kmiainfo: Karakoy-Beoglu The second oldest subway line in the world has been operating in Istanbul for 147 years Karakoy-Beoglu The second oldest subway line in the world has been operating in Istanbul for 147 years

Karakoy-Beoglu The second oldest subway line in the world has been operating in Istanbul for 147 years

Karakoy-Beoglu The second oldest subway line in the world has been operating in Istanbul for 147 years The Karakoy-Beyoğlu subway line, which opened in 1875, connects the Karakoyi district, located north of the entrance to the Golden Horn, and the Bera district of Beyoglu municipality. It is the second oldest urban underground line around the world after the London Underground. On January 17, 1875, the Karakoy-Beyoğlu subway line was opened to connect the Karaköy district north of the entrance to the Golden Horn, and the Beyoğlu municipality's Pera district, making it the second oldest urban tunnel around the world. The world after the London Underground, which opened in 1863. Over the course of nearly a century and a half, the line, which is called in Turkish Tunnel, passed through several maintenance and development stations, providing its services to Istanbul residents and visitors in the most vibrant and crowded historical area of ​​the city. Funicular In 1867, a French tourist, an engineer named Eugene Henry Gavand, arrived in Istanbul, and he noticed, while walking in the streets of Istanbul, which was at that time the capital of the Ottoman Empire, tens of thousands of pedestrians who were suffering going up and down from Galata Hill morning and evening, through a narrow and steep street named Yuksek Qaldur. The neighborhoods of Pera and Karaköy were at that time the commercial and economic heart of Istanbul, as its alleys were filled with many companies, banks, and Ottoman and foreign insurance companies. Embassies, hotels and commercial markets were based in Beira, while the stock markets, banks and ports were concentrated at the bottom of Galata Hill in the Karakoy neighborhood. Yuksek-Qildirim Street, which was used by about 40,000 pedestrians daily before the construction of the Sebah & Joaillier line When contemplating that scene, it occurred to the French engineer Gavand that he would offer a solution by constructing inclined mountain railways that would carry people and their goods up and down the hill, so he decided to return to his country to prepare a blueprint for his project, then returned again to Istanbul in February 1868, and presented his project to Sultan Abd Dear, who decided to approve the historic project. The French engineer worked with some of the shareholders to set up a company to build the project. The company, which was called the Metropolitan Railway of Constantinople, received a 42-year concession for establishing the project, while the contract signed between the company and the Ottoman Empire stipulates that the latter has the right to purchase the project at any time after 15 years from the date of approval of the project. Its construction, according to what the historian and architect Zeynep Celik mentioned in her book Reshaping Istanbul: An Image of an Ottoman City in the Nineteenth Century. Construction work Gavand designed his Tunnel project as a single tunnel 554.8 meters (1,820 feet) long, 6.7 meters (22 feet) wide and 4.9 meters (16 feet) high, with one station at each end, and powered by steam engines. After five years of construction involving hundreds of workers, the company completed the construction of the Karaköy-Beyoğlu line in December 1874, and the project was officially opened in January 1875 with a grand celebration. The Tunnel is designed to be a single tunnel 554.8 meters long, 6.7 meters wide and 4.9 meters high (Eugène-Henri Gavand) The Tunil project witnessed a high turnout of passengers, as it transported about 75,000 passengers in the first 13 days, while the number of passengers who boarded it in June of the same year alone reached 225 thousand passengers, according to a study prepared by Istanbul Technical University. At that time, the Tonell trains consisted of two wooden cars, one of which was for passengers, while the other was for transporting goods and animals. The project remained in that state until 1968, when it was closed for maintenance, and then reopened in 1971 after it was developed to run on electricity. Then it entered another phase of maintenance in 2007 to support and maintain it to resist earthquakes.

Karakoy-Beoglu The second oldest subway line in the world has been operating in Istanbul for 147 years


The Karakoy-Beyoğlu subway line, which opened in 1875, connects the Karakoyi district, located north of the entrance to the Golden Horn, and the Bera district of Beyoglu municipality. It is the second oldest urban underground line around the world after the London Underground.

On January 17, 1875, the Karakoy-Beyoğlu subway line was opened to connect the Karaköy district north of the entrance to the Golden Horn, and the Beyoğlu municipality's Pera district, making it the second oldest urban tunnel around the world. The world after the London Underground, which opened in 1863.

Over the course of nearly a century and a half, the line, which is called in Turkish Tunnel, passed through several maintenance and development stations, providing its services to Istanbul residents and visitors in the most vibrant and crowded historical area of ​​the city.



Karakoy-Beoglu The second oldest subway line in the world has been operating in Istanbul for 147 years The Karakoy-Beyoğlu subway line, which opened in 1875, connects the Karakoyi district, located north of the entrance to the Golden Horn, and the Bera district of Beyoglu municipality. It is the second oldest urban underground line around the world after the London Underground. On January 17, 1875, the Karakoy-Beyoğlu subway line was opened to connect the Karaköy district north of the entrance to the Golden Horn, and the Beyoğlu municipality's Pera district, making it the second oldest urban tunnel around the world. The world after the London Underground, which opened in 1863. Over the course of nearly a century and a half, the line, which is called in Turkish Tunnel, passed through several maintenance and development stations, providing its services to Istanbul residents and visitors in the most vibrant and crowded historical area of ​​the city. Funicular In 1867, a French tourist, an engineer named Eugene Henry Gavand, arrived in Istanbul, and he noticed, while walking in the streets of Istanbul, which was at that time the capital of the Ottoman Empire, tens of thousands of pedestrians who were suffering going up and down from Galata Hill morning and evening, through a narrow and steep street named Yuksek Qaldur. The neighborhoods of Pera and Karaköy were at that time the commercial and economic heart of Istanbul, as its alleys were filled with many companies, banks, and Ottoman and foreign insurance companies. Embassies, hotels and commercial markets were based in Beira, while the stock markets, banks and ports were concentrated at the bottom of Galata Hill in the Karakoy neighborhood. Yuksek-Qildirim Street, which was used by about 40,000 pedestrians daily before the construction of the Sebah & Joaillier line When contemplating that scene, it occurred to the French engineer Gavand that he would offer a solution by constructing inclined mountain railways that would carry people and their goods up and down the hill, so he decided to return to his country to prepare a blueprint for his project, then returned again to Istanbul in February 1868, and presented his project to Sultan Abd Dear, who decided to approve the historic project. The French engineer worked with some of the shareholders to set up a company to build the project. The company, which was called the Metropolitan Railway of Constantinople, received a 42-year concession for establishing the project, while the contract signed between the company and the Ottoman Empire stipulates that the latter has the right to purchase the project at any time after 15 years from the date of approval of the project. Its construction, according to what the historian and architect Zeynep Celik mentioned in her book Reshaping Istanbul: An Image of an Ottoman City in the Nineteenth Century. Construction work Gavand designed his Tunnel project as a single tunnel 554.8 meters (1,820 feet) long, 6.7 meters (22 feet) wide and 4.9 meters (16 feet) high, with one station at each end, and powered by steam engines. After five years of construction involving hundreds of workers, the company completed the construction of the Karaköy-Beyoğlu line in December 1874, and the project was officially opened in January 1875 with a grand celebration. The Tunnel is designed to be a single tunnel 554.8 meters long, 6.7 meters wide and 4.9 meters high (Eugène-Henri Gavand) The Tunil project witnessed a high turnout of passengers, as it transported about 75,000 passengers in the first 13 days, while the number of passengers who boarded it in June of the same year alone reached 225 thousand passengers, according to a study prepared by Istanbul Technical University. At that time, the Tonell trains consisted of two wooden cars, one of which was for passengers, while the other was for transporting goods and animals. The project remained in that state until 1968, when it was closed for maintenance, and then reopened in 1971 after it was developed to run on electricity. Then it entered another phase of maintenance in 2007 to support and maintain it to resist earthquakes.


Funicular
In 1867, a French tourist, an engineer named Eugene Henry Gavand, arrived in Istanbul, and he noticed, while walking in the streets of Istanbul, which was at that time the capital of the Ottoman Empire, tens of thousands of pedestrians who were suffering going up and down from Galata Hill morning and evening, through a narrow and steep street named Yuksek Qaldur.

The neighborhoods of Pera and Karaköy were at that time the commercial and economic heart of Istanbul, as its alleys were filled with many companies, banks, and Ottoman and foreign insurance companies. Embassies, hotels and commercial markets were based in Beira, while the stock markets, banks and ports were concentrated at the bottom of Galata Hill in the Karakoy neighborhood.

Yuksek-Qildirim Street, which was used by about 40,000 pedestrians daily before the construction of the Sebah & Joaillier line
When contemplating that scene, it occurred to the French engineer Gavand that he would offer a solution by constructing inclined mountain railways that would carry people and their goods up and down the hill, so he decided to return to his country to prepare a blueprint for his project, then returned again to Istanbul in February 1868, and presented his project to Sultan Abd Dear, who decided to approve the historic project.


Karakoy-Beoglu The second oldest subway line in the world has been operating in Istanbul for 147 years The Karakoy-Beyoğlu subway line, which opened in 1875, connects the Karakoyi district, located north of the entrance to the Golden Horn, and the Bera district of Beyoglu municipality. It is the second oldest urban underground line around the world after the London Underground. On January 17, 1875, the Karakoy-Beyoğlu subway line was opened to connect the Karaköy district north of the entrance to the Golden Horn, and the Beyoğlu municipality's Pera district, making it the second oldest urban tunnel around the world. The world after the London Underground, which opened in 1863. Over the course of nearly a century and a half, the line, which is called in Turkish Tunnel, passed through several maintenance and development stations, providing its services to Istanbul residents and visitors in the most vibrant and crowded historical area of ​​the city. Funicular In 1867, a French tourist, an engineer named Eugene Henry Gavand, arrived in Istanbul, and he noticed, while walking in the streets of Istanbul, which was at that time the capital of the Ottoman Empire, tens of thousands of pedestrians who were suffering going up and down from Galata Hill morning and evening, through a narrow and steep street named Yuksek Qaldur. The neighborhoods of Pera and Karaköy were at that time the commercial and economic heart of Istanbul, as its alleys were filled with many companies, banks, and Ottoman and foreign insurance companies. Embassies, hotels and commercial markets were based in Beira, while the stock markets, banks and ports were concentrated at the bottom of Galata Hill in the Karakoy neighborhood. Yuksek-Qildirim Street, which was used by about 40,000 pedestrians daily before the construction of the Sebah & Joaillier line When contemplating that scene, it occurred to the French engineer Gavand that he would offer a solution by constructing inclined mountain railways that would carry people and their goods up and down the hill, so he decided to return to his country to prepare a blueprint for his project, then returned again to Istanbul in February 1868, and presented his project to Sultan Abd Dear, who decided to approve the historic project. The French engineer worked with some of the shareholders to set up a company to build the project. The company, which was called the Metropolitan Railway of Constantinople, received a 42-year concession for establishing the project, while the contract signed between the company and the Ottoman Empire stipulates that the latter has the right to purchase the project at any time after 15 years from the date of approval of the project. Its construction, according to what the historian and architect Zeynep Celik mentioned in her book Reshaping Istanbul: An Image of an Ottoman City in the Nineteenth Century. Construction work Gavand designed his Tunnel project as a single tunnel 554.8 meters (1,820 feet) long, 6.7 meters (22 feet) wide and 4.9 meters (16 feet) high, with one station at each end, and powered by steam engines. After five years of construction involving hundreds of workers, the company completed the construction of the Karaköy-Beyoğlu line in December 1874, and the project was officially opened in January 1875 with a grand celebration. The Tunnel is designed to be a single tunnel 554.8 meters long, 6.7 meters wide and 4.9 meters high (Eugène-Henri Gavand) The Tunil project witnessed a high turnout of passengers, as it transported about 75,000 passengers in the first 13 days, while the number of passengers who boarded it in June of the same year alone reached 225 thousand passengers, according to a study prepared by Istanbul Technical University. At that time, the Tonell trains consisted of two wooden cars, one of which was for passengers, while the other was for transporting goods and animals. The project remained in that state until 1968, when it was closed for maintenance, and then reopened in 1971 after it was developed to run on electricity. Then it entered another phase of maintenance in 2007 to support and maintain it to resist earthquakes.


The French engineer worked with some of the shareholders to set up a company to build the project. The company, which was called the Metropolitan Railway of Constantinople, received a 42-year concession for establishing the project, while the contract signed between the company and the Ottoman Empire stipulates that the latter has the right to purchase the project at any time after 15 years from the date of approval of the project. Its construction, according to what the historian and architect Zeynep Celik mentioned in her book Reshaping Istanbul: An Image of an Ottoman City in the Nineteenth Century.

Construction work
Gavand designed his Tunnel project as a single tunnel 554.8 meters (1,820 feet) long, 6.7 meters (22 feet) wide and 4.9 meters (16 feet) high, with one station at each end, and powered by steam engines.

After five years of construction involving hundreds of workers, the company completed the construction of the Karaköy-Beyoğlu line in December 1874, and the project was officially opened in January 1875 with a grand celebration.

The Tunnel is designed to be a single tunnel 554.8 meters long, 6.7 meters wide and 4.9 meters high (Eugène-Henri Gavand)
The Tunil project witnessed a high turnout of passengers, as it transported about 75,000 passengers in the first 13 days, while the number of passengers who boarded it in June of the same year alone reached 225 thousand passengers, according to a study prepared by Istanbul Technical University.

At that time, the Tonell trains consisted of two wooden cars, one of which was for passengers, while the other was for transporting goods and animals. The project remained in that state until 1968, when it was closed for maintenance, and then reopened in 1971 after it was developed to run on electricity. Then it entered another phase of maintenance in 2007 to support and maintain it to resist earthquakes.
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