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Bu çalışma, II. Meşrutiyet Dönemi’nde (1908-1918) Osmanlı Devleti’nin yolların inşası ile ilgili genel politikalarını tespit etmeyi, bu politikalar içerisinde Antalya’da karayollarının durumunu ortaya koymayı amaçlamaktadır. Osmanlı Devleti’nde yollar insan bedenindeki damarlar gibi görülmüş, nasıl demi hayat uruklar (damarlar) vasıtasıyla cereyan ederse, yollardan da servet-i memleket cereyan eder anlayışı ile yol yapımına imkânlar nisbetinde önem verilmiştir. Bu nedenle Osmanlı Devleti 19. yüzyıl ortalarından itibaren yol mevzuatı ile ilgili önemli yasal düzenlemeler yapmış, ardından II. Meşrutiyet Dönemi’nde de yolların inşa edilmesi konusunda büyük çaba içerisinde olmuştur. Bu maksatla 14 Aralık 1908 tarihinde kapsamlı bir Nafıa Programı hazırlanarak 30.044 kilometre yolun inşa edilmesi kararlaştırılmıştır. 1908 Nafıa Programı’nda inşa edilmesi ön görülen yollar mali imkânların elverişsizliği, gerekli sermayenin tedarik edilememesi gibi sebepler dolayısıyla uygulanamamıştır. Bunun üzerine 1910 yılında içerisinde Teke (Antalya) Sancağı’nın da olduğu bazı vilayet yollarının dâhil edilmesi ile 10.000 kilometre yolun inşa edilmesi Fransız İnşaat Şirketi’ne ihale edilmiştir. Ancak II. Meşrutiyet Dönemi’nin olağanüstü siyasi koşulları inşaat şirketinin Antalya Sancağı’ndaki yollar üzerinde çalışma yapmasına imkân vermemiştir. Diğer taraftan II. Meşrutiyet ilan edildiğinde Konya Vilayeti’nin bir sancağı olan Antalya, 23 Temmuz 1914 tarihinde müstakil sancağa dönüştürülmüştür. Daha önceden Konya Vilayeti tarafından yolların yapılmasına nezaret edilirken, idari anlamda yapılan bu değişiklikle Antalya yetkilendirilmiş, bayındırlık işleri, beledi hizmetler ve sıhhi hizmetlerin yerine getirilmesi gibi işlerden doğrudan sorumlu tutulmuştur. Dolayısıyla bu çalışmamızda hem Osmanlı Devleti’nin II. Meşrutiyet yıllarında yolların inşası ile ilgili genel politikalarının nitelikleri hem de öncesinde Konya Vilayeti’ne bağlı sancak iken daha sonra müstakil hale getirilen Antalya’nın yol durumu ele alınmıştır.
This work, II. In the Legitimate Period (1908-1918) the Ottoman State's general policies regarding the construction of roads are intended to identify the status of its roads in Antalya within these policies. In the Ottoman State, the ways were seen as the vessels in the human body, as the demy life cries through the urks (damares), and the way of the wealth cries the home is considered to be important in the proportion of the possibilities for the construction of the way. Therefore, the Ottoman State made important legal regulations on the road legislation from the mid-19th century, then II. It was a great effort in the construction of the roads during the lawful period. On 14 December 1908, a comprehensive Nafya Program was prepared for this purpose. The construction of the 044 kilometers road was agreed. The road to the construction of the 1908 Nafıa Program was not implemented due to reasons such as the disadvantage of financial possibilities, the failure to supply the necessary capital. Then in 1910 the construction of 10,000 kilometers of road with the inclusion of some provincial roads, including the Teke (Antalya) Sanctuary, was offered to the French Construction Company. But the II. The extraordinary political conditions of the Legacy Period did not allow the construction company to work on the roads in Antalya Sancağı. On the other hand II. When legitimacy was declared, Antalya, which is a sanctuary of the Konya province, was transformed into a private sanctuary on July 23, 1914. Before the construction of the roads was noted by the Konya Province, with this change made in the administrative sense, Antalya was authorized and directly responsible for the work, such as the execution of retail services, municipal services and health services. This is the case with the Ottoman State II. In the years of legitimacy, the qualities of its general policies related to the construction of roads and the previously linked to the Konya province, while the road status of Antalya, which was later made private, was discussed.
This study aims to determine the general policies of the Ottoman State in the Second Constitutional Period (1908-1918) related to the construction of roads and to reveal the state of highways in Antalya within these policies. In the Ottoman Empire, the roads were seen as veins in the human body. Following this line of thought, the wealth of the country would pass through the roads just as blood moves through the veins. Thus, the construction of roads was prioritised as much as possible. For this reason, the Ottoman Empire, which had made important legal regulations on road legislation since the mid-19th century, made great efforts to build roads during the Second Constitutional Period and a decision to construct 30,044 kilometres of the road was made following the comprehensive Public Works Program prepared on December 14, 1908. The roads planned to be built in the Public Works Program of 1908 could not be implemented due to reasons such as the inadequacy of financial means and the inability to supply the required capital. Following these problems, some provincial roads, including the District of Teke (Antalya), were included in the plans and the construction of 10,000 kilometres of roads was contracted out to the French Construction Company in 1910. However, the extraordinary political conditions of the Second Constitutional Period did not allow the construction company to work on the roads in the District of Antalya. On the other hand, Antalya, which was a district of Konya Province when the Second Constitutional was declared, was transformed into an independent district on 23 July 1914. While the construction of roads was previously supervised by Konya Province, with this administrative change, Antalya was authorised and was made directly responsible for the responsibilities such as public works, municipal services and sanitary services. Both the characteristics of the general policies of the Ottoman Empire regarding the construction of roads during the Second Constitutional years and the road situation of Antalya, which was made independent after being a district of Konya Province were addressed in the study.
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