{"id":863,"date":"2020-07-28T23:40:08","date_gmt":"2020-07-28T23:40:08","guid":{"rendered":"http:\/\/www.alibozoglu.com\/?p=863"},"modified":"2020-08-01T12:35:35","modified_gmt":"2020-08-01T12:35:35","slug":"aksu-guneysu-tari","status":"publish","type":"post","link":"http:\/\/www.alibozoglu.com\/index.php\/2020\/07\/28\/aksu-guneysu-tari\/","title":{"rendered":"AKSU-G\u00dcNEYSU-TARI"},"content":{"rendered":"\n
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Nur\u015fen G\u00dcRBO\u011eA ve Murat KORALT\u00dcRK \u2019\u00fcn \u0130KT\u0130SAD\u0130 DEVLET\u00c7\u0130L\u0130K, \u015e\u0130LEP\u00c7\u0130L\u0130\u011e\u0130N GEL\u0130\u015eMES\u0130 VE SOSYETE \u015e\u0130LEP T.A.\u015e.\u2019N\u0130N KURULU\u015eU adl\u0131 makalelerinde 1920\u2019lerde ve 1930\u2019larda g\u00f6rece b\u00fcy\u00fcyen ticaret filosu, az sermaye yat\u0131r\u0131larak al\u0131nm\u0131\u015f ya\u015fl\u0131 ve bu nedenle bir\u00e7o\u011fu sigorta \u015firketlerince sigortalanmak dahi istenmeyen gemilerden olu\u015fmaktayd\u0131. Yine bu gemilerin \u00e7o\u011fu klasl\u0131 ve sigortal\u0131 olmad\u0131klar\u0131ndan yabanc\u0131 limanlara girememekteydiler. Bu gemilerin \u00e7al\u0131\u015fmak i\u00e7in i\u00e7 pazardan ba\u015fka alternatifleri yoktu. Ancak 1929 Krizi bu pazardaki i\u015f hacminin de daralmas\u0131na yol a\u00e7t\u0131. Geli\u015fen demiryolu ula\u015f\u0131m\u0131n\u0131n etkisi de hesaba kat\u0131ld\u0131\u011f\u0131nda, sekt\u00f6r\u00fcn i\u00e7inde akt\u00f6rlerin birbirlerine zarar verici boyutlara ula\u015fan bir rekabete giri\u015ftiklerine tan\u0131k olunur. Bu rekabetin olumsuz etkilerinden deyim yerindeyse sekt\u00f6r\u00fcn en b\u00fcy\u00fck akt\u00f6r\u00fc olan T\u00fcrkiye Seyr-i Sefain \u0130daresi de zarar g\u00f6rmeye ve devlet b\u00fct\u00e7esine y\u00fck olmaya ba\u015flad\u0131. Sekt\u00f6rde ya\u015fanan bu geli\u015fmeler kar\u015f\u0131s\u0131nda 1932 y\u0131l\u0131na gelindi\u011finde h\u00fck\u00fcmetin ba\u015fvurdu\u011fu ilk \u00f6nlem, s\u00f6z konusu rekabeti denetim alt\u0131na alarak fiyatlar\u0131 y\u00fckseltmek oldu. H\u00fck\u00fcmet, armat\u00f6rlerin bir \u015firket \u00e7at\u0131s\u0131 alt\u0131nda birle\u015fmeleri ve T\u00fcrkiye Seyr-i Sefain \u0130daresi ile anla\u015fmaya gitmelerini \u00f6nerdiyse de bu \u00f6neri hayata ge\u00e7medi. Bu noktada 9 Temmuz 1932 tarih ve 2068 say\u0131l\u0131 \u201cT\u00fcrkiye \u0130skele ve Limanlar\u0131 Aras\u0131nda Posta Seferleri Hizmetinin Devlet \u0130daresine Al\u0131nmas\u0131na Dair Kanun\u201d g\u00fcndeme geldi. Bu kanun, kabotaj kapsam\u0131na giren limanlar aras\u0131nda posta seferlerinin devlet tekeline al\u0131nmas\u0131n\u0131 \u00f6ng\u00f6rmekteydi. \u015eilep\u00e7ilik ve \u00f6zel donan\u0131ml\u0131 gemilerle hayvan ta\u015f\u0131mac\u0131l\u0131\u011f\u0131, liman i\u00e7i, k\u00f6rfez i\u00e7i nakliyat ve devletin d\u00fczenli vapur i\u015fletmedi\u011fi limanlar aras\u0131nda ta\u015f\u0131mac\u0131l\u0131k armat\u00f6rlere b\u0131rak\u0131ld\u0131. Kanun, faaliyetlerini durdurmak isteyen armat\u00f6rlerin d\u00fczenli sefer yapmaya uygun gemilerini devlete satabilme imk\u00e2n\u0131 da tan\u0131yordu. Kanun, s\u00f6z konusu d\u00fczenlemelere ra\u011fmen armat\u00f6rlerin deste\u011fini alamad\u0131. \u00c7\u00fcnk\u00fc armat\u00f6rler devlete tan\u0131nan tekel hakk\u0131n\u0131n kriz ortam\u0131nda kendi faaliyet alanlar\u0131n\u0131n k\u0131s\u0131tlanmas\u0131 anlam\u0131na geldi\u011fini d\u00fc\u015f\u00fcnmekteydiler. B\u00fcrokraside de bu d\u00fc\u015f\u00fcnceyi payla\u015fanlar vard\u0131. Ancak h\u00fck\u00fcmet, deniz ula\u015f\u0131m\u0131n\u0131n bir kamu hizmeti oldu\u011fu anlay\u0131\u015f\u0131 ve verimlilik kayg\u0131lar\u0131yla bu kanunu desteklemekteydi. Bu kanundan \u00f6nce ve sonra g\u00fcndeme gelen ve ekonomide devlet m\u00fcdahalesini \u00f6ng\u00f6ren di\u011fer kanun ve d\u00fczenlemeler, devlet\u00e7ilik konusunda h\u00fck\u00fcmet ve b\u00fcrokrasi i\u00e7inde ayr\u0131l\u0131klar\u0131n daha da su y\u00fcz\u00fcne \u00e7\u0131kmas\u0131na yol a\u00e7t\u0131. Bu ayr\u0131l\u0131klar\u0131n bir sonucu olarak, korumac\u0131 politikalar\u0131n en \u00f6nemli mimarlar\u0131ndan olan ve 1930-1932 y\u0131llar\u0131nda iktisat vekilli\u011fi yapan Mustafa \u015eeref [\u00d6zkan] g\u00f6revinden ayr\u0131ld\u0131 ve yerine Celal [Bayar] geldi. Celal [Bayar]\u2019\u0131n iktisat vekili oldu\u011fu 1932-1937 y\u0131llar\u0131 ve ard\u0131ndan ba\u015fvekil oldu\u011fu 1937-1939 y\u0131llar\u0131 T\u00fcrkiye\u2019de iktisadi devlet\u00e7ili\u011fin \u00f6ne \u00e7\u0131kt\u0131\u011f\u0131 bir d\u00f6nemdir. Celal Bayar, T\u00fcrkiye \u0130\u015f Bankas\u0131\u2019n\u0131n umum m\u00fcd\u00fcrl\u00fc\u011f\u00fcn\u00fc yapm\u0131\u015f, bu nedenle \u00f6zel sekt\u00f6r deneyimi olan, devlet\u00e7ili\u011fi bir ama\u00e7 de\u011fil ara\u00e7 olarak g\u00f6ren, ekonomide devletin rol\u00fcn\u00fc \u00f6zel sekt\u00f6re ra\u011fmen veya kar\u015f\u0131 de\u011fil, \u00f6zel sekt\u00f6r\u00fcn deyim yerindeyse g\u00fcc\u00fcn\u00fcn yetmedi\u011fi yerde, devletin rol oynamas\u0131 gerekti\u011fine inanan bir \u00e7izgiye sahipti. 1933 y\u0131l\u0131nda Celal Bayar \u0130ktisat Bakan\u0131 olunca, 1932 y\u0131l\u0131na \u00e7\u0131kan T\u00fcrkiye \u0130skele ve Limanlar\u0131 Aras\u0131nda Posta Seferleri Hizmetinin Devlet \u0130daresine Al\u0131nmas\u0131na Dair Kanun yeniden d\u00fczenlendi. Yeni \u00e7\u0131kan kanunda eskisinden farkl\u0131 olarak armat\u00f6rler gemilerini bir Anonim \u015firket alt\u0131nda birle\u015firlerse yolcu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 yapabilirler kurulacak anonim \u015firkette sermayeye esas olacak olan gemilerin de\u011ferleri kurulacak bir komisyonca belirlenecek.  Devleti temsilen iki ki\u015fi Armat\u00f6rleri temsilen iki ki\u015fi ile \u0130ngiltere Lloyd \u015firketinin T\u00fcrkiye m\u00fcmessilinden olu\u015facak be\u015f ki\u015filik komisyon kurulur. Komisyonun belirledi\u011fi fiyata itiraz i\u00e7inde hakem olarak \u0130stanbul Ticaret Mahkemesi tay\u0131n edilir. Yeni kanunda gemilere bir tak\u0131m kriterler konulur.  Yine bu kanunla yolcu ve y\u00fck ta\u015f\u0131ma \u00fccretleri \u015firketler kendilerince de\u011fil Ula\u015ft\u0131rma Bakanl\u0131\u011f\u0131nca belirlenecektir. Bu uygulama ile \u00d6zel kamu rekabeti\u2019de ortadan kalkm\u0131\u015f gizli tekel uygulanmas\u0131na ge\u00e7ilmi\u015ftir. Bu arada Devlete ait Seyr-i Sefain \u0130daresi de bir t\u00fcccar gibi y\u00f6netilmesi amac\u0131yla \u00fc\u00e7e b\u00f6l\u00fcn\u00fcr.  Limanlar aras\u0131 yolcu ve y\u00fck ta\u015f\u0131yan b\u00f6l\u00fcm Denizyollar\u0131 ad\u0131 ile ayr\u0131 bir kurulu\u015f, \u015eehir i\u00e7inde Ta\u015f\u0131mac\u0131l\u0131k yapan Anadolu-Kad\u0131k\u00f6y-Adalar-Yalova isimlerinin ba\u015f harflerinden olu\u015fan AKAY i\u015fletmesi ayr\u0131 bir kurulu\u015f ve Hali\u00e7 Tersanesi \u2018de Fabrika ve Havuzlar ad\u0131 alt\u0131nda ayr\u0131 bir kurulu\u015f haline getirilmi\u015ftir.<\/p>\n\n\n\n

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                Bu geli\u015fmeler \u00fczerine Yolcu Ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 yapan Armat\u00f6rler 1933 y\u0131l\u0131nda Vapurculuk T\u00fcrk Anonim \u015eirketini kurdular. T\u00fcrk K\u0131y\u0131lar\u0131nda yolcu Ta\u015f\u0131malar\u0131n\u0131n yan\u0131nda \u2018da Yabanc\u0131 \u00dclke Limanlar\u0131na \u2019da Yolcu Ta\u015f\u0131mak amac\u0131yla giri\u015fimlerde bulundular. Bu ama\u00e7la Aksu, G\u00fcneysu ve Tar\u0131 Vapurlar\u0131 sat\u0131n al\u0131n\u0131r. Sosyete Vapurculuk Anonim \u015eirketi kendi i\u00e7inde ba\u015fta gemilerin komisyonca belirlenen de\u011ferleri ve di\u011fer nedenlerle anla\u015fmazl\u0131klar\u0131 artarak devam etmesi sonucunda 25 Ocak 1936 y\u0131l\u0131nda kendini fesih eder. \u015eirketin elindeki vapurlar kurulan takdir komisyonunun belirledi\u011fi fiyatlar \u00fczerinden Devlet\u00e7e sat\u0131n al\u0131n\u0131r ve Denizyollar\u0131 filosunda yer al\u0131r. Denizyollar\u0131 filosunda yer alan gemiler i\u00e7erisinde en uzun s\u00fcre hizmet eden Aksu, G\u00fcneysu ve Tar\u0131 gemileri de vard\u0131.<\/p>\n\n\n\n

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AKSU VAPURU: 1909 y\u0131l\u0131nda o zamanlar Avusturya-Maca\u00adristan \u0130mparatorlu\u011fu\u2019nun bir \u015fehri olan Tries\u00adte’deki Lloyd Austriaco Tersanesinde Lloyd Austriaco firmas\u0131 i\u00e7in Yolcu-Y\u00fck gemisi olarak in\u015fa edil\u00admi\u015fti. \u0130lk ad\u0131 COMP\u0130DOG\u00adL\u0130E oldu. 1918 y\u0131l\u0131nda Trieste\u2019nin \u0130talyan Topraklar\u0131na kat\u0131lmas\u0131 ile \u015eirketin ad\u0131 Lloyd Triestino oldu.1939 y\u0131l\u0131nda ad\u0131 FEOPOL\u0130S, 1934 y\u0131l\u0131nda Vapurculuk T\u00fcrk Anonim \u015eirketi sat\u0131n al\u0131nca ad\u0131 AKSU oldu. 3.905 gros 2442 Net 3200 DWT \u2019ton\u00adluktu. Uzunlu\u011fu: 112,42 metre, geni\u015fli\u011fi: 13,46 metre, su kesimi: 5,9 metre idi.  Lloyd Austriaco yap\u0131m\u0131 3,200 IHP g\u00fcc\u00fcnde ana makinas\u0131 vard\u0131. 10 mil h\u0131z\u0131 vard\u0131. Gemide 4 adet Hususi Kamarada 6 yatak, 37 adet I Mevki kamarada 64 yatak, 9 adet II mevki Kamarada 30 adet, 5 adet III Mevki (A) kamarada 42 yatak, 2 adet III mevki (B) kamarada 48 yatak olmak \u00fczere toplam 57 kamara, 190 adet yatak bulunmaktayd\u0131.  Ayr\u0131ca uzak yolda 39, K\u0131sa yolda 274 g\u00fcverte yolcusu alabiliyordu. Gemide toplam 85 personel g\u00f6rev yapmakta idi.3 adet Scoth kazan\u0131 iki tanesi 110 bir tanesi ise 125 KW olan \u00fc\u00e7 adet Jenerat\u00f6r\u00fc vard\u0131. G\u00fcnl\u00fck Yak\u0131t sarfiyat\u0131 servis h\u0131z\u0131 ile 38,400 Tahmil ve Tahliyede ise 14,400 tondu.606 ton tatl\u0131 su, 100 ton deniz 625 ton k\u00f6m\u00fcr kapasitesi vard\u0131. 8 adet can filikas\u0131 vard\u0131.1963 y\u0131l\u0131 \u015eubat\u0131nda servis d\u0131\u015f\u0131 b\u0131rak\u0131ld\u0131. Eyl\u00fcl’\u00fcnde s\u00f6k\u00fclmek \u00fczere sat\u0131ld\u0131<\/p>\n\n\n\n

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G\u00dcNEYSU VAPURU: 1909 y\u0131l\u0131nda o zamanlar Avusturya-Maca\u00adristan \u0130mparatorlu\u011fu\u2019nun bir \u015fehri olan Tries\u00adte’deki Lloyd Austriaco tersanesinde Lloyd Austriaco firmas\u0131 i\u00e7in Yolcu-Y\u00fck gemisi olarak in\u015fa edil\u00admi\u015fti \u0130lk ad\u0131 GRAZ oldu. 1918 y\u0131l\u0131nda Trieste\u2019nin \u0130talyan Topraklar\u0131na kat\u0131lmas\u0131 ile \u015eirketin ad\u0131 Lloyd Triestino oldu.1924 y\u0131l\u0131nda ad\u0131 BULGAR\u0130A,  1934 y\u0131l\u0131nda Vapurculuk T\u00fcrk Anonim \u015eirketi sat\u0131n al\u0131nca ad\u0131 G\u00dcNEYSU oldu. 3845 gros 2247 Net 4000 DWT \u2019ton\u00adluktu. Uzunlu\u011fu: 112,42 metre, geni\u015fli\u011fi: 13,46 metre, su kesimi: 6,62 metre idi. Lloyd Austriaco yap\u0131m\u0131 3,200 IHP g\u00fcc\u00fcnde ana makinas\u0131 vard\u0131. 10 mil h\u0131z\u0131 vard\u0131. Gemide 1 adet Hususi Kamarada 2 yatak, 43 adet I Mevki kamarada 76 yatak, 10 adet II mevki Kamarada 31 adet, 5 adet III Mevki kamarada 50 yatak,  olmak \u00fczere toplam 56 kamara, 159 adet yatak bulunmaktayd\u0131.  Ayr\u0131ca uzak yolda 159 g\u00fcverte yolcusu alabiliyordu. Gemide toplam 83 personel g\u00f6rev yapmakta idi.3 adet Scoth kazan\u0131 ii 110 KW olan \u0130K\u0130 adet Jenerat\u00f6r\u00fc vard\u0131. G\u00fcnl\u00fck Yak\u0131t sarfiyat\u0131 servis h\u0131z\u0131 ile 38,400 Tahmil ve Tahliyede ise 14,000 tondu.615 ton tatl\u0131 su, 154 ton deniz 475 ton k\u00f6m\u00fcr kapasitesi vard\u0131. 8 adet can filikas\u0131 vard\u0131.1961 y\u0131l\u0131 \u015eubat\u0131nda kadro d\u0131\u015f\u0131 b\u0131rak\u0131ld\u0131. 29 Kas\u0131m 1961 tarihinde s\u00f6k\u00fclmek \u00fczere 123,494 Dolar kar\u015f\u0131l\u0131\u011f\u0131nda s\u00f6k\u00fclmek \u00fczere sat\u0131ld\u0131.<\/p>\n\n\n\n

 (Aksu ile G\u00fcneysu birbirinin e\u015fi gemilerdi)<\/p>\n\n\n\n

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TARI VAPURU: 1908 y\u0131l\u0131nda \u0130ngiltere, Hartlepool’de, Furness, Withy & Co. Ltd. Tersanesinde Yolcu-Y\u00fck gemisi olarak in\u015fa edilmi\u015ftir. \u0130lk ad\u0131 FRANKENWALD oldu. 1920 y\u0131l\u0131nda ad\u0131 TATLA , 1934 y\u0131l\u0131nda Vapurculuk T\u00fcrk Anonim \u015eirketi sat\u0131n al\u0131nca ad\u0131 TARI oldu. Tar\u0131 Vapuru T\u00fcrkiye i\u00e7in yabanc\u0131 say\u0131lmazd\u0131 Mars\u0131lya \u0130stanbul aras\u0131nda devaml\u0131 sefer yapan bir gemi id.i 4026 gros 2514 Net 4775 DWT \u2019ton\u00adluktu. Uzunlu\u011fu: 112,11 metre, geni\u015fli\u011fi: 13,74 metre, su kesimi: 7,44 metre idi. Makinesi Lloyd Austriaco yap\u0131m\u0131 3,200 IHP g\u00fcc\u00fcnde ana makinas\u0131 vard\u0131. 10 mil h\u0131z\u0131 vard\u0131. Gemide 3 adet Hususi Kamarada 5 yatak, 21 adet I Mevki kamarada 35 yatak, 11 adet II mevki Kamarada 44 adet, 3 adet III Mevki kamarada 90 yatak,  olmak \u00fczere toplam 47 kamara, 174 adet yatak bulunmaktayd\u0131.  Ayr\u0131ca uzak yolda 174 g\u00fcverte yolcusu alabiliyordu. Gemide toplam 80 personel g\u00f6rev yapmakta idi.3 adet Scoth kazan\u0131 biri 110 KW bir di\u011feri 100 KW olan  \u0130K\u0130 adet Jenerat\u00f6r\u00fc vard\u0131. G\u00fcnl\u00fck Yak\u0131t sarfiyat\u0131 servis h\u0131z\u0131 ile 36,000 Tahmil ve Tahliyede ise 12,000 tondu.707 ton tatl\u0131 su, 670 ton k\u00f6m\u00fcr kapasitesi vard\u0131. 10 adet can filikas\u0131 vard\u0131.1965 y\u0131l\u0131n\u0131n Aral\u0131k ay\u0131nda servis d\u0131\u015f\u0131 b\u0131rak\u0131ld\u0131. 1 \u015eubat 1967 tarihinde s\u00f6k\u00fclmek \u00fczere sat\u0131ld\u0131. Tar\u0131 Vapurunda ya\u015fanm\u0131\u015f ho\u015f bir hik\u00e2ye Telgraf da herkesin istedi\u011fi uzunlukta kullanaca\u011f\u0131 kadar ucuz bir d\u00f6nemde Trabzon’dan Zonguldak’a bir telgraf gelir “Tari yoladur, Fadime oradur, Asma’da Osman, alas\u0131n oni…” Bu telgrafla ilgili olarak bir yaz\u0131da da telgraf\u0131n asl\u0131n\u0131n \u00f6yle olmad\u0131\u011f\u0131 asl\u0131n\u0131n Tar\u0131 yoladur Fadime kamarada u\u015faklar anbaradur Asma\u2019da Osman yeti\u015f alasun oni oldu\u011funu yazar bilinmeyen bir \u015fey vard\u0131r oda gelen bu Telgraf ile Asmada Osman Tar\u0131 vapuru ile gelen Fadime\u2019sine kavu\u015fmu\u015f mudur oras\u0131 i\u015fte oras\u0131 bilinmiyor<\/p>\n\n\n\n

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            Aksu, G\u00fcneysu ve Tar\u0131 Denizyollar\u0131 filosunda Hopa\u2019dan \u0130stanbul\u2019a \u0130stanbul\u2019dan \u0130zmir\u2019e oradan Ku\u015fadas\u0131, G\u00fcll\u00fck,  Bodrum, Marmaris, Fethiye, Ka\u015f, Antalya, Alanya, Mersin ve \u0130skenderun\u2019a \u0130stanbul, \u0130zmir orada Akdeniz\u2019in Do\u011fusundan bat\u0131s\u0131na ne kadar her liman varsa yirmi be\u015f y\u0131l\u0131 a\u015fk\u0131n bir s\u00fcre yolcu ve e\u015fya ta\u015f\u0131m\u0131\u015flard\u0131r.  Servis d\u0131\u015f\u0131na al\u0131n\u0131p s\u00f6k\u00fclmek \u00fczere sat\u0131ld\u0131\u011f\u0131nda; Aksu Elli be\u015f, G\u00fcneysu Elli iki ve Tar\u0131 ise Elli dokuz ya\u015f\u0131nda idi takatlar\u0131 kalmam\u0131\u015ft\u0131 varaca\u011f\u0131 limanlara \u00fc\u00e7 be\u015f saatlik r\u00f6tar yaparak gidiyorlard\u0131. Sonu\u00e7 ka\u00e7\u0131n\u0131lmazd\u0131 sa\u00e7lar\u0131 haddehanelerde eritilerek yeni gemilere, yeni makinalara ham madde olacaklard\u0131. Gemiler birer birer hurdaya gidenlerin yerine yeni gemiler konulmad\u0131\u011f\u0131 i\u00e7in bu g\u00fcn Karadeniz, Marmara, Ege ve Akdeniz\u2019deki t\u00fcm limanlar T\u00fcrk Bayrakl\u0131 yolcu gemilerine hasret kald\u0131<\/p>\n\n\n\n

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Nur\u015fen G\u00dcRBO\u011eA ve Murat KORALT\u00dcRK \u2019\u00fcn \u0130KT\u0130SAD\u0130 DEVLET\u00c7\u0130L\u0130K, \u015e\u0130LEP\u00c7\u0130L\u0130\u011e\u0130N GEL\u0130\u015eMES\u0130 VE SOSYETE \u015e\u0130LEP T.A.\u015e.\u2019N\u0130N KURULU\u015eU adl\u0131 makalelerinde 1920\u2019lerde ve 1930\u2019larda g\u00f6rece b\u00fcy\u00fcyen ticaret filosu, az sermaye yat\u0131r\u0131larak al\u0131nm\u0131\u015f ya\u015fl\u0131 ve bu nedenle bir\u00e7o\u011fu sigorta \u015firketlerince sigortalanmak dahi istenmeyen gemilerden olu\u015fmaktayd\u0131. Yine bu gemilerin \u00e7o\u011fu klasl\u0131 ve sigortal\u0131 olmad\u0131klar\u0131ndan yabanc\u0131 limanlara girememekteydiler. Bu gemilerin \u00e7al\u0131\u015fmak i\u00e7in … <\/p>\n","protected":false},"author":1,"featured_media":874,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[8],"tags":[],"_links":{"self":[{"href":"http:\/\/www.alibozoglu.com\/index.php\/wp-json\/wp\/v2\/posts\/863"}],"collection":[{"href":"http:\/\/www.alibozoglu.com\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"http:\/\/www.alibozoglu.com\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"http:\/\/www.alibozoglu.com\/index.php\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/www.alibozoglu.com\/index.php\/wp-json\/wp\/v2\/comments?post=863"}],"version-history":[{"count":5,"href":"http:\/\/www.alibozoglu.com\/index.php\/wp-json\/wp\/v2\/posts\/863\/revisions"}],"predecessor-version":[{"id":885,"href":"http:\/\/www.alibozoglu.com\/index.php\/wp-json\/wp\/v2\/posts\/863\/revisions\/885"}],"wp:featuredmedia":[{"embeddable":true,"href":"http:\/\/www.alibozoglu.com\/index.php\/wp-json\/wp\/v2\/media\/874"}],"wp:attachment":[{"href":"http:\/\/www.alibozoglu.com\/index.php\/wp-json\/wp\/v2\/media?parent=863"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"http:\/\/www.alibozoglu.com\/index.php\/wp-json\/wp\/v2\/categories?post=863"},{"taxonomy":"post_tag","embeddable":true,"href":"http:\/\/www.alibozoglu.com\/index.php\/wp-json\/wp\/v2\/tags?post=863"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}