Invitations to the Disaster are Made in İZBAN

invitation to the disaster
invitation to the disaster

The İZBAN strike in Izmir has left two weeks behind. The İZBAN administration continues to 'strike breaker' which is defined as a crime in the law. Moreover, by running a huge rail transportation system operated by more than 300 workers with seven retired machinists ... Employees who pointed out that İZBAN was employed without the right of maintenance, control and inspections, announced to the public that İZBAN management was responsible in a possible disaster. Explaining the possible risks to the workers, the workers said, 'We do not take the İZBAN trains at the moment, we do not overtake our family and our acquaintances, we cannot take such a risk'.

İZBAN workers, who strike in İzmir using their constitutional rights, left two weeks behind in the struggle for rights.

IZBAN strike continues… While the strike continues, IZBAN employers continue to strike. İZBAN management, which continues to strike breakout, which is defined as a crime in the law, is not only a strike breaker, but also tries to operate İZBAN, a huge rail transportation system, with seven retired machinists. A new Ankara disaster is a matter of time.

İZBAN is a 136 km suburban line that connects İzmir between Aliağa and Selçuk on the north-south route. It is a huge system operated by more than 300 workers with its machinists, technicians, technicians, operators, box office and teller workers. İZBAN management is trying to operate this huge system with seven retired machinists for the sake of “strike-breaking”. This situation poses huge risks for the passengers. Trains' pre-voyage checks, weekly maintenance, signaling and switch shears are done with a very small number of staff and doors are opened to possible disasters.

Employers of İZBAN are almost insisting on not hitting the 28 percent hike, the inflation rate demanded by the workers, and as a result of this persistence, they endanger the life safety of thousands of people every day.

Emphasizing that the İZBAN trains, which have been working in İZBAN for years, who know the operation of the system closely and are currently on strike, are working with retired machinists aged 62-63-64, “We do not ride the trains that are operated with strikes at the moment. and we don't overlap our acquaintances. Because it is not clear what will happen. "There can be a disaster at any time."

We talked with Berkan Arda and Ahmet Güler about the risks that the İZBAN system, which the strike breaker İZBAN management has been working with incomplete and inexperienced personnel, have been working for years.

Do trains and maintenance work?

Your strike, your resistance have passed two weeks, but İZBAN employers are working on trains, even at certain times of the day, by making strikes. What do you think is missing in İZBAN, which is operated with few and inexperienced personnel, and what risks does this situation have?

Berkant Arda: These trains have a technical maintenance standard. Written documents describing how the maintenance and controls of the manufacturer companies and trains should be carried out. They have weekly, monthly and annual maintenance. There are also checks that need to be made before the first trip in the morning every day. All of the friends who do these maintenance and checks are on strike right now. Currently, the İZBAN management is trying to have the engineers there do the pre-voyage checks. But engineer friends do not have maintenance and control experience. Because it's a job they've never done before. They are engineers, they may have theoretical knowledge, but our friends who do not have control and maintenance experience in İZBAN. Of course, these friends of ours are trying to do something, they fill out the documents, but they do not have practical experience like technicians and technicians who do maintenance and control every day. It takes one and a half or two years before we bring our new friends to a competent level. We go into maintenance and check-ups together, we train them, and after a year and a half or two, they become competent. By seeing, learning and experiencing the practice of the job every day, you can gain this experience. kazanthey are working. After one and a half to two years, it starts to do maintenance and control on its own.

Ahmet Güler: And this one. Control and maintenance is actually a team. A collective study. He sees a few different eyes, he checks them, he checks them. There is a difference between the control of an eye and the control of several different eyes. Now, our very few engineer friends are doing these checks and maintenance. There are definitely shortcomings.

You talked about weekly care. Since the strike left two weeks behind, and you're on strike, what is your care for two weeks?

Berkant Arda: Weekly maintenance is detailed. And the most critical, the most important care is the weekly care. As far as we understand for the time being, these treatments are being tried to be done with a few engineers. At least it seems to be done on paper. We don't know what was done or not. But as I said, these friends have no field experience. No practical experience. We think they do as much as they know. Since they have no practical experience, we have doubts about how much they know.

'İZBAN IS OPEN TO EVERY TYPE OF FACIY NOW'

What are the risks waiting for the passengers of a train that has not been checked before or after the cruise or that is missing, not maintained or not? What is the most relevant issue for the people of Izmir right now?

BA: We can say all kinds of risks. This is not something we can tell by writing below. For example, let me talk about the sub-teams. There is a wheelset under the train. If there is a fracture on the edge, if there is a crack, you have to see it. As I just said, the most important care is weekly care. Because in weekly maintenance, we first see a problem that may be under the train or the problem that may cause problems in weekly maintenance. Weekly maintenance is the first place where a potential problem can be seen. It must be done very carefully. It is a big responsibility. There are 73 trains in İZBAN. Weekly maintenance of these trains is done alternately. We need to do weekly maintenance constantly. Do not use it if you want, it needs to be done again after a week. The second important issue is electrical problems. It works with 25 thousand volts. The maintenance of this is important because the current on the wire you see above goes through the body of the train to the bottom. It may be thought that all maintenance is currently done, but I think it is not done properly. I do not think so. I say this for: I have looked at that cable thousands of times so far, with my eyes, my eyes; I do not know if the look of our friend who has no field experience will be the same. The most important point in maintenance is to keep the train on the rails in a healthy way. TCDD is already looking at the rails, but we were looking at the wheels. The wheels of the train must be regular. If the train is not on track, it may cause disaster.

What are the technical steps to be taken apart from maintenance and control?

BA: Of course not just maintenance. If there are problems with the wheels, the lathe needs to be done. At the moment the turners are on strike, they also do not work. The wheel compiles under the undercut. That team is on strike. All these are tried to be done with staff with theoretical knowledge but no practical experience. The lathe is never done.

'THERE CAN BE DAMAGED, WAGON CAN BE TRANSFERED ...'

Looking at this table, what are the possible risks?

BA: Anything can happen. For example, if the wheel lathe is not made, the train can come off the track. There's a term de-ray, the wheel that leaves the rail. This can be. Most of the accidents are happening on trains. According to the position of the train, the wagon can even tip over. In other words, an unpredictable, unpredictable situation may be faced.

AG: Equipment on the lower set of the train may fall under the wagon. He can be caught between the train and the rail. It could cause the train to derail. These are all possible.

BA: Let me explain as follows ... A train that is not maintained or not properly maintained is susceptible to all kinds of risks. If this happens, there is nothing we can describe as this happens; anything can happen. The purpose of the maintenance is: Is everything under the train in place, is there a fracture, does something happen if the rail falls on it? These are not something we can write pen to pen ... Brake may not hold, electrical problems may occur.

NOW 65 PEOPLE PRE-STRIKE NOW, 6-7 ENGINEERS HAVE TO BE MADE '

How many people undertook all this control and maintenance work before the strike, how many people now work with İZBAN management?

BA: There are 65 workers in İZBAN who undertake control and maintenance works. Now these are all on strike. İZBAN management is trying to have 65-6 engineers do the work of 7 experienced people before the strike. Even this tabo is already problematic enough. However, in the universal system, two maintainers must be dropped per train set. Currently, there is a really troubled picture on İZBAN trains. We are faced with a series of infinite probable accidents. Currently, İZBAN management takes a big responsibility. He takes a big risk.

'RESPONSIBILITY IN A POSSIBLE FACILITY IS IZBAN MANAGEMENT'

AG: We warn you here. In an accident or kazanIn the disaster caused by İZBAN, the entire responsibility belongs to the İZBAN administration, which is the strikebreaker.

'WITH 60 MACHINES OVER XNUMX YEARS, THEY ARE TRYING TO OPERATE A HUGE SYSTEM'

What are the current hours of the day when the strike breaker IZBAN trains run?

AG: They run five and a half hours between 6.30 and 11.00 in the morning and six hours between 16.00 and 22.00 in the evening. There is an expedition every 24 minutes. There are flights between Çiğli and the Airport, not along the entire line. From the human aspect of the work, working mechanists are over 60 years old, retired mechanics. They are 62-63-64 years old. Machinists who are not working after the age of 65 according to the legislation. These friends have to wake up at 6, come to the station and get ready to run the train at 4.30 am. These friends make the last expedition at 22 in the evening. Could there be such a pace of work? Moreover, older people. It is not possible for them to rest, gather their heads and attention. They work five and a half hours in the morning and six hours in the evening. 11 hours of work pace. This is already the legal period. The law does not allow any more. İZBAN expeditions are made with a small number of retired machinists working at the highest limit and in parts. What are the reflexes of these friends? What are the perceptions of attention, memory, speed-distance estimation; we do not know what their condition is in psychotechnical test…

Did you say psychotechnics, can you define it briefly?

BA: Psychotechnics, mental characteristics such as perception, attention, memory, reasoning ability, speed-distance estimation that are essential for safe driving in drivers; It is a system in which psychomotor ability and skill level such as response speed, eye, hand and foot coordination can be measured using computer-aided test systems, such as attitude, behavior, habit and personality characteristics such as risk-taking, aggression, responsibility, self-control. It is irrational to force the huge İZBAN system into operation with a small number of machinists who are over 60 years old, retired, who are at the end of their mechanics. Unfortunately, İZBAN management, unfortunately, endangers the lives of thousands of Izmirians.

'I WOULD NOT RIDE ON IZBAN, I WILL NOT RIDE MY NEARS'

Well, in general, you drew a table. When you consider this table, do you and your families get on İZBAN trains and travel with İZBAN?

AG: As such, I do not use İZBAN trains. I do not make it available to my family and acquaintances… İZBAN lines are a system based on signalization. Current machinists can make many mistakes if they continue working under the conditions we just described. There is currently intense work with few machinists. At the current working line, the machinists encounter around 35-40 signals, changing between 20-30 points. A tired, hard-working machinist under pressure is open to making mistakes. There is a system in which machinists work alone. They use the train at five and a half in the morning, six hours in the evening, close to 11 hours in total. Old-age machinists. They may drop their blood pressure, darken their eyes, and face any health problem. These are all risks. One person to control the signals and shears is another, the other to control the two.

BA: I don't use either. We are not currently using İZBAN as a… We are not using it as a passenger. We have previously explained that it is risky to use İZBAN in this way. Some media outlets did not even publish these things… (Ahmet Çınar - habersol)

Similar Ads

Be the first to comment

Comments