T\u00fcrkiye\u2019de kamyonlar\u0131n kar\u0131\u015ft\u0131\u011f\u0131, \u00f6zellikle de \u00f6l\u00fcmle sonu\u00e7lanan say\u0131s\u0131z \u201ctrafik kazas\u0131\u201dn\u0131 d\u00fc\u015f\u00fcn\u00fcn. Gazetelerin \u00fc\u00e7\u00fcnc\u00fc sayfalar\u0131nda \u201ctrafik canavar\u0131 yine can ald\u0131\u201d kli\u015fesiyle verilen. B\u00f6yle bir \u201ckaza\u201d oldu\u011funda nas\u0131l de\u011ferlendiririz? Tabii ki trafik kazas\u0131 olarak.Peki bu kazalara dair raporlar, bilirki\u015fi raporlar\u0131 haz\u0131rlan\u0131rken neye bak\u0131l\u0131r? Yolun yap\u0131s\u0131, yolun geometrik \u00f6zellikleri, trafik uyar\u0131 ve h\u0131z levhalar\u0131n\u0131n g\u00f6r\u00fcn\u00fcr olup olmad\u0131\u011f\u0131, hava ko\u015fullar\u0131 (yol zemini kaygan m\u0131 de\u011fil mi veya s\u00fcr\u00fcc\u00fcy\u00fc olumsuz etkileyecek hava ko\u015fullar\u0131 mevcut mu), kamyonun periyodik bak\u0131mlar\u0131 yap\u0131lm\u0131\u015f m\u0131, kamyonda teknik bir ar\u0131za var m\u0131 vs. vs. Bunun biraz d\u0131\u015f\u0131na \u00e7\u0131karsak en fazla \u015fof\u00f6r yorgun mu, alkoll\u00fc m\u00fc (alkoll\u00fc s\u00fcr\u00fcc\u00fc can ald\u0131 haberlerine medyam\u0131z pek d\u00fc\u015fk\u00fcnd\u00fcr zaten), hap kullan\u0131yor mu sorular\u0131 sorulur.<\/p>\n
Bu teknik ve\/veya s\u00fcr\u00fcc\u00fcye odaklanan bak\u0131\u015f a\u00e7\u0131s\u0131 her seferinde kamyon ta\u015f\u0131mac\u0131\u011f\u0131l\u0131nda ger\u00e7ekle\u015fen \u201ckaza\u201dlar\u0131 ba\u011flam\u0131ndan koparmaktad\u0131r. Hadi yine ta\u015feron sistemine ba\u011flayacaks\u0131n diyenler olabilir, evet diyebilirsiniz: Kamyon \u015fof\u00f6rleri \u00fczerindeki ekonomik bask\u0131, ge\u00e7im kayg\u0131s\u0131 ta\u015feronluk sistemiyle daha da katmerli hale gelmekte, buna par\u00e7a ba\u015f\u0131 (katedilen kilometre\/ta\u015f\u0131nan y\u00fck ba\u015f\u0131na) \u00f6deme politikas\u0131n\u0131 da ekledi\u011finizde uzun a\u015f\u0131r\u0131 saatler boyunca ara\u00e7 kullanmak, h\u0131z yapmak, dinlenme saatlerinden feragat etmek, ger\u00e7ek\u00e7i olmayan i\u015f programlar\u0131n\u0131 kabul etmek ve uyar\u0131c\u0131 ila\u00e7lar\/alkol kullanmaya yol a\u00e7maktad\u0131r.<\/p>\n
Bu yaz\u0131n\u0131n yaz\u0131lmas\u0131na G\u00fcney Kore\u2019de 10 Ekim\u2019de kargo ve konteyn\u0131r ta\u015f\u0131y\u0131c\u0131s\u0131 t\u0131r ve kamyon s\u00fcr\u00fcc\u00fclerinin grevi vesile oldu asl\u0131nda.<\/p>\n
\u2018Kamyon s\u00fcr\u00fcc\u00fcleri, ta\u015f\u0131d\u0131klar\u0131 y\u00fck ve katettikleri mesafeye g\u00f6re, \u201cula\u015f\u0131m pay\u0131\u201d denilen bir fiyat ald\u0131klar\u0131 i\u00e7in, bu par\u00e7a ba\u015f\u0131 \u00fccret alan i\u015f\u00e7i olduklar\u0131n\u0131 perdelemekte kullan\u0131l\u0131yor. Ayn\u0131 zamanda en tepesinde b\u00fcy\u00fck tekellerin yer ald\u0131\u011f\u0131, bir tedarik zinciri ve ta\u015feronla\u015ft\u0131rma a\u011f\u0131n\u0131n en dibinde yer almalar\u0131 durumlar\u0131n\u0131 b\u00fcsb\u00fct\u00fcn \u00f6rt\u00fcyor. Ta\u015feronlar kendi paylar\u0131n\u0131 ald\u0131ktan sonra, kamyon s\u00fcr\u00fcc\u00fclerine \u00e7o\u011fu durumda kalan, asgari \u00fccretten bile daha az olan bir \u00fccretten ibaret.<\/p>\n
Ula\u015f\u0131m tedarik zincirinin tepesindeki \u015firketlerin dayatmalar\u0131 ve giderek d\u00fc\u015fen \u201cula\u015f\u0131m paylar\u0131\u201d, kamyon s\u00fcr\u00fcc\u00fclerinin a\u015f\u0131r\u0131 y\u00fck alma, a\u015f\u0131r\u0131 h\u0131z yapma, ve insanl\u0131k d\u0131\u015f\u0131 uzun saatler boyunca \u00e7al\u0131\u015fmak zorunda b\u0131rak\u0131ld\u0131klar\u0131 anlam\u0131na geliyor. Her y\u0131l Kore yollar\u0131nda, a\u015f\u0131r\u0131 yorgun ve gergin \u00e7al\u0131\u015fan, a\u015f\u0131r\u0131 y\u00fcklemeye ve a\u015f\u0131r\u0131 h\u0131z yapmaya zorlanan kamyon s\u00fcr\u00fcc\u00fclerin yol a\u00e7t\u0131\u011f\u0131 trafik facialar\u0131nda y\u0131lda 1200 ki\u015fi \u00f6l\u00fcyor, g\u00fcnde ortalama 3.2 ki\u015fi. TruckSol\u2019da \u00f6rg\u00fctlenen kamyon s\u00fcr\u00fcc\u00fclerin ba\u015fl\u0131ca grev istemi, temel i\u015f\u00e7i sa\u011fl\u0131\u011f\u0131 ve g\u00fcvenli\u011finin, \u00fccretin, kargo\/konteyn\u0131r sahipleri ve nakliyat \u015firketleri taraf\u0131ndan garanti edilmesi.\u201d (http:\/\/devrimciproletarya.net\/guvencesiz-kamyon-suruculerin-fiili-grevi-isci-sagligi-ve-guvenligi-karlardan-once-gelir\/)<\/p>\n
Ta\u015feron sistemi nedir diye mi sordunuz, kamyon ta\u015f\u0131mac\u0131l\u0131\u011f\u0131na bak\u0131n!<\/strong><\/p>\n Ta\u015feron sisteminin pek \u00e7ok unsurunu bir arada g\u00f6rd\u00fc\u011f\u00fcm\u00fcz, ama \u00f6zellikle i\u015f\u00e7i sa\u011fl\u0131\u011f\u0131 ve i\u015f g\u00fcvenli\u011fi, ayr\u0131ca da kamu g\u00fcvenli\u011fine olumsuz etkilerini net bir \u015fekilde g\u00f6rebildi\u011fimiz bir alan kamyonla yap\u0131lan ta\u015f\u0131mac\u0131l\u0131k. Otoyollarda i\u015f g\u00fcvenli\u011fi (otoyol g\u00fcvenli\u011fi de\u011fil) dendi\u011finde bu yaln\u0131zca ticari nedenlerle yollarda olanlarla de\u011fil, s\u0131radan s\u00fcr\u00fcc\u00fcler i\u00e7in de ge\u00e7erlidir, zira uykusuz h\u0131z yapan bir kamyon yaln\u0131zca kendisi i\u00e7in bir risk olu\u015fturmaz. T\u0131r kamyonlar\u0131n\u0131n kar\u0131\u015ft\u0131\u011f\u0131 \u00f6l\u00fcml\u00fc kazalar\u0131n \u00fc\u00e7te ikisinde \u00f6lenler di\u011fer ara\u00e7 s\u00fcr\u00fcc\u00fcleri veya ara\u00e7ta yolculuk edenlerdir. \u0130kinci olarak kamyonculuk (kamyon\/t\u0131r ile nakliye i\u015fi) sekt\u00f6r\u00fcndeki \u00f6l\u00fcmlere bak\u0131ld\u0131\u011f\u0131nda Avustralya ve ABD gibi pek \u00e7ok geli\u015fkin kapitalist \u00fclkelerde en riskli\/\u00f6l\u00fcmc\u00fcl sekt\u00f6rlerden birisi oldu\u011fu g\u00f6r\u00fclecektir. Bunlar\u0131n tek ba\u015f\u0131na trafik kazas\u0131 olarak de\u011fil, i\u015f\u00e7i sa\u011fl\u0131\u011f\u0131 ve i\u015f g\u00fcvenli\u011fi a\u00e7\u0131s\u0131ndan incelenmesinin, daha ayr\u0131nt\u0131l\u0131 soru\u015fturmalar\u0131n ve yasal d\u00fczenlemelerin gerekli oldu\u011fu a\u00e7\u0131kt\u0131r (Quinlan ve di\u011f., 2006:20).<\/p>\n Yaz\u0131n\u0131n giri\u015finde de belirtti\u011fimiz gibi, kamyonla ta\u015f\u0131mac\u0131l\u0131k sekt\u00f6r\u00fcndeki d\u00fczenlemeler, karayolu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131nda oldu\u011fu gibi tekil s\u00fcr\u00fcc\u00fcye odaklan\u0131r. B\u00f6ylelikle \u00f6l\u00fcm ve yaralanmalara do\u011frudan neden olan veya katk\u0131da bulunan pek \u00e7ok etken g\u00f6zard\u0131 edilir. Kamyon \u015fof\u00f6rlerinin \u00f6l\u00fcmleriyle sonu\u00e7lanan otoyol kazalar\u0131n nadiren i\u015f m\u00fcfetti\u015fleri taraf\u0131ndan incelenir. Kamyonlar\u0131n yer ald\u0131\u011f\u0131 olaylara i\u015f\u00e7i sa\u011fl\u0131\u011f\u0131 ve i\u015f g\u00fcvenli\u011fi mevzuat\u0131 yerine karayolu mevzuat\u0131 a\u00e7\u0131s\u0131ndan bakmak, \u00e7o\u011fu durumda kamyon \u015fof\u00f6rlerinin ceza almas\u0131 sonucunu do\u011furur.<\/p>\n \u0130\u015fyerlerinde ger\u00e7ekle\u015fen, \u00f6l\u00fcm ve yaralanmalar i\u00e7in bu bak\u0131\u015f a\u00e7\u0131s\u0131 sermaye s\u0131n\u0131f\u0131n\u0131n bak\u0131\u015f a\u00e7\u0131s\u0131d\u0131r. \u00d6zellikle sanayile\u015fmi\u015f toplumlarda neo-liberal ideolojinin artan etkisi tekil sorumlulu\u011fu ve risk y\u00f6netimini \u00f6ne \u00e7\u0131kar\u0131rken, kolektif refah ve devlet korumas\u0131 kavramlar\u0131n\u0131 eritir. Bu ideolojik bak\u0131\u015f a\u00e7\u0131s\u0131nda bireyler ki\u015fisel olarak kendilerini koruyucu eylemlerde bulunmal\u0131d\u0131r, istihdam i\u00e7in, emeklilik i\u00e7in neyse i\u015f g\u00fcvenli\u011fi i\u00e7in de bu b\u00f6yle olmal\u0131d\u0131r. \u0130yi bir i\u015f mi istiyorsun, git sertifika al, kendini geli\u015ftir, s\u0131navlara gir, yine mi beceremedin art\u0131k biz ne yapal\u0131m? Emeklilik mi, bireysel emeklilik sistemine gir, harcama yapaca\u011f\u0131na \u015fimdiden gelece\u011fini d\u00fc\u015f\u00fcn, devlet mi d\u00fc\u015f\u00fcnecek seni? Sa\u011fl\u0131k m\u0131, sabah ko\u015f, sigaray\u0131 b\u0131rak, d\u00fczenli ya\u015fa, bol sebze ye vs. vs. ki sa\u011fl\u0131kl\u0131 ol (binlerce i\u015f kaynakl\u0131 kanser mi, onlar ekonomimize zarar vermek isteyen s\u00f6zde akademisyenler zaten). \u0130\u015f g\u00fcvenli\u011fi mi, tamam da hatan\u0131n \u00e7o\u011fu sende de\u011fil mi karde\u015fim, dikkatli ve tedbirli davran, ki\u015fisel koruyucunu tak, kurallara uy\u2026 Bu b\u00f6yle gider, sermaye d\u00fczeni her seferinde koca bir sistemin kar\u015f\u0131s\u0131na savunmas\u0131z bireyi koyar.<\/p>\n Uzun yol ta\u015f\u0131mac\u0131l\u0131\u011f\u0131nda da piyasa ili\u015fkilerinin i\u015f d\u00fczenlemeleri \u00fczerinde artan etkisi bireyselli\u011fin veya bireysel bak\u0131\u015f a\u00e7\u0131s\u0131n\u0131n \u00f6ne \u00e7\u0131kt\u0131\u011f\u0131 bir ortam yaratmakta, riskin ortaya \u00e7\u0131k\u0131\u015f\u0131 ve riskin y\u00f6netimine ili\u015fkin kolektif anlay\u0131\u015f\u0131 vurgulamak zorla\u015fmaktad\u0131r. Piyasa ko\u015fullar\u0131 i\u015f d\u00fczenlemelerine, ayr\u0131nt\u0131l\u0131 alt i\u015fveren\/ta\u015feron s\u00f6zle\u015fmeleri zincirleri kullanmak, s\u00fcr\u00fcc\u00fc ve katedilen mesafe ve ta\u015f\u0131nan y\u00fck \u00fczerinden \u201cpar\u00e7a ba\u015f\u0131\u201d \u00fccret almak \u015feklinde yans\u0131maktad\u0131r. Ge\u00e7ici\/belirsiz\/ar\u0131zi i\u015f ili\u015fkilerinin yayg\u0131n oldu\u011fu kamyonculuk neo-liberal rekabet\u00e7i piyasa\/sanayi idealine bir model olu\u015fturmaktad\u0131r! (Quinlan ve di\u011f., 2006:22). B\u00fcy\u00fck nakliye firmalar\u0131, k\u00fc\u00e7\u00fck firmalara i\u015fi da\u011f\u0131t\u0131r, k\u00fc\u00e7\u00fck firmalar ya birka\u00e7 kamyonu olan k\u00fc\u00e7\u00fck ta\u015feronlara, ya da kendi kamyonu olan bireysel olarak \u00e7al\u0131\u015fan \u015fof\u00f6rlere i\u015fi verir. Kimin kiminle ne \u015fartlarda s\u00f6zle\u015fme imzaland\u0131\u011f\u0131 belirsizdir, en alttaki \u015fof\u00f6r de zaten par\u00e7a ba\u015f\u0131 \u00fccret al\u0131r, klasik kurals\u0131z\/g\u00fcvencesiz \u00e7al\u0131\u015fma ko\u015fullar\u0131 sekt\u00f6rde yukar\u0131dan a\u015fa\u011f\u0131ya in\u015fa edilir.<\/p>\n T\u00fcm bu kurals\u0131z g\u00fcvencesiz yap\u0131 unutulursa bu sekt\u00f6rde i\u015f\u00e7i sa\u011fl\u0131\u011f\u0131 ve i\u015f g\u00fcvenli\u011fi, ayr\u0131ca kamu g\u00fcvenli\u011fine ili\u015fkin d\u00fczenlemeler de eksik kalacakt\u0131r. Avrupa, ABD ve Avustralya\u2019da da, karayolu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131na ili\u015fkin d\u00fczenlemelerde i\u015fin alt\u0131nda yatan nedenlerin \u00fczerinde durulmaz. En iyi haliyle bu konuda yasal d\u00fczenlemeler \u015fof\u00f6r\u00fcn yorgunlu\u011fu, yol kurallar\u0131ndan ka\u00e7amakl\u0131 olarak ka\u00e7ma, ara\u00e7lar\u0131n bak\u0131mlar\u0131n\u0131n eksikli\u011fi\/yetersizli\u011fi ve ila\u00e7 (uyar\u0131c\u0131lar) kullan\u0131m\u0131na yo\u011funla\u015f\u0131rlar. Ancak Quinlan, Mayhew ve Johnstone gibi ara\u015ft\u0131rmac\u0131lar bu konuda \u00e7ok net \u015funu savunmaktad\u0131r: Bu yasal d\u00fczenlemeler semptomlarla ilgilenir, altta yatan nedenlerde de\u011fil. Altta yatan nedenler ise kamyon \u015fof\u00f6rlerinin \u00fczerindeki rekabet ve hayat\u0131n\u0131 idame ettirebilme \u015feklindeki ekonomik bask\u0131, yayg\u0131n ta\u015feron kullan\u0131m\u0131n\u0131n getirdi\u011fi organizasyon bozuklu\u011fu gibi nedenlerdir. Karayolu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 konusunda yetkili kesimlerin ba\u015fka sekt\u00f6rlerdeki i\u015f g\u00fcvenli\u011fi konular\u0131ndan ders alma konusundaki isteksizlikleri, neo-liberal politikalarla kazan\u0131lm\u0131\u015f hak haline gelen (sermaye s\u0131n\u0131f\u0131 a\u00e7\u0131s\u0131ndan) \u00e7\u0131karlar ve bunlar\u0131n sonu\u00e7lar\u0131yla y\u00fczle\u015fme konusundaki isteksizlikleri bir anlamda birincil neden olarak g\u00f6r\u00fclebilir. (Quinlan ve di\u011f., 2006:22).<\/p>\n Yaln\u0131zca yorgunluk, \u015fof\u00f6rlerin yorgunlu\u011fu konusu bile ba\u015fl\u0131 ba\u015f\u0131na sermaye politikalar\u0131n\u0131n bir sonucu olarak ortaya \u00e7\u0131kmaktad\u0131r. ABD Ula\u015ft\u0131rma Bakanl\u0131\u011f\u0131 verileri (2000 y\u0131l\u0131 verileri) kamyon \u015fof\u00f6rlerinin yorgunlu\u011funun ticari ara\u00e7 kazalar\u0131n\u0131n %15\u2019inde en ba\u015fat fakt\u00f6r oldu\u011funu ortaya koymaktad\u0131r.<\/p>\n Kamyon \u015fof\u00f6rleri \u00f6l\u00fcm ve yaralanmalar d\u0131\u015f\u0131nda, psikolojik stres ve i\u015fyerinde \u015fiddetle de kar\u015f\u0131 kar\u015f\u0131ya kalmaktad\u0131r. Kamyon \u015fof\u00f6rlerinin maruz kald\u0131\u011f\u0131 hastal\u0131klar veya tehlikeli maddeler hususunda bir bilgiye maalesef ne biz, ne de geli\u015fkin kapitalist \u00fclkelerdeki ara\u015ft\u0131rmac\u0131lar herhangi bir veriye sahip de\u011filler.<\/p>\n Sorunlara b\u00fct\u00fcnc\u00fcl bakmak solun olmazsa olmaz\u0131. Bak\u0131\u015f a\u00e7\u0131m\u0131z\u0131 daha da yukar\u0131lara ta\u015f\u0131d\u0131\u011f\u0131m\u0131z zaman, herhangi bir \u00fclkede ta\u015f\u0131mac\u0131l\u0131kta karayollar\u0131n\u0131n oran\u0131n\u0131n artmas\u0131 ile kazalar aras\u0131ndaki do\u011frudan ili\u015fkiyi de g\u00f6rm\u00fc\u015f oluyoruz. Avustralya, Yeni Zelanda, Kuzey Amerika ve Bat\u0131 Avrupa \u00fclkelerinde ta\u015f\u0131mac\u0131l\u0131kta karayolu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131n\u0131n pay\u0131n\u0131n fazla oldu\u011funu ve giderek artt\u0131\u011f\u0131n\u0131, demiryolu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131n\u0131n ise pay\u0131n\u0131n azald\u0131\u011f\u0131n\u0131 g\u00f6r\u00fcyoruz. Demiryollar\u0131n\u0131n pay\u0131nda b\u00fcy\u00fck bir azalmadan s\u00f6z edemeyiz ku\u015fkusuz ama s\u00fcrekli azald\u0131\u011f\u0131n\u0131, hi\u00e7 artmad\u0131\u011f\u0131n\u0131 g\u00f6rebiliyoruz. Bunun sonucu karayolu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131nda artan rekabet ve tabii ki kurals\u0131z i\u015f ili\u015fkilerinin giderek hakim olmas\u0131. Demiryolu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 rekabet\u00e7i bir piyasa i\u00e7in \u00e7ok uygun de\u011fil. Karayolu ve demiryolu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131n\u0131n rekabet\u00e7i piyasa ekonomisine yatk\u0131nl\u0131\u011f\u0131 k\u0131yasland\u0131\u011f\u0131nda bile, bunun i\u015f\u00e7i sa\u011fl\u0131\u011f\u0131 ve i\u015f g\u00fcvenli\u011fine etkisi \u00e7ok net bir \u015fekilde sonu\u00e7larla ortaya konabilir. S\u00f6zgelimi ARRB (Avustralya Yol Ara\u015ft\u0131rmalar\u0131 B\u00fcrosu) 1998 y\u0131l\u0131na ili\u015fkin sundu\u011fu verilerde otoyollarda her kilometre ba\u015f\u0131na ta\u015f\u0131nan groston y\u00fck i\u00e7in 3.8 ortalama \u00f6l\u00fcmden s\u00f6z ederken, bunun demiryollar\u0131nda 0.55 oldu\u011funu s\u00f6yl\u00fcyor (ARRB, 1998), bir ba\u015fka ifadeyle karayolu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 7 kat daha riskli!<\/p>\n Karma\u015f\u0131k alt i\u015fveren ili\u015fkileriyle belirsiz hale gelen esas i\u015fveren sorumlulu\u011fu, bunu ger\u00e7ekle\u015ftiren ta\u015feron sistemi ve tabii ki par\u00e7a ba\u015f\u0131na (katedilen km. ba\u015f\u0131na) \u00f6deme sistemi bu sekt\u00f6rdeki t\u00fcm sorunlar\u0131n kayna\u011f\u0131nda duruyor. Daha fazla yol katetmek, daha k\u0131sa s\u00fcrede y\u00fck al\u0131p, bo\u015faltmak ve yenisini almak, i\u015f ba\u015f\u0131na s\u00f6zle\u015fme imzalamak derken \u015fof\u00f6rler h\u0131z yapmak, ila\u00e7 kullanmak, trafik kurallar\u0131n\u0131 ve i\u015f g\u00fcvenli\u011fi kurallar\u0131n\u0131 g\u00f6z ard\u0131 etmek zorunda kal\u0131yor. Arada bir tamir i\u015fi oldu\u011fu zaman da, e\u011fer bu t\u00fcrden belirsiz s\u00f6zle\u015fmelere imza atm\u0131\u015flarsa ceplerinden para veriyorlar. T\u0131pk\u0131 h\u0131zla i\u015fini bitirip gitmeye \u00e7al\u0131\u015fan bir in\u015faat ta\u015feronu ve i\u015f\u00e7ileri gibi. Yap\u0131lan bir \u00e7al\u0131\u015fma olduk\u00e7a ilgin\u00e7 sonu\u00e7lara i\u015faret ediyor. D\u00fczenli i\u015f s\u00f6zle\u015fmeleri imzalayan kamyon \u015fof\u00f6rlerinin uyar\u0131c\u0131 ila\u00e7 kullan\u0131m\u0131 ve h\u0131z limitini a\u015fma oranlar\u0131 \u00e7ok daha d\u00fc\u015f\u00fck. \u0130\u015fveren veya ta\u015f\u0131mac\u0131l\u0131k \u015firketi taraf\u0131ndan empoze edilen zorlu i\u015f programlar\u0131n\u0131 uygulamak zorunda kalan kamyon \u015fof\u00f6rlerinin y\u00fczde 37\u2019si h\u0131z s\u0131n\u0131r\u0131n\u0131 a\u015ft\u0131\u011f\u0131 i\u00e7in ceza alm\u0131\u015f (Golob and Hensher, 1994:25).<\/p>\n Rodriguez ve arkada\u015flar\u0131 taraf\u0131ndan yap\u0131lan bir \u00e7al\u0131\u015fmada ise, \u00fccret politikas\u0131\/\u00f6d\u00fcllendirme d\u00fczeyleri ile i\u015f g\u00fcvenli\u011fi aras\u0131nda \u00e7ok g\u00fc\u00e7l\u00fc bir ili\u015fkiye i\u015faret ediyor. 1995 y\u0131l\u0131nda ABD\u2019nin ikinci b\u00fcy\u00fck kamyon ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 \u015firketi JB Hunt, s\u00fcr\u00fcc\u00fcleri i\u00e7in sekt\u00f6r\u00fcn olduk\u00e7a \u00fczerinde maa\u015f art\u0131\u015flar\u0131 yap\u0131yor. Bu gerek kamyonlarla yap\u0131lan kazalar\u0131, gerekse de s\u00fcrekli i\u015f\u00e7i giri\u015f-\u00e7\u0131k\u0131\u015f\u0131n\u0131 azaltm\u0131\u015f oluyor. Y\u00fcksek \u00fccret politikas\u0131, \u015firketin daha deneyimli ve kalifiye \u015fof\u00f6rleri istihdam etmesi i\u00e7in de bir olanak sunuyor. B\u00f6ylelikle \u015firket kendi nakliye i\u015flerinde \u00f6l\u00fcml\u00fc, yaralanmal\u0131 ve ara\u00e7 hasarl\u0131 olaylar\u0131 azaltm\u0131\u015f (tabii ki bir ekonomik analiz yapm\u0131\u015flard\u0131r diye ku\u015fkuculu\u011fumuzu buraya not edelim).<\/p>\n Yine bu \u00e7al\u0131\u015fmada \u201c\u00f6denmeyen \u00e7al\u0131\u015fma zaman\u0131\u201dn\u0131 da incelenmi\u015f. \u00d6denmeyen \u00e7al\u0131\u015fma zaman\u0131 i\u015f\u00e7ilerin y\u00fckleme bo\u015faltma s\u0131ras\u0131ndaki beklemelerini anlatmak i\u00e7in kullan\u0131l\u0131yor. Bu s\u00fcre ne kadar artarsa, s\u00fcr\u00fcc\u00fcler bir g\u00fcn i\u00e7inde o kadar daha fazla i\u015f s\u0131k\u0131\u015ft\u0131rmak, i\u015f program\u0131ndaki d\u00fczensizli\u011fi ve uzun a\u015f\u0131r\u0131 \u00e7al\u0131\u015fma saatlerini zorlamak zorunda kal\u0131yorlar (Rodriguez ve di\u011f.2006). \u00c7\u00fcnk\u00fc kendilerine katettikleri kilometre ve y\u00fck ba\u015f\u0131na \u00fccret \u00f6deniyor, bir g\u00fcn i\u00e7inde ne kadar fazla git gel yaparlarsa veya uzun yol \u015fof\u00f6rleri i\u00e7in d\u00fc\u015f\u00fcnelim, ne kadar k\u0131sa s\u00fcrede mal\u0131 teslim edip h\u0131zla gelirlerse o kadar fazla kazan\u0131yorlar. Ama kurall\u0131 bir i\u015fletmede \u00e7al\u0131\u015fan, uzun s\u00fcreli i\u015f s\u00f6zle\u015fmesine imza atm\u0131\u015f bir \u015fof\u00f6r\u00fcn i\u015f program\u0131 standart, alaca\u011f\u0131 \u00fccret belli!<\/p>\n Avrupa Birli\u011fi reformlar\u0131: Ucuz \u015fof\u00f6r ithalat\u0131!<\/strong><\/p>\n Avrupa Birli\u011fi\u2019ne bakt\u0131\u011f\u0131m\u0131zda ise 1998 y\u0131l\u0131ndan beri Avrupa Komisyonu\u2019nun ekonomik reform s\u00fcrecinin yo\u011funla\u015ft\u0131rd\u0131\u011f\u0131 bir rekabet bask\u0131s\u0131ndan s\u00f6z edebiliriz. Haziran 1998 y\u0131l\u0131nda y\u00fcr\u00fcrl\u00fc\u011fe giren (anti) kabotaj d\u00fczenlemesine g\u00f6re, bir s\u00fcr\u00fcc\u00fc lisansl\u0131 oldu\u011fu \u00fclke d\u0131\u015f\u0131ndaki \u00fclkelerden hem y\u00fck alabiliyor, hem de o \u00fclke i\u00e7inde de ta\u015f\u0131mac\u0131l\u0131k yapabiliyor. \u00d6rne\u011fin Polonyal\u0131 bir kamyon \u015fof\u00f6r\u00fc Var\u015fova\u2019dan y\u00fck\u00fcn\u00fc al\u0131p, D\u00fcsseldorf\u2019a geliyor, oradan ald\u0131\u011f\u0131 y\u00fckle Hamburg\u2019a gidiyor, oradan da \u00fclkenin ba\u015fka yerlerine gidebiliyor. Bunun \u201coccasional\u201d (ge\u00e7ici, bir seferli\u011fe mahsus, ar\u0131zi) olmas\u0131 gerekti\u011fi ilgili d\u00fczenlemede s\u00f6ylenmekle birlikte ger\u00e7ek b\u00f6yle olmuyor. B\u00f6ylece s\u00f6zgelimi bir Alman ta\u015f\u0131mac\u0131l\u0131k \u015firketi, Alman \u015fof\u00f6rleri yerine kendi \u00fclke vatanda\u015f\u0131 dahi olmayan say\u0131s\u0131z Polonyal\u0131 \u015fof\u00f6re i\u015f yapt\u0131rm\u0131\u015f oluyor. \u00d6zellikle g\u00fcney ve kuzey Avrupa \u00fclkeleri aras\u0131nda lisans ve ehliyet alma, i\u015f g\u00fcvenli\u011fi mevzuat\u0131, \u00fccret d\u00fczeyleri, \u00e7al\u0131\u015fma ko\u015fullar\u0131, sendikala\u015fma durumu gibi farkl\u0131l\u0131klar ta\u015f\u0131mac\u0131l\u0131k \u015firketleri aras\u0131nda rekabeti etkileyen fakt\u00f6rler (Quinlan ve di\u011ferleri, 2006: 45). Dolay\u0131s\u0131yla ucuz i\u015f\u00e7ilik, bir ba\u015fka ifadeyle az \u00fccret alan, \u00e7ok \u00e7al\u0131\u015fan sendikas\u0131z \u015fof\u00f6r demek \u015firketinizin rekabet edebilirli\u011finin artmas\u0131 demek!<\/p>\n Britanya Avam Kamaras\u0131 \u00c7evre, Ula\u015ft\u0131rma ve B\u00f6lgesel \u0130li\u015fkiler Komitesi\u2019nin 2000 y\u0131l\u0131nda sekt\u00f6re d\u00f6n\u00fck olarak yapt\u0131\u011f\u0131 bir ara\u015ft\u0131rma sonu\u00e7lar\u0131 Macaristan, Romanya ve Slovakya\u2019dan gelen \u015fof\u00f6rlerin Birle\u015fik Krall\u0131k\u2019ta \u00e7al\u0131\u015fan bir \u015fof\u00f6r\u00fcn %16\u2019s\u0131 ila %23\u2019\u00fc (d\u00fc\u015f\u00fcn\u00fcn ortalama be\u015fte biri \u00fccret!) oran\u0131nda \u00fccret ald\u0131klar\u0131n\u0131 s\u00f6yl\u00fcyor. Bu d\u00fc\u015f\u00fck \u00fccretlerin Britanya \u015firketlerine kamyonlar\u0131nda \u201c\u00e7ift adam\u201d \u00e7al\u0131\u015ft\u0131rma olana\u011f\u0131 do\u011furdu\u011funu, bununla daha uzun ve daha ucuz ta\u015f\u0131mac\u0131l\u0131k ger\u00e7ekle\u015ftirildi\u011fini g\u00f6zler \u00f6n\u00fcne seriyor (House of Commons Environment, Transport and Regional Affairs Committee, 2000 raporundan aktaran Quinlan ve di\u011f., 2006:45). ABD\u2019de de Avrupa\u2019da da ta\u015f\u0131mac\u0131l\u0131k \u015firketleri, \u015firketlerin \u00e7ekirde\u011finde az say\u0131da deneyimli ve usta \u015fof\u00f6r tutarlarken, di\u011fer \u015fof\u00f6rleri s\u00fcrekli i\u015fe giren \u00e7\u0131kan, gen\u00e7 ve deneyimsiz i\u015f\u00e7ilerden se\u00e7iyorlar. Quinlan ve di\u011f. (2006) Hamelin\u2019in 2000 y\u0131l\u0131nda yapt\u0131\u011f\u0131 bir \u00e7al\u0131\u015fmay\u0131 aktar\u0131yor ve deneyimsiz yeni i\u015fe giren \u015fof\u00f6rlerin belirgin bir \u015fekilde deneyimli \u015fof\u00f6rlere nazaran daha fazla kaza ve i\u015fle ilgili yaralanmalara maruz kald\u0131\u011f\u0131n\u0131 g\u00f6steriyor. \u00d6zetle y\u00fczer gezer, ge\u00e7ici, deneyimsiz bir i\u015fg\u00fcc\u00fc daha tehlikeli\/tehlikelere a\u00e7\u0131k bir i\u015fg\u00fcc\u00fc anlam\u0131na geliyor.<\/p>\n Konuyla ilgili \u00e7ok \u015fey s\u00f6ylenebilir, ama kamyonla y\u00fck ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 ta\u015feron sisteminin t\u00fcm \u00f6zelliklerinin g\u00f6r\u00fclebildi\u011fi bir sekt\u00f6r. Trafik kazas\u0131 deyip ge\u00e7ti\u011fimiz \u00e7o\u011fu olay ise asl\u0131nda trafik kazas\u0131 falan de\u011fil, do\u011frudan ta\u015feron sisteminin do\u011furdu\u011fu i\u015f cinayeti!<\/p>\n Kaynaklar<\/strong><\/p>\n Golob, T. E., & Hensher, D. A. (1996). Driving behaviour of long distance truck drivers: the effects of schedule compliance on drug<\/em><\/span><\/p>\n use and speeding citations.International Journal of Transport Economics\/Rivista internazionale di economia dei trasporti, 267-301.<\/em><\/span><\/p>\n Rodriguez, D. A., Targa, F., & Belzer, M. H. (2006). Pay incentives and truck driver safety: a case study. Industrial & Labor Relations Review, 59(2), 205-225.<\/em><\/span><\/p>\n Quinlan M., Mayhew C., Johnstone R. (2006). Trucking Tragedies: The Hidden Disaster of Mass Death in the Long-Haul Road Transport Industry, Tucker, E. (2006). Working disasters: the politics of recognition and response. Baywood Publishing Company, Inc..kitab\u0131 i\u00e7inde<\/em><\/span><\/p>\n Hamelin, P. (2000). The working time of professional drivers as a factor of flexibility and competitiveness in road haulage and passenger transport. InTutbsaltsa conference\u2019working without limits (pp. 25-2).<\/em><\/span><\/p>\n","protected":false},"excerpt":{"rendered":"T\u00fcrkiye\u2019de kamyonlar\u0131n kar\u0131\u015ft\u0131\u011f\u0131, \u00f6zellikle de \u00f6l\u00fcmle sonu\u00e7lanan say\u0131s\u0131z \u201ctrafik kazas\u0131\u201dn\u0131 d\u00fc\u015f\u00fcn\u00fcn. Gazetelerin…\n","protected":false},"author":2,"featured_media":40571,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"inline_featured_image":false,"footnotes":""},"categories":[4689],"tags":[3076,50],"class_list":{"0":"post-22982","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-secki","8":"tag-emre-gurcanli","9":"tag-is-cinayetleri"},"acf":[],"amp_enabled":true,"_links":{"self":[{"href":"https:\/\/eonmeet.com\/pol\/wp-json\/wp\/v2\/posts\/22982","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/eonmeet.com\/pol\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/eonmeet.com\/pol\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/eonmeet.com\/pol\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/eonmeet.com\/pol\/wp-json\/wp\/v2\/comments?post=22982"}],"version-history":[{"count":0,"href":"https:\/\/eonmeet.com\/pol\/wp-json\/wp\/v2\/posts\/22982\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/eonmeet.com\/pol\/wp-json\/wp\/v2\/media\/40571"}],"wp:attachment":[{"href":"https:\/\/eonmeet.com\/pol\/wp-json\/wp\/v2\/media?parent=22982"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/eonmeet.com\/pol\/wp-json\/wp\/v2\/categories?post=22982"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/eonmeet.com\/pol\/wp-json\/wp\/v2\/tags?post=22982"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}