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== Background ==
{{Short description|Turkish aviator (1878–1951)}}
13 units of the type were ordered in 1988 only for use as Line 51.<ref>{{harvnb|Lommerse|1990|loc="[[Book design#Front cover, spine, and back cover|back cover]]"}}</ref> These trains were delivered in time before the opening in 1990. In 1989, the municipality recalculated the number of trains needed to operate the line and came to the conclusion that an additional 12 units were needed. By the time the line opened, the ministry still had not allocated the required funding for the extra trains.<ref name="Trams" /> The order was placed after funding was approved by the ministry in early 1991.<ref name="HP1">{{Cite news|url=https://resolver.kb.nl/resolve?urn=ABCDDD:010845767:mpeg21:a0280|title=Weer manco's Amstelveenlijn|trans-title=Problems again on Amstelveen Line|date=10 August 1991|page=7|access-date=3 December 2023|newspaper=[[Het Parool]]|via=[[Delpher]]|language=Dutch|archive-date=17 December 2023|archive-url=https://web.archive.org/web/20231217140903/https://www.delpher.nl/nl/kranten/view?coll=ddd&identifier=ABCDDD:010845767:mpeg21:a0280|url-status=live}}</ref> Two units arrived in 1993, while the remaining ten were delivered a year later. Capacity issues on the line were resolved following this as the trams started running coupled together in March 1994.{{Sfn|van 't Hoogerhuijs|van der Gragt|1996|p=26}}<ref>{{Cite news|url=https://resolver.kb.nl/resolve?urn=ABCDDD:010866688:mpeg21:a0112|title=Op Amstelveenlijn rijdt gekoppelde sneltram|trans-title=Coupled express tram runs on Amstelveen Line|date=30 March 1994|page=7|access-date=9 December 2023|newspaper=[[De Volkskrant]]|via=[[Delpher]]|language=Dutch|archive-date=17 December 2023|archive-url=https://web.archive.org/web/20231217141317/https://www.delpher.nl/nl/kranten/view?coll=ddd&identifier=ABCDDD:010866688:mpeg21:a0112|url-status=live}}</ref>
{{Use dmy dates|date=September 2023}}
{{Infobox military person
| name = Mehmet Fesa Evrensev
| image = Fesa_Bey.jpg
| caption = Evrensev in 1911
| birth_date = {{Birth-date|1878}}
| death_date = {{Death date and age|1951|4|9|1878|df=y}}
| birth_place = Gedikpaşa, [[Istanbul]], [[Ottoman Empire]]
| death_place = Istanbul, Turkey
| placeofburial = [[Karacaahmet Cemetery]]
| placeofburial_label =
| nickname =
| allegiance = {{ubl|[[Ottoman Empire]]|Turkey}}
| branch = {{ubl|[[Ottoman Aviation Squadrons]]|[[Turkish Air Force]]}}
| serviceyears =
| rank =
| commands =
| unit =
| battles = {{ubl|[[Balkan Wars]]|[[World War I]]|[[Turkish War of Independence|War of Independence]]}}
| awards =
| laterwork = Member of the [[Turkish Aeronautical Association]]
}}


⚫
== Design ==
'''Mehmet Fesa Evrensev''' (1878 – 9 April 1951) was a [[Turkish people|Turkish]] aircraft pilot and aviator, known as the first [[Ottoman Turks|Ottoman]] pilot and first [[general manager]] of the [[Turkish Airlines|Turkish State Airline]]. Evrensev graduated from the [[Turkish Military Academy]] in 1899 as a [[lieutenant]] and spent his early military years in the [[cavalry]]. In 1911, following a series of exams, Evrensev and [[Yusuf Kenan Bey]] were selected to be the first pilots of the [[Ottoman Army (1861–1922)|Ottoman Army]]. The two were sent to the [[Blériot Aéronautique]] flight school on 9 July and completed their trainings in February and March 1912 respectively. When Evrensev and Yusuf Kenan returned, the army had started to set up its own flight school where the two would be the first instructors. During the opening day of the school on 26 April, Evrensev made his first flight as a certified pilot and became the first Turk to do so. During the [[Balkan Wars]], Evrensev was active in [[Thrace]] and conducting reconnaissance flights from [[Thessaloniki]].
Built by [[La Brugeoise et Nivelles]] (BN), the S1/S2 units consist of two cars and are {{convert|30.6|m|ft}} long and {{convert|2.65|m|ft}} wide.{{Sfn|van 't Hoogerhuijs|van der Gragt|1996|p=27}} The first 13 units (45–57) are named S1 while the 12 units (58–69) from the additional order are named S2.{{Sfn|NVBS|2023|p=99}} As the line they were supposed to run on was unusual, the trams were designed specifically for the GVB.{{Sfn|Lommerse|1990|p=1}} Two units can be coupled together for operation in Amstelveen, while four can run together in the rest of the system.{{Sfn|Manenschijn|Smit|Beens|2007|p=22}} The tram platforms in Amstelveen were built for the width of the trains, while stations on the rest of the system were compatible for a width of {{convert|3|m|ft}}. The units were fitted with retractable footboards to bridge the [[platform gap]] in those stations.<ref name="Footboard">{{Cite web|url=https://wijnemenjemee.nl/divers/nieuws/waarom-zijn-er-brede-en-smalle-metros-in-amsterdam/|title=Waarom zijn er brede en smalle metro's in Amsterdam?|trans-title=Why are there wide and narrow metros in Amsterdam?|date=28 January 2019|access-date=3 December 2023|author=Duco Vaillant|website=[[Amsterdam regional transport authority|Vervoerregio Amsterdam]]|language=Dutch|archive-date=6 December 2021|archive-url=https://web.archive.org/web/20211206001437/https://wijnemenjemee.nl/divers/nieuws/waarom-zijn-er-brede-en-smalle-metros-in-amsterdam/|url-status=live}}</ref> The trains can reach a maximum speed of {{Convert|70|km/h|abbr=on}}.{{Sfn|van 't Hoogerhuijs|van der Gragt|1996|p=26}}


== Operational history ==
Evrensev was set to participate in the [[Caucasus campaign]] during [[World War I]], but the ship he boarded was sunk by Russians in October 1914 and he was captured as a [[prisoner of war]]. He was kept in a camp in [[Siberia]], from which he escaped in 1917 and made his way to [[Moscow]] using freight trains. He returned to the Ottoman Empire in 1920 after spotting a group of Turkish soldiers. During the [[Turkish War of Independence]], he was again active at the Western front. He retired from the military in 1925 and later became the first general manager of the Turkish State Airline. In 1942, he joined the [[Turkish Aeronautical Association]]. After suffering from health problems such as [[tuberculosis]] due to the conditions in the Russian camp, Evrensev died on 9 April 1951. 26 April has been named the World Pilots' Day since 2014 in honour of his first flight. The date was already locally recognized as the Pilot's Day by the Turkish Airline Pilots Association in 2000.
The GVB started to test the new tram units in May 1990.<ref>{{Cite news|url=https://resolver.kb.nl/resolve?urn=KBPERS01:003082026:mpeg21:a00215|title=Amsterdam test sneltram|trans-title=Amsterdam tests express tram|date=31 May 1990|page=21|access-date=2 December 2023|newspaper=[[Algemeen Dagblad]]|via=[[Delpher]]|language=Dutch|archive-date=17 December 2023|archive-url=https://web.archive.org/web/20231217135125/https://www.delpher.nl/nl/kranten/view?coll=ddd&identifier=KBPERS01:003082026:mpeg21:a00215|url-status=live}}</ref> A few weeks before the scheduled opening, two trains collided during a test run and were damaged, resulting in a reduced frequency at opening.<ref>{{Cite news|url=https://resolver.kb.nl/resolve?urn=KBPERS01:003085023:mpeg21:a00083|title=Botsing bij proefrit: sneltram minder vaak|trans-title=Collision during test run: express tram less frequent|date=27 November 1990|page=7|access-date=2 December 2023|newspaper=[[Algemeen Dagblad]]|via=[[Delpher]]|language=Dutch|archive-date=17 December 2023|archive-url=https://web.archive.org/web/20231217135125/https://www.delpher.nl/nl/kranten/view?coll=ddd&identifier=KBPERS01:003085023:mpeg21:a00083|url-status=live}}</ref> The line officially opened on 30 November 1990 as Line 51.<ref name="opening">{{Cite news|url=https://resolver.kb.nl/resolve?urn=ABCDDD:010867432:mpeg21:a0186|title=Sneltram zoeft over Beneluxbaan|trans-title=Express tram zooms along Beneluxbaan|date=30 November 1990|page=9|access-date=2 December 2023|newspaper=[[De Volkskrant]]|via=[[Delpher]]|language=Dutch|archive-date=17 December 2023|archive-url=https://web.archive.org/web/20231217135126/https://www.delpher.nl/nl/kranten/view?coll=ddd&identifier=ABCDDD:010867432:mpeg21:a0186|url-status=live}}</ref><ref name="M51">{{Cite news|url=https://resolver.kb.nl/resolve?urn=ABCDDD:010833508:mpeg21:a0174|title=Amstelveen moet nog wennen aan eigen sneltram|trans-title=Amstelveen still has to get used to its own express tram|date=23 July 1990|page=9|access-date=2 December 2023|newspaper=[[Het Parool]]|via=[[Delpher]]|language=Dutch|archive-date=17 December 2023|archive-url=https://web.archive.org/web/20231217135127/https://www.delpher.nl/nl/kranten/view?coll=ddd&identifier=ABCDDD:010833508:mpeg21:a0174|url-status=live}}</ref> The GVB started to have problems with the line as soon as it opened. Within a week of the opening, 5 of the 13 units were out of order due to technical problems or repairs.<ref>{{Cite news|url=https://resolver.kb.nl/resolve?urn=ABCDDD:010867463:mpeg21:a0154|title=Er valt weer wat te klagen in Amsterdam|trans-title=There is something to complain about in Amsterdam again|date=6 December 1990|page=8|access-date=3 December 2023|newspaper=[[De Volkskrant]]|via=[[Delpher]]|language=Dutch|archive-date=17 December 2023|archive-url=https://web.archive.org/web/20231217135127/https://www.delpher.nl/nl/kranten/view?coll=ddd&identifier=ABCDDD:010867463:mpeg21:a0154|url-status=live}}</ref> There were problems with the retractable footboards caused by a design error.<ref name="HP1" /> These were later fixed by BN for free.<ref>{{Cite news|url=https://resolver.kb.nl/resolve?urn=ABCDDD:010845767:mpeg21:a0280|title=Weer manco's Amstelveenlijn|trans-title=Problems again on Amstelveen Line|date=10 August 1991|page=7|access-date=3 December 2023|newspaper=[[Het Parool]]|via=[[Delpher]]|language=Dutch|archive-date=17 December 2023|archive-url=https://web.archive.org/web/20231217140903/https://www.delpher.nl/nl/kranten/view?coll=ddd&identifier=ABCDDD:010845767:mpeg21:a0280|url-status=live}}</ref> The capacity of the remaining trains was not enough and some people were left behind on the platform during [[rush hour]]s due to the vehicles being full.<ref name="Trams">{{Cite news|url=https://resolver.kb.nl/resolve?urn=ABCDDD:010833234:mpeg21:a0548|title=Levertijd extra sneltrams is zeker twee jaar|trans-title=Delivery time for additional express trams is at least two years|date=15 December 1990|page=11|access-date=3 December 2023|newspaper=[[Het Parool]]|via=[[Delpher]]|language=Dutch}}</ref> The units resumed service on the full route 7 months later in September, with the tickets for the line initially being free.<ref>{{Cite news|url=https://resolver.kb.nl/resolve?urn=ABCDDD:010845713:mpeg21:a0198|title=Sneltram hervat route stilletjes|trans-title=Express tram quietly resumes route|date=5 September 1991|page=12|access-date=3 December 2023|newspaper=[[Het Parool]]|via=[[Delpher]]|language=Dutch}}</ref> GVB put the blame of the capacity and technical issues that occurred after the opening of the line on the constructor and considered asking for financial compensation.<ref>{{Cite news|url=https://resolver.kb.nl/resolve?urn=ABCDDD:010845773:mpeg21:a0161|title=GVB wil geld van fabriek sneltrams|trans-title=GVB wants money from factory express trams|date=14 August 1991|page=9|access-date=3 December 2023|newspaper=[[Het Parool]]|via=[[Delpher]]|language=Dutch|archive-date=17 December 2023|archive-url=https://web.archive.org/web/20231217141314/https://www.delpher.nl/nl/kranten/view?coll=ddd&identifier=ABCDDD:010845773:mpeg21:a0161|url-status=live}}</ref>


An express tram caught fire at the Weesperplein station on 12 July 1999 due to a blocked disc brake. Although the tram was carrying no passengers at the time, the smoke coming from the fire caused all levels of the station to be evacuated.{{Sfn|van Vollenhoven|2000|pp=8–9}} Two people were taken to hospital for smoke inhalation, but were discharged quickly after their injuries were determined to be minor.{{Sfn|van Vollenhoven|2000|p=15}} The express tram stock was expected to have a lifespan of 30 years or less given the complex operation required.{{Sfn|Manenschijn|Smit|Beens|2007|p=59}} By the 2010s, the units were considered to be prone to technical issues due to their age.<ref>{{Cite web|url=https://vervoerregio.nl/artikel/20170320-vernieuwing-amstelveenlijn-flinke-stap-dichterbij|title=Vernieuwing Amstelveenlijn flinke stap dichterbij|trans-title=Renewal Amstelveen Line huge step closer|date=20 March 2017|access-date=3 December 2023|website=[[Amsterdam regional transport authority|Vervoerregio Amsterdam]]|language=Dutch|archive-date=17 December 2023|archive-url=https://web.archive.org/web/20231217141415/https://vervoerregio.nl/artikel/20170320-vernieuwing-amstelveenlijn-flinke-stap-dichterbij|url-status=live}}</ref>
== Early and personal life ==
Mehmet Fesa [[Bey]]{{efn|Standard naming convention in the Ottoman Empire and early Turkish Republic until the [[Surname Law (Turkey)|Surname Law of 1934]]. "Mehmet Fesa" is the [[given name]], and there is no [[surname]]. "Bey" is used to note the [[gender]].}} was born in 1878 in Gedikpaşa, [[Istanbul]], [[Ottoman Empire]].{{Sfn|Dalkılınç|2021|p=45}} After finishing his primary education in Istanbul,{{Sfn|Oğuz|2016|p=46}} he attended the [[Galatasaray High School]] in 1887 for ten years and switched to the [[Turkish Military Academy]] in 1897. He graduated two years later in 1899 as a [[lieutenant]] in the [[cavalry]].{{Sfn|Adıgüzel|2019|p=35}} Following his graduation, Evrensev was sent to the [[Davutpaşa Barracks]] in Istanbul, which was determined by a lot.{{Sfn|Adıgüzel|2019|p=35}} While in the cavalry, he was kept 97 days in jail and later sent to [[Erzincan]] in [[exile]]. Following the start of the [[Second Constitutional Era]] in 1908, Evrensev was pardoned and returned to the cavalry in Istanbul as the commander of the fifth [[Company (military unit)|company]] in the first [[regiment]].{{Sfn|Nergiz|2020|p=45}}{{Sfn|Köksal|2022|p=171}} He spent the first ten years in the military as a regular lieutenant in several missions and was later promoted to a [[Captain (armed forces)|captain]].{{Sfn|Oğuz|2016|p=46}}{{Sfn|Kurt|Korkmaz|2018|p=219}} Evrensev got married with Gül Hanım before [[World War I]] and had two children. In 1922, he married Hatice Sabiha Hanım and had four daughters.{{Sfn|Adıgüzel|2019|p=31}} Apart from Turkish and English, he was also a fluent speaker of French, Greek and Arabic.{{Sfn|Adıgüzel|2019|p=33}}


The Amstelveen Line closed on 2 March 2019 and was converted into [[Amsteltram|a proper tram line]]. Metro 51 kept its original route from Amsterdam Centraal to Zuid, and instead of branching off to Amstelveen, it continues west-bound and ends at [[Isolatorweg metro station|Isolatorweg]].<ref>{{Cite web|url=https://www.nhnieuws.nl/nieuws/241367/nog-een-paar-ritjes-en-dan-is-het-over-voor-lijn-51-tussen-amsterdam-en-amstelveen|title=Nog een paar ritjes en dan is het over voor lijn 51 tussen Amsterdam en Amstelveen|trans-title=Just a few more rides and then it's over for line 51 between Amsterdam and Amstelveen|date=2 March 2019|access-date=4 December 2023|website=[[NH (broadcaster)|NH Nieuws]]|language=Dutch|archive-date=17 December 2023|archive-url=https://web.archive.org/web/20231217140747/https://www.nhnieuws.nl/nieuws/241367/nog-een-paar-ritjes-en-dan-is-het-over-voor-lijn-51-tussen-amsterdam-en-amstelveen|url-status=live}}</ref><ref>{{Cite web|url=https://reisinfo.gvb.nl/reisinformatie/lijn/GVB/51|title=Metro 51: Centraal Station - Isolatorweg|access-date=4 December 2023|website=[[GVB (Amsterdam)|GVB]]|language=Dutch|archive-date=17 December 2023|archive-url=https://web.archive.org/web/20231217140748/https://reisinfo.gvb.nl/reisinformatie/lijn/GVB/51|url-status=live}}</ref> Following the conversion, the S1/S2 trains went for through a technical upgrade for the final time and were used on regular metro lines.<ref>{{Cite web|url=https://www.parool.nl/amsterdam/einde-amstelveenlijn-de-verbinding-met-de-stad-toen-en-nu~b5f366fd/|title=Einde Amstelveenlijn: de verbinding met de stad toen en nu|trans-title=End of the Amstelveen line: the connection with the city then and now|author=Marc Kruyswijk|date=2 March 2019|access-date=3 December 2023|archive-date=3 December 2023|archive-url=https://archive.today/20231203151832/https://www.parool.nl/amsterdam/einde-amstelveenlijn-de-verbinding-met-de-stad-toen-en-nu~b5f366fd/|url-status=live|url-access=subscription|website=[[Het Parool]]|language=Dutch}}</ref> The trains are set to go out of service by 2024 with the arrival of the newer M7 metros.<ref name="Rail magazine">{{Cite web|url=https://railmagazine.nl/caf-gaat-nieuwe-metros-aan-amsterdam-leveren/|title=CAF gaat nieuwe metro's aan Amsterdam leveren|trans-title=CAF will deliver new metros to Amsterdam|date=3 May 2018|access-date=3 December 2023|website=Rail Magazine|issn=0926-3489|language=Dutch|archive-date=21 September 2023|archive-url=https://web.archive.org/web/20230921224821/https://railmagazine.nl/caf-gaat-nieuwe-metros-aan-amsterdam-leveren/|url-status=live}}</ref>
== Military career ==
=== Flight training ===
In February 1911, the [[Ottoman Army (1861–1922)|Ottoman Army]] announced that it would send two people to an European flight school.{{Sfn|Kurt|Korkmaz|2018|p=219}} The two pilots would be decided by a series of exams. The first exam was taken by 80 people, with number of attendees decreasing after every exam. The final one was attended by ten people;{{Sfn|Dalkılınç|2021|p=46}} Evrensev and [[senior lieutenant]] [[Yusuf Kenan Bey]] got the two highest scores with 92 and 91 respectively. The two went through a medical check and were cleared to be sent abroad. The army initially wanted to send them to Germany, but due to France having more advanced technology at the time and lower costs, they were sent to the flight school of [[Blériot Aéronautique]] on 9 July.{{Sfn|Kurt|Korkmaz|2018|pp=219–220}}

Evrensev completed his training on 19 February 1912 and became the first licensed Turkish pilot. Yusuf Kenan completed his training a month later. Around the same time, the army planned to open its own flight school, for which it bought two aircraft.{{Sfn|Kurt|Korkmaz|2018|pp=223–226}} In March, Evrensev and Kenan Bey were requested to return to Istanbul by a [[Lieutenant colonel (Turkey)|lieutenant colonel]] to take delivery of these aircraft, which they did on 20 April. The two became the first instructors of the school. The aircraft were moved to [[Yeşilköy|San Stefano]]. British pilot [[Charles Gordon Bell]] came to Istanbul to attend a ceremony at the school with his [[Robert Esnault-Pelterie|R.E.P.]] airplane. On the morning of 26 April, Bell flew several times in front of high-ranking Ottoman officers, including a flight over the [[Sea of Marmara]]. Later that day, Evrensev made his own flight with a [[Société pour l'aviation et ses dérivés|Deperdussin]] airplane, which became the first flight by a certified Turkish pilot.{{Sfn|Kurt|Korkmaz|2018|pp=233–235}}

=== Participation in wars and capture by Russians ===
When the [[Balkan Wars]] started in October 1912, Evrensev was still an instructor at the flight school.{{Sfn|Yalçın|2022|p=75}} A crew consisting of some Ottoman and French pilots and technicians—including Evrensev—were sent to [[Thessaloniki]] by train, where they arrived on 14 October.{{Sfn|Yalçın|2022|p=81}} The Balkan Wars were the first time the Ottoman Army used aircraft in battle, with Evrensev and his crew conducting many reconnaissance flights over [[Thrace]].{{Sfn|Oğuz|2016|p=47}} After the Greek Army advanced into the city, the crew burnt its aircraft to not allow the Greeks to use them and hid in the homes of Turks living in the area.{{Sfn|Yalçın|2022|p=81}} Evrensev escaped to [[İzmir]] with a ferry and later returned to Istanbul.{{Sfn|Köksal|2022|p=168}} He made another reconnaissance flight on 22 February 1913 as part of the [[Second Battle of Çatalca]].{{Sfn|Yalçın|2022|p=86}} Evrensev was the commander of the air corps in Thrace. Throughout July, he was involved in a series of flights around the area, most notably assisting in the [[Second Balkan War#Ottoman intervention|liberation of Edirne]].{{Sfn|Yalçın|2022|p=91}} Following the war, he was part of the first Ottoman [[Formation flying|formation flight]] on 13 November from Istanbul to [[Edirne]].{{Sfn|Köksal|2022|p=168}}

Evrensev was sent to participate in the [[Caucasus campaign]] during [[World War I]]. The ship he boarded was sunk by Russians on 24 October 1914 off the coast of [[Amasra]] in the [[Black Sea]]. He was captured as a [[prisoner of war]] and subsequently sent to camp in [[Siberia]]. While in the camp, he taught people to make clothes from [[calico]] that was used to send supplies.{{Sfn|Oğuz|2016|p=47}} He was trusted by the guards and was allowed to be the personal driver of a Russian general.{{Sfn|Oğuz|2016|p=48}} Aided by the chaos created due to the [[October Revolution]] in the country, he escaped the camp in 1917. Evrensev made his way to [[Moscow]] using freight trains. While [[begging]] at the [[Red Square]], he spotted a group of Turkish soldiers, whom he identified by their clothes. Upon identifying himself, the commander of the group told Evrensev that he was presumed to have died and that they did not know that he was still alive.{{Sfn|Dalkılınç|2021|p=47}}

He stayed with the group for three weeks.{{Sfn|Dalkılınç|2021|p=47}} When the group was working on returning some of its equipment to the Ottoman Empire, Evrensev said that he could travel across the Black Sea with a [[Taka (boat)|taka]] if he was allowed to go to [[Crimea]]. He managed to convince the commander and sailed across the sea alone in a small taka. He arrived at [[Trabzon]] on 14 June 1920. After he explained his story to a commander, he was restored to his former rank of captain.{{Sfn|Oğuz|2016|p=49}} During the [[Turkish War of Independence]], he was stationed at the Western front, and was later promoted to a [[major]] during the war.{{Sfn|Dalkılınç|2021|p=48}}

=== Later military career and retirement ===
Evrensev was a part of the group that included aviation pioneer [[Vecihi Hürkuş]] that was asked to tour Europe to study European aviation. They left İzmir with a ferry on 20 Decemeber 1923 and arrived in [[Marseille]], France, 8 days later and first visited the factory of [[Chantiers Aéro-Maritimes de la Seine]]. They later went to other factories, including a return to Blériot Aéronautique.{{Sfn|Hürkuş|2000|pp=143–145}} They left the country in February for Italy, and moved to Germany that same month.{{Sfn|Hürkuş|2000|pp=149–151}} The group toured Great Britain from March to May, during which Evrensev also met a British general that he had known from his time at the flight school in France.{{Sfn|Hürkuş|2000|p=154}} He continued to be an inspector and instructor at the Air Force in İzmir until his retirement from the military on 18 November 1925 as a major.{{Sfn|Köksal|2022|p=171}}

== Civil career and later life ==
From 1925 to 1933, Evrensev worked in the Air Force [[Undersecretary]].{{Sfn|Oğuz|2016|p=49}} In the early 1930s, he was involved in the creation of the first Turkish airline, the Turkish State Airline, present-day [[Turkish Airlines]].{{Sfn|Adıgüzel|2019|p=32}} He was appointed as the first [[general manager]] of the airline on 3 June 1933, a position which he held for a year until 13 June 1934.{{Sfn|Albayrak|1983|p=17}}{{Sfn|Nergiz|2020|p=119}} He joined the [[Turkish Aeronautical Association]] in 1942 and served as a translator for Polish and Russian technicians in the association as well as its foreign visitors.{{Sfn|Dalkılınç|2021|p=48}}

Evrensev's health worsened in the final ten years of his life, mainly due to the poor conditions he was subjected to in the Siberian camp. In 1943, he was diagnosed with lung [[tuberculosis]] and spent three months in the [[Heybeliada]] sanatorium. In September 1947, he was treated at a military hospital due to symptoms such as fatigue and coughing, and was put on leave for three months. He retired from the Turkish Aeronautical Association in 1950.{{Sfn|Adıgüzel|2019|p=33}} Mehmet Fesa Evrensev died on 9 April 1951 and was buried at the [[Karacaahmet Cemetery]].{{Sfn|Oğuz|2016|p=49}}

⚫
== Legacy ==
Evrensev is a recipient of the silver [[Liakat Medal]], the [[Medal of Independence (Turkey)|Medal of Independence]] and the Fifth Class [[Order of the Medjidie]] for his service in the military.{{Sfn|Oğuz|2016|p=49}}{{Sfn|Dalkılınç|2021|p=48}}

In 2000, the Turkish Airline Pilots Association (TALPA) recognized 26 April as the Pilot's Day in honour of the first flight by Evrensev. The first occasion that same year was celebrated with the Turkish Air Force.{{Sfn|Oğuz|2016|p=49}} In 2013, the [[International Federation of Air Line Pilots' Associations]] (IFALPA) decided to create a World Pilots' Day, and picked 26 April as the date because it was "a day that saw a prominent figure in aviation history taking to the sky for the first time". Since 2014, the World Pilots' Day is celebrated internationally on 26 April.<ref>{{Cite web|url=https://applications.icao.int/postalhistory/ifalpa_international_federation_of_air_line_pilots_associations.htm|title=IFALPA – International Federation of Air Line Pilots' Associations|access-date=26 January 2024|website=[[International Civil Aviation Organization]]}}</ref>

== Notes ==
{{notelist}}


== References ==
== References ==
Line 65: Line 18:
=== Bibliography ===
=== Bibliography ===
{{refbegin}}
{{refbegin}}
*{{cite book|last1=van 't Hoogerhuijs|first1=Herman|last2=van der Gragt|first2=Frits|date=1996|title=Trammaterieel in Nederland en België|trans-title=Tram stock in the Netherlands and Belgium|publisher=De Alk|isbn=9789060139486|language=Dutch}}
{{Div col|colwidth=35em}}
*{{cite document|last=Lommerse|first=Edith|display-authors=etal|title=Niet dringen! Sneltram verbinding tussen Amstelveen en Amsterdam|trans-title=Don't push! Express tram connection between Amstelveen and Amsterdam|date=1990|publisher=[[GVB (Amsterdam)|GVB]]|location=Amsterdam}}
*{{cite book|last=Adıgüzel|first=Mehmet Bahattin|date=2019|title=Türk Havacılığına İz Bırakanlar|chapter=Mehmet Fesa Evrensev|pages=25–41|publisher=Sonçağ Yayınları|location=[[Ankara]]|edition=First|isbn=9786057851161|language=Turkish}}
*{{cite report|last1=Manenschijn|first1=Henk-Jan Jansen|last2=Smit|first2=Hans|last3=Beens|first3=Arnoud|date=June 2007|title=Metronetstudie|trans-title=Metro network study|url=https://www.noordzuidlijnkennis.net/wp-content/uploads/2013/05/metronetstudie.pdf|publisher=[[Government of Amsterdam]]|access-date=20 September 2022|archive-date=22 February 2022|archive-url=https://web.archive.org/web/20220222175222/https://www.noordzuidlijnkennis.net/wp-content/uploads/2013/05/metronetstudie.pdf|url-status=dead|language=Dutch}}
*{{cite book|last1=Albayrak|first1=İlyas|date=1983|title=Dünden Bugüne Türk Hava Yolları: 1933–1983|publisher=[[Turkish Airlines]]|language=Turkish}}
*{{cite book|last=Dalkılınç|first=Deniz|display-authors=etal|date=2021|title=Kanatlarımdaki Cesaret: Havacılık Tarihinden Notlar|chapter=Mehmet Fesa Evrensev: İlk Pilotumuz|pages=44–49|url=https://kucukcekmece.istanbul/Content/dosya/31990/havacilikmatbaaweb-50080-9520082.pdf|access-date=30 August 2023|archive-url=https://web.archive.org/web/20230207081738/https://kucukcekmece.istanbul/Content/dosya/31990/havacilikmatbaaweb-50080-9520082.pdf|archive-date=7 February 2023|url-status=live|publisher=[[Küçükçekmece]] Municipality|language=Turkish}}
*{{Cite magazine|date=2023|title=Materieeloverzichten Nederland|trans-title=Rolling stock overview the Netherlands|url=https://www.nvbs.com/shared/content/uploads/2023/02/OdR-2023-02-LR4.pdf|magazine=Op de Rails|access-date=3 December 2023|archive-date=3 December 2023|archive-url=https://web.archive.org/web/20231203134211/https://www.nvbs.com/shared/content/uploads/2023/02/OdR-2023-02-LR4.pdf|publisher=Nederlandse Vereniging van Belangstellenden in het Spoor- en tramwegwezen|url-status=live|issn=0030-3321|pages=96–99|language=Dutch|ref={{harvid|NVBS|2023}}}}
*{{cite report|last=van Vollenhoven|first=Pieter|display-authors=etal|date=July 2000|title=Fire in High-speed Tram|url=https://www.onderzoeksraad.nl/nl/media/attachment/2018/7/10/074e_rv_fire_in_high_speed_tram.pdf|publisher=[[Dutch Transport Safety Board]]|access-date=21 September 2022|archive-date=12 July 2022|archive-url=https://web.archive.org/web/20220712053247/https://www.onderzoeksraad.nl/nl/media/attachment/2018/7/10/074e_rv_fire_in_high_speed_tram.pdf|url-status=live}}
*{{Cite book|last=Hürkuş|first=Vecihi|author-link=Vecihi Hürkuş|date=December 2000|title=Bir Tayyarecinin Anıları|isbn=9789750802195|publisher=[[Yapı Kredi Yayınları]]|language=Turkish}}
*{{Cite journal|last1=Kurt|first1=Deniz|last2=Korkmaz|first2=Erdal|date=2018|title=Yeni Arşiv Belgeleri Işığında Türk Askerî Havacılığının Doğuşu (1911-1912)|url=https://dergipark.org.tr/tr/download/article-file/565423|journal=The Journal of Defense Sciences|access-date=30 August 2023|archive-date=8 February 2020|archive-url=https://web.archive.org/web/20200208033500/https://dergipark.org.tr/tr/download/article-file/565423|publisher=[[National Defense University (Turkey)|National Defense University]]|url-status=live|issn=13036831|volume=17|issue=2|pages=207–251|doi=10.17134/khosbd.477296|language=Turkish}}
*{{Cite journal|last=Köksal|first=Orhan|date=2022|title=Türk Askerî Havacılık Tarihine Dair Bir Kaynak İncelemesi: Uçan Süvariler|url=https://dergipark.org.tr/tr/download/article-file/2229838|journal=Journal of Aviation Research|access-date=30 August 2023|archive-date=20 May 2022|archive-url=https://web.archive.org/web/20220520023307/https://dergipark.org.tr/tr/download/article-file/2229838|publisher=[[Maltepe University]]|url-status=live|eissn=26873338|volume=4|issue=1|pages=164–176|doi=10.51785/jar.1067463|language=Turkish}}
*{{cite book|last=Nergiz|first=Abdullah|date=2020|title=Devlet Hava Yolları: Türkiye'de Sivil Havacılığın Doğuşu (1933-1956)|publisher=VakıfBank Kültür Yayınları|location=[[Istanbul]]|edition=First|isbn=9786057947710|language=Turkish}}
*{{Cite magazine|last=Oğuz|first=Sinemis|date=2016|title=Mehmet Fesa Evrensev'in Yaşam Öyküsü|url=https://www.talpa.org/wp-content/uploads/2016/05/ocak-subat-mart-2016-kokpitten-bakis.pdf|magazine=Kokpit'ten Bakış|access-date=30 August 2023|archive-date=30 August 2023|archive-url=https://web.archive.org/web/20230830141446/https://www.talpa.org/wp-content/uploads/2016/05/ocak-subat-mart-2016-kokpitten-bakis.pdf|publisher=Turkish Airline Pilots Association|url-status=live|volume=8|issue=36|pages=46–49|language=Turkish}}
*{{Cite journal|last=Yalçın|first=Osman|date=2022|title=Balkan Savaşlarında Türk Hava Harekatı|url=https://dergipark.org.tr/tr/download/article-file/2299623|journal=Journal of Academic History and Studies|access-date=30 August 2023|archive-date=30 August 2023|archive-url=https://web.archive.org/web/20230830135654/https://dergipark.org.tr/tr/download/article-file/2299623|url-status=live|eissn=26875624|volume=5|issue=6|pages=65–105|doi=10.56448/ataddergi.1085217|language=Turkish}}
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Revision as of 00:42, 23 March 2024

Background

13 units of the type were ordered in 1988 only for use as Line 51.[1] These trains were delivered in time before the opening in 1990. In 1989, the municipality recalculated the number of trains needed to operate the line and came to the conclusion that an additional 12 units were needed. By the time the line opened, the ministry still had not allocated the required funding for the extra trains.[2] The order was placed after funding was approved by the ministry in early 1991.[3] Two units arrived in 1993, while the remaining ten were delivered a year later. Capacity issues on the line were resolved following this as the trams started running coupled together in March 1994.[4][5]

Design

Built by La Brugeoise et Nivelles (BN), the S1/S2 units consist of two cars and are 30.6 metres (100 ft) long and 2.65 metres (8.7 ft) wide.[6] The first 13 units (45–57) are named S1 while the 12 units (58–69) from the additional order are named S2.[7] As the line they were supposed to run on was unusual, the trams were designed specifically for the GVB.[8] Two units can be coupled together for operation in Amstelveen, while four can run together in the rest of the system.[9] The tram platforms in Amstelveen were built for the width of the trains, while stations on the rest of the system were compatible for a width of 3 metres (9.8 ft). The units were fitted with retractable footboards to bridge the platform gap in those stations.[10] The trains can reach a maximum speed of 70 km/h (43 mph).[4]

Operational history

The GVB started to test the new tram units in May 1990.[11] A few weeks before the scheduled opening, two trains collided during a test run and were damaged, resulting in a reduced frequency at opening.[12] The line officially opened on 30 November 1990 as Line 51.[13][14] The GVB started to have problems with the line as soon as it opened. Within a week of the opening, 5 of the 13 units were out of order due to technical problems or repairs.[15] There were problems with the retractable footboards caused by a design error.[3] These were later fixed by BN for free.[16] The capacity of the remaining trains was not enough and some people were left behind on the platform during rush hours due to the vehicles being full.[2] The units resumed service on the full route 7 months later in September, with the tickets for the line initially being free.[17] GVB put the blame of the capacity and technical issues that occurred after the opening of the line on the constructor and considered asking for financial compensation.[18]

An express tram caught fire at the Weesperplein station on 12 July 1999 due to a blocked disc brake. Although the tram was carrying no passengers at the time, the smoke coming from the fire caused all levels of the station to be evacuated.[19] Two people were taken to hospital for smoke inhalation, but were discharged quickly after their injuries were determined to be minor.[20] The express tram stock was expected to have a lifespan of 30 years or less given the complex operation required.[21] By the 2010s, the units were considered to be prone to technical issues due to their age.[22]

The Amstelveen Line closed on 2 March 2019 and was converted into a proper tram line. Metro 51 kept its original route from Amsterdam Centraal to Zuid, and instead of branching off to Amstelveen, it continues west-bound and ends at Isolatorweg.[23][24] Following the conversion, the S1/S2 trains went for through a technical upgrade for the final time and were used on regular metro lines.[25] The trains are set to go out of service by 2024 with the arrival of the newer M7 metros.[26]

References

Citations

  1. ^ Lommerse 1990, "back cover"
  2. ^ a b "Levertijd extra sneltrams is zeker twee jaar" [Delivery time for additional express trams is at least two years]. Het Parool (in Dutch). 15 December 1990. p. 11. Retrieved 3 December 2023 – via Delpher.
  3. ^ a b "Weer manco's Amstelveenlijn" [Problems again on Amstelveen Line]. Het Parool (in Dutch). 10 August 1991. p. 7. Archived from the original on 17 December 2023. Retrieved 3 December 2023 – via Delpher.
  4. ^ a b van 't Hoogerhuijs & van der Gragt 1996, p. 26.
  5. ^ "Op Amstelveenlijn rijdt gekoppelde sneltram" [Coupled express tram runs on Amstelveen Line]. De Volkskrant (in Dutch). 30 March 1994. p. 7. Archived from the original on 17 December 2023. Retrieved 9 December 2023 – via Delpher.
  6. ^ van 't Hoogerhuijs & van der Gragt 1996, p. 27.
  7. ^ NVBS 2023, p. 99.
  8. ^ Lommerse 1990, p. 1.
  9. ^ Manenschijn, Smit & Beens 2007, p. 22.
  10. ^ Duco Vaillant (28 January 2019). "Waarom zijn er brede en smalle metro's in Amsterdam?" [Why are there wide and narrow metros in Amsterdam?]. Vervoerregio Amsterdam (in Dutch). Archived from the original on 6 December 2021. Retrieved 3 December 2023.
  11. ^ "Amsterdam test sneltram" [Amsterdam tests express tram]. Algemeen Dagblad (in Dutch). 31 May 1990. p. 21. Archived from the original on 17 December 2023. Retrieved 2 December 2023 – via Delpher.
  12. ^ "Botsing bij proefrit: sneltram minder vaak" [Collision during test run: express tram less frequent]. Algemeen Dagblad (in Dutch). 27 November 1990. p. 7. Archived from the original on 17 December 2023. Retrieved 2 December 2023 – via Delpher.
  13. ^ "Sneltram zoeft over Beneluxbaan" [Express tram zooms along Beneluxbaan]. De Volkskrant (in Dutch). 30 November 1990. p. 9. Archived from the original on 17 December 2023. Retrieved 2 December 2023 – via Delpher.
  14. ^ "Amstelveen moet nog wennen aan eigen sneltram" [Amstelveen still has to get used to its own express tram]. Het Parool (in Dutch). 23 July 1990. p. 9. Archived from the original on 17 December 2023. Retrieved 2 December 2023 – via Delpher.
  15. ^ "Er valt weer wat te klagen in Amsterdam" [There is something to complain about in Amsterdam again]. De Volkskrant (in Dutch). 6 December 1990. p. 8. Archived from the original on 17 December 2023. Retrieved 3 December 2023 – via Delpher.
  16. ^ "Weer manco's Amstelveenlijn" [Problems again on Amstelveen Line]. Het Parool (in Dutch). 10 August 1991. p. 7. Archived from the original on 17 December 2023. Retrieved 3 December 2023 – via Delpher.
  17. ^ "Sneltram hervat route stilletjes" [Express tram quietly resumes route]. Het Parool (in Dutch). 5 September 1991. p. 12. Retrieved 3 December 2023 – via Delpher.
  18. ^ "GVB wil geld van fabriek sneltrams" [GVB wants money from factory express trams]. Het Parool (in Dutch). 14 August 1991. p. 9. Archived from the original on 17 December 2023. Retrieved 3 December 2023 – via Delpher.
  19. ^ van Vollenhoven 2000, pp. 8–9.
  20. ^ van Vollenhoven 2000, p. 15.
  21. ^ Manenschijn, Smit & Beens 2007, p. 59.
  22. ^ "Vernieuwing Amstelveenlijn flinke stap dichterbij" [Renewal Amstelveen Line huge step closer]. Vervoerregio Amsterdam (in Dutch). 20 March 2017. Archived from the original on 17 December 2023. Retrieved 3 December 2023.
  23. ^ "Nog een paar ritjes en dan is het over voor lijn 51 tussen Amsterdam en Amstelveen" [Just a few more rides and then it's over for line 51 between Amsterdam and Amstelveen]. NH Nieuws (in Dutch). 2 March 2019. Archived from the original on 17 December 2023. Retrieved 4 December 2023.
  24. ^ "Metro 51: Centraal Station - Isolatorweg". GVB (in Dutch). Archived from the original on 17 December 2023. Retrieved 4 December 2023.
  25. ^ Marc Kruyswijk (2 March 2019). "Einde Amstelveenlijn: de verbinding met de stad toen en nu" [End of the Amstelveen line: the connection with the city then and now]. Het Parool (in Dutch). Archived from the original on 3 December 2023. Retrieved 3 December 2023.
  26. ^ "CAF gaat nieuwe metro's aan Amsterdam leveren" [CAF will deliver new metros to Amsterdam]. Rail Magazine (in Dutch). 3 May 2018. ISSN 0926-3489. Archived from the original on 21 September 2023. Retrieved 3 December 2023.

Bibliography

  • van 't Hoogerhuijs, Herman; van der Gragt, Frits (1996). Trammaterieel in Nederland en België [Tram stock in the Netherlands and Belgium] (in Dutch). De Alk. ISBN 9789060139486.
  • Lommerse, Edith; et al. (1990). "Niet dringen! Sneltram verbinding tussen Amstelveen en Amsterdam" [Don't push! Express tram connection between Amstelveen and Amsterdam] (Document). Amsterdam: GVB.
  • Manenschijn, Henk-Jan Jansen; Smit, Hans; Beens, Arnoud (June 2007). Metronetstudie [Metro network study] (PDF) (Report) (in Dutch). Government of Amsterdam. Archived from the original (PDF) on 22 February 2022. Retrieved 20 September 2022.
  • "Materieeloverzichten Nederland" [Rolling stock overview the Netherlands] (PDF). Op de Rails (in Dutch). Nederlandse Vereniging van Belangstellenden in het Spoor- en tramwegwezen. 2023. pp. 96–99. ISSN 0030-3321. Archived (PDF) from the original on 3 December 2023. Retrieved 3 December 2023.
  • van Vollenhoven, Pieter; et al. (July 2000). Fire in High-speed Tram (PDF) (Report). Dutch Transport Safety Board. Archived (PDF) from the original on 12 July 2022. Retrieved 21 September 2022.

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