The Effects of Railway and Railway Station Complex on Urban Development: Ankara Turkey Erman Aksoy & Nevin

Gltekin Gazi University, Faculty of Engineering and Architecture, Department of City and Regional Planning, Ankara, Turkey. Abstract Public buildings have taken the primary role in the changing physical structure of cities within the process of modernization. In this process, cities on the railway lines, showed a rapid development in social and economic perspectives with the help of on efficient transportaion system. In these cities, station complexes differ not only by life style but also by building type, stylish character and space configuration from the traditional Otoman buildings. This difference is also current fort he buildings which had build in the Westernization period, started in the Otoman Period. In the first years of modern and contemporary of republican Turkey, each station and/or its complex has a unique architectural character as regard of the building year period. These buildings have became modernization, which is fundamental axis, with development studies on entranca gate and focal point of modern cities. In the first years of Republic, itself adequate development of target of a important spatial indicators and station complexes were effected circles local and global dynamics and effects of urban development will be the goal of this study. Keywords: Urban Development, Railway Station, Sustainable Development, Westernization, Ankara 1. Introduction The impact of transportation improvements on urban development is perhaps one of the most important, and contested, concerns in metropolitan transportation planning today. On the one hand, it has long been known that transportation accessibility fundamentally influences urban form and /or development (especially urbanization, firm location, household location, real estate development, land prices, and density etc.). (Al-Mosaind, Dueker, Strathman, 1993, Marn,Altnta, 2004 ). The practice of transportation planning, however, has until recently routinely ignored the effects of major transportation improvements on urban form, and the consequent indirect effects that such induced development can have on the efficacy of alternative transportation investment strategies. One of the them have been railway and central station especially in the urban scale so this paper is presented a case study on the Ankara City formed by railway network from beginning with the westernization process to today. Starting with Westernization, this period is defined as the period of modernization and it can be analyzed in four different stages: shy modernity - from the second half of the 19th century to the Republic; radical (fundamentalist) modernity - from 1923 to 1950; populist modernity from 1950 to 1980; and the corrosion of modernity from 1980 to the present (Tekeli 2001; Tekeli, lkin, 2003). The concept of urban development, initiated in Ankara by the connection of the railroad and the building of the train station and the changes it has undergone coincides with Turkeys modernization process and, in parallelism, with the process of the railroad project. In this respect, this study focuses on these stages and the impact of these stages on Ankaras spatial elements.

The primary paradigm in this study is one of the basic dynamics that shape the city, which analyzes the disunity between urban institutional organization and the society through solutions designed naturally by the society itself. In addition, other paradigms defining the urban development process in relation to consecutive planning stages and the transformation of urban space in relation to socio-spatial (historical geography) processes have also been used (Tekeli, 2005). Institutional organizations and their practical applications, or the efficiency of mechanisms in harmony with the society depend on that countrys own social and political processes and its economic standing. Hence this study, which aims not to generalize, uses objective data to verify the developmental experiences of the interaction between Ankara citys railroad transportation and the station complex in the modernization period. As such, clues and/or inferences as to increasing the quality of city planning and urban development, and therefore sustaining urban identity can be attained. 2. From the second half of the 19th century to the Republic - The Period of Shy Modernity) The Railroad and the Train Station in the Development Story of Ankara In the 19th century, through the steam engine and railroads, space shrank, time shortened, and in many industrialized nations, the railroad came to symbolize the nation state and economic progress. Within the Ottoman context, in the Empire which fed on imported grain and lost its agricultural fields due to wars, the railroad was regarded as a means of owning Anatolia and demonstrating the power of the state over the rural regions, and more importantly, of transporting Anatolian grain to the capital. As such, during the last century of the Empire the railroad project was realized (due as much to military as civil delivery) as a strategic transportation area. In this period, the Empire transformed into Europes open market through the trade treaties with England and Belgium signed in August 1938 (Avcolu, 1971). The implementation of the railroad in the Empire, for the purposes of benefiting from the Ottoman market and strengthening the political population, became a subject of competition for the industrialized Western nations and major infrastructure investments, specifically the railroads, and their administration, were undertaken completely by foreign sources. Therefore the railroad was introduced to the Empire, without the experience of industrial revolution and as a cause of modernization rather than its result (Toprak, 1982, 2003). With these priorities, Ankara was connected to stanbul through the railroad in December 1892. Consequently, modernization, which started in the second half of the 19th century through Westernization and which sought for new ways of restructuring, reached Ankara through the railroad. By then, Ankaras economy had collapsed as the production and trade of mohair, Ankaras major economic sector, could compete neither with freely imported industrial goods nor with forceful foreign merchants. The citys population had also seriously declined due to the famine of 1874. Though the railroad brought along liveliness to the city, it failed to create the expected substantial changes in the city or in its hinterland (Akura, 1971). The initial revival movement was observed during the period of Abidin Pasha, the then modern mayor (1884-1892), through his efforts to create a new and modern city by connecting the institutional buildings outside of the old city (Gureba Hospital, barracks, necessary warehouses, Ankara High Scholl and the like) by railway. Connecting the part of the city which lay south of the railroad by constructing 200 miles of paved road, Abidin Pasha initiated the southern expansion of the city. In this respect, the station, which was situated south-west of the residential area, created an attractive space beyond the walls of the city. Buildings which were used for storage and as stores were built around the station. By the dirt

road passing through the swamp, the station was connected to Ulus (the city center) in the north and to the area being developed by public buildings in the east. Hence, while only industrial raw materials (such as mohair and tobacco) used to be sold in the city center in the past, now grain, fruit, and vegetables from Anatolia were being sold (Erendil, Ulusoy, 2004). After the implementation of the railroad, the Ottoman Bank opened up a branch and some insurance companies, dealing especially with shipments, established offices in Ankara (Georgeon, 1996). Hotel Angora (Ankara Palas) (See Photo 1), came to represent the change of life style brought over to Ankara from the outside world through the railway (Ortayl, 2000).
Photo 1. Hotel Angora (Ankara Palas)

Ankaras first station building, built in 1892 (and called then as Steering Wheel Building), was one of the first modern buildings in the city (See Photo 2). This building has also witnessed the history of the Republic. Beginning with Atatrks arrival in Ankara in 1919, it was used for a long time as supreme military headquarters and residence. The War of Independence was directed from this building, and foremost national and international decisions were made there between 1920 and 1922. The treaty with France was signed in this building on October21, 1921. Furthermore, the decisions to form the Turkish National Assembly and to celebrate that day as Childrens Holiday were taken there. On the first floor of the building, which was converted into a museum in 1964, is Atatrks study and his bedroom, and a meeting hall. The ground floor is being used as Railway Museum.
Photo 2. 1930s Ankaras first station building

3. The Relation between the Development of Ankara in the Republican Period and The Railway From a political and sociological perspective, modernity is nation states social and technological control project (Beck, 1992). It coincides with the Republics institutional and social reforms, its theory of founding a nation-state, and its control mechanisms. The Republican administration aimed to create a new nation-state out of the Empire and a free and modern citizen out of a subject, by means of the extensive and radical modernity project. Reforms shaped by this modernity project, which is regarded as a socio-spatial process, treat urban space as both an ideological tool and a physical setting of social transformation. The urban development process which was a necessary component of this initial approach will be analyzed through a reading of urban space in the latter periods of populist modernity and corrosion of modernity. 3.1. From 1923 to 1950 - The Period of Radical (Fundamentalist) Modernity The Republican administration regarded a national and powerful economy as the guarantee of complete independence. Integrating the Ottoman Empires different economic units, resulting

from different and detached geographies, and transforming them into a single national economy was the Republics principal economic policy. The First Economics Congress of 1923 attests to this priority. At the opening of the Congress, Atatrk, the commander-in-chief, said: The government was not previously free in matters relating to the peoples economic needs, such as railroad and factory construction. ........Can a country deprived of its ability to sustain a living be independent?. These words emphasize the significance of the railroad in economic progress. According to the results of this Congress, the countrys economy was governed with respect to protecting the workers and the national industry, and to principles of railway politics (Mardin, 1985). Railway politics, that is, economic unity achieved through the railway, was brought to the agenda as a strategic policy (Toprak, 1982). This policy can clearly be observed in the declaration of Ankara as the capital and in its re-creation in the period of radical modernity. The radical modernity, dominant during the early years of the Republic, the focus was on four spatial elements of Ankara, which can be defined as follows: The first and foremost administrative element was Ankara being declared the capital. The second strategy, which would unify the national market, was a capital-centered network being installed through the railroad program. The economics-oriented element of the government-initiated project was factories being located by the railroad. The fourth element, which is of a cultural nature, was the community centers being constructed in the square where the station complex is located (Tekeli, 2005 3.1.1. The Ankara Station Complex The Ankara Station Complex, as one of the citys identity spaces, consists of the Station Building1, Station Caf, Atatrks Residence and Railway Museum, the Ministry of Transportation Building, Ankara Outdoor Steam Engine Museum, Railway Museum and Art Gallery.
Central Station

Ulus Square in Old City Center

Atatrk Boulevard

Figure 1. 1930s City Plan and the location of the Central Station and Its Surrounding Structuring

In a study listing Turkeys foremost modern architectural works and evaluating architects perspectives on architectural products and their architectural pasts, completed by the Association of Architects in 2003, the Station Building and Caf was listed as the 6th. Mimarlk Dergisi, September-October, 2003, Issue 311, p.1.

The Station Building, built between March 4, 1935 and October 30, 1937 by Designer Architect ekip Akaln and Producer Abdurrahman Naci Demira according to the decision of the Head Office of National Railway, has never lost its urban significance. Defined as the Gate of Ankara, the Station Building was designed and actualized to harmonize conventional and modern elements (See Figure 1 and Photo 3). This symmetric building faces the old (Cumhuriyet: Republic) square stretching in a northwest -southeast direction. The station was built to run parallel to the railway tracks in place of the old building which had become insufficient to meet the demands of the rapidlygrowing capital. This construction with arches and an architrave, supported on a row of double pillars, was attached to Gar Gazino (Station Restaurant) built at the same time.
Photo.3. Ankara Central Station

The symmetrically constructed building is made up of buildings descending from three storeys to two or one in accordance with their distance from the central part. The central hall is 12 meters in height and is lit by spacious windows front and back. The entrance to the building designed in the simple, modern neo-classic style of the 1930's is approached by a few wide steps behind which are a row of high columns. On each side of the entrance there are projecting semi-circular staircase towers with windows stretching their whole height giving a monumental effect to the building. The reinforced concrete structure is faced with Ankara stone. The building is 150 meters high. The whole skeleton and groundwork is of reinforced concrete. The ceiling of the grand hall, which is of 23x33m dimensions, is covered by 6 crossings of 23m. distance. The total space is 8,875 m2 and the total volume is 50,200 m2.

Photo 4.The Ankara Station Complex Gar Gazinosu (Station Restaurant) (See Photo 4) was built simultaneously surrounded with parkland and linked to the station by a colonnaded walkway. It was initially designed to be a one-storey building with a basement floor below and a terrace above acting as a viewing area. Although it is usual for a station building to possess a clock tower (See Photo 4), here the clock is not part of the station building itself but situated on the restaurant building where a clock-tower, circular in shape for much of its height, has been added on the north side. The 5

chamfered lines extending the whole way up the tower, which emphasize its height, are balanced by the horizontal lines of the building itself. While the formal station restaurant became a meeting place for politicians and high-ranking bureaucrats, the Gazino and Hotel Angora, played host to foreign orchestras and revues (Aslanolu, 2001). Railway headquarters (See Photo 4) designed by Mimar Kemalettin, leading protagonist of the "first national architecture movement". This building was completed in 1930. The construction of the building adjacent to the station, designed for the personnel, was started in 1927, and upon its completion, it was used as the Head Office building (Yavuz, 2000). 3.1.2. The Role of the Station Complex in the Citys Plans The railroad network connected the modernized parts of the city with the public factory complexes which became active in this period. The coal gas factory built in 1929, the electricity plant, the water tower, warehouses, workshops and the like (See Photo 5,6) were all located at a 500 m. distance from the station.

Photo 5.The coal factory and electricity plant (1930) Photo 6. The last state of the coal gas factory and electricity plant before demolition (2006)

The Republic Square, in which the station was located, was linked to the old city through the Republic Street in the north and to the new city through the Abidin Pasha Avenue. These axes, with dispersed public buildings, their dimensions, green refuges, tree lines, and separated pedestrian and car traffic, were by themselves a modernist reconstruction project, and differed radically from the old citys urban structure. They were surrounded by the new residential areas of the grid settlement design. The citys enlightened population settled in this area (Bilgin, 1998). Hence the general landscape of Ankara, on a town scale, had completely changed by the mid-1930s. In the 1930s, the private sector buildings on Atatrk Avenue concentrated around the Railroad, and apartment buildings and houses with a garden began to rise rapidly (See Photo 7,8). The increase in land prices due to this structuring preference was the determining factor in the shaping of Kzlay, the citys new and modern center (Sahil, 1990). In an article published in the Le Soir, the Belgian journalist B. Henri Liebrecht states his views on Ankara of 1937 as follows: A few minutes ago, we were in the middle of the desert; as soon as we left the station, we found ourselves in the midst of the action and vitality of a big modern city with wide tarmac roads (alar, et al., 2006).

Photo 7. White-collar Workers Residence (1930)later demolished for the construction of a trade center

Photo 8. Trust Building (1927) used today as offices and theater

Physical and spatial development of the city of Ankara, which focused on the railroad and the station building between 1929 and 1939, was achieved through the citys first plan prepared by Lrcher in 1924, economic development was achieved through the government, and social and urban modernization was achieved through Republican reforms. Despite the fact that the green corner (The Youth Park- Genlik Park and sports facilities) between the old city center and the station was isolated from the center in the Lrcher Plan, the railroad was used not as a separating but uniting element in the city (See Figure 2). However, the trade area, between the industry surrounding the station and the station and the city, was not realized. According to the Jansen Plan, which influenced the shaping of the city between 1929 and 1939, the old city was designated as preservation (protocol) area, and the new city was planned in accordance with the garden city approach, with respect to accessibility to the station complex (Baykan, 2005). After 1939, the development of the city continued until around 1954 naturally by the governor and Mayor Nevzat Tandoan, and with diversions from the present plan. The emerging southern section of city was linked to the station through the square and street named after him.

Figure 2. Urban Position of The Ankara Central Railway Station Currently

3.2. From 1950 to 1980 The Period of Populist Modernity Along with a shift to the multiparty system, there were also qualitative changes in Turkeys modernity project. From then on, the modernity project became sensitive to populist tendencies which embraced a for the public by the public approach. Through the Liberalization discourse, the national economy began to open up to abroad in this period. The resulting technological progress in agriculture gave way both to an increase in output and a rupture from the rural regions. Steady urbanization was experienced through a rapid shift from railroad investments to motorway investments (Tekeli, 1998). As of 1950 and with the shift to multiparty democracy, the determining element in reconstruction movements has again been government policy. The commercial and social life of this period, which focused on the railroad passing through the city center and the surroundings of the station, has been subject to change due to the by-pass motor way passing outside the city borders. Life focused on the city center and around the station started to drift towards the motor way due to its attraction. Consequently, the citys indoor structure changed and the macro form of the city expanded towards the motor way (Yerasimos, 1996). The post-1960 planned recovery policies aimed to discourage the extravagance of the 1950s. In this period, the rationalization of construction production transformed into a government policy, and undistinguished, anonymous architectural design models were established throughout the city. The significance of the railroad and the station complex had long been forgotten. In the 1970s and the period that followed, new residential areas by the motor way achieved prestige as a result of the increasing attention paid to regional motor way investments and transportation styles through liberalization. Despite the fact that the intercity motor way terminal, built next to the Ankara Central Station, became the citys gate, it failed to undertake the social and political role and/or the mission of the station complex in the past. 3.3. From 1980 to the Present Ankara City during the Corrosion of Modernity Under the influence of zal periods policies, starting in 1983, and private capital, the citys gate shifted to the motor way and air way entrances to the city. The train station came to be regarded only as the arrival point of those migrating from the country to the city. The pretentious buildings of consumerist economy marked cities already established regions and their centers. As such, a citys identity markers and/or records of the modernity project were disregarded. The appearance of the city began to change for the sake of integrating social life into a global world. The best example to this is the fast train terminal and the gigantic business center intended to be built next to the train station (See Figure 2).

Figure 3. Ankara New Central Railway Station Project near the Central Satation (continuing)

4. Upon Closure Modernity, which has been regarded by the Republic as an enlightenment2 project, is still continuing with some changes. Establishing a railroad network focused on Ankara has been one of the most significant goals of the initial modernity process in the country. As such, cities relations with close and distant regions have been reinforced. As in many other cities by the railroad, the station complex has determined the property texture and the infrastructure of new central business areas with its traditional location near the center. This effect has been more profound on Ankaras being selected as the capital and on the creation of an exemplary city conforming to Republican ideology. In this study, too, physical relationships (increase in density, spatial expansion), significant economic factors (land prices, rental value, annuity costs), social factors (equality and distribution), and environmental factors (quality of life) have been analyzed with the railroad and the station complex in the background and as part of the process. However, it is observed that the principal determinant in the citys form and urban development is social and economic processes.
Refrences

Akura, T.,1971, Ankara Trkiye Cumhuriyetinin Bakenti Hakknda Monografik Bir Aratrma, Orta Dou Teknik niversitesi Mimarlk Fakltesi, Yayn no:16, Ankara, pp. 2021 Al-Mosaind M. A., Dueker K. J., Strathman J. G., 1993, Light Rail Transit Stations and Property Values: A Hedonic Price Approach, Transportation Research Record, no: 1400: 90-94. Aslanolu, ., 2001, "Erken Cumhuriyet Dnemi Mimarl 1923- 1938", ODT Mimarlk Fakltesi Yaynlar, Ankara. Avcolu, D., 1971, Trkiye'nin Dzeni, Bilgi Yay., 5.Bas. Ankara, s. 71. Baykan, G., 2005, Ankara ekirdek Alannn Oluumu ve 1990 Nazm Plan Hakknda Bir Deerlendirme, Cumhuriyetin Ankaras, ODT Yayn., Ankara, s. 60-119. Beck, U., 1992, Risk Society Towards a New Modernity, Sage Publications: Theory Culture and Society Series, pp.22. Erendil, A.T, Ulusoy,Z., 2004, ronik Karlamalar: Kalenin Kewntle ve Kentin kaleyle iki Karlamas, ehrin Zulas Ankara Kalesi, Ankara, s.221-286. Forrest D., Glen J. and Ward R., 1996, The Impact of a Light Rail System on the Structure of House Prices, Journal of Transport Economics and Policy, 30(1): 15-29. Fujita, M. ,1990, Urban Economic Theory:Land Use and City Size, Cambridge, Cambridge University Press, U.K.

The enlightenment is defined as making events of numerous numbers and dimensions, concepts, and data discernible within a comprehensible system.

Mardin, ., 1985, Tanzimattan Cumhuriyete ktisad Dncenin Geliimi (1838-1918), Tanzimattan Cumhuriyete Trkiye Ansiklopedisi, C.3, stanbul, s. 618-634. Marn M. C. ve Altnta, H.,2004, Konut Yer Seimi-Ulam Etkileim Teorileri: Kritik Bir Literatr ncelenmesi, Gazi niversitesi Mhendislik Mimarlk Fakltesi Dergisi, 19, 1, 7388. Ortayl, ., 2000, 19. Yzyl Ankarasna Demiryolunun Gelii, Hinterlandnn ve Hinterlandndaki retim Eylemlerinin Deiimi, Tarih inde Ankara, Der. A.Yavuz, TBMM Basmevi, Ankara, pp.207-220. Sahil, S., 1990, Bakent Ankaradaki Devlet Yaplarnn Kentsel Mekann Oluma Srecindeki Yeri, Gazi niversitesi Mhendislik Mimarlk Fakltesi Dergisi, Say: 5, Ankara, 65-78. Tekeli, ., lkin,S., 2003, Cumhuriyetin Harc, Birinci Kitap, Kktenci Modernitenin Douu, Bilgi niversitesi Yay., stanbul. Tekeli, ., 2005, Kent Tarihi Yazm Konusunda Yeni Bir Paradigma nerisi, Cumhuriyetin Ankaras, (der. T. enyapl), ODT Gelitirme Vakf Yaynclk ve letiim A.., Ankara, 2-24. Tekeli, ., 1998, Trkiyede Cumhuriyet Dneminde Kentsel Gelime ve Kent Planlamas, 75 Ylda Deien Kent ve Mimarlk, Tarih Vakf Yaynlar, stanbul, 1-24. Tekeli, ., 2001, Modernite Alrken Kent Planlamas, mge Kitabevi Yaynlar. Toprak, Z., (with E. Batur), 2003, Demir Yol - Tren a, Iron Track : Age of The Train,Yap Kredi Yaynlar, stanbul. Toprak, Z., 1998, "Iln-i Hrriyet ve Anadolu Osmanl Demiryolu Memurin ve Mstahdemini Cemiyet-i Uhuvvetkranesi", Tarih ve Toplum, sayi 57, Eyll 1988, s. 45-50. Toprak, Z. 1982, Trkiyede Milli ktisat 1908-1918, Ankara. Bilgin, ., 1998, Modernlemenin ve Toplumsal Hareketliliin Yrngesinde Cumhuriyetin mar, 75 Ylda Deien Kent ve Mimarlk, Tarih Vakf Yaynlar, stanbul, 255-273. Georgeon, F., 1996, Kei Klndan Kalpaa; Osmanl mparatorluunun Son Yzylnda Ankarann Geliimi, Modernleme Srecinde Osmanl Kentleri, Ed: Dumont, P., Georgeon, F., Tarih Vakf Yurt Yaynlar, stanbul, 99-116. alar N., Uluda Z., Aksu A., 2006, Hrriyet Meydan: Bir Kentsel Mekann Yenilik ve Dnm yks, Gazi niversitesi Mhendislik-Mimarlk Fakltesi Dergisi, s.177-182. Yerasimos, A., 1996, Tanzimatn Kent Reformlar zerine, Modernleme Srecinde Osmanl Kentleri, Ed: Dumont, P., Georgeon, F., Tarih Vakf Yurt Yaynlar, stanbul, 1-19. Yavuz, Y., 2000, 1923-1928 Ankarasnda Konut Sorunu ve Konut Gelimesi, Tarih inde Ankara, Der: Yavuz, A.Y., TBMM Basmevi, Ankara, 233-253.

10