Taşımacılıkta iş Sağlığı ve Güvenliği

... konulu sunumlar: "Taşımacılıkta iş Sağlığı ve Güvenliği"— Sunum transkripti:

1 Taşımacılıkta iş Sağlığı ve Güvenliği
EU-0SHA faaliyetlerinden elde edilen bulgular Türkiye’de Taşımacılık İşçileri için Düzgün iş Uluslararası Eğitim Merkezi (ITC), ILO İstanbul, 19 Nisan 2011 Xabier Irastorza Avrupa İş Sağlığı ve Güvenliği Ajansı 1

2 İçerik EU-OSHA’nın kısa bir açıklaması
Karayolu Taşımacılığı konusunda EU-OSHA kaynakları 3. Rakamlarla İSG– Taşımacılık 4. Karayolu Taşımacılığı sürücüleri için risklerin önlenmesinde iyi uygulamalar Uluslararası işbirliği

3 1. Kısa açıklama- EU-OSHA’nın rolü
Bilbao merkezli Avrupa organı. Başlıca rolü: iş sağlığı ve güvenliği konusunda bilgi toplama, paylaşım ve alışverişini desteklemek. Hükümetler, işverenler ve işçi kuruluşlarından oluşan idare kurulu. AB üye ülkelerinde, aday ülkelerde ve EFTA’da ‘irtibat noktaları’ ağı ile çalışır. Collecting, analysing and communicating OSH-related information across the EU that can serve the needs of people involved in safety and health at work, Vision of the ageny through its informaiton activvities, to promote prevention culture, high levels of safety and helath to support the goal of making EU workplaces safe, healthy and more productive Formed to bring tohghether and share the region´s vast pool of knowledge and info on OSH related issues, particularly good prevention practices Agency is a tripartite organisation, this mans that we work with governments, employers and owrkers representatives. Managed by a Director Jukka Takal from Finland. An administrative board on which tradde unions, employers organisations, national governments andd the Euroipen commission are repressented runs the Agency.

4 İçerik EU-OSHA’nın kısa bir açıklaması
Karayolu Taşımacılığı konusunda EU-OSHA kaynakları 3. Rakamlarla İSG– Taşımacılık 4. Karayolu Taşımacılığı sürücüleri için risklerin önlenmesinde iyi uygulamalar Uluslararası işbirliği

5 2. Karayolu Taşımacılığında EU-OSHA kaynakları Hedefler
Riskler ve sağlık sonuçları hakkında bilgi sağlamak- Risk Gözlemevi raporu ‘Rakamlarla İSG-Taşımacılık’ İyi uygulama bilgilerinin paylaşımını ve alışverişini desteklemek: Başarılı programlar ve kampanyalar Başarılı işyeri müdahaleleri Başarı faktörlerinin belirlenmesi

6 2. EU-OSHA Taşımacılık Kaynakları Yeni raporlar– tanıtım Mayıs 2011
Vaka inceleme raporu- Karayolu nakliyat/otobüs sürücüleri için mesleki risklerin yönetilmesi Mesajın iletilmesi- Karayolu taşımacılığında İSG program/kampanyalarının gözden geçirilmesi Taksi sürücüleri ve motosikletli ve bisikletli kuryeler için mevcut iyi uygulama bilgilerinin gözden geçirilmesi. Sektördeki bazı belli kazaların gözden geçirilmesi: iyi uygulama dersleri Halihazırda var olanlar: Rakamlarla İSG-taşımacılık sektörü raporu (Risk Gözlemevi) – ülke raporları ve tematik raporlar (28 Mart 2011) Facts16 İşyerinde araç taşımacılık kazalarının önlenmesi (çeşitli diller) Facts18 Ağır Yük Araçlarının karıştığı Yol kazalarının Önlenmesi (çeşitli diller) E-facts 47 Taşımacılık sektöründe sağlığın desteklenmesi Good practice to prevent risks to karayolu taşımacılığı drivers: EU-OSHA work programme (publication of results 2010) Objectives: To support the exchange of good practice information in the sector and the sharing of experience by providing examples of: Preventing occupational risks in karayolu taşımacılığı How to promote OSH good practice and raise awareness of OSH issues within the sector Activities: - Web feature and database of links to good practice - A review of programmes and campaigns in the Member States in the karayolu taşımacılığı sector - especially to see what kind of methods are used to reach this group. - Case study reports on: preventing occupational risks in road haulage preventing occupational risks to bus drivers - Review (scoping exercise) of good practice information available for: Taxi drivers Motorbike and bicycle couriers - A review of some specific accidents in the sector: lessons learnt regarding good practice The cases and other İçeriks were collected during The cases and materials in the review reports are being analysed during and will be prepared for publication during EU-OSHA is willing to make the results so far available on request.

7 2. EU-OSHA Taşımacılık kaynakları İnternet sayfaları

8 İçerik EU-OSHA’nın kısa bir açıklaması
Karayolu Taşımacılığı konusunda EU-OSHA kaynakları 3. Rakamlarla İSG– Taşımacılık 4. Karayolu Taşımacılığı sürücüleri için risklerin önlenmesinde iyi uygulamalar Uluslararası işbirliği

9 Sektöre hızlı genel bakış
Daha çok sayıda kadın Taşımacılık işgücü yaşlanıyor Göçmen işçilerin yüksek oranı Çoklu risklere maruz kalma - fiziksel, psikososyal ve organizasyonel riskler Tehlikeli maddelere ve biyolojik ajanlara maruz kalma– olduğundan az hesaplanıyor ve değerlendiriliyor! Değişen çalışma saatleri (akşam, vardiyalar, gece, hafta sonları) Şiddet riskinin artması– ve olduğundan az bildirilmesi! Sağlık sorunları: insomniya, sindirim sistemi sorunları, uzun süreli yorgunluk, kas-iskelet sistemi sorunları, asbestle ilişkili, işitme kaybı, bulaşıcı hastalıklar, düşmeden kaynaklı kazalar. Teknolojik ekipman– dikkat dağıtıcı ve zorlayıcı Müşteri tesislerinde ve yolda çalışmak– adaptasyon ve sağlıklı yaşam biçimi için sınırlı fırsat Değişim hızı ve büyüme, İSG için özellikle zorluk yaratıyor

10 3. OIF Taşımacılık Taşımacılık sektörü, Avrupa’nın refahı için gereklidir Vatandaşların ve malların hareket kabiliyeti. Ekonomik büyüme, sosyal kalkınma ve çevre üzerinde önemli etki 60 Karayolu taşımacılığı; boruhattıyla taşımacılık 601 Demiryolu taşımacılığı 602 Karayolu taşımacılığı : Kişilerin taşınması 6024: Karayoluyla nakliyat 603 Boruhatlarıyla taşımacılık 61 Su taşımacılığı 611 Deniz ve kıyı taşımacılığı 612 Karasal su taşımacılığı 62 Hava taşımacılığı Transport sector, including transport over land (by road and train), water and air, is essential to Europe’s prosperity: not only does this sector facilitate the mobility of citizens and goods; it also has a significant impact on economic growth, social development and the environment. Transport, as described in this report, covers NACE codes 60, 61 and 62, as specified in the table (NACE 63 ‘Supporting and auxiliary transport activities’ has not been included). For many countries and subsections information is not always available for the sector as a whole (or for the different sub-sectors). Therefore, references are made in the different subsections of the report when data differ from this classification. I.e., sometimes there’s only available info at NACE level: Transport, storage and communication.

11 İstihdam– AB25 (2006, Eurostat): Tüm ekonomideki pay: yaklaşık %3
3. OIF Taşımacılık İstihdam– AB25 (2006, Eurostat): NACE 60-62: yaklaşık 6 milyon işçi. Tüm ekonomideki pay: yaklaşık %3 Varyasyonlar: Almanya %1,9 – Estonya ve Letonya %6. Karayolu taşımacılığı ve ulaştırma (NACE 60) en büyük alt sektör: taşımacılık sektöründeki işçilerin yaklaşık %90’ı (NACE 60-62) Karayolu taşımacılığına odaklanan İSG araştırması. Üye devletler arasında varyasyonlar; örn Malta’da hava taşımacılığı. Taşımacılık küçük bir sektördür (<50 çalışan). Hava ve demiryolu taşımacılığında büyük şirketler. In 2006, about 6 million EU-25 workers were employed in transport (land, water and air). The share within the whole economy accounted for about 3%, which varied largely between Member States: from about 1.9% in Germany to about 6% in Estonia and Latvia. Land transport is by far the largest sub sector in the EU-25. In 2006, about 88.2% of workers in transport were employed in land transport; about 7.5% were employed in air transport and only 4.3% in transport over water. As a consequence, research on OSH aspects is often focused on land transport. However, it should be noted that the distribution of workers by sub sector (land, water and air) varies among the different countries, even though land transport is the most important sub sector in all Member States -with exception of Malta where air transport is the sub sector with highest employment figures-. Therefore, future research should focus more on the specific hazards and risks within the other transport sub sectors (i.e. exposure of cabin crews to radiation, the air quality in aircrafts; handling of/exposure to asbestos by railway workers etc.). Regarding business size, transport is a small company sector, with most enterprises having fewer than 50 employees. Large companies are typical in air transport and railway transport.

12 3. OIF Taşımacılık - Cinsiyet
Taşımacılık temelde erkek işçilerden oluşuyor (%84) Üye devletler arasında varyasyonlar: Yunanistan %94, Malta %73 Alt sektörler arasında fark: Kadın işgücü: karayolu %14w, su %18 ve hava %41 Kadın işçi sayısı/oranı artıyor,.. .., ama sağlık ve güvenlik tedbirleri erkeklere yönelik  Sektörü kadın işçilere daha cazip yapmak için sorunları çözmek: İş ve aileyi birleştirmenin zorluğu. Çok fiziksel olan iş yükü. Kadın dostu tesislerin olmaması. Transport sector is made up primarily of male workers. In 2006, about 84% of the EU-25 transport workers were male. The proportion of female workers is the lowest in Greece (6%) and the highest in Malta (27%). However, the proportion/number of female workers has been increasing across several Member States. Also, the gender difference is not as big in all transport sub sectors and while, always in 2006, the proportion of female workers in land transport was 13.6%, in transport over water the share of female workers was 17.7% and within air transport the proportion of female workers was 40.7%. In transport, since the majority of jobs with a visible risk for occupational accidents and illnesses are male-dominated, health and safety action is male-centred. Even for occupations and sectors with a growing number of female workers, investment - when funds are available - in workplace ergonomics will still reflect the male-only work environment. Thus, women working in transport have to adjust to a male-centred organisation of work, workplace culture and working conditions. In order to make transport a more attractive workplace for women -and to eliminate the risk of gender inequality at work- attention has to be devoted to solving key problems, such as the difficulty of combining work and family, the highly physical work load and the lack of female friendly facilities.

13 50-64 yaş işçilerin sayısının artması
3. OIF Taşımacılık - Yaş 50-64 yaş işçilerin sayısının artması Becerilerin geliştirilmesi/ yaşlı işçilerin sağlık ve motivasyon ve kapasitelerini korurken istihdam edilebilirliği? Bilgisayar uygulamaları içeriği ve işyükünü değiştirmektedir eğitim ihtiyacının artması. Yaşa bağlı sırt sorunları- işte kıdem: ergonomik yönler önem kazanacak The highest number/share of workers in transport can be found in the age category years, followed by those aged and by young workers (15-24). The distribution of male and female workers by age shows the same pattern. The number/share of workers in the age category years is increasing in several Member States. These demographic changes raise the question of how transport sector will develop the skills and employability of the older workers, while maintaining the health, motivation and capacities of workers as they age. In addition, the introduction of a number of computer applications, such as planning systems and mobile means of communication, changes the İçerik and workload of the worker. Transport workers have to learn how to operate these computer applications - not a simple task. This increases the need for training, especially for older workers. Besides this, attention to ergonomics is growingly important, as it is known that back problems are related to age and work seniority. Kaynak: Eurostat, 2006

14 3. OIF Taşımacılık Yarı zamanlı iş Göçmen işçiler
%8 taşımacılık - %20 toplam işgücü – Artıyor! Belirli özellikler: Mesai saatleri üzerinde daha az kontrol Daha az beceri gerektiren iş Monoton işler Daha az eğitim  Eğitim ve çalışma koşullarının iyileştirilmesi! Göçmen işçiler In 2006, about 8% of transport workers in the EU-25 were working part-time, while the share in the overall working population was 18.5%. Part-time work in transport has strongly increased in the last decade in several Member States. Research findings suggest that part-time workers tend to: work under more favourable ambient conditions, work fewer non-standard hours, have less control over working time, have lower skilled jobs, receive less training and, have more monotonous jobs. Working conditions and training for part-time workers need to be improved, which refers to several aspects. For instance, the target employment agencies and inspection services need to raise awareness about the specific conditions of part-time workers. Also, specific guidance should be provided to employers, inspectors and prevention services on part-time workers. Transport is, together with agriculture and horticulture, construction, health care, households and food, one of the sectors employing more (im)migrant workers. (Im)migrant workers are more often than non-migrants occupied in the so-called three D-jobs (dirty, dangerous and demanding) within these sectors. Work is often characterised by uncertainty, poor working conditions, part time employment and low wages. The increasing immigration of transport workers from the acceding countries and from non-EU countries into the EU makes this an issue of concern and, furthermore, it leads to the distortion of competition and to OSH concerns. Taşımacılıkta ortalamanın üstünde pay Üye devletlerde artma eğilimi Belirli özellikler: Üç T işler (tozlu, tehlikeli ve talepkar) Kaygılar ve: Rekabetin bozulması Sağlık ve güvenlik sorunları

15 3. Risklere maruz kalma- Fiziksel çalışma faktörleri (1)
Taşımacılık işçileri birden fazla fiziksel riske maruz kalmaktadır Results from the Dublin Foundation Survey on Working Conditions reveal that, for workers in land transport (NACE 60) report higher than average exposure to vibration, painful positions, carrying/moving heavy loads, noise, high and low temperatures, and smoke, powder, dust. Analysis on next slides,.. Kaynak: European Foundation for the Improvement of Living and Conditions, Dublin, 2005. Çalışma zamanının en az %25’i, AB27, 2005

16 3. Risklere maruz kalma- fiziksel çalışma faktörleri (2)
Vibrasyonlara maruz kalma, uzun süreli oturma Sırtta sorunlarla bağıntılı Taşımacılık sektöründe yaygın sorun Koltuk ve kabinin ergonomik tasarımı! Yükleme ve boşaltma sırasında elle taşıma Yüksek gürültüye maruz kalma Yükleme ve boşaltma, araç ve tırlarda gürültü kaynakları Yorgunluk ve negatif bilişsel öğelerle bağıntılı Surveys suggest that transport workers, especially drivers, are more exposed to vibrations (i.e. vibration of cabin) than the average working population. Also prolonged sitting is an important risk. Since drivers spend several hours in a row in a sitting position –with limited possibilities for dynamic adaptations in posture-, the risk for back muscle fatigue is present. When combined with the vehicle vibrations, the risk increases. Whole body vibration and prolonged sitting are therefore a widespread issue, increasing the chances of development of back disorders among transport workers. Moreover, the full body vibration caused by the driver’s cabin has also an effect on vision, coordination and the overall functional ability of the driver. The ergonomic design of the driver’s seat and a better location and development of controls and displays inside the truck is an important issue in the prevention of the development of back disorders. Heavy lifting tasks are another important occupational risk within transport and it is particularly while loading and unloading when transport workers are exposed to heavy lifting tasks. In the case of truck drivers, it depends largely on the arrangements with clients if help during these activities is available or not. Therefore it is necessary that transport workers know correct lifting and carrying techniques to prevent low back disorders in their specific situation (e.g. climbing in and out the truck). Surveys suggest that transport workers are more exposed to loud noise than the average working population. There are different sources of noise affecting transport workers. Firstly, during loading and unloading. Secondly, in the actual vehicles and, more specifically, in trucks: the exhaust, the air inlet, the ventilator, the motor, the transfer, the tyres and the aerodynamic effects. The first four produce most noise but with increasing speed, the noise from the contact of the tyres with the road is important too and thus an increasing problem when driving on highways. The older the vehicle, the louder the noise. Also diesel trucks create higher noise than gasoline trucks. Truck drivers spend a lot of time in their vehicles and therefore, it is very important to reduce the fatigue or the negative cognitive effects induced by noise. Furthermore, since it is necessary to communicate by radio, the use of noise reduction measures (e.g. the use of noise absorbing materials) or the development of other techniques is important too [1] [1] De Vriendt, J., Studie van de geluidsbelasting in een vrachtwagencabine (afstudeerwerk Gespecialiseerde Studies Veiligheidstechnieken, K.U.Leuven): K.U.Leuven: Leuven, 1994. Inhalation of vapours and fumes are an important risk for transport workers. Surveys suggest that these workers are more exposed to inhalation of vapours and fumes than the average working population. Drivers are exposed to exhaust fumes at bus terminals, bus stops, when having to stop behind another vehicle at bus stops, and when idling in loading and unloading terminals. Exposure to other harmful chemicals also results: From the loading, measurement, unloading, and washing of containers; when preparing the vehicle for duty; from chemicals for on-board toilets on buses; chemicals for cleaning refuse disposal vehicles, and chemicals used in refuse disposal, and volatile organic chemicals (VOC). Drivers are at risk due to carcinogenic substances in a great number of chemicals when filling up the vehicle (with heavy fuel oil). Exposure to road dust occurs at bus stops. At terminals and loading areas in terminals, inorganic and organic small-particle dust is a problem during refuse disposal.[1] The combination of inhalation of vapours and fumes with smoking increases the risk for respiratory problems.[2] Handling dangerous substances is also common in transport sector. In road freight transport dangerous substances are handled for example when loading and unloading. During the actual transport, dangerous substances are not usually a risk factor for the health of drivers but in accidents they may cause a risk. [1] The national report on working conditions in karayolu taşımacılığı in Finland [2] European Foundation for the Improvement of Living and Working Conditions, EU road freight transport sector: Work and employment conditions – Belgian Survey, 2003 Duman ve buharların solunması Terminallerde, duraklarda, yükleme/boşaltmada, araç yıkama/hazırlamada, benzin doldururken egsoz dumanları, yol tozu Sigara da içiliyorsa solunum yolu sorunları riski artıyor Tehlikeli maddelerle temas Yükleme boşaltma sırasında

17 3. Risklere maruz kalma– İş organizasyonu
Artan iş yükü ve iş baskısı “Anlık yönetim”, trafik, uzaktan izleme ve planlama Monoton işler> ortalama çalışan nüfus Öğrenme fırsatlar< ortalama çalışan nüfus İş içeriğinin değişmesi AB karayolu kanunları ve diller hakkında bilgi, Teknoloji kullanımının artması, uzaktan izleme Uygun eğitim ve öğretim ihtiyacı An important element is the increase of work pressure and workload in transport. Work pressure in transport is often a result of "just-in-time" management, by which goods are (have to be) delivered at the moment the company needs them in the production process. Because stocks are being decreased to a minimum, a higher frequency of delivery of small amounts is necessary.[1] The concentration of delivery times causes also a higher workload. Traffic problems also lead to higher stress and longer working hours. Surveys suggest that transport workers have lower than average influence on their work. Especially drivers are more involved in monotonous tasks and they have fewer than average learning opportunities. Due to the open market and the increase in international transport, the job İçerik of drivers has changed considerably. Knowledge about road codes and planning has become more important, e.g. knowing the European traffic laws and signalisation (which may be different in several countries), the main European traffic routes, and different European languages, among others. Due to increases in technology, trucks are better equipped and are more comfortable. Furthermore, technology results in decreased expenditure, less noise etc. but it also creates a need for more knowledge from drivers on how to handle special circumstances. Drivers have to know how to work with automated systems like on-board computers, digital tachographs or other telematics equipment.[2] In order to avoid a certain degree of uneasiness, confusion and irritation among drivers, there is a need for proper education and training. [1] SERV, Onderzoek naar de kwalificatiebehoeften voor vrachtwagenchauffeur, Brussel: Sociaal-Economische Raad van Vlaanderen, 1998. [2] SERV, Flexibilisering van werk- en levertijden in het goederenvervoer: een aanbeveling van de Sectoriële Commissie Goederenvervoer, Brussel: Sociaal-economische Raad van Vlaanderen, 1999. Kaynak: European Foundation for the Improvement of Living and Conditions, Dublin, 2005.

18 3. Risklere maruz kalma– Çalışma zamanları
Değişen çalışma zamanları: akşam, gece, hafta sonu. Olumsuz sağlık etkileriyle bağıntılı: Yorgunluk ve olumsuz bilişsel etkiler Kadın işçiler arasında üreme sağlığı sorunları Yaşlanan işçiler arasında yorgunluğun artması AB27, 2005 Several studies indicate that transport workers report not only long working hours but varying working hours (working in the evening, at night, on weekends), which is also an important issue among transport workers. Work in transport is not characterised by the typical ‘9 to 5’ schedule. There are several scientific studies reporting the negative health effects (short and long term) of non-standard working hours and possible psychosocial problems. Additional problems may also occur among certain specific groups. For example, female workers may suffer from reproductive health problems. Since the attraction of female workers to the profession is mentioned as one of the solutions for the employment problem in the sector, attention must be given to this specific issue. Regarding elderly workers, increased fatigue problems may occur. Since the number of ageing workers is increasing - and it is expected that it will further increase in the future-, more attention should go to this issue too.[1] Regarding accidents on the road, statistics reveal that 45% of fatal accidents happen at night, when there is less traffic. Regarding the total number of injured people, only 18% occurs at night. Therefore, it can be concluded that if an accident occurs at night, the risk for a serious accident is much higher[2]. [1] European Foundation for the Improvement of Living and Working Conditions, EU road freight transport sector: Work and employment conditions – Belgian Survey, 2003 [2] BIVV, Jaarverslag 2000: Verkeersveiligheid, 2000. Source: European Foundation for the Improvement of Living and Conditions, Dublin, 2005.

19 3. Risklere maruz kalma– Psikososyal faktörler
Mesleki risk olarak şiddete olan dikkatin artması Potansiyel tehlikeler: Tek başına çalışma, hizmetteki değişiklikler için “elçi” olmak Bekleme süreleri veya hizmetler konusunda halktaki memnuniyetsizlik Belirli gruplar- holiganlar, ücret ödemeyenler, alkol veya uyuşturucu etkisindeki kişiler,..- Risklerin az bildirilmesi– bildirim usullerinin olmaması Concerning exposure to psychosocial risks, and it was mentioned in the plenary, violence is a source of occupational risk in transport that has attracted increasing attention over recent years. Violence at work can be defined as incidents where employees are abused, threatened, assaulted or subject to other offensive behaviour in circumstances related to their work. Violence may be both physical and non-physical. Transport workers are confronted with at least two leading potential factors of ‘dangerous workplaces’: - Public frustration about waiting times or services - Dealing with specific groups whose behaviour may sometimes be erratic and unpredictable, such as fare evaders, beggars, hooligans, people who do not comply with smoking or other restrictions, and people who have consumed excessive amounts of alcohol or drugs. [1] Violence, bullying and harassment go largely underreported and thus they persist and deepen in gravity and incidence. Reasons for the lack of reporting are mainly: the lack of confidence that the cases will be adequately dealt with; fear of the consequences on job and career. [1] ILO, Fact sheet: Violence and stress in transport sector, Available at: Breaking down the info by gender (interpreted with caution due to small sample size!!!), female workers in transport report higher exposure than their male counterparts to threats of physical violence, unwanted sexual attention and sexual/gender discrimination. Kaynak: European Foundation for the Improvement of Living and Conditions, Dublin, AB27, 2005.

20 3. Sağlık sonuçları (1) AB-15’te meslek kazalarında işçi başına olay oranı Ölümcül olmayan Ölümcül According to ESAW (European Statistics on Accidents at Work), all three transport subsectors report higher than average incidence rates per 100,000 workers of non-fatal occupational accidents. The highest incidence rate in 2005 (and throughout the period under consideration) corresponded to land transport (5,230 non-fatal occupational accidents per 100,000 workers), followed by water transport (4,692 non-fatal occupational accidents per 100,000 workers) and air transport (3,729 non-fatal occupational accidents per 100,000 workers). Interestingly, while the incidence rate per 100,000 workers of non-fatal occupational accidents has decreased in the total working population between 1994 and 2005, the evolution in the three transport subsectors has been slightly different and since 2003 all three of them have witnessed an increase in their respective incidence rates. Regarding the incidence rate per 100,000 workers of fatal occupational accidents, transport over land and via pipelines (16.1) and transport over water (8.8) reported a higher than average (3.4) incidence rate of fatal accidents in 2005, while the corresponding one in air transport (1.7) was below the average. The evolution in time shows that the incidence rate per 100,000 workers of fatal occupational accidents has decreased in the total working population, from 6.1 per 100,000 workers in 1994 to 3.4 in All transport sub sectors have also seen a reduction during this period of time, the biggest ones being recorded in transport over water and air transport. Source: ESAW (European Statistics on Accidents at Work), Eurostat.

21 İşle ilgili sağlık sorunları
3. Sağlık sonuçları (2) Meslek kazaları Sıklık oranı diğer sektörlerden daha yüksek Üye devletler arasında varyasyon: taşımacılık: toplam kazaların %7-10’u Sık kazalar: Kayma, yüksekten düşme, yükleme/boşaltma sırasında burkulmalar karayolu taşımacılığı: Trafik kazaları– yorgunluk, standart olmayan çalışma çizelgeleri, kötü hava koşulları, zaman baskısı,.. İşle ilgili sağlık sorunları According to the data of the Member States, transport reports a high level of occupational accidents. The frequency rate of occupational accidents in transport is generally higher than the average. In most countries transport represents about 7-10% of the total number of occupational accidents, with exception of Germany where the share goes up above 35%. The largest part of occupational accidents involves men aged Most accidents happen in land transport (also the largest employer, as seen before). The work environment in itself is the cause of most occupational accidents in transport. Falling and slipping, as well as falling from height or jumping all appear to be frequent work accidents. Most of the slipping happens in private yards, loading places, access ramps, stairs, on top of tanks and in machinery halls (for example oil in the floor). Other common type of accidents are sprains. In karayolu taşımacılığı the real risk factors at work are still the serious traffic accidents. In air transport, a big share of accidents happens during turbulence or landing, when the cabin crew is performing their service tasks. With regard to the type of accidents, falling and falling objects account for a major part of accidents. Typical outcomes of the accidents are broken bones, sprains, soft-tissue injuries and teeth injuries. Work related health problems Most Member States indicate that transport sector experiences a high number of musculoskeletal disorders (particularly back, neck and shoulder problems). It is known that back problems are related to age and work seniority. Due to the demographic changes in the sector (increasing presence of ageing workers –mentioned above), this issue is particularly relevant. Other common diseases are stress-related health disorders, asbestos related diseases and noise-induced hearing loss. Finally, fatigue is a common and widespread OSH concern. It may lead to a variety of consequences, such as environmental disasters, economic losses -fines for accidents and/or increased insurance premiums-, and, of course, serious health implications for workers. There exist several strategies (regulation, enforcement, awareness campaigns, training, guidance) aimed at preventing fatigue in all transport subsectors (road, rail, air). It has to be stressed that in water transport the problem is not being adequately dealt with by the current legislation, management or working practices and there is an urgent need to rectify the situation. One reason for the better-developed approach in other transport subsectors has been the knowledge base that now exists about fatigue in these industries. Another significant factor has been the interaction of all the stakeholders to advance in the understanding of what underlies fatigue and what can be done to prevent and manage it. Initiative –‘IFT: Fighting seafarers’ fatigue’ Because of the serious problem of seafarer fatigue, the International Transport Workers’ Federation (ITF) has initiated a campaign to raise awareness and to address the fundamental issue of minimum levels of safe manning. A campaign package "Fight Fatigue!" was created consisting of a brochure and poster designed to assist unions in lobbying their administrations.[1] [2] [1] More information: [2] International Transport Workers' Federation. Fatigue poster. Available at: Yüksek sayıda kas-iskelet sistemi rahatsızlığı (sırt, boyun ve omuz sorunları) Yaşla bağıntılı Diğer: Strese bağlı sağlık sorunları, Asbestosla ilişkili hastalıklar, gürültüye bağlı işitme kaybı, uyku sorunları (ör. uyku apnesi), yorgunluk.

22 İçerik EU-OSHA’nın kısa bir açıklaması
Karayolu Taşımacılığı konusunda EU-OSHA kaynakları 3. Rakamlarla İSG– Taşımacılık 4. Karayolu Taşımacılığı sürücüleri için risklerin önlenmesinde iyi uygulamalar Uluslararası işbirliği

23 4. Karayolu taşımacılığı sürücüleri için risk önlemede iyi uygulamalar
Hedefler Topluluk Straetejisini Desteklemek, stratejide taşımacılık, hala özellikle tehlikeli olan bir sektör olarak kabul ediliyor –KOBİ ve bağımsız çalışanların yüksek sayısı. İyi güvenlik ve sağlık uygulamaları ve programları hakkında bilgi vermek: Rakamlarla ISG- Taşımacılıkta vurgulananlar dahil, sektörün kilit İSG sorunlarını ele alacak şekilde Diğer Ajans çalışmalarına bağlantı: MSD önleme, cinsiyet, yaş, sağlığın desteklenmesi (2009), risk değerlendirme kampanyası (2008-9). To support Community Strategy In the Strategy the transport sector is recognised as one of the sectors that is still particularly dangerous. It includes a large number of SMEs and self-employed. To provide information on good safety and health practices and programmes addressing the key OSH issues of the sector, including those highlighted in the Agency’s Risk Observatory study carried out in 2007 (OSH in Figures in Transport, presented in the plenary), which provides an overview of occupational safety and health conditions in transport (report being finalised) Ensure linkage to other Agency work such MSD prevention, gender, age, health promotion (2009), risk assessment campaign (2008-9)

24 4. Karayolu taşımacılığı sürücüleri için risk önlemede iyi uygulamalar
Sadece sürüş riskleri değil,… Taşımacılık sürücüleri için çok çeşitli mesleki risk-sadece yol güvenliği sorunları ve sürüş tehlikeleri değil, aşağıdakiler de: Araç yükleme, boşaltma Sürücü kabinine inip binerken düşme Dinlenme ve tuvalet tesisleri Araç tasarımı ve bakımı Kas-iskelet ve titreşimle ilgili rahatsızlıklar Sıcak ve soğuk sürücü kabinleri Stres Halktan gelen şiddet Sürücüler homojen bir grup DEĞİLDİR: yaşlı sürücüler, genç sürücüler, kadın sürücüler Not just driving risks A broad range of occupational risks to transport drivers, not just road safety issues and driving hazards, is being covered in the projects, including: Loading, unloading vehicles Falls climbing in and out of cabs Rest and toilet facilities Vehicle design and maintenance Musculoskeletal and vibration related disorders Hot and cold cabs Stress Violence from members of the public The project also recognises that drivers are not a homogenous group and will consider older drivers, young drivers, women drivers

25 İşle ilgili yol güvenliğinin yönetimi ENTEGRE YÖNETİM
Tüm çalışanlar, mesleki karayolu riskleri dahil, riskleri yönetme sorumluluğuna sahiptir Risk değerlendirmesine dayanarak önleyici tedbirler uygulamak Tedarik zinciri boyunca diğer işverenlerle ve altyükleniciler ve işverenler arasında işbirliği ve koordinasyon yapmak Eğitmek ve bilgilendirmek; örn. teslimat yerindeki riskler hakkında Pratik bilgiye sahip işçilere danışmak İşle ilgili yol güvenliği sadece aşağıdaki durumlarda etkili bir şekilde kontrol altına alınabilir: İşyerinde sağlık ve güvenliğin yönetilmesine dair genel düzenlemelere entegre edilmişse VE işyerinde sağlık ve güvenlik yönetimi genel iş yönetimine ve planlamasına entegre edilmişse İşletmeye faydaları: Yaralanma nedeniyle kaybolan gün sayısının azalması Tamirat için çekilen araç sayısının azalması Kaçırılan sipariş sayısının azalması All employers have legal duties to manage risks to employees by carrying out risk assessments and putting in place preventive measures This includes occupational road risks Duties to cooperate and coordinate with other employers over safety e.g. between main employers and companies subcontracted to deliver goods for them throughout the supply chain – from collection to delivery Duties to train, which can include defensive driving, and inform e.g. about risks where deliveries being made Duties to consult their workers regarding health and safety management – important as they have first-hand experience of what happens in practice. Work-related road safety (WRS) can only be effectively controlled IF employers: integrate WRS into general arrangements for managing health and safety at work AND integrate WRS into general business management and planning E.g. by taking account of the total number of hours drivers work, and not just the number of hours spent at the wheel, when planning driving schedules. E.g. planning and agreeing delivery schedules with clients to allow for safe driving speeds, rest breaks etc. There are also many business benefits in managing work-related road safety, no matter the size of your business. For example: fewer days lost due to injury; fewer vehicles off the road for repair; fewer missed orders; less need for investigation and follow up.

26 4. EU-OSHA iyi uygulama vakalarından çıkan bazı sonuçlar
Çalışma grupları • Many drivers are self-employed and working away from a fixed base. Many have long experience as drivers and are used to very independent ways of working. This has various implications for communication such as: - Using places they frequent – stop areas etc, - Ensuring approaches are practical but not patronising - Ensuring advice and solutions are based on drivers’ practical experiences Involve drivers in risk assessment, developing solutions Use drivers as advocates Allow sufficient time • Solutions need to involve customers and other stakeholders as well. Employers of drivers can find it difficult to ensure the safety of their employees whilst they are working at customer premises. The competitive nature of the business makes haulage firms reluctant to make demands of their customers, who can wrongly assume it is not their responsibility (ton ensure driver safety). Apart from where deliveries are made, other customers and stakeholders include: Passengers, school children Road safety groups, transport ministries etc.

27 İçerik EU-OSHA’nın kısa bir açıklaması
Karayolu Taşımacılığı konusunda EU-OSHA kaynakları 3. Rakamlarla İSG– Taşımacılık 4. Karayolu Taşımacılığı sürücüleri için risklerin önlenmesinde iyi uygulamalar Uluslararası işbirliği

28 6. Taşımacılık- Avrupa’da ve dünyada işbirliği 2008’den bu yana arttı
Avrupa Taşımacılık Güvenliği Konseyi (ETSC) - PRAISE Avrupa Taşımacılık Federasyonu (ETF) –çeşitli Avrupa Kimyasal Taşıma Birliği (ECTA) 2009’daki AB kimyasalların karayoluyla taşınmasında sorumlu dikkat etkinliğine katıldı İstihdam, Sosyal İşler GM – taşımacılık meslekleri rehberi? BM Karayolu Güvenliği için On Yıllık Eylem Planı NIOSH/ Küresel mesleki karayolu güvenliği inisiyatifi Diğer irtibatlar: DG MOVE, Avrupa Karayolu Güvenliği Şartı Eurosafe – AB yaralanmaları önleme ağı; DG SANCO desteğiyle AB parlamentosu– taşımacılık ve turizm komitesi ILO – eğitim vakfı Ulusal irtibatlar (ES, FR, UK, DE, HE, vb.)

29 Online form doldurarak etkinliklere kaydolma.
BM Karayolu Güvenliği için On Yıllık Eylem Planı – başlangıç 11 Mayıs 2011 Lansmana hazırlanırken üye devletlere ve ortaklarına rehberlik sağlamak üzere organizatörler için araç kiti. İdeal lansman etkinliğinin açıklamasını içermektedir Etkinlik takvimi. Online form doldurarak etkinliklere kaydolma. İrtibatlar: On yıllık Eylem Planı için irtibat noktalarının listesi, ulusal irtibat noktalarını da içerecek şekilde geliştirildi. Tüm hükümetler bir irtibat noktası görevlendirmeye teşvik ediliyor.  Facebook: Global Plan for the Decade of Action for Road Safety The UN Road Safety Collaboration has developed a Global Plan for the Decade of Action for Road Safety with input from many partners through an extensive consultation process through meetings and the Internet. The Plan provides an overall framework for activities which may take place in the context of the Decade. The categories or "pillars" of activities are: building road safety management capacity; improving the safety of road infrastructure and broader transport networks; further developing the safety of vehicles; enhancing the behaviour of road users; and improving post-crash care. Indicators have been developed to measure progress in each of these areas. Governments, international agencies, civil society organizations, the private sector and other stakeholders are invited to make use of the Plan as a guiding document for the events and activities they will support as part of the Decade. Toolkit for organizers: A toolkit for organizers of launch events has been developed to guide Member States and their partners in preparing for the launch. This toolkit includes the description of an ideal launch event and can be found at . It is currently available in English, and should be available in February as a pdf document downloadable in all six UN languages. Calendar of activities: For the launch, a calendar of activities around the world has been developed, and may be accessed at . Examples of high-profile national events which were posted include those from Mexico and South Africa. Many of you have informed us of other plans and preparations. Once your plans for the launch of the Decade are finalized, please register your event by completing this online form . Contacts: A listing of contacts for the Decade including national focal points has been developed and may be found at . All governments are encouraged to nominate a national focal point to facilitate coordination at national level. These nominations should be sent to or .  Facebook: The Decade is now on Facebook. We invite you to join us there!

30 Bazı düşünceler... Karayolu taşımacılığında çalışmak yüksek düzeyde mesleki beceri ve yeterlilik gerektiriyor: Araç sürebilmek; Yükleme – boşaltma yapabilmek; Teknik sorunları tamir edebilmek; Belli düzeyde dil becerilerine sahip olmak; Temel idari işleri yapmak; Şirketin “elçileri” olarak hareket etmek. Yola çıkıldığı anda büyük sorumluluk başlar Toplum motivasyonlu ve yüksek becerili taşımacılık işçileri istiyorsa, sektörün çalışma koşullarına daha fazla dikkat atfedilmeli

31 Teşekkürler!