gerektiinin bilincindeydiler. mparatorluk topraklarn batdan douya kateden bir demiryolu ebekesi ina projesi de bu bilincin en ncelikli rnleri arasndayd. Hicaz Demiryolu olarak bilinen proje, bu byk restorasyon projesinin bir parasyd. Bir milletin kollektif hafzas, tarih bilincini ayakta tutmasyla yakndan ilikilidir. Hafzasn kaybeden insann iine decei kimliksizlik duygusu, toplumlar iin de fazlasyla geerlidir. Gelecein inasnda tarihe ve tarih bilincine den rol kmseyenler, bunun bedelini kimliksiz ve kiiliksiz bir toplum retmekle derler. Albaraka Trk, toplumumuzun kollektif hfzasnn gl bir tarih bilinciyle zenginletirilmesine yaplacak kltrel katklar bu topraklar zerinde yaayan her kurum ve kiinin iinde yaad topluma kar bir borcu olarak grmektedir. Elinizdeki bu alma, Albaraka Trkn kltr dnyamza mtevazi bir hizmeti olarak tasarlanm ve uzun sren yorucu bir almann sonunda su yzne kmtr. Bir tarih ve kltr belgeseli olan bu eserin ortaya kmasna katkda bulunan herkese tebrik ve teekkrlerimi sunar, kltrmze katky amalayan bu tr hizmetlerimize devam etme arzusunda olduumuzu ifade etmek isterim. Sayglarmla, Osman AKYZ Albaraka Trk zel Finans Kurumu A.. Genel Mdr
Teekkr
Albaraka Trkn kltr hayatmza kazandrd bu fotoraf albmnn kaynan, Polo TV Prodksiyon tarafndan hazrlanan Hicaz Demiryolu Belgeseli oluturmutur. Ekibimiz, stanbuldan Medineye uzanan 2614 kilometrelik demiryolu boyunca yapt film ve fotoraf ekimlerini, 14 ay sren youn bir alma sonucu gerekletirdi. Toplam 260 kaset / 130 saatlik ham grnt ve 2000 dia pozitif ve negatif ile gerekletirilen Hicaz Demiryolu ve Fotoraf Albm belgesel film almas, stanbuldan Medineye demir raylar deyen bir milletin, kaybettii deerlerine doru yaplan bir yolculuun addr. Bu yolculukta bizleri madd ve manev olarak destekleyen T.C. Babakanlk Tantma Fonu Kurulu, T.C. Kltr Bakanl ve Albaraka Trk bata olmak zere, gerek yurt ii ve gerekse yurt dnda desteklerini esirgemeyen tm kurum, kurulu ve kiilere teekkr bir bor biliriz. Bu uzun yolculukta, bata ailelerimiz olmak zere yardmlarn yreimizde hissettiimiz herkese ve zellikle de Hicaz Demiryolu Fotoraf Albmn yayn hayatmza kazandran Albaraka Trke kranlarmz sunarz. Bu uzun yolu katederken bir baka yolculua, asl ve ebed yurdumuza uurladmz kzmz Elif Aksayn yokluunun hznn de hep iimizde tayacaz. Umarz, lkemiz tantmnda bir ilki gerekletirecek olan Hicaz Demiryolu Fotoraf Albm kltr ve sanat yaammza katk salayacak byk almalarn oluumunda bir lokomotif vazifesi grr. Mustafa Aksay Polo TV Genel Mdr
X HCAZ DEMRYOLU FOTORAF ALBM C
Hicaz Demiryolu
stanbuldan Medineye, Osmanldan bugne bir yolculuun albm
Tarihin hzlanmas kavram, galiba en ok Osmanlnn son yzyl iin geerli bir kavramdr. 19. Yzyln byk blm ile 20. yzyln balarn kapsayan bu tarih kesiti, Batl byk gler ile Osmanl yneticilerinin kazanmak, yahut kaybetmemek iin btn maharetlerini sergiledikleri bir satran oyununun karlkl hamlelerine sahne olmutur. Osmanl topraklarnn demiryollar ile rlmesi projesi de, hem bu hamlelerden biri olarak, hem de imparatorluk corafyas zerindeki ticareti ve seyahati kolaylatrmay amalayan bir yatrm hamlesi olarak grlebilir.
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Osmanl topraklarnda ilk gerekletirilen demiryolu, ngilizler tarafndan 1851 ylnda inas balatlan ve 1856da iletmeye alan skenderiyeKahire demiryolu olmutur. 19. yzyln ikinci yarsndaki siyasi ve askeri gelimeler, Osmanl Devletini, ncelikle Rumelide ok daha kapsaml bir demiryolu a kurmaya sevk etmiti. 1870 ylnda balayan ve 1888 ylnda tamamlanan ksmlar ile 1279 km uzunluundaki Rumeli demiryollar projesi, Paris, Viyana ve Berlin gibi Bat bakentlerini stanbula balad. stanbul, tarih boyunca hep yolculuklarn balang ve biti noktas oldu; Bat iin sihirli bir dnya, Dou iin ulalmas g bir ryayd! te bu iki dnyay, Dou ile Baty birbirine balamak ve btn semavi dinlerin beii olan kutsal topraklara, Mekke, Medine ve Kudse ulamay kolaylatrmak amacyla btn blgeyi kuatacak bir demiryolu ina projesi fikri stanbulda g kazanmaya balad. Bu projenin gerekletirilmesi, ayn zamanda imparatorluun bu topraklar zerindeki asker ve siyas otoritesinin glenmesine de katkda bulunacakt. Hicaz Blgesine bir demiryolu yaplmas fikri ilk olarak Amerikal mhendis Dr. Zimpel tarafndan 1864 ylnda ortaya atlm, 1891de Hicaz Komutan Osman Nuri Paa, Ciddeden Mekkeye kadar denecek bir imendifer hattnn blge iin nemi zerine Padiaha bir mektup gndermiti. Ancak bu konuda en nemli alma za-
mann Cidde Evkaf Mdr olan Arap zzet Paa lakapl Ahmet zzet Efendiye aitti. zzet Efendi 1891 ylnda sunduu lyihasnda, amdan Medineye kadar getirilecek bir demiryolunun Hicaza ynelik d saldrlar ile blgede kabilecek i isyanlara kar nemli bir savunma vastas olacan, ayn zamanda da Hac ibadetini byk lde kolaylatracan yazmaktayd. Padiahn ilgisini eken bu teklif incelenmek zere Komisyon- Asker yesi Korgeneral Mehmed akir Paaya havale edilmi, Paa kendisine gnderilen lyihay yalnz tedkik etmekle kalmayp, demiryolu hattnn fizibilitesini de kararak, gzergh gsterir bir harita ile birlikte padiaha sunmutu. Bu dnemlerde Osmanl Demiryollar, byk devletlerin birbirleriyle kyasya rekabet ettikleri yatrmlar haline geldi. Demiryollar projesine her Avrupa devleti kendi siyasi ve ekonomik karlar asndan yaklarken, Osmanl devlet adamlar, Batllarn beklentileri ile, Osmanl Devletinin askeri ve ekonomik karlar arasnda bir denge salamaya alyorlard. Bundan dolay devlet, demiryolu imtiyazlarnn datmnda bir hayli skntlar ekiyor, Avrupal irketlerden birini dierinden daha gl ve avantajl klmamaya zen gsteriyordu.
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zellikle Sultan II. Abdlhamitin uygulad bu hassas denge politikas, Avrupada yeni bir g olarak beliren Almanyaya nemli ekonomik avantajlar getirecekti. Smrge ve pazar kapma yarna biraz ge balayan Almanya, Osmanl topraklarnn sahip olduu yeralt ve yerst zenginliklerinden yararlanabilmek amacyla, 19. yzyln sonlarna doru, bu verimli topraklara ynelmiti. 1885 ve 1888 yllar arasnda Anadoluya gnderilen uzmanlarn yaptklar aratrmalarda, bu topraklarda buday ve tahln yansra, Alman tekstil sanayii iin gerekli olan pamuun yetitii, ayrca takmr ve petroln varl vurgulanyordu. Almanyann bu karc yaklamna karn, ngiltere, Fransa ve Rusyann aksine Osmanl Devletinin toprak btnlne gz dikmemesi, Bab- linin bu devlete daha yumuak bakmasna neden oluyordu. Padiaha gre Almanlar, yalnzca iktisad ve mal menfaatler peindeyken, dier byk devletler Osmanly iten ie paralama yarna kmlard. Bundan tam 100 yl nce, Alman mparatoru II. Wilhelmin ikinci defa stanbulu ziyareti, Osmanl-Alman siyas ve ticar mnasebetleri asndan bir dnm noktas olmu, 1888de Anadolu Demiryollarnn ina ve iletme imtiyazndan sonra, 1898de o tarihe kadar yabanc sermayeye sunulan en byk demiryolu yatrm
olan Badat Demiryollarnn imtiyaz da Almanlara verilmiti. II. Wilhelm 21 Ekim 1898 gn Anadolu Demiryollar irketinin tahsis ettii zel bir trenle Anadolu ilerine doru bir geziye kt. Gezi sresince Anadoludaki Alman Demiryolu giriimcilii hakknda izlenimler edindi. Dier Avrupa devletlerine kar bir gvde gsterisine dnen bu gezisi srasnda II. Wilhelm, amda Selahaddin Eyyubinin mezar banda yapt konumada Sultan Abdulhamide misafirperverlii iin teekkr ediyor, padiahn ve nderi olduu 300 milyon Mslmann dostu olduunu aklyordu. Bu dostluu, Baalbekteki Jpiter tapnann duvarna astklar Osmanlca ve Almanca iki kitabe ile perinliyorlard. Almanyay stanbul vastasyla Basra krfezine balayacak olan Badat Demiryolu projesinin Alman sermayesince gerekletirilecek olmas, Batl devletleri olduka tedirgin etti. ngiltere, Almanyann nfuz blgesini demiryolu vastasyla Ortadou ve Basraya kadar yayp, ileride Hindistan tehdit edebileceini dnyordu. te yandan Fransa; Suriye ve Filistindeki karlar asndan benzer endieler tarken, Ruslar, Badat Hattnn Dou illerinden geirilmemesini istiyordu. Avrupal devletlerin tepkilerini yumuatmak iin verilen baz tavizlerle birlikte, inaatna 1903 senesinde ba11
lanacak olan Badat Demiryolu, ara sra yavalamasna ramen devam edecek ve Almanya ile ngiltere arasnda sonucu I. Dnya Savana varacak olan amansz bir rekabet ve politik mcadeleyi de beraberinde tayacakt. Sultan II. Abdulhamit, Almanlarla Badat Demiryolu anlamasnn yaplmasnn ardndan, ok uzun zamandan beri hayal ettiini syledii Hicaz Demiryoluna ait iradesini 2 Mays 1900 tarihinde yaynlad. Hicaz Demiryolu, bir bakma Badat Demiryolu hattnn devam niteliinde idi. Her iki demiryolunun birletirilmesi ile mparatorluun bakenti olan stanbul, am zerinden kutsal Mekke ve Medine kentine balanacakt. Sultan, Anadolu Demiryolu irketi Genel Mdr Dr. Zandere, demiryolu kanal ile stanbuldan kutsal kent Mekkeye ulama isteini kalbinde hissettiini sylemi, en ksa zamanda Badat Demiryolundan Hicaza bir balant hatt yaplmasn istemiti. Yaplan hesaplara gre stanbuldan Mekkeye demiryolu ile ulam 120 saatte gerekleebilecekti. Dier Osmanl Demiryollarnn aksine Hicaz Hatt, yabanc irketlere ihale edilmeyecek ve btnyle i kaynaklardan finanse edilecekti. leride Badat hattyla da birletirilmesi dnlen bu yeni demiryolu, amdan ba-
layarak nce Medine ve ardndan da Mekke ve Ciddeye uzatlacak, daha sonra Yemen ve orta Arabistan zerinden Badat ve Basraya doru gtrlecek ve slam dnyasnn gurur kayna olacakt. Sultann aklamas balangta tm Avrupal glerce mstehz bir eda ile karlanmt. Sultana yaknl ile bilinen Alman Bykelisi Marshall Von Bieberstein Dilerine gnderdii raporunda akl banda olan hibir insan, bu dinsel amal 1200 kilometrelik demiryolunun yaplabileceine inanmaz diyordu. Hicaz Demiryolu projesi, slm dnyasnda ise cokuyla karland. Osmanl, Hindistan, ran ve Arap basnnda aylarca en arlkl konu olarak yer ald. stanbulda yaynlanan Sabah Gazetesi, demiryolundan kutsal hat ve halifenin en muhteem eseri olarak bahsediyordu. Szkonusu olan bir Osmanl demiryolu deil, bir inan yolu idi. Hicaz Demiryolunun tahmin maliyeti 4 milyon lira olarak hesaplanmt. Bu rakam, 1901 yl devlet btesindeki harcamalarn %18ini tekil ediyordu. stelik hazineden ek denek ayrmak da imkanszd. Devletin skntl bir dneminde maliyeti bylesine yksek bir projenin gerekletirilmesi iin finansman meselesinin toplanacak balarla zmlenmesi, inaatn balangcnda ortaya kacak acil para ihtiyacn karlamak zere de Ziraat Bankasndan kredi alnmas kararlatrld. Padiah, Hicaz Demiryoluna 50.000 lira bata bulunarak kampan12
yay balatt. Onu dier devlet erkn, st seviyedeki brokratlar ve askerler izledi. ok sayda memur, kendi arzularyla birer maalarn Hicaz hattna balad. Resmi nitelikteki yardmlar halkn balar takip etti. ocuundan byne, kadnndan erkeine binlerce Osmanl vatanda yardmda bulundu. Gerekten de dnyann drt bir tarafndan yaan balar, gerekli sermayenin nemli bir blmn salad. Srf Hindistandan gelen ba, 40.000 liraya yaknd. Hindistanda bu i iin zel bir komite oluturulmutu. Hindistan ve Msrllar bir anlamda yaptklar yardmlarla ngiliz ynetimine olan honutsuzluklarn da ifade etmi oldular. Fas, Tunus, Cezayir, Rusya, in, Singapur, Hollanda, Gney Afrika, mit Burnu, Cava, Sudan, Pretorya, BosnaHersek, skp, Filibe, Kstence, Kbrs, Viyana, ngiltere, Almanya ve Amerikadaki Mslmanlar Hicaz Demiryolunun yapm iin bata bulundular. Hatta Mslmanlarn dnda, Almanlar, Yahudiler ve birok Hristiyan bile bata bulundu. Fas Emiri, ran ah ve Buhara Emiri gibi devlet idarecilerinden de yardmlar geldi. 1908 ylna kadar toplanan ba miktar 1.127.893 liraya
ulamt ki, bu miktar toplam gelirin % 29unu oluturmaktayd. Bata bulunanlar dllendirmek iin, nikel, gm ve altn Hicaz Demiryolu Madalyalar ihdas edildi ve bu madalyalar halk ba yapmaya ynlendirmede byk rol oynad. Madalyalar ile birlikte verilen beratlarda kimin ne kadar yardmda bulunduu ak olarak belirtiliyor ve bu beratlar ile madalyalar ailenin en byk erkek ocuuna veraseten devrediliyordu. Balardan sonra Hicaz Demiryolu inaatnn en nemli gelir kaynan %22lik bir payla resmi kt ve evrak ile birlikte ilmhaberler oluturmu, vergi ve harlar, kurban derileri haslat ve baarl bir mal idare sayesinde inaatn balangcndan bitim tarihine kadar her sene gelirler giderlerden fazla olarak gereklemitir. ngiliz yazar R. Tourret, Hicaz Demiryolu kitabnda dnyada belki de borsuz, faiz demesi olmayan ve tamamlandnda kra gemi tek demiryolu olarak bahsediyor bu projeden. te, inan yolu veya kutsal yolculuk olarak da adlandrlan Hicaz Demiryolu, bugnk Suriyenin bakenti am kentinden balayp Suudi Arabistann Medine kentine kadar uzanacak ve srailin Hayfa limanna bal yan yolu ile birlikte toplam uzunluu 1766 kilometreyi bulacak zor ve meakkatli, fakat o derece gurur verici bir eserin ad olacaktr. Hicaz Demiryolu inaat, 1 Eyll 1900 tarihinde yaplan resm bir trenden sonra fiilen balad. Demiryoluna
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1.05 metre aklkta dar hatl raylar dendi. Dar hattn tercih edilmesindeki en nemli sebep, maliyetinin dier hatlara gre daha ucuza gelmesi ve yapmnn daha kolay gereklemesiydi. Ayrca, yapmna 1900de balanan Beyrut-am-Mzeyrib hattnn dar hat olmas da Hicaz Demiryolu ile bir btnlk salayacakt. Ancak, Anadolu, Badat ve Kuzey Suriye demiryollarnn normal hatl olmas, Hicaz Demiryolu ile ayn btnl tekil etmesine engeldi. Demiryolunun teknik ilerinin idaresi Alman Mhendis Meissnere verildi. leriki yllarda ok nadir olarak bir yabancya verilen Paa unvann alacak olan Meissner ile birlikte onyedisi Trk, onikisi Alman, bei talyan, bei Fransz, ikisi Avusturyal, biri Belikal ve biri de Rum olmak zere toplam 43 mhendis alyordu. naatn ilerlemesiyle birlikte Avrupal mhendislerin says azalrken Osmanl mhendislerinin saysnda art olacak, kutsal topraklardaki inaat tamamen Mslman mhendisler gerekletirecekti. Hicaz hattnn iilii byk lde asker birliklerce yapld. Saylar 7500 bulan Osmanl askerleri, balarnda bulunan subaylarn idaresinde inaatn daha ok dz ilerinde alyordu. Piyade taburlar toprak kazma, ta ocaklarndan ta karma, traverslerin altlarna ta yerletirme, duvar rme gibi ilerde istihdam edilirken, istihkm bl erleri demircilik, marangozluk, ateilik ve makinistlik gibi ileri gryorlard. Telgraf mfrezesi ise hattn
telgraf ilerinde ve istasyonlarn haberleme memurluklarnda grev almt. Hicaz hattnda grevli bahriye taburlar ise Beyrut ve Hayfa limanlarna gelen demiryolu malzeme ve aralarnn nakliyatnda alyordu. Hicaz Demiryolunda alan erlere cret dendii gibi bir yl da erken terhis ediliyorlard. Asker birliklerin yansra hat gzerghnda yaayan ve amele-i mkellefe olarak adlandrlan yerli halk ile Avrupal ustalardan da yararlanld. Bilhassa uzmanlk gerektiren tnel ve istasyon yapm, dinamit patlatma ve kayalar delme tr ilerde talyanlar, Arnavutlar, Filistinliler ve Rumlar grevlendirildi. Demiryolu yapmna ilk olarak am-Dera arasnda baland. 1903te Ammana, 1904te Maana ulald. Maandan Akabe krfezine bir ube hatt yaplarak Kzldenize klmak istendi ise de ngilizlerin kar kmalar sonucu gerekletirilemedi. Daha nce yapm imtiyaz bir ngiliz irketine verilmi olan Hayfa Demiryolu, inaat malzemeleri ile birlikte satn alnarak, 1905te tamamland ve Dera, Yermuk vadisinden Hayfaya baland. Bylelikle Hicaz Demiryolu Akdenize ulam oldu. O zamana kadar tarihi Akka ehrinin yanbanda kk bir kasaba konumunda olan Hayfa, Hicaz demiryolunun ve limannn yapm ile bir anda geliti ve bugn blgenin nemli bir ulam merkezi haline geldi.
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Demiryolunun Maana varmasndan sonra inaat ile iletme ileri birbirinden ayrlarak bir iletme idaresi kuruldu ve demiryolunda ilk defa olarak 1 Eyll 1905 ylnda yolcu ve eya tanmaya baland. Ayn sene Mudevveraya ve 1 Eyll 1906 tarihinde de Medyin-i Slihe ulald. Bu noktadan sonraki inaatn tamam Mslman mhendis, teknisyen ve iiler tarafndan gerekletirildi. el-lya 1907de ve nihayet Medineye 31 Austos 1908de varld. O tarihe kadar toplam 1464 kmyi bulan Hicaz Demiryolu, Sultan Abdlhamitin tahta knn 33. yldnm olan 1 Eyll 1908 tarihinde yaplan resm bir trenle btnyle iletmeye ald. Hicaz Demiryolu, I. Dnya Savana kadar youn bir ekilde kullanld. amdan Ammana her gn, Medineye ise haftada gn seferler yaplyordu. Trenler, Pazartesi, aramba ve Cumartesi gnleri sabah 7.30da amdan hareket ediyor ve 4. gn leden sonra saat 3te Medineye ulayordu. Medineden dn gnleri ise Sal, Perembe ve Pazar gnleri idi. Ayrca haftada bir amdan ve Hayfadan yemekli ve yatakl ekspres seferi dzenleniyordu. Bu zel trenin Medineye var sresi sadece 48 saatti. Bu seferlerin dnda Medineye yk ve su tayan programl ve programsz tren seferleri bulunmaktayd. Hattn Hayfa ubesinden ise, ama her gn yaklak 12 saat sren dzenli
tren seferleri yaplmaktayd. Gerektiinde ek seferler dzenleniyor, hareket saatleri namaz vakitlerine gre ayarlanyordu. Hicaz Demiryolunun lokomotif, vagon, ray ve elik traverse gibi nemli makine ve malzemeleri bata Almanya olmak zere, Belika ve Amerikadan saland. Baz yolcu vagonlar ve elik raylar da Tersane-i mirede imal edildi. Yurt dndan ithal edilen demiryolu malzemesi inaatn ilk yllarnda denizyolu ile Beyruta getiriliyor ve oradan Beyrut am Mzeyrip hattyla Franszlara gei creti denerek ama tanyordu. Hayfa ubesinin yaplmasndan sonra bu masraftan kurtulundu ve malzemeler Beyrut yerine Hayfa limanna boaltlp, bu yeni hat ile Deraya tanmaya baland. naatn ilk yllarnda traversler Anadolu ve Makedonyadaki ormanlardan kesilen aalardan yaplrken, daha sonraki aamalarda bu uygulamadan vazgeilerek elik traversler kullanlmaya baland. Demiryolu boyunca 7 byk bakm nitesi bulunmaktayd. Bunlar Kadem, Dera, Maan, Tebuk, Medyin-i Slih, Medine ve Hayfadr. lerinde en byk olan, amn Kadem istasyonu bnyesinde 43200 metrekare bir alan zerine kuruldu. Bugn hl faaliyette olan ve bir mzeyi andran bu dev atlye, blgede ilk defa elektrik enerjisi kullanan mekan olma zelliini de tamaktadr. Kadem-i erif olarak da anlan bu istasyon, Hicaz Demiryolunun balangta ilk istasyonu idi.
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1911 ylnda demiryolu, Kademden amn merkezine doru 3 kilometre daha uzatlarak amn tam orta yerindeki modern yeni istasyon binasna kavutu. Bu istasyon binas, bugn hl faaliyette ve Suriyedeki Hicaz Demiryollar Genel Mdrlnn merkez binasdr. Hicaz Demiryolunun inaat srasnda birok kpr, istasyon, tnel, menfez, glet, eme, fabrika, hastane, dkmhane, okul, mescit, karantina, tamir atlyesi vs. yapld. Baz istasyonlarda postaneler ve telgraf merkezleri kuruldu, zellikle Hicaz Telgraf Hatt resm ve sivil haberlemede ok byk kolaylklar salad. Demiryolu dnda yaplan inaat faaliyetlerinden bazlar unlardr. amda Lokomotif, vagon tamir ve bakm atlyesi, Medine tren ve lokomotif bakm atlyesi, 2.666 adet krgir kpr ve menfez, 7 adet demir kpr, 9 adet tnel, 96 adet istasyon, 7 adet glet, Hayfa, Dera ve Maanda fabrika, Hayfada iskele, ambarlar, dkmhane, boruhane, Maanda otel ve hastahane, Tebukde hastahane, 37 adet su deposu. 1 Eyll 1900de amdan balayp 1 Eyll 1908de Medinede noktalanan Hicaz Demiryolunun maliyeti 3.357.819 Liray bulmutur. Yaplan ilave hatlar ve yan balantlarla 1916da 1.766 kmyi
bulan demiryolunun toplam maliyeti 4.558.000 Lira olmutur. Bu maliyet o gn 86.602.000 Alman Markna eitti. II. Abdlhamidin tahttan indirilmesine kadar Hamidiye Hicaz Demiryolu olarak anlan ve 18 Ocak 1909dan itibaren de sadece Hicaz Demiryolu olarak bilinen hat, yaplan ube hatlar ile beraber 1918de 1.900 kmyi amtr. Yapm btn Mslmanlarn ortak istei olan Medine-Mekke ve Mekke-Cidde hatlar ise btn gayretlere ramen gerekletirilemedi. 1916 Haziranndaki isyandan sonra demir yolunun tahribini nlemek ve kullanma ak tutulmasn salamak iin ok aba sarfedilmesine ramen muvaffak olunamad. Medine Komutan Fahrettin Paann, Mondros Mtarekesinin 16. maddesi gereince 7 Ocak 1919da imzalad artnme gerei Medineyi teslim ve tahliye etmesi ile birlikte Hicaz Demiryolu zerindeki Osmanl hakimiyeti de sona erdi. Medinede bulunan Mukaddes Emanetler ile binlerce sivil halkn Suriyeye gnderilmesi bu demiryolu sayesinde oldu. 1910da trenlerle tanan sivil yolcu says 168.448, 1913te 232.563 olarak gerekleti. 1908den 1913e kadar toplam 968.000 sivil yolcu tand. Senede ortalama 16.000 hac Hicaz Demiryolunu kullanmaktayd. 2 lira olan amMedine aras Hac yolculuu yaklak 72 saatte gerekleiyordu. Demiryolu, sebze, meyve, tuz, pirin, merubat, ttn,
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un, kmr gibi ticari eya ile hayvan nakliyat iin de nemli bir ulam vastasyd. 1910da yaklak 66 bin ton, 1913te 112 bin ton ticari eya nakledildi. Ayn yllarda tanan hayvan says ise 1910da 2788 ve 1913de 6477 olarak gerekleti. 1910 ylnda 367.890 Lira gelir, 71.167 Lira kr, 1913 ylnda ise 329.647 Lira gelir, 78.619 Lira kr elde edildi. Demiryolunun iletmeye almasndan sonra Amman, Maan, Tebuk, Dera, Hayfa ve el-Ul ksa srede geliti ve kalabalk bir nfusa sahip oldu. Demiryolundan am da nasibini byk lde ald ve ticar faaliyetlerinde byk gelimeler oldu. Lokal retilen mallarn uzak pazarlara ulatrlmas, imar ve ina faaliyetlerinin artmas, bir ok kamu binasnn yaplmas demiryolunun gzergha getirdii deiimin sonucu idi. Turistik amala zel tren seferleri dzenlendi. Bir ksm Bedevlerin yerleik hayata getii, baz erkez muhacirlerin demiryolu yaknlarna yerletii grld. Hicaz Demiryolu, ksa mrne ramen, nemli asker, siyas, ekonomik ve toplumsal sonular meydana getirdi. Yabanc sermaye tarafndan yaplan demiryollarnda istihdam edilmeyen Mhendislik Mektebi mezunu pek ok Trk mhendisinin de ilk tecrbe ve yetime yeri oldu. Cumhuriyet Demiryollarnn yapm aamasnda gerekli olacak bilgi, bece-
ri ve tecrbe birikiminin temeli Hicaz Demiryolu ile saland ve azmsanmayacak kadar ok teknik eleman yetiti. Bugn, Suriyede kalan Hicaz Demiryolu, ayn isimle bir Genel Mdrlk altnda turistik amal olarak iletilmektedir. Byk bir ksm Suriyede bulunan orijinal lokomotifler ve vagonlar tamir edilerek zellikle yaz aylarnda sefere konmaktadr. Raylar ve traversler orijinal olarak tarihe tanklk etmektedirler. Suriye snrndan Suudi Arabistan snrna kadar olan rdndeki Hicaz Demiryolu da iletilmeye devam etmektedir. Burada da orijinal buharl trenlerle seyahat etme imknna sahip olabilirsiniz. Tarih Cesm Kprs btn gzellii ile kullanmdadr. Suudi Arabistan snrlar ierisinde bulunan demiryolu atl bir hldedir ve ou yerde demiryolundan eser kalmamtr. Fakat buralarda bile, demiryolu yata, hl yolunu kaybedenler iin bir klavuz olarak durmaktadr. stasyon binalarnn ve kprlerin byk bir blm ayakta ve hatta bakmszlklarna ramen iyi durumdadrlar. zellikle Medyin-i Slihteki stasyon binas ve mtemilt onarlm bir ekilde bu blgedeki Hicaz Demiryolunu temsil etmektedir. Medine stasyonu ise ok ksa bir zaman nce onarlm ve ziyarete alm bulunmaktadr. Hayfa ve Kuds stasyonlar, bu blgenin nemli birer istasyonlar olarak varlklarn devam ettirmekte iseler de gerek sraildeki ve gerekse de Lbnandaki Hicaz Demiryollar yaanan
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savalar neticesi ksmen imha edilmi olup atl bir ekilde durmaktadr. Kimi istasyonlar harabeye dnm, kimileri ise blge sakinleri tarafndan mesken olarak kullanlmaktadr. Hicaz Demiryolu, meydana getirdii maddi sonularn yansra, insanlarmzn ortak bir hedef ve ideal etrafnda yardmlama ve dayanma bilincinin olumasna da nemli bir katk salamtr.
The very first railway constructed in the Ottoman lands was the line between Alexandria and Cairo, which was built (18511856) by the British. In the second half of the 19th century, changes in military and world politics forced the Ottomans to construct railways extensively, mainly in Rumelia. The Rumelian railway was put into action in 1870. By 1888 it was 1279 km long and connected western cities like Paris, Vienna and Berlin to stanbul. Throughout history, stanbul has always been a starting and ending station of the journeys. It was a spellbound world for west, and east; it was a dream impossible to attain!
The Hejaz Railway

The album of a voyage from Istanbul to Medina, from the Ottoman to today.
Probably the concept of the speed up of the history is at most valid concept for the last century of the Ottoman. This era, includes the big part of 19th century and the beginnig of 20th century, was became the scene of mutual turn at a chess play among the rulers both of the Western big powers and the Ottoman, showed their all cleverness in order to win or not to lose. Also the project of knitting of the Ottoman lands with railway can be seen as one of these attacks and an investment attack intented to facilitate commerce and travel on the Empires geography.
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The idea of constructing a railroad to connect these two worlds, East and West, and make it easier to reach to the holy lands that were the cradle of all holy religions, and to reach Mekkah, Madinah and Jerusalem, became the dominant notion in stanbul. The realisation of this project would at the same time contribute to the strengthening of the Empires military and political authority on these lands. The idea of a railway in the Hejaz region was first put forward by the American engineer Dr. Zimpel in 1864. Osman Nuri Pasha, the Commander of Hejaz, sent a letter to the Padishah in 1891, stating that a railway between Jeddah and Makkah is important for the regions. The first serious research was done by Ahmad Izzad Pasha (known as Arab Izzad Pasha), the head of Jeddah Awqaf. Izzad Pasha in his statement (1891) emphasised that a railway between Damascus and Madinah would be useful against any attack on Hejaz or to suppress any internal upheavals. At the same time, a journey to Hajj would be easier and more comfortable. His letter caught the attention of the Padishah, and he asked Mehmed akir Pasha to study the letter. The Pasha was quick to send the Padishah a feasibility report and a map of the region. In this period, the great powers of the time competed with one another to win the rights to
construct the Ottoman railways. Whilst every European country was approaching for the investment on railways, according to their own political and economical gains, the Ottoman statesmen were trying to keep a balance between western interests and the Ottomans military and economic interests. Because of this delicate relationship in the international arena The Ottoman State was walking on a tight-rope; trying not to make one European company more advantageous than another in relation to railway concessions. Sultan Abdulhamid the Second pursued a balanced policy and this was going to give economic advantage to an emerging super power of Europe; Germany. Germany coming late to the colonial scene, towards the end of the 19th century, cast eyes on the prosperous and fertile Ottoman land, in order to benefit from their overground and underground resources. The German researchers sent to Anatolia (1885-1888) prepared a report emphasising the rich resources of wheat and cereal, and cotton as an essential product necessary for the German textile industry. The discovery of petroleum and stone-coal was important for the German industry. Unlike Britain, France and Russia, Germany had no interest in the Ottoman Lands. Because of this, the Sublime Porte was inclined to favour her. According to the Padishah, The Germans were only after economic and financial advantages, whereas the other great powers are racing with each other to divide the Ottomans from within. Exactly 100 years ago, the German Emperor Wilhelm the Second visited stanbul for a second time. His visit was a turning point in 19
the Ottoman-German political and trade relationship. After the Anatolian Railway construction and management (1888), in 1898 came the Baghdad Railway concessions. The largest concessions given to a foreign capital were to Germany. Wilhelm the Second set out for a trip inside Anatolia on 21st October 1898. A private train was allocated by the Anatolian Railway Company; and during his journey he observed the German Railway entrepreneurship. His visit turned out to be a show of force against other European countries. Wilhelm the Second made a speech in Damascus in front of Salahadden Ayyubis tomb, and thanked Sultan Abdulhamid for his hospitality and declared his friendship with the Padishah and his 300 million Muslim subjects. The Baghdad Railway project was going to connect Germany to the Gulf via stanbul. The Western powers became irritated; Britain suspected that the railway would allow Germany to take her influence to the Middle East and from there she might threaten India in the future. France also was thinking along the same lines because of her interest in Syria and Palestine. Russia was also against the Baghdad Railway crossing from eastern towns. The construction of the Baghdad Railway started in 1903. From time to time the construction slowed down, due to concessions given to the western powers to soften their reactions to the project. This railway would carry economic and political competition between Germany and Britain into the First World War. On 2nd of May 1900 Sultan Abdulhamid the Second, after signing the Baghdad Railway agreement with Germany, he announced his dream of constructing the line: The Hejaz Railway. In a way it was the extension of the
Baghdad Railway. By connecting the two railways, stanbul the capital would be connected via Damascus to Makkah and Madinah, the holy places. The Sultan mentioned his wish to travel to holy Makkah by railway from stanbul, to the General Manager of the Anatolian Railway Company, Dr. Zander, and asked him to build another line; the Hejaz Railway in the shortest possible time. According to calculation, the journey from stanbul to Makkah would take 120 hours by train. The Hejaz Railway, unlike other Ottoman Railways, would not place orders with foreign companies, but would be totally financed by employing domestic resources. In future the line concerned would be connected to the Baghdad line, starting from Damascus, continuing to Madinah, Makkah, Jeddah and also at later stages, to Yemen, via central Arabia. The line would be constructed and connected to Baghdad and Basra, and this work hopefully would be a source of honour for the Muslim world. Europeans were very cynical about the Sultans announcement. Marshall Von Bieberstein, the German ambassador who was known for his friendship with the Sultan, sent a report to the German foreign office, noting: No reasonable man can believe that a 1200km long railtrack can be constructed on religious grounds. The Hejaz Railway project received an enthusiastic approval by the Ottoman, Indian, Iranian, and Arab media who wrote in detail about it. The Sabah newspaper, which was published in stanbul referred to the railway as a holy line and wrote that it would be a magnificent work of Khalifah. It was not an Ottoman railway but railway of the faith. 20
The estimated cost of the Hejaz Railway was 4 million liras. This figure was 18% of the 1901 budget. It was also impossible to supplement it with additional payment from the Treasury. The state was in financial difficulty. Thus it was decided that donations would be the only source of financing the project, and also that they should draw credit from the Ziraat Bank in order to deal with the urgent financial need at the time of construction. The Padishah donated 50.000 lira from his personal purse to the Hejaz Railway and opened the way for donations. Other statesmen, high-ranking bureaucrats and military personnel followed in his footsteps. Most of the civil servants voluntarily donated a month of their salaries to the Hejaz line. People also donated. From children to old folks, all Ottoman citizens donated whatever they could. With the donations from other parts of the Empire, an important sum was collected. From India the donation was about 40.000 liras. A special committee was set up in India for this purpose only. Donations from India and Egypt were seen as a protest against the British rule. From Morocco, Russia, China, Singapore, Holland, South Africa, and America, donations flooded in and contributed immensely to finance the Hejaz Railway. The Shah of Iran, the King of Morocco, and the King of Bukhara also contributed. To reward the people who donated to the project, some bronze, silver, and gold Hejaz Railway Medals were issued. After donations, 22 percent of total income for the Hejaz Railway stemmed from various taxes stamp duties levies sheepskins the income of the Hejaz Railway outweighed the
expenditure. The British writer R. Tourret in his book titled The Hejaz Railway says, perhaps this first railway in the world has no debts, no interest payments. It was already making profits by the time of completion. Here is the Hejaz Railway: The Road of Faith or The Holy Journey. Starting from todays capital of Syria, Damascus, it will go to Saudi Arabias Madinah city and with its connecting line to Israels Haifa harbour it will sum up a way of 1750 km long. It is a monument that makes one proud. The construction of the Hejaz Railway started with an official ceremony held on 1st September 1900. 1.05m wide narrow-gauge line was laid down. The reason for preferring a narrow-gauge line was that the cost was less than other lines, and also easy to lay down. Furthermore, the Beirut-Damascus-Muzayrib line was also narrow-gauge line that would be compatible with the Hejaz Railway. But the Anatolian, Baghdad, and northern Syrian lines were normal lines which posed an obstacle in establishing unity with the Hejaz Railway. The German engineer Meissner was appointed as the manager responsible for the technological side of the works. He was one of the few outsiders who were awarded with the title Pasha. Seventeen Turkish, twelve German, five Italian, five French, two Australian, one Belgian and one Greek, in total 43 engineers worked with him. As the construction went on the number of European engineers decreased and the number of Ottoman engineers increased. In the Holy Land all Muslim engineers were responsible for the construction. The military provided a labour force for the project: 7500 Ottoman soldiers mostly did the manual jobs. The Infrantry Regiment was used in digging and cutting stones from stone quarries, laying stones under sleepers, putting up walls. Also the battalion of military engineers were used as blacksmiths, carpenters, stokers, engine 21
drivers. The Communication Column was active in communicating between stations and the overall line communications. The Sea Battalion was working to transport the equipment destined for the Hejaz Railway. Besides the Militarys assistance, people who lived by the line were furthermore, referred to as Dutiful Workers. European foremen also worked in the construction, particularly in the areas where expertise was needed, like exploding dynamite, cutting stones and building stations. Italians, Albanians, Palestinians, and Greeks were employed. At first the construction started between Damascus and Dera. The track to Amman in 1903 and to Dera in 1904 was completed. The Ottomans desire was to build a line to Akabah from Maan that would give an opportunity to open an access route to the Red Sea. However because of British opposition this project did not materialise. Previously, the construction of the Haifa line had been given to a British firm. The Ottomans bought back the Haifa Railtracks with all its equipment, and completed it in 1905, connecting Dera via Yarmuk Valley to Haifa. Thus, the Hejaz Railway met with the Mediterranean Sea. Until then Haifa had been a small town near to the historical Aqqa city. The construction of the Hejaz Railtracks and the harbour turned Haifa into a developed city. Today it is one of the most important transport centres of the district. When the railtrack reached its 460th km where Maan is situated, the management and
construction works separated, and an office of management was set up. At first the railtrack carried its passengers and cargo starting from September 1905. In the same year, the line reached Mudavvara and on the 1st of September 1906 reached Medyin-i Slih. After this station, the construction of the remaining railtrack was overseen by Muslim engineers, technicians, and labourers. The line reached to el-Ula in 1907 and at last to Madinah on 31st August 1908. Until that date the completed Hejaz Railway was 1464 km long, and its opening ceremony was held on 1st of September 1908, the anniversary of the Sultan Abdulhamids 33 years on the throne. The Hejaz Railway was used heavily until WWI. There were daily train services from Damascus to Amman, three times a week to Madinah. The trains on monday, wednesday, and saturday departed from Damascus at 7:30 am and on the fourth day at 3:00 pm arrived in Madinah. The return days were tuesday, thursday, and sunday. In addition, there was a train service (bed & dinner served) once a week. This luxurious train arrived in Madinah within 48 hours. Irregular trains carried cargo and water. Everyday from Haifa regular train services were arranged and the train arrived in Damascus within 12 hours. If necessary, additional services were laid on and the time of departures was set according to the times of prayer. The equipment and materials needed for the construction of the Hejaz Railway such as locomotives, wagons, rails, steel sleepers were bought mainly from Germany, Belgium, and America. Some of the passenger cars and steel rails were manufactured in Tersane-i Amire (The Dockyard). The equipment and materials in the first year of the construction were 22
imported by sea; the cargo was unloaded in Beirut harbour, and from there on brought to Damascus by Beirut-Damascus-Muzeyrib line paying toll to French. When the Haifa line was completed, the Ottomans did not have to pay the toll; instead all the equipment and materials unloaded in Haifa harbour where transported to Dera by this line. In the early days of construction wooden sleepers were used. Anatolian and Macedonian forests provided the wood, but later on this practice was abandoned and steel sleepers were used for the tracks. Throughout the railtracks there were large maintenance units. These are located in Kadem, Dera, Maan, Tebuk, Medyin-i Slih, Madinah and Haifa. The largest maintenance unit was part of the Kadem Station which was built on the 43200 square-meters. Even today it is still functioning and resembles a museum. Electricity was used in the area for the first time in this workhouse. This station which was called Kadem, the honoured was the first station of the Hejaz Railway. In 1911 the railtrack from Kadem extended for 3 km towards the centre of Damascus and into the centre of the Hejaz Railway and had a new modern station building. This building is still in use today and is the Headquarters of the Hejaz Railways in Syria. Until Sultan Abdulhamid the Seconds dethronement, the Hejaz Railway was called Hamidiyah Hejaz Railway. This line with its continuous construction works and with new branches reached to 1766 km length in 1916. The common wish of all Muslims was to connect Madinah-Mekkah and MekkahJeddah lines. However despite all effort it did
not happen. It was hard work to protect the line against damage inflicted on the railtrack by the rebels who were led by Lawrence in 1916, costing at Deutsche Marks 86,602,000. By surrendering their forces in Madinah in 7th June 1919, the Ottomans lost their control over the Hejaz Tracks. The Holy Relics which were in Madinah and thousands of people were transported to Syria by this railway. Trains carried 168,448 passengers in 1910. This figure increased to 232,563 in some 1913. Between 1908 and 1913, some 968,000 ordinary passangers used the trains. In a year an average of 16,000 pilgrims used the Hejaz Railway. A Damascus-Madinah ticket was 2 liras and the journey lasted 72 hours. The Railway was also an important means of transporting goods and foods; salt, fruit, groceries, rice, tobacco, refreshments, and flour. Merchandise carried by the trains were about 66 thousand-tons in 1910. This figure rose to 112 thousands in 1913. In respective years the number of animals transported was 2788 and 6477. Since the railtrack began, in a short period of time Amman, Maan, Tebuk, Dera, Haifa, and el-Ul, progressed, and their population increased considerably. In particular Damascus benefited highly and became a trade centre. The local products were transported to outside markets found new Bazaars. Reconstruction works increased, and construction of many public offices were the result of changes brought about by the Railway. New services were put on for tourists. It has been observed that most of the Badawis have migrated to city and adopted an urban life, and some Circassian migrants settled down on places near the Railtracks. 23
The Hejaz Railway despite her short life span was the source of military, political, economical and social events. The Turkish graduate engineers who did not have the opportunity to work in the railtrack financed by foreign capital, had their first experiences built on by working in the Hejaz Railway project. This experience also laid the foundation for the construction of railways during the Republican era. Technicians who benefited from this experience can not be underestimated. Today, the Hejaz Railways in Syria, kept for the pleasure of tourists, use the same name for her headquarters. Most of the original locomotives and wagons that were left in Syria were used for touristic journeys during the summer time. The rails and sleepers are the first to testify to history. The Hejaz Railway in Jordan, is still running from the Syrian border to the Saudi Arabian border. One can travel in the original steam trains. The Historical Jasim Bridge with all its beauty is still in use too. The railtracks in Saudi Arabia were abandoned; there is no sign of railtrack in most places. Even here, traces of tracks can act as a guide to those who lose their way. Most of the buildings and stations are still standing; they were in good condition but neglected. In particular. The Medyin-i Slih Station and her workshops with its face-lift, represent the Hejaz Railway in this part of the world. The Haifa and Al-Quds Stations are still important stations of the area, but the wars in Palestine and Lebanon have caused destruction of most of the railtracks. Some stations are in ruins; some are used by locals for dwelling purposes. The Hejaz Railway brought economic opportunities forward, as well as injecting an awareness of the need for solidarity; also the
stanbul / ki Uygarln Buluma Noktas

stanbul Dou ile Batnn, gemile gelecein, iki ktann, iki uygarln kavak noktas. nanlarn, kltrlerin, toplumlarn beii. Evrensel bir mze; toplumsal deimenin ve gelecein bir aynas. Bir tarihin hem sahnesi, hem tan. byk imparatorluun efsanevi bakenti stanbul. 10 Roma, 82 Bizans ve 30 Osmanl Hkmdar olmak zere toplam 122 imparatorun hkmettii bu ehir, eine az rastlanr bir kltr mozaii oluturmutur. Byk skender, Hun mparatoru Atilla, Yldrm Beyazt ve Sultan kinci Murad tarafndan alnamayan bu ehri fethetme; Ortaaa son verip Yeniaa damgasn vurma onuru, 53 gnlk bir kuatmadan sonra 29 Mays 1453 tarihinde byk Osmanl Hkmdar Fatih Sultan Mehmete nasip olmutur. Trk tarihinin en nemli olaylarndan birine sahne olan stanbul, 469 yl sreyle Osmanl mparatorluuna bakentlik yapmtr. stanbul, Hicaz Demiryolunun karar ve balang noktas, Haydarpaa tren istasyonu ise, bu tarih misyonun giri kapsdr.
stanbul / Where Two Civilisations Meet

stanbul The junction between past and future, east and west, The meeting place of two civilisations and two continents. The cradle of societies, cultures, faiths that influence and clash with each other. The universal museum; mirror of the future and of changes in society. It is the testament and the stage of history. The legendary capital of three great empires. Ten Romans, eighty-two Byzantium, and thirty Ottoman Sultans, in total 122 emperors ruled this city, whose rich cultural mosaic is unique and has no match in the world. Alexander the Great, Attila the Hun, Bayazid the Thunderbolt and Sultan Murad the Second failed to conquer this city, but an Ottoman Sultan, Fatih Sultan Mehmed, after besieging the city for 53 days, conquered it on 29th May 1453. The Sultan ended the Byzantine era, and with that the middle ages ended; Constantinople became stanbul. stanbul is where the Hejaz Railway was conceived and formed its starting point. Haydarpaa Station is the door of entry into this historical adventure.
Galata Kprs, Galata Kulesi ile Beyolu yakas, 1898
Galata Bridge, Galata Tower and Beyolu, 1898
stanbul Haydarpaa Tren stasyonu: Anadoluya ve Medineye kadar uzanan demiryollarnn balang noktas, 1998
Haydarpaa Train Station-stanbul where the railways stretch their arms towards Anatolia and Madinah, 1998
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Galata Kprs, Galata Kulesi ile Beyolu Yakas, 1998
Galata Bridge, Galata Tower and Beyolu, 1998
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1900l yllarn balarnda Yldz Camii ve Saraynn grn
Yldz Mosque and Palace during early 1900s
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Yldz Camii ve Saraynn ayn adan bugnk grn, 1998
Yldz Mosque and Palace today from the same angle, 1998
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1900l yllarn balarnda Yldz Saray Byk Mabeyn Kk nnde yaplan bir resm geit treni
Military review in front of Yldz Palace, Mabeyn Kiosk during early 1900s
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Yldz Saray Byk Mabeyn Kk, 1998
Yldz Place and Mabeyn Kiosk, 1998
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Haydarpaa Tren stasyonu: Zahire depolar nnde bekleyen lokomotif ve yk vagonlar, 1900
Haydarpaa Train Station: locomotive and cargo wagons waiting in front of granary, 1900
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Kadkyden Haydarpaa Tren stasyonu, 1998
Haydarpaa Train Station from Kadky, 1998
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1902 ylnda Alman Krauss Fabrikasnda Hicaz Demiryolu iin yaplan 11 numaral ve 2-8-0 4905/03 model lokomotif
Locomotive (No: 11 and model No: 2-8-0 4905/03) built in 1902 in the German Krauss factory for the Hejaz Railway.
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Alman mparatoru II. Wilhelm ve mparatorie Augusta Victoriann Anadoluya seyahat ettikleri zel vagonun 21 Ekim 1898 gn Haydarpaa Garndan hareketinden nce ekilen resmi
October 21,1898. Haydarpaa Train Station. The photo was taken before the departure of the private wagon in which the German Emperor Wilhelm the Second and the Empress August Victoria travelled to Anatolia.
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Anadolu / Yksek Medeniyetlerin Beii

Bir tarih, kltr, sanat ve ticaret merkezi olan stanbulu arkanza alp yznz gnein doduu yne evirdiinizde sizi kucaklayan, tm sevecenlii, scakl ve yumuakl ile Anadoludur. Marmara Denizi, adeta bir iaret parma gibi size gideceiniz yn gsterir. Demir kprlerden geerken altnzda bulank akan amurlu sular, sizi farkl dnyalara gtrr. Sakarya Nehri, Anadolunun derdini, hicrann tar gibidir. Sakarya, tren yolcularnn arkasndan dklen bereketli bir sudur. Yksek dalarn eteklerinden geerken, yksek medeniyetlerin beiine, Osmanl mparatorluunun merkezine uzanr trenimiz; Stte kurulan bu medeniyete ulaacak istasyonun ad Bilecektir. Sndiken Dalarna paralel olarak ilerlerken, Frig Vadisinin binlerce yllk rzgar dolar kompartmann iine. Ve dalar delip karken Eskiehir, Ktahya ve Afyona kadar uzanan geni Frig Vadisinin o gizemli corafyasnda bulursunuz kendinizi. Artk elik raylar, bir nar aacnn kkleri gibi, Anadolunun derinliklerine doru kk salmaya devam eder. Ktahya, inileriyle, ipekleriyle, hallar ve esvaplar ile el emei, gz nuru bir eyiz sanddr adeta. Seramik, Ktahyann soyaddr. Yeralt ve yerst zenginlikleri ile Afyon, tarih boyu medeniyetlerin kavak noktas olmutur. Tren yolu, bu tarihi dekorun ierisinden gelecee doru yol alr. Konyaya doru ynelirken Mevlnann buradan tm dnyaya yaylan evrensel mesaj karlar sizi; Gel gel ne olursan ol yine gel!.. Toros Dalarnn bir yz Konya Ovasna, br yz ukurovaya ve Akdenize bakar. Seyhan ve Ceyhan rmaklar, bir anann ocuunu emzirmesi gibi, Trkiyenin bu en bereketli ovasn besler. Ve Anadolu topraklarnda sren yolculuk sona ererken, ortak bir tarih, inan ve kltr asrlar boyu birlikte paylatmz; 20. yzylda yeniden ekillenen bir corafyada ve yeniden kendini tanmlayan farkl bir egemenlik alannn eiindeyiz artk.
Anatolia / Cradle of Great Civilisations

As we leave behind the historical, cultural and financial centre that is stanbul, Anatolia is the first thing that embraces us with its warmth. The Sea of Marmara is like an index finger showing you what direction to follow. While we travel over iron bridges, flowing muddy waters under the bridge will take us to different worlds. The River Sakarya is carrying the pain and sorrow of Anatolia in its turbid waters. Sakarya is like blessed water, thrown after people travelling to far away places. Whilst crossing the gradients of high mountains, our train moves toward the cradle of refined civilisations and the centre of the Ottoman Empire; a civilisation which was seeded in St. Bilecik is the name of the station that takes us there. As we travel parallel to the Sndiken Mountains, winds of a thousand years from Frig Valley fill the car. And as we pierce and pass through the mountain valleys which cover Eskiehir, Ktahya and Afyon you find yourself in its mysterious geography. Henceforth steel rails, like the roots of a plane tree, go deep into Anatolia and still strike roots. Ktahya with her tiles, silks, rugs, garments, sweat and toil, is a bridal chest. Ceramic is Ktahyas surname. Afyon with her overground and underground richness, throughout history has been the junction of civilisations. Railways in this historical scenery stretch towards the future. As you approach Konya, Mawlanas universal call welcomes you: Come, come again whoever, whatever you may be, come!.. The Toros Mountains on one side face the Konya plain, the other side faces ukurova and the Mediterranean. The Seyhan and Ceyhan rivers, like a mother breast-feeding her baby, nourish the most fertile plain of Turkey. As the journey comes to an end in the Anatolian land, we are at the threshold of a different sovereign realm; a common history, belief and culture that we have shared for centuries, now re-interpreting itself in the 20th century.
Bugn mevcut olmayan Gebze Demiryolu Kprs, 1898
Gebze Railway Bridge: the bridge no longer exists, 1898
Toros Dalar Hackr Mevkiinde 110 metre yksekliinde tatan yaplm Varda Kprs, 1998
Varda Bridge in the Hackr locality; Toros Mountains, 1998
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zmit gzerghndaki demir raylar zerinde sabahn ilk klar, 1998
Dawn on the railway towards zmit, 1998
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Alman mparatoru II. Wilhelm iin Herekede yaptrlan zel kk, 1898
The Stately House built for the German Emperor Wilhelm the Second in a picture of Hereke, 1898
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II. Wilhelm iin yaptrlan kk ile Herekenin genel grn, 1998
The Stately House built for the Kaiser Wilhelm the Second, and general view from Hereke, 1998
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Sakarya Nehri kysnda bulunan Mekece stasyonu, 1898
Mekece Train Station by the river Sakarya, 1898
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Hereke Tren stasyonu, 1998
Hereke Train Station, 1998
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zmit Hamidiye (bugnk adyla Demiryolu) Caddesi ve tren yolu, 1898
zmit Hamidiye Avenue (today Railway Str.), 1898
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zmit Demiryolu Caddesi ve tren yolu, 1998
zmit Demiryolu Avenue and railway street, 1998
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zmit Hamidiye Caddesi ve trenyolu yata, 1873
zmit Hamidiye Avenue and traces of tracks, 1873
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zmit Demiryolu Caddesinin bugnk grn, 1998
Todays view of zmit Demiryolu Avenue (Railway Str.), 1998
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zmit Tren stasyonu, 1898
zmit Train Station, 1898
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zmit Tren stasyonu, 1998
zmit Train Station, 1998
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Sapanca Gl kysndaki demiryolu ve lokomotif, 1898
Locomotive and railtracks by Sapanca Lake, 1898
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Sapanca Gl kysndaki demiryolu ve tren, 1998
Train and railtracks by Sapanca Lake, 1998
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1900l yllarn balarnda Sapanca Gl ve Sapanca stasyonu
Sapanca Lake and Sapanca Train Station during early 1900s
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Sapanca Gl ve otobanla kuatlan demiryolu, 1998
Sapanca Lake and railtracks surrounded by highways, 1998
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Sakarya Nehri zerinde Balaban Kprs, 1898
Balaban Bridge on the river Sakarya, 1898
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Sakarya Nehri zerinde Balaban Kprs, 1998
Balaban Bridge on the river Sakarya, 1998
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1900l yllarn balarnda Bilecik Pekdemir kprs zerinde buharl lokomotif
Steam locomotive on the Bilecik Pekdemir Bridge during early 1900s
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Bilecik Pekdemir Kprs, 1998
Bilecik Pekdemir Bridge, 1998
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Bilecik ili ve eyh Edebali Trbesi, 1898
Bilecik Town and the Tomb of eyh Edebali, 1898
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Bilecik ilinden bir kesit, 1998
A view from Bilecik downtown, 1998
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1900l yllarn balarnda Yrk adr ve yal yrkler
Turkoman tent and an old Turkmen during early 1900s
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Bilecik Tren stasyonu, 1998
Bilecik Train Station, 1998
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1900l yllarn balarnda St
St during early 1900s
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St ilesi genel grn, 1998
A general view from St district, 1998
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1900l yllarn balarnda Stte Erturul Gazi Trbesi
Tomb of Erturul Gazi in St during early 1900s
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Stte Erturul Gazi Trbesi, 1998
Tomb of Erturul Gazi in St, 1998
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1900l yllarn balarnda Bilecik ili Kpl kazas
Kpl suburb of Bilecik city during early 1900s
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Bilecik ili Kpl ilesi, 1998
Kpl suburb of Bilecik city, 1998
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Eskiehir Tren stasyonu, 1897
Eskiehir Train Station, 1897
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Eskiehir stasyonu genel grn, 1998
A general view - Eskiehir Train Station, 1998
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1900l yllarn balarnda Eskiehirin Odun Pazar semti
Odun Pazar neighbourhood in Eskiehir during early 1900s
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Eskiehirin Odun Pazar semti, 1998
Odun Pazar neighbourhood in Eskiehir, 1998
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Ktahya Alayunt Tren stasyonu, 1998
Alayunt Train Station in Ktahya, 1998
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Ktahyadan bir portre, 1998
A portrait from Ktahya, 1998
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Ktahya ve kalesi, 1998
Ktahya and its fortress, 1998
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Ktahya Tren stasyonu, 1998
Ktahya Train Station, 1998
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Ktahyada koruma altna alnan tarih Trk evleri, 1998
Antique Turkish houses under preservation in Ktahya, 1998
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Ktahya avdarhisarda Romallara ait dnyann ilk borsas, 1998
First stock exchange in the world; from the Roman era in avdarhisar town Ktahya, 1998
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Tarih Afyon Kalesinden ehrin genel grn, 1998
An outlook of Afyon city from its fortress, 1998
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Afyon Tren stasyonu, 1998
Afyon Train Station, 1998
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Afyonda eski bir tren, 1998
An old train in Afyon, 1998
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Afyon Ali etinkaya Tren stasyonu, 1998
Ali etinkaya Train Station in Afyon, 1998
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eb-i Aruz treninde mevleviler, 1998
Sheb-i Arus (The Wedding Night) ceremony of the whirling darweshes Mawlawees, 1998
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Mevlana Hazretlerinin ebedi istirahatgh, 1998
St. Mevlanas eternal resting place, 1998
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Konya Tren stasyonu, 1897
Konya Train Station, 1897
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Konya Tren stasyonu, 1998
Konya Train Station, 1998
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Konyann Gney tarafndan genel grn, 1897
An outlook of Konya from south, 1897
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Alaaddin Tepesinden Karatay Medresesi ve Konyann grn, 1998
Karatay Madrasah (university) and a view of Konya from Alaaddin Hill, 1998
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Konya nce Minare, 1897
Konya nce Minare (Thin Minaret), 1897
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Konya nce Minare, 1998
Konya nce Minare (Thin Minaret), 1998
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Konyann Bat tarafndan grn, 1897
A view of Konya from the west, 1897
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Konya Ovas, 1998
Konya Plain, 1998
Konyada Melike Hatun ars, dier ad ile Kadnlar Pazar, 1998
Melike Khatun market in Konya, also known as Kadnlar Pazar (market for women), 1998
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Toroslarda bir kpr ve tren, 1998
A bridge in Toros mountain and a train, 1998
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Ulukla, 1897 Ulukla, 1897
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Toroslar ve Ulukla, 1998
Toros hills and Ulukla, 1998
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Ulukla Tren stasyonu, 1998
Ulukla Train Station, 1998
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Pozant Tren stasyonu, 1998
Pozant Train Station, 1998
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Toros dalar Hackr mevkiinde bulunan Varda kprs
Varda Bridge over Hackr hills, Toros mountain
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Toros dalar Hackr mevkiinde bulunan Varda kprs, 1998
Varda Bridge over Hackr hills, Toros mountain, 1998
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Adana ve Byk Saat Kulesi, 1998
Adana and Big Clock Tower, 1998
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Adana Tren stasyonu, 1998
Adana Train Station, 1998
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Adana Seyhan nehri zerindeki tarihi Ta kpr, 1897
Old Ta (stone) bridge over the river Seyhan, 1897
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Adana Seyhan nehri zerindeki Ta kpr, 1998
River Seyhan and Adana Ta (stone) Bridge, 1998
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Ceyhan nehri zerindeki Misis kprs, 1897
Misis bridge over the river Ceyhan, 1897
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Ceyhan nehri zerindeki Misis kprs, 1998
Misis bridge over the river Ceyhan, 1998
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Halep-am / Yollarn Balang Noktas

Halep, antik bir gemiin zerinde ykselen Mslman kimlii, Fransz ehir mimarisi, Trk ve Arap Kltrnn harmanland bir mekandr. Kl rengine brl yaps ile M 2000 ylndan bu gne kadar gelen 4000 yllk bir efsanenin hikyesini bir sr gibi saklar barnda. Batda nasl her yol Romaya karsa, Douda da her yol amdan geer. Belki de bu yzden, Hicaz Demiryoluna Halepten veya bir baka ehirden deil de amdan baland. Dnyann yerleik en eski iki ehri olmas bakmndan Haleple arasnda tatl bir rekabet olan am ehri, binlerce yldan bu yana bir ticaret ve sanat merkezi konumundadr. Onikinci yzylda spanyada yaayan nl Arap gezgini bn Cbeyr buras iin hatratna yle yazmt: Eer cennet yeryznde ise, o hi phesiz amdr. Eer gkyznde ise, am onun yeryzndeki rakibidir Mark Twain ise, Orda zaman; gnler, aylar ve yllarla llmez. Ykselen ve yok olan medeniyetler ve liderlerle llr der, am iin. Selahaddin Eyyub adeta amn sembol ismidir. Batl gezginler, Onun dneminde amn, Paristen daha zengin ve daha byk bir kent olduunu yazmlardr. am, Hicaz Demiryolunun balang noktasdr. Genel Mdrlk binas buradadr ve hl da bu konumunu muhafaza etmektedir.
Aleppo-Damascus / The Beginning of Roads

Aleppo is a city where French architecture, Turkish and Arab identities mix with Islamic beliefs. With its ash-grey appearance from BC 2000 until today, 4000 years of legendary tales are hidden in her bosom. In the West all roads go to Rome; in the East all roads start from Damascus. Perhaps because of this, the construction of the Hejaz Railway started from Damascus but not from Aleppo or any other city. Damascuss only quarrel with Aleppo is about which is the oldest urbanisation in the world; for thousand of years this city has been the centre of trade and culture. The famous Arab traveller Ibn Jubayr (12th century-Spain) wrote in his memoirs: If there is a heaven on earth, no doubt its Damascus. But if its in the heaven, Damascus is its rival on earth... Mark Twain says of Damascus: There the time; can not be measured by days, months and years. It could only be measured by the rise and fall of civilisations and their leaders. Salahaddin Ayyubi is a synonym for Damascus. Western travellers wrote that in those days Damascus was a richer and bigger city than Paris. Damascus is the starting point of the Hejaz Railway. The Head Quarters building was here and still maintains the same position.
Osmanlca Hicaz Demiryolu 1324/(1908) yazan orijinal pirin levha
An original brass-plate, Hejaz Railway 1324/(1908) written in Ottoman script
amn merkezinde bulunan Hicaz Demiryolu Genel Mdrl ve Telgraf Hatt Abidesi, 1998
The General Directorate of Hejaz Railways and Telegraph Line Monument in downtown of Damascus, 1998
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Suriyenin Trkiye snr istasyonu Meydan- Ekbes, 1998 Meydan- Ekbes Train Station on the border between Turkey and Syria, 1998
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Halep ehri ve Kalesi, 1898
Aleppo city and its fortress, 1898
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Halep ehri ve Kalesi, 1998
Aleppo city and its fortress, 1998
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Halep Tren stasyonu, 1998
Aleppo Train Station, 1998
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Hama ehrinin genel grn ve tarihi su arklar, 1898
A general view of Hama town and old water-wheels, 1898
Halep Saat Kulesi, 1998
Aleppo clock tower, 1998
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Hamadaki tarihi su arklar, 1998
Old water-wheels in Hama town, 1998
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am Hicaz Tren Garndaki raylar zerinde bulunan Osmanlca damga, 1998 Mminlerin Emiri Gzi Sultan kinci Abdlhamit Han efendimizin byk yardmlaryla yaplan HAYRTtr.
The Ottoman stamp on the rails in Hejaz Train Station in Damascus, 1998 A pious foundation of Sultan Abdlhamid Khan the Second, the Leader of believers
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am Hicaz Tren stasyonunun n cephesi, 1998
The front of Hejaz Train Station in Damascus, 1998
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1900l yllarn balarnda am stasyonunun eya ambarlar ve su deposundan genel grn
A general view of Damascus Train Stations water tank and warehouses during early 1900s
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am Hicaz Tren stasyonu, 1998
Hejaz Train Station in Damascus, 1998
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meyye Camiinin minaresi ve amn genel grn, 1895
An outlook of Damascus and meyye Mosques minaret, 1895
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meyye Camii ve minaresi, 1998
meyye Mosque in Damascus and its minaret, 1998
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Osmanl Devlet Erknnn Kadem stasyonundan Maana hareketleri, 1905
Ottoman officials departure from Kadem Train Station to Maan, 1905
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amn merkezinde bulunan Hicaz Demiryolu ve Telgraf Hatt Abidesi, 1998
Hejaz Railway and Telegraph Line Monument in the center of Damascus, 1998
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Hicaz Demiryoluna inaat malzemesi tayan katar, 1905
A cargo train for construction materials on the Hejaz Railway, 1905
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amdan Deraya gitmekte olan orijinal Hicaz Treni, 1998
Original Hejaz train travelling from Damascus to Dera, 1998
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1900l yllarn balarnda Muzayrib stasyonu ve Kale-i Atik
Muzayrib Train Station and the fortress Kale-i Atik during early 1900s
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am-Dera hatt zerindeki Mahacce stasyonu ve orijinal Hicaz Treni, 1998
Original Hejaz train at Mahacce Train Station on the Damascus-Dera line, 1998
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Dera Tren stasyonu, 1903
Dera Train Station, 1903
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Suriye-rdn snrndaki Dera Tren stasyonu, 1998
Dera Train Station on the border between Syria and Jordan, 1998
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Osmanl Heyetinin Deraya gelileri, 1905
The Ottoman delegates visit to Dera, 1905
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Yarmuk Vadisi zerindeki onnc ta kpr, 1998
Thirteenth stone bridge on the Yarmuk Valley, 1998
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Yarmuk Vadisinde demir kpr ve tren, 1903
Iron bridge and train in the Yarmuk Valley, 1903
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Yarmuk Vadisi zerindeki ondrdnc demir kpr, 1998
Fourteenth iron bridge in the Yarmuk Valley, 1998
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am mevkiinde demiryolu yapm almalar, 1901
Railway construction works in Damascus districts, 1901
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zerinde Hicaz kliesi bulunan tren tekerleinden bir detay, 1998
A detail on a train wheel that has Hejaz stamp on it, 1998
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1900l yllarn balarnda Yarmuk Vadisinde bulunan I. demir kpr
First iron bridge on the Yermuk Valley during early 1900s
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Kisve Blgesinde demiryolu yapm almalar, 1903
Railway construction works in Kisve district, 1903
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1900l yllarn balarnda Yarmuk Vadisinde bulunan Tell--ihb elalesi
Tel-esh-Shihab waterfalls in Yermuk Valley during early 1900s
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Yarmuk Vadisinde bulunan Tell--ihb elalesi, 1998
Tel-esh-Shihab waterfalls in the Yermuk Valley, 1998
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Amman / Gemie Yolculuk

Nasl Suriye yaayan bir tarih belgeseli ise, rdn, tarihten dn alnm bir lke gibidir. rdn, adeta bir kprdr Hicaza giden bu yolda. Ve Hicaz Demiryolu, tarihi gnmze tayan kprnn ad... Topraklarnn byk blm deniz seviyesinin altnda olma zelliine sahip dnyann tek lkesi olan rdnde, o kadar ok demiryolu kprs var ki, yz yl nceki kartpostallarda bile gravrlerine rastlarsnz. Hicaz Hatt boyunca, tarih Cesm Kprs, 80 metre uzunluunda, 18.5 metre yksekliinde, 10 gzl ve ifte kemerli ekliyle btn kprlerin en grkemlisi ve orijinal olandr. Amman tren istasyonu, zaman tnelinde yolculua kan bilim kurgu kahramanlarnn hareket noktasn andrr tarihi dekoru iinde. Amman, Hicaz Demiryolunun 222. kilometre tadr. Amman, tpk Halep, am ve Kuds ehirleri gibi, kkleri tarihin derinliklerine uzanan, eski ile yeninin harmanland bir tarih kentidir. Amman, maveraya alan, antik zamanlarn uzaya yol bulan Atlantisidir sanki. Burada yol boyu yrmek, gemi zamanlara doru yaplan bir yolculuktur. Sokaklarnda, kentin gndelik hayatnn canll iinde Dou insannn scak samimiyeti sarar drt bir yannz. Ve hatralarn derinliklerinde oktan yerini alan gemi zamanda, buharl bir trenle antik bir dekoru andran harabeler arasndan geerek uzun bir yolculua kmanz hl mmkndr rdnde. mamesi dalm tesbih tanecikleri gibi yol boyunca salm kk tarih istasyonlardan geersiniz bir bir. Tarih burada, uzlete ekilmi bir dervi gibi iine kapanm bekler...
Amman / Journey to the Past

If in some way Syria is a living historical document, similarly Jordan is a country borrowed from history. Jordan is simply a bridge on this road to Hejaz. And the Hejaz Railway is the name of the bridge that carries this history into the present. Jordan is the only country that has most of her land under sea level; there are so many railway bridges, even post-cards of 100 years carry their engravings. The historical Jaseem Bridge is matchless amongst the bridges on the Hejaz Railway line. It is 80 meters long, 18.5 meters high, and with its ten-eyed and two-arched style it is the most beautiful of them all. Amman Train Station resembles a film set, a starting point for time-travel heroes. Amman is the Hejaz Railways 222nd mile-stone. Amman, like Aleppo, Damascus and Al-Quds, is a town rooted in history; a modern city where past and present blend harmoniously. Amman is like travellers who voyaged from an ancient age to the space age, meeting Atlantis. Walking on the streets here is like a journey to the past. In the streets within the hustle of city life, the warmth of Eastern people embraces you. It is still possible in Amman to set out on a long journey through a time which is rooted in memories, in a steam train that passes through the ruins of ancient cities. You pass through many small stations scattered around like beads of a broken rosary. History here is like a darwish or a recluse waiting and waiting.
el-Samra Tren stasyonu, 1998
Al-Samra Train Station, 1998
Niyazi Liman
rdnde 1,05 metre eninde dar hat Hicaz demiryolu, 1998
Narrow gauge tracks of Hejaz railway in Jordan, 1.05 width, 1998
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Zerka mevkiinde 10 gzl kpr, 1998
Ten-eyes bridge in Zerka district, 1998
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Zerka-Amman arasnda demiryolu yapm almalar, 1903
Railway construction works between Zerka and Amman, 1903
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Zerka ehrinin genel grn, 1998
An overlook of Zerka city, 1998
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1900l yllarn balarnda Hicaz Demiryolunda yapm almalar
Hejaz Railway construction works during early 1900s
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Zerka Tren stasyonu, 1998
Zerka Train Station, 1998
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Amman Tren stasyonu, 1906
Amman Train Station, 1906
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rdnn Bakenti Amman Tren stasyonunda bekleyen buharl tren, 1998
A steam train resting in the Amman Train Station, 1998
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Amman-Maan hattndaki Cesm Kprs, 1903
Jesim Bridge on the Amman-Maan line, 1903
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Tarihi Cesm Kprs, 1998
Old Jesim Bridge, 1998
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Cesm Kprs giriindeki yarma, 1903
A railway cutting at the entrance of Jesim Bridge, 1903
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Cesm Kprs kndaki buharl tren, 1998
Steam train leaving Jesim Bridge behind, 1998
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Osmanl letme memurlarnn husus trenle yolculuklar, 1905
Ottoman managerial civil servants travelling with private train, 1905
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rdn Hicaz Demiryollarnda buharl treni kullanan en yal uzman makinist, 1998
A senior train driver working in Jordan-Hejaz railway, 1998
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Maan hattnda demiryolu yapm almas, 1903
Railway construction works on Maan line, 1903
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Maan hattnda geni hattn yapm ile terkedilen dar hat Hicaz raylar, 1998
Narrow-gauge tracks on Maan line, abandoned after replacement by wider tracks, 1998
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Mdevvere Tren stasyonu, 1906
Mudevvere Train Station, 1906
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El-Hasa istasyonu giriindeki l kpr dizisi, 1998
Three concesutive bridges at the entrance of Al-Hasa Train Station, 1998
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Beyrut / Doudaki Paris...

Bir zamanlar Orta Dounun Parisi olarak kabul edilirdi. Ama, 1975 ylna kadar sren aaal balay dnemi, sava lordlar tarafndan sona erdirilecek ve Doudaki Paris bir kez daha dul braklacakt. Lbnann bayrana amblem olan yal sedir aac, Lbnan halknn dilinde eceret-l-Arz yani soy aac anlamna geliyor. Bu aa, Lbnanlnn 4000 yllk gemiini, ac ve tatl tm zamanlarn kucaklarcasna uzatm kollarn Beyruta doru. 4000 yllk tarihi boyunca srekli igaller yaayan, srekli savaan ve umudunu kaybetmeden alabildiine yaamaya alan bu insanlar, gemiin kalntlar zerinde ina ediyorlar yeniden Beyrutu. Ykk binalar, duvarlar delik deik olmu evler; sanki oktan yok olmu antik bir kentin kalntlar gibidir Beyrutlular iin. Biz, dehet ve ibretle izlerken savan souk ve irkin yzn, onlar ocuklarnn geleceini ina ediyorlar; ocuklarsa gelecein aydnlk gnlerine sallyor salncaklarn... Beyrut Gar, tren yollarnn sava lordlar tarafndan tahrip edilmesinden bu yana devre d. Bu, btn Lbnandaki demiryollar iin de geerli. Ama Lbnan halk, henz midini kaybetmemi olsa gerek. Bu gar u anda Demiryollar Genel Mdrl binas olarak kullanlyor. Beyrut ile am arasnda 1894 ylnda balanan ve 4 yl iinde ina edilen 147 km uzunluundaki demiryolunun yapm ve iletim hakk Fransz DHP irketine verilmiti. Hicaz hatt gibi dar hat olarak yaplan bu yol, Beyruttan ama 9 saatte ulamaktayd. Beyrut-am hatt, Hicaz Demiryolunun aslnda bir paras olmamakla beraber, Hicaz Demiryolunun yapm aamalarnda Beyrut Limanna gelen malzemelerin ama naklinde kullanlmtr. Bu nakliyat iin Franszlar yksek miktarda cret talep edecekler ve bu durumdan honut olmayan Osmanl Hkmeti ani bir kararla Hayfa-Dera arasna bir demiryolu hatt yapmaya karar verecektir. Bu hattn 1906 ylnda faaliyete gemesinden ve amn Dera zerinden Akdenize, Hayfa limanna balanmasndan sonra, Beyrutam hatt nemini kaybedecek ve Franszlar hatt Osmanllara satmak iin masaya oturacaklardr... Lbnandaki her istasyon, sanki Lbnann etnik mozaiini yanstan birer ayna gibi durmaktadr. Beyruttan Suriye snrndaki Yahfufaya kadar o denli farkl corafyalardan geersiniz ki, rehbersiz yolunuzu bulmak imknsz gibidir. Ancak raylar sklm ve bir daha tamir edilmemi bu yal rota, yine de bu dalarda yolunu kaybetmilere rehberlik etmektedir.
Beirut / Paris in the East

Once it was accepted that Beirut was the Paris of the Middle East. This honeymoon period lasted until 1975 and ended when many warlords turned Beirut into ruins. The old cedar tree, the emblem on the Lebanese flag, in the local dialect means tree of the earth, its outstretched branches embracing all times and 4000 years of Lebanons past. Throughout 4000 years of its history, she lived constantly under occupation; and unending wars; her people are still trying to survive without losing hope. Now Beirut has been re-built upon the ruins of their dreams. Beirut with her demolished houses, riddled with bullets, is from pre-historic times. As we look around with horror and helplessness, shivering and witnessing the cold and ugly face of war, they are building a brave new world for their children, and children are swinging toward brighter days. Beirut Train Station has not been in use since the warlords blew up the railtracks. All the railtracks in Lebanon have shared a similar fate. But it seems, people still maintain their hopes and high spirits. Currently, the station is used as the Headquarters of Railtracks. The 147 km long line between Beirut and Damascus, which was constructed by the French DHP Company who was also responsible for management, was finished within four years in 1894. A journey from Beirut to Damascus took 9 hours... The line was constructed similar to the Hejaz line, which was a narrow gauge-line. The Beirut-Damascus line was not part of the Hejaz Railway, though during the construction of the Hejaz railtracks, materials unloaded at Beirut harbour were transported to Damascus by train. The French who were responsible for management of the line asked a high price for transportation, The Ottoman government decided to build a railtrack between Haifa and Dera. So Damascus was connected to Haifa harbour on the Mediterranean, through Dera in 1906. Thus the Beirut-Damascus line lost its importance, and the French were now willing to sell the line to the Ottomans... Each train station in Lebanon is like a mirror that reflects the ethnic mosaic. Travelling through different lands from Beirut to Yufafa, one would be lost at the Syrian border without a guide. But this helpless aged route, track-less, is still carrying on to usher people on their journey.
Aley Dandan Beyrutun genel grn, 1895
A general view of Beirut from Aley Mountain, 1895
Baalbekte Jupiter tapna zerinde bulunan Osmanl ve Alman mparatorluklarna ait dostluk kitabesi, 1998
Friendship inscription for Ottoman and German Empires on the Jupiter Temple in Baalbek, 1998
172
Aley Dandan Beyrutun bugn, 1998
Beirut from Aley Mountain today, 1998
173
Beyrut Tren stasyonu, 1895
Beirut Train Station, 1895
174
Bihamdun Tren stasyonu, 1998
Bihamdun Train Station, 1998
175
1900l yllarn balarnda bugn mevcut olmayan Beyruttaki Osmanl Hkmet Kona
Ottoman governors building in Beirut (no longer exists) during early 1900s
176
Rayak Tren stasyonu ve atlyesi, 1998
Rayak Train Station and its workshop, 1998
177
Dahr-l-Beydar Dalarnda Murad Han Viyad, 1895
Murat Khan viaduct on the Dahr-ul-Beydar Mountain, 1895
178
Murad Han Viyadnden gnmze kalanlar, 1998
Remains of Murad Khan viaduct today, 1998
179
Osmanl Heyetinin Baalbek Tren stasyonuna gelileri, 1905
Arrival of Ottoman delegation to Baalbek Train Station, 1905
180
Baalbek Tren stasyonu, 1998
Baalbek Train Station, 1998
181
Osmanl Heyetinin Romallar dneminden kalma Baalbek harabelerini ziyareti, 1905
Ottoman delegate visiting Roman ruins, Baalbek, 1905
182
Baalbekte Jupiter Tapnanda bulunan Osmanlca ve Almanca kitabeler: Osmanllarn Padiah, Gazi Sultan Abdlhamid Han Hazretlerinin asil dostu, Almanya mparatoru ve Prusya Kral II. Wilhelm Hazretleri ile; mparatorie Augusta Victoria Hazretlerinin Baalbeki ziyaretlerinin byk ansna, iki devlet arasndaki bu bayndr vilayetin, bu dahi iftihar edilecek bir alametidir. 1998
Inscriptions in Ottoman and German languages at the Jupiter Temple in Baalbek: In memory of their visit to Baalbek, the Ottoman Padishah, Ghazi Sultan Abdulhamid Khan, and his noble friend, the German Emperor and King of Prussia, His Majesty Wilhelm the Second and Empress Augusta Victoria; at this prosperous province as a sign of friendsihp between the two states. 1998
183
Dahr-l-Beydar Dalarnda dili fren raylar sayesinde yoku trmanan tren, 1895
A train climbing up on Dahr-ul-Beydar Mountain by means of cog railway, 1895
184
Bihamdun stasyonundan sonraki, Dahr-l-Beydar Dalarnda trenin kaymadan kp inebilmesi iin iki ray arasna yaplan dili raylardan bir kesit, 1998
Special cog rails to secure the trains while climbing up and down after the Bihamdun Train Station in Dahrlbeydar Mountain, 1998
185
Kuds / Mukaddes ehir

3 byk dinin de kutsad, insanlarnn hava ile birlikte iman soluduu dnyann ilk ve tek ehri... Yahudiler iin o Yerushalim, Davud Aleyhisselamn kurduu bakent... Hristiyanlar iin o Jarusalem, Hazreti sann armha gerildii yer... Ve Mslmanlar iin o el-Kuds, mukaddes klnan ehirdir. Kuds; Davud ve Sleyman Peygamberlerin mescidler kurduu, sa Aleyhisselamn doup byd ve Hak Dinini tebli ettii ve nihayet slam Dininin ilk kblesi olan Kubbet-us-Sahrann bulunduu, Mekke ve Medineden sonra nc kutsal mekandr. Eski Kudsn etrafn evreleyen 2.5 kilometre uzunluundaki surlar zerinde bulunan kaplar adeta hangi dine doru yneldiinizi gsteren birer semboldr. 1892 ylnn Austos aynda Kuds Jarusalem tren istasyonuna ilk tren Akdenizden, Yafa ehrinden geldii zaman, Kudsn mehur kaplar, kendi i duvarlarna deil, artk d dnyaya alm oluyordu. Takibeden on yl ierisinde, Kudsn nfusu iki katna kacak ve yk trenleri ehre sadece yiyecek tamayacak, taze su da getirecekti. Asrlardr su ihtiyacn byk havuzlarda biriken yamur sular ile karlayan ehir, trenle birlikte musluundan grl grl taze su akan eme ile tanacakt. Kuds stasyonu, gnde bir kez dahi olsa gelen trenleri karlamaya hl devam etmektedir ve orijinal grnts ile eski ve yeni Kuds arasnda bir kpr olma niteliini srdrmektedir.
Al-Quds / Holy City

Holy to all the three global religions: the one and only city in the world where one can breathe in faith with the air. Jews call her Yerushalim the capital set up by the prophet David. Christians call her Jerusalem, where the Messiah was crucified And Muslims call her Al-Quds, the blessed city. To Muslims Al-Quds is preceded in importance only by Makkah and Madinah. Al-Quds is where the prophets David and Solomon built temples, where Jesus was born and grew up, spread his message: and where the first qiblah Kubbet-us-Sahra, existed for the followers of Islam. Walls that stretch for 2.5 km surround the old city of Al-Quds. These walls have seven gates, as if each one symbolised different faiths. In August 1892 the Jerusalem train station in Al-Quds welcomed the first train from the Mediterranean city of Yafa. This was the miracle that the city was waiting for; and within ten years the population of Jerusalem doubled. This was due to the fact that the trains not only brought food to the city but much-needed fresh water. Prior to the arrival of the trains, rainwater was collected in large pools in the city. Al-Quds station still welcomes the trains once a day and with its original appearance acts as a bridge between the old and new town of Al-Quds.
Kudsn Zeytin Dandan genel grn, 1898
General view of Al-Quds from the Mountain of Olives, 1898
Bat Duvarndan Kubbet-us-Sahra, mer Camii, 1998
From the western wall of Kubbet-us-Sahra; Omar Mosque, 1998
190
Zeytin Dandan Kudsn genel grn, 1998
General view of Al-Quds from the Mountain Olives, 1998
191
Kuds Tren stasyonu al treni, 26 Eyll 1892
Opening ceremony of Jerusalem Train Station, 26 September 1892
192
Kuds Jarusalem Tren stasyonu, 1998
Al-Quds, Jerusalem Train Station, 1998
193
Kudste imendifer Caddesi zerindeki emenin al treni, 1901
Opening ceremony of a fountain on the Locomotion Avenue in Jerusalem, 1901
194
1900l yllarn balarnda Kuds Tren stasyonu
Al-Quds Train Station during early 1900s
195
1900l yllarn balarnda Kuds-Yafa hatt zerinde bulunan Dayra ah geidi
Dayra Shah passage on Quds-Yafa line during early 1900s
196
Tel Aviv Tren stasyonu, Yafa 1891
Tel Aviv Train Station in Yafa, 1891
Yafada Sultan II. Abdlhamidin tahta knn 25. yl ansna ina edilen saat kulesi, 1998
The clock tower erected in memory of the 25th anniversay of Sultan Abdulhamids enthronement, Yafa, 1998.
198
Yafa Tren stasyonu, 1998
Yafa Train Station, 1998
199
Hayfa Tren stasyonu ve Hatt Ali skelesi, 1905
Haifa Train Station and Hatti Ali quay, 1905
200
Hayfa Tren stasyonu mtemilat, 1998
Annex in Haifa Train Station, 1998
201
Hayfa Tren stasyonunun dua ile al treni, 1905
Inauguration of Haifa Train Station with prayers, 1905
202
Hayfa Tren stasyonunda bulunan Stun-i Ali, 1998
Sutun-i Ali in Haifa Train Station, 1998
203
Hayfa Tren stasyonunda bulunan Stun-i Ali zerinde Hicaz Demiryolunu temsil eden logo, 1998
The logo representing Hejaz Railway on the Sutun-i Ali in Haifa Train Station, 1998
Hayfa Tren stasyonunda ina edilen Stun-i Ali, 1905
Sutun-i Ali (Great Column) monument in Haifa Train Station, 1905

STUN- AL ZERNDEK METN Bismillahirrahmanirrahim, Peygamberin Halifesi ve Mminlerin Emiri, ki Ktann Sultan ve ki Okyanusun Han, Sultanlar Sultan, Byk Fatih Sultan Abdlmecidin olu Abdlhamid Han Allah Onun saltanatn korusun ve mrn uzun etsin amdan balayan bir demiryolu inaasn emretti ki bylece Muhammed mmeti, Allahn Evini ve Ravza-i Mutahharay ziyaret edebilsinler. Ve yine Hayfadan Hamidiye Hicaz Hattna birletirilmek zere bir hattn denmesini emretti. Bylece Hacc farizasn yerine getirecek ve Ravza-i Mutahharay ziyaret edecek her mslman ellerini semaya aarak, Sultann byk hilafeti iin Allaha dua etsin, 1319 (1905 Miladi)
THE TEXT ON THE STUN-I AL MONUMENT In the name of God the Compassionate and Merciful, praise be to God alone and prayer and peace be to the last of the prophets. Our lord and master the Amir of the believers and the Khalif of the Prophet, the Sultan of the two lands and the Khakan of the two seas, the Sultan son of a Sultan, the conqueror, Abdul Hamid Khan son of the Sultan, the conqueror, Abdul Magid Khan (may God support his kingdom and lengthen his life and days) has commanded the construction of a railway line to Damascus to facilitate to the nation of Mohammed the pilgrimage to the house of God and the visit to the garden (grave) of the messenger of God (prophet). The Sultan then gave his grand command (may God lengthen his rule) that a railway line should be laid from Haifa to connect with the Hamidiyya Hejaz line. Therefore it is the duty of every Moslem who made his pilgrimage to the house of God and availed himself of the visit to the grave of the Prophet to pray to God to support the Sultans Grand Khalifate and to raise his high hand over the heads of the people. Inscribed in 1319 (1905 A.D.)
205
1900l yllarn balarnda alt kemerli altnc Yarmuk Kprs
Sixth bridge over the Yarmuk river, with six arches during early 1900s
206
Hayfa-Dera hatt zerinde bulunan Kion Kprs, 1998
Kishon Bridge on Haifa-Dera line, 1998
207
1900l yllarn balarnda Yarmuk Nehri zerindeki yedinci kpr. Hicaz Demiryolu gzergahnda bitirilen bu ilk kprnn fotoraf Kazm Paa tarafndan stanbula gnderilmi ve bu baardan dolay, Sultan Abdulhamid II, Meissner Paay altn madalya ile dllendirmitir.
The seventh bridge on the river Yarmuk during early 1900s. This was the first bridge completed on Hejaz Railway. Its picture was sent to stanbul by Kazim Pasha. Following this, Sultan Abdulhamid the Second awarded Meissner Pasha a gold medal, for his achievement.
208
Hicaz Demiryolu II. Yarmuk Kprsnn Golan Tepelerinden grn, 1998
A view from the Golan Heights: The second bridge on Yarmuk, 1998
209
Medine / Son Durak veya Yolun Balangc

Ve ite Hicaz Demiryolunun son dura Medine. Son durak veya yolun balangc. Tpk Hazreti Muhammedin Mekkeden Medineye hicret edip son dini teblii burada daha zgr artlarda srdrd gibi. Hicret, slam tarihinde nemli sonular meydana getiren bir olaydr ve Medine ehri de bu olaylarn balang noktas. Ve Hicaz Demiryolunun ulat son durak: Medine Tren stasyonu... Medine Tren stasyonu, tpk Haydarpaa gibi, am stasyonu gibi grkemli bir yapya sahip. Ne var ki, dierleri hl trenlerin gelip gittii faal birer istasyon olarak dururlarken, Medine istasyonu yllardr trenlerine ve yolcularna hasret, tm terkedilmiliine ramen direniini srdryor. Sanki, gn doar domaz insanlar bilet gielerinin nnde kuyruk olacaklar, sanki stanbuldan am aktarmal bir yaknnz gelecek birazdan, sanki trenin tiz sesi, Peygamber camiinden okunacak sabah ezann haber verecek... Suudi Arabistanda bugn, yer yer modern karayollarna paralel olarak uzanan ve yaklak yerden 2 metre yksekliindeki Hicaz Demiryolu yata hemen dikkatleri ekiyor. Yer yer llerin rtt, ama daha ok volkanik siyah da ve tepeciklerin oluturduu bu bitmez tkenmez platolarda, tabiatn sert ve acmasz artlarna ramen inatla direnen bu demiryolu yata, belki raysz ve traverssiz ama, muntazam bir ekilde kvrla kvrla tepelerin arasnda kayboluyor. Bu blgede bir ekilde bulunursanz ve adeta birbirinin kopyas olan bu usuz bucaksz platolarda kaybolursanz, size nerilecek tek ey; Doudaysanz Batya, Batdaysanz Douya doru ilerlemeniz ve mutlaka bir yerlerde karlaacanz Hicaz Demiryolu yatan takip ederek en yakn yerleim birimine ulaacanzdr. Suudi Arabistann hava fotoraflarnda bile ok net olarak grlebilen Hicaz demiryolunun yata, kprleri ve bentleri o kadar ustalkla yaplmtr ki, geen yzyllk zaman ve vefaszlk yok edememitir onlar. Hicaz blgesi, adeta sizi hipnotize eden bir gce sahip. Yeil rengin hemen hi olmad bu dalar ve tepelerdeki renkler, sanki yeili size unutturmak istercesine sar ve krmz tonlarda ylesine zengin bir katalog sunuyor ki, byleniyorsunuz. Sanrz, Anadoludan binlerce kilometre uzaklktaki bu diyarlarda, Hicaz Demiryolunun yapmna bir mr hasredenler ve geriye hi dnmeyenler, belki de bu bynn etkisine kaplmlard...
Madinah / The Last Stop or the Beginning of the Road

Here is Madinah, the last stop of the Hejaz Railway; the last stop, or the beginning of the road. Like the Prophet Mohammeds (PBUH) migration from Makkah to Madinah, from where his message fell more freely on attentive ears. The Hejrah is an event that bore important results in Islamic history; Madinah City is where the events began. And the Madinah Train Station is the last stop of the Hejaz Railway Madinah Station, like the Haydarpaa and Damascus Stations has a magnificent appearance. But the latter 2 are still in use. Trains depart and arrive. Madinah Station has been vacant for so many years, longing for trains and passengers. Despite her loneliness and disused situation she resists valiantly. With the first daylight people as if get into queues before the ticket offices, imagining a relative will come by a corresponding train via Damascus, and sudden noise of a train will announce the morning adhan recited in the Prophets Mosque. At various points in Saudi Arabia the Hejaz railtracks that are 2m higher from the ground lies parallel to motorways and catches ones eye instantly. Frequently covered by desert sands, other times by volcanic black mountains and hills, spread wide on the horizon. These railtracks may not have rails or sleepers but they gracefully twist and turn and disappear behind the hills. By chance, if you travel in the area, and if you lose your way in these identical vast plateaux, the only possible advice, that is given is that if youre travelling from east to west or from west to east you should look for traces of the Hejaz Railway; by following it youll be able to reach the nearest town. Hejaz railtracks are clearly shown on the photographs taken from the air. The bridges and the walls were constructed with such expertise that they are still standing, despite betrayal of time and men. The Hejaz region has a hypnotising power. The yellow and red colours of the mountains and hills make you forget the colour green, offer you rich and beautiful scenery. You do not feel the absence of green. You are dazzled by the landscape. We think, in these places miles away from Turkey, those who sacrificed their lives during the construction of the Hejaz Railway, those who never returned were perhaps all enchanted by the spell...
Tebk Tren stasyonu, 1909
Tebuk Train Station, 1909
Kbede ikindi vakti, hafif bir kum frtnas, 1998
Qaba: Afternoon prayer time, during a light sandstorm, 1998
214
Suudi Arabistanda raylar olmayan Hicaz Demiryolu yata, 1998
Hejaz Railway tracks without rails in Saudi Arabia, 1998
215
el-Muazzam Tren stasyonu resmi al treni, 1909
Official opening ceremony of Al-Muazzam Train Station, 1909
216
el-Bedyi Tren stasyonu ve su kulesi, 1998
Al-Badayi Train Station and water tower, 1998
217
Medyin-i Slih stasyonu, 1909
Medyin-i Slih Train Station, 1909
218
Medyin-i Slihte Kasr Ferid olarak bilinen M.. 500 yllarna ait bir kral mezar, 1998
A tomb of a king (BC 500) known as Kasri Farid in Medyin-i Slih 1998
219
Medyin-i Slih Tren stasyonu Bakm Atlyesi, 1997
Medyin-i Slih Train Station, maintenance workshop, 1997
220
Medyin-i Slih Tren stasyonu Bakm Atlyesinin ii ve orijinal Hicaz lokomotifi, 1998
Inside Medyin-i Slih Train Station; maintenance workshop and original Hejaz locomotive, 1998
221
Medyin-i Slih Tren stasyonunda bulunan byk su havuzu, 1997
Large pool in Medyin-i Slih Train Station, 1997
222
Medyin-i Slih istasyon mtemilat ve antik ehir, 1997
Medyin-i Slih station workshops and the ancient city, 1997
223
Tebuk-Medyin-i Slih arasndaki demiryolu gzergahndan bir kesit, 1997
A view of a piece of line between Tebuk and Medyin-i Slih stations, 1997
224
Hicaz Demiryolu gzerghnda Suudi Arabistanda bulunan bir kpr, 1997
A bridge on Saudi Arabia-Hejaz Railway, 1997
225
el-Ul Valisi ve ocuklar, 1909
Governor of Al-Ula and his children, 1909
226
Eski el-Ul ehri ve kalesi, 1998
Old Al-Ula city and its fortress, 1998
227
el-Ul Hicaz Tren stasyonu ve mtemilat, 1909
Al-Ula Hejaz Train Station and its annex, 1909
228
el-Ulda Belika yapm Hicaz yk vagonu ve Tren stasyonu, 1998
Belgium made Hejaz cargo wagon in Al-Ula Train Station, 1998
229
el-Ul Tren stasyonu resmi al treni, 1907
Official opening ceremony, Al-Ula Train Station, 1907
230
Zmrd Tren stasyonu yaknnda bir Hicaz Kprs, 1998
A Hejaz Bridge near Zumrud Train Station, 1998
231
El-Ahdar Tren stasyonu ve tren, 1909
Al Ahdar Train Station and train, 1909
232
Sehll-Matran Tren stasyonu ve bir vagon iskeleti, 1997
Sahl Al Matrar Train Station and skeleton of a railway car, 1997
233
Bire Tren stasyonunda bekleyen lokomotif, 1998
A locomotive resting at Bruayr Train Station, 1998
234
Hicaz Demiryolu Medine Tren stasyonu kitabesi, 1998
Inscription in Madinah Train Station, Hejaz Railway, 1998
Medine Tren stasyonunun penceresinden stasyon camii, 1998
The Station Mosque from the window of Madinah Train Station, 1998
236
Hicaz Demiryolu Medine Tren stasyonu, n cephe, 1998
Hejaz Railway Madinah Train Station - a front view, 1998
237
Hicaz Demiryolu Medine Tren stasyonu terminalinde bekleyen haclar, 1909
Pilgrims waiting in Madinah terminal of the Hejaz Railway, 1909
238
Hicaz Demiryolunun son dura Medine Tren stasyonu, 1998
Madinah Train Station, the last terminal of the Hejaz Railway, 1998
239
Medine Tren stasyonu bakm atlyesi, 1998
Madinah Train Station maintenance workshop, 1998
240
Hicaz Treni ile hacca giden ilk hac adaylar, 1909
Pilgrims in Hejaz Train, 1909
241
Medine ehri ve kalesi, 1909
Madinah city and its fortress, 1909
242
Mekke ve Kabe, 1909
Makkah and the Kaabah, 1909
Mescid-i Nebeviden bir kesit, 1998
Kabede Tavaf, 1998
A view from Masjidul-Nabawi, 1998
Circumambulating the Kaabah, 1998
Kabe-i Muazzama, 1998
The Great Kaabah, 1998
244
Fotoraflar
MUSTAFA AKSAY 78, 79, 83, 86, 87, 95, 96, 97, 104, 105, 117, 121, 122, 123, 125, 131, 133, 135, 137, 139, 145, 189, 191, 193, 197, 199, 203, 205, 207, 209, 215, 217, 219, 221, 227, 229, 231, 234, 235, 236, 237, 239, 240. MER FARUK AKSOY 213, 243, 245, 246. BERGGREN 44, 46, 56, 70. AL SAM BEY 34, 128, 136, 162, 180, 182, 200, 202. DR. ADNAN BYKDENZ 35, 127. S. FETTEL 50, 52. ABDULLAH FRRES 28, 30, 32. JULES GOUIN 126, 140, 172, 174, 178, 184. J. LAZARIO 72, 88, 90, 92, 94, 98, 106, 108. NYAZ LMAN 27, 29, 31, 33, 41, 45, 47, 49, 51, 53, 55, 57, 59, 61, 63, 65, 67, 69, 71, 73, 75, 76, 80, 81, 82, 85, 89, 91, 93, 99, 100, 101, 103, 109, 113, 114, 115, 118, 119, 129, 141, 149, 150, 151, 153, 155, 157, 163, 165, 167, 171, 173, 175, 177, 179, 181, 183, 185, 201. NADAR 192, 196, 198. MURAT ZBEY 43, 84. PATRICK PIERARD 220, 222, 223, 224, 225, 233. C. SABOUNCI 116, 120, 176. MUSTAFA SARI 77, 107, 159, 161.

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STANBULDAN

ALBARAKA TRK YAYINLARI: 12 KLTR KTAPLARI: 1 stanbul 1999

THE HEJAZ RAILWAY

ALBARAKA TURKISH FINANCE HOUSE

Bu albmn hazrlanmasnda faydalanlan KAYNAK ESERLER / REFERENCES:

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

The Hejaz Railway

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

stanbul / ki Uygarln Buluma Noktas

stanbul / Where Two Civilisations Meet

X HCAZ DEMRYOLU FOTORAF ALBM C

Galata Kprs, Galata Kulesi ile Beyolu yakas, 1898

Galata Bridge, Galata Tower and Beyolu, 1898

X HCAZ DEMRYOLU FOTORAF ALBM C

Galata Kprs, Galata Kulesi ile Beyolu Yakas, 1998

Galata Bridge, Galata Tower and Beyolu, 1998

X HCAZ DEMRYOLU FOTORAF ALBM C

1900l yllarn balarnda Yldz Camii ve Saraynn grn

Yldz Mosque and Palace during early 1900s

X HCAZ DEMRYOLU FOTORAF ALBM C

Yldz Camii ve Saraynn ayn adan bugnk grn, 1998

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

Yldz Saray Byk Mabeyn Kk, 1998

Yldz Place and Mabeyn Kiosk, 1998

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

Kadkyden Haydarpaa Tren stasyonu, 1998

Haydarpaa Train Station from Kadky, 1998

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

Anadolu / Yksek Medeniyetlerin Beii

Anatolia / Cradle of Great Civilisations

X HCAZ DEMRYOLU FOTORAF ALBM C

Bugn mevcut olmayan Gebze Demiryolu Kprs, 1898

Gebze Railway Bridge: the bridge no longer exists, 1898

Varda Bridge in the Hackr locality; Toros Mountains, 1998

X HCAZ DEMRYOLU FOTORAF ALBM C

zmit gzerghndaki demir raylar zerinde sabahn ilk klar, 1998

Dawn on the railway towards zmit, 1998

X HCAZ DEMRYOLU FOTORAF ALBM C

X HCAZ DEMRYOLU FOTORAF ALBM C

II. Wilhelm iin yaptrlan kk ile Herekenin genel grn, 1998

X HCAZ DEMRYOLU FOTORAF ALBM C

Sakarya Nehri kysnda bulunan Mekece stasyonu, 1898

Mekece Train Station by the river Sakarya, 1898

X HCAZ DEMRYOLU FOTORAF ALBM C

Hereke Tren stasyonu, 1998

Hereke Train Station, 1998

X HCAZ DEMRYOLU FOTORAF ALBM C

zmit Hamidiye (bugnk adyla Demiryolu) Caddesi ve tren yolu, 1898