Taiwan is a fucking scandal!
https://tw.news.yahoo.com/【yahoo論壇／王傑】制度殺人-為何司機要關閉atp？-013622333.html
【Yahoo論壇／王傑】制度殺人—為何台鐵宣稱司機關閉ATP？
王傑
55 人追蹤
政事觀察站2018年10月23日 上午9:36
檢視相片
台鐵普悠瑪列車出軌翻覆事故，造成嚴重傷亡，經檢警蒐證後，22日下午3時展開車廂移置作業，可見車體嚴重變形扭曲。圖片來源：中央社
一場慘烈的普悠瑪號翻車意外，敲響了百年台鐵的行車安全警鐘，在行車鑑定報告未出爐的情況下。大家只能各自猜測判斷台鐵的這起死傷意外原因為何。新聞上說司機把行車的自動煞車系統ATP關閉，導向了可能是司機的個人問題；亦有評論報導說台鐵長期的行車安全有疑慮，應該公司化做徹底的改革方案，反而是管理層跟工會阻撓了這一切。
這些評論報導都忽視了一個重要的現實，這起意外不是意外，而是徹底完全的人禍所致，也就是台鐵長年來的營運策略跟方向，導致了這起意外的發生。
台鐵人力不足的問題從前年產業工會成立才披露出來，兩年來到底新增了多少員額，又補足了多少人力？現場的感受是根本不到位！但台鐵局總是說：人力會花三年補齊，慢慢在改善。可是現實就是今年新增的一千名營運人員，昨天10月22日才到位，僅是剛好補足要退休的人力而已。
當既有的人力已經不敷使用的情況下，台鐵局思考的還是維持現有人力規劃，而不是真的擴大人力規模。這樣的思考模式仍然還是維持在企業經營甚至公司化的考量下，目的就是要減低營運成本。要用最精簡的成本，去完成最高效率的經營使用。
當列車編組不斷地重複使用時，檢修時間就大幅縮短。一班普悠瑪往返樹林台東或者南港潮州以後，做的不是完整的休息跟檢修，而是簡易檢查後就再拉出去做編組運用。機務檢修同仁，根本無法在兩三個小時的作業時間中完善查明列車問題。今年大改點以後，列車編組運用更緊湊，列車長們的班次也更為緊繃，以往跑的兩班普悠瑪對號車可能變成三班，區間車三班可能變成很破碎的五班。這就是台鐵局，一個極致壓榨人力跟車輛調度的事業單位。
進行軌道養護的道班同仁人力也是極度短缺，根據工務處的統計，十年來養護人力下降三成，但維護的範圍仍然不變，同仁作業更加困難吃緊。台鐵局依然沒有面對這樣的缺人現實，還是在這個缺工基礎上，往上提升自己的營運目標。
壓垮駱駝的最後一根稻草，就是在這面臨極度緊繃的營運現實上，加上一個出乎預料的人為因素：也就是台鐵局對外宣稱的司機員關上了列車自動防護系統ATP。為何他會關上？就是因為這ATP系統經常故障，許多司機員跟列車長都有遇到類似的經驗，當ATP故障時為了不用反覆復位而影響列車運行，他們就會選擇關上ATP，用自己的專業職能去駕駛車輛控制速度。
可是台鐵直到昨天才緊急發了電報重申：「ATP在運轉中不得任意關閉，且故障時且須立即報備。」難道台鐵局以前都沒有公布相關規定，沒有任何針對這些狀況所做的緊急處理流程嗎？面對這起重大死傷事故，是否要卸責於司機員個人，而隱藏整個制度的重大危機？
即使我們要苛責司機員超速，也要考量現實上他在面對誤點的狀況和ATP的異常下，他可能還是被要求要儘速趕到花蓮換一個編組！仍然要面臨調度所或檢查員的狂call電話，他不能停駛，也不能就地檢查車輛接駁旅客。因為旅客的責罵跟投訴，還有列車運行不中斷的要求，台鐵是不會為他承擔這些責任的。
這起意外的始作俑者不是這位司機員，是整個制度的問題，是台鐵高層的營運思維跟腐敗制度，造成了這起嚴重事故。兩年內出軌七次，不包含這起就是六次，這些都是給台鐵局一次又一次的提醒跟警訊。但是他們依舊在公司化議題打轉，開出許多前瞻計畫的支票，積極創造便當業務營收；唯一沒做的就是補足運、工、機、電務這些最基層的人力要求。
當民進黨力推公司化，當花東民代立委不斷要求新增普悠瑪、太魯閣這些傾斜式列車又要求開放站票時，到底為台鐵的出軌陰霾又覆蓋上了多少陰影。當我們不願面對薪資待遇跟人力需求其實是畫上等號時，一直想著用便宜的人力完成艱困的營運需求，我們就必須在安全這個層次上一次又一次地讓步。
制度殺人，就是這起意外最好的註解。台鐵局不該卸責於任何人為因素，政府跟交通部都該認真面對這起事故，認真解決台鐵的隱憂問題，補足人力不需要公司化才能做、改善軌道設備也不是公司化才能做！當國營事業都不能好好解決改善時，又怎麼期待一個民間公司可以做得好呢？我們都希望有一條安全回家的路，那就不該在安全上做任何妥協！
更多論壇文章
鐵路車輛中不應使用任何類型的安全帶
為禍更烈於「史上最貪女檢」的檢察官
經驗多了再換工作，為何薪水越換越少？
「又老又窮」換黨就能「年輕又有錢？」
中國私營企業恐慌蔓延
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[Yahoo Forum / Wang Jie] System Killing - Why does the Taiwan Railways claim that the driver has closed the ATP?
Wang Jie
55 people tracking
Political Affairs Observatory, October 23, 2018, 9:36 am
View photo
The Taitung Puyuma train derailed the accident, causing serious casualties. After the police searched, the car was displaced at 3 pm on the 22nd, showing that the car body was severely deformed and distorted. Image source: Central News Agency
A tragic Puyuma rollover accident knocked on the traffic safety alarm for the 100-year-old Taiwan Railway, without the release of the traffic appraisal report. Everyone can only guess and judge the cause of this death and injury accident of the Taiwan Railway. The news said that the driver turned off the ATP of the automatic braking system for driving, which may be a personal problem for the driver. Some commentators also reported that the long-term safety of the Taiwan Railway has doubts. It should be a corporate reform and a thorough reform plan. The union blocked everything.
These commentary reports have neglected an important reality. This accident was not an accident, but a complete and complete man-made disaster, that is, the operational strategy and direction of the Taiwan Railway for many years, which led to this accident.
The problem of insufficient manpower of the Taiwan Railway was revealed only after the establishment of the industrial union in the previous year. How many new posts have been added in the past two years, and how much manpower has been added? The feeling on the spot is not at all! However, the Taiwan Railway Bureau always said: Manpower will take three years to complete and slowly improve. However, the reality is that the 1,000 new operators added this year were only put in place on October 22, just to make up the manpower to retire.
When the existing manpower is no longer sufficient, the URA thinks about maintaining the existing manpower plan instead of really expanding the manpower scale. This mode of thinking is still maintained under the consideration of corporate management and even corporatization, with the aim of reducing operating costs. Use the most streamlined cost to achieve the most efficient business use.
When the train group is continuously reused, the inspection time is greatly shortened. After a class of Puyouma traveled to the woods Taitung or Nangang Chaozhou, it was not a complete rest and overhaul, but a simple check and then pulled out for grouping. It is impossible to improve the train problem in two or three hours of operation time. After this year's major change, the train formation is more compact, and the train conductors are more tight. The two shifts of the previous Puyuma match may become three shifts. The three shifts of the shuttle bus may become very broken. . This is the Taiwan Railway Bureau, a unit that crushes manpower and vehicle dispatching.
The manpower of the road maintenance staff is also extremely short. According to the statistics of the Works Department, the maintenance manpower has dropped by 30% in the past ten years, but the scope of maintenance remains unchanged, and the work of the colleagues is more difficult. The Taiwan Railway Bureau still does not face such a lack of reality, or on the basis of this lack of work, to upgrade its operational objectives.
The last straw that crushed the camel was in the face of extremely tight operational reality, plus an unexpected human factor: the driver of the Taiwan Railway Administration announced that the driver's automatic protection system ATP was closed. Why is he closed? Because the ATP system often fails, many drivers have similar experience with the train conductor. When the ATP fails, they will choose to close the ATP and use their professional functions to drive the vehicle in order to affect the train operation without repeated reset. Control speed.
However, the Taiwan Railway did not send an urgent telegram until yesterday: "ATP must not be closed arbitrarily during operation, and it must be reported immediately when it fails." Did the Taiwan Railway Bureau not publish the relevant regulations before, and there was no such thing as these conditions. Emergency process? In the face of this major casualty accident, is it necessary to blame the driver’s individual and hide the major crisis of the entire system?
Even if we have to blame the driver for speeding, we must consider that in the face of the situation of the delay and the abnormality of the ATP, he may still be required to rush to Hualien for a group! Still have to face the mad call of the dispatcher or the inspector, he can't stop, and he can't check the vehicle to pick up the passengers. Because of the passenger's scolding and complaints, as well as the uninterrupted requirements of train operation, the Taiwan Railway will not assume these responsibilities for him.
The initiator of this accident was not the driver. It was a problem of the whole system. It was the operational thinking and corruption system of the top management of the Taiwan Railway, which caused this serious accident. It was derailed seven times in two years, not including six times. These are reminders and warnings to the Taiwan Railway Bureau. However, they are still on the issue of corporatization, and they have issued many checks for forward-looking projects to actively create revenue for the business of the convenience business. The only thing that has not been done is to supplement the most basic manpower requirements of transportation, labor, machinery and electricity.
When the DPP pushed for corporatization, when the Huadong people's legislators continually asked for the addition of Puyuma and Taroko, which were also required to open the station ticket, how much shadow was covered by the derailment of the Taiwan Railway. When we are not willing to face the salary treatment and the manpower demand is actually equal, we always want to use the cheap manpower to complete the difficult operational needs, we must make concessions again and again at the level of security.
System killing is the best note of this accident. The Taiwan Railway Bureau should not blame any human factors. The government and the Ministry of Communications should seriously face this accident and seriously solve the hidden problems of the Taiwan Railway. It is not necessary to be a company to make up the manpower and improve the track equipment. ! When the state-owned undertakings can't solve the improvement, how do you expect a private company to do well? We all want to have a safe home, so we should not make any compromises on security!
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https://tw.news.yahoo.com/【yahoo論壇／王傑】制度殺人-為何司機要關閉atp？-013622333.html
【Yahoo論壇／王傑】制度殺人—為何台鐵宣稱司機關閉ATP？
王傑
55 人追蹤
政事觀察站2018年10月23日 上午9:36
檢視相片
台鐵普悠瑪列車出軌翻覆事故，造成嚴重傷亡，經檢警蒐證後，22日下午3時展開車廂移置作業，可見車體嚴重變形扭曲。圖片來源：中央社
一場慘烈的普悠瑪號翻車意外，敲響了百年台鐵的行車安全警鐘，在行車鑑定報告未出爐的情況下。大家只能各自猜測判斷台鐵的這起死傷意外原因為何。新聞上說司機把行車的自動煞車系統ATP關閉，導向了可能是司機的個人問題；亦有評論報導說台鐵長期的行車安全有疑慮，應該公司化做徹底的改革方案，反而是管理層跟工會阻撓了這一切。
這些評論報導都忽視了一個重要的現實，這起意外不是意外，而是徹底完全的人禍所致，也就是台鐵長年來的營運策略跟方向，導致了這起意外的發生。
台鐵人力不足的問題從前年產業工會成立才披露出來，兩年來到底新增了多少員額，又補足了多少人力？現場的感受是根本不到位！但台鐵局總是說：人力會花三年補齊，慢慢在改善。可是現實就是今年新增的一千名營運人員，昨天10月22日才到位，僅是剛好補足要退休的人力而已。
當既有的人力已經不敷使用的情況下，台鐵局思考的還是維持現有人力規劃，而不是真的擴大人力規模。這樣的思考模式仍然還是維持在企業經營甚至公司化的考量下，目的就是要減低營運成本。要用最精簡的成本，去完成最高效率的經營使用。
當列車編組不斷地重複使用時，檢修時間就大幅縮短。一班普悠瑪往返樹林台東或者南港潮州以後，做的不是完整的休息跟檢修，而是簡易檢查後就再拉出去做編組運用。機務檢修同仁，根本無法在兩三個小時的作業時間中完善查明列車問題。今年大改點以後，列車編組運用更緊湊，列車長們的班次也更為緊繃，以往跑的兩班普悠瑪對號車可能變成三班，區間車三班可能變成很破碎的五班。這就是台鐵局，一個極致壓榨人力跟車輛調度的事業單位。
進行軌道養護的道班同仁人力也是極度短缺，根據工務處的統計，十年來養護人力下降三成，但維護的範圍仍然不變，同仁作業更加困難吃緊。台鐵局依然沒有面對這樣的缺人現實，還是在這個缺工基礎上，往上提升自己的營運目標。
壓垮駱駝的最後一根稻草，就是在這面臨極度緊繃的營運現實上，加上一個出乎預料的人為因素：也就是台鐵局對外宣稱的司機員關上了列車自動防護系統ATP。為何他會關上？就是因為這ATP系統經常故障，許多司機員跟列車長都有遇到類似的經驗，當ATP故障時為了不用反覆復位而影響列車運行，他們就會選擇關上ATP，用自己的專業職能去駕駛車輛控制速度。
可是台鐵直到昨天才緊急發了電報重申：「ATP在運轉中不得任意關閉，且故障時且須立即報備。」難道台鐵局以前都沒有公布相關規定，沒有任何針對這些狀況所做的緊急處理流程嗎？面對這起重大死傷事故，是否要卸責於司機員個人，而隱藏整個制度的重大危機？
即使我們要苛責司機員超速，也要考量現實上他在面對誤點的狀況和ATP的異常下，他可能還是被要求要儘速趕到花蓮換一個編組！仍然要面臨調度所或檢查員的狂call電話，他不能停駛，也不能就地檢查車輛接駁旅客。因為旅客的責罵跟投訴，還有列車運行不中斷的要求，台鐵是不會為他承擔這些責任的。
這起意外的始作俑者不是這位司機員，是整個制度的問題，是台鐵高層的營運思維跟腐敗制度，造成了這起嚴重事故。兩年內出軌七次，不包含這起就是六次，這些都是給台鐵局一次又一次的提醒跟警訊。但是他們依舊在公司化議題打轉，開出許多前瞻計畫的支票，積極創造便當業務營收；唯一沒做的就是補足運、工、機、電務這些最基層的人力要求。
當民進黨力推公司化，當花東民代立委不斷要求新增普悠瑪、太魯閣這些傾斜式列車又要求開放站票時，到底為台鐵的出軌陰霾又覆蓋上了多少陰影。當我們不願面對薪資待遇跟人力需求其實是畫上等號時，一直想著用便宜的人力完成艱困的營運需求，我們就必須在安全這個層次上一次又一次地讓步。
制度殺人，就是這起意外最好的註解。台鐵局不該卸責於任何人為因素，政府跟交通部都該認真面對這起事故，認真解決台鐵的隱憂問題，補足人力不需要公司化才能做、改善軌道設備也不是公司化才能做！當國營事業都不能好好解決改善時，又怎麼期待一個民間公司可以做得好呢？我們都希望有一條安全回家的路，那就不該在安全上做任何妥協！
更多論壇文章
鐵路車輛中不應使用任何類型的安全帶
為禍更烈於「史上最貪女檢」的檢察官
經驗多了再換工作，為何薪水越換越少？
「又老又窮」換黨就能「年輕又有錢？」
中國私營企業恐慌蔓延
檢視相片
＿＿＿＿＿＿＿＿＿＿＿＿＿＿
【Yahoo論壇】係網友、專家的意見交流平台，文章僅反映作者意見，不代表Yahoo奇摩立場 >>> 投稿去
看這些話題的相關文章：
[Yahoo Forum / Wang Jie] System Killing - Why does the Taiwan Railways claim that the driver has closed the ATP?
Wang Jie
55 people tracking
Political Affairs Observatory, October 23, 2018, 9:36 am
View photo
The Taitung Puyuma train derailed the accident, causing serious casualties. After the police searched, the car was displaced at 3 pm on the 22nd, showing that the car body was severely deformed and distorted. Image source: Central News Agency
A tragic Puyuma rollover accident knocked on the traffic safety alarm for the 100-year-old Taiwan Railway, without the release of the traffic appraisal report. Everyone can only guess and judge the cause of this death and injury accident of the Taiwan Railway. The news said that the driver turned off the ATP of the automatic braking system for driving, which may be a personal problem for the driver. Some commentators also reported that the long-term safety of the Taiwan Railway has doubts. It should be a corporate reform and a thorough reform plan. The union blocked everything.
These commentary reports have neglected an important reality. This accident was not an accident, but a complete and complete man-made disaster, that is, the operational strategy and direction of the Taiwan Railway for many years, which led to this accident.
The problem of insufficient manpower of the Taiwan Railway was revealed only after the establishment of the industrial union in the previous year. How many new posts have been added in the past two years, and how much manpower has been added? The feeling on the spot is not at all! However, the Taiwan Railway Bureau always said: Manpower will take three years to complete and slowly improve. However, the reality is that the 1,000 new operators added this year were only put in place on October 22, just to make up the manpower to retire.
When the existing manpower is no longer sufficient, the URA thinks about maintaining the existing manpower plan instead of really expanding the manpower scale. This mode of thinking is still maintained under the consideration of corporate management and even corporatization, with the aim of reducing operating costs. Use the most streamlined cost to achieve the most efficient business use.
When the train group is continuously reused, the inspection time is greatly shortened. After a class of Puyouma traveled to the woods Taitung or Nangang Chaozhou, it was not a complete rest and overhaul, but a simple check and then pulled out for grouping. It is impossible to improve the train problem in two or three hours of operation time. After this year's major change, the train formation is more compact, and the train conductors are more tight. The two shifts of the previous Puyuma match may become three shifts. The three shifts of the shuttle bus may become very broken. . This is the Taiwan Railway Bureau, a unit that crushes manpower and vehicle dispatching.
The manpower of the road maintenance staff is also extremely short. According to the statistics of the Works Department, the maintenance manpower has dropped by 30% in the past ten years, but the scope of maintenance remains unchanged, and the work of the colleagues is more difficult. The Taiwan Railway Bureau still does not face such a lack of reality, or on the basis of this lack of work, to upgrade its operational objectives.
The last straw that crushed the camel was in the face of extremely tight operational reality, plus an unexpected human factor: the driver of the Taiwan Railway Administration announced that the driver's automatic protection system ATP was closed. Why is he closed? Because the ATP system often fails, many drivers have similar experience with the train conductor. When the ATP fails, they will choose to close the ATP and use their professional functions to drive the vehicle in order to affect the train operation without repeated reset. Control speed.
However, the Taiwan Railway did not send an urgent telegram until yesterday: "ATP must not be closed arbitrarily during operation, and it must be reported immediately when it fails." Did the Taiwan Railway Bureau not publish the relevant regulations before, and there was no such thing as these conditions. Emergency process? In the face of this major casualty accident, is it necessary to blame the driver’s individual and hide the major crisis of the entire system?
Even if we have to blame the driver for speeding, we must consider that in the face of the situation of the delay and the abnormality of the ATP, he may still be required to rush to Hualien for a group! Still have to face the mad call of the dispatcher or the inspector, he can't stop, and he can't check the vehicle to pick up the passengers. Because of the passenger's scolding and complaints, as well as the uninterrupted requirements of train operation, the Taiwan Railway will not assume these responsibilities for him.
The initiator of this accident was not the driver. It was a problem of the whole system. It was the operational thinking and corruption system of the top management of the Taiwan Railway, which caused this serious accident. It was derailed seven times in two years, not including six times. These are reminders and warnings to the Taiwan Railway Bureau. However, they are still on the issue of corporatization, and they have issued many checks for forward-looking projects to actively create revenue for the business of the convenience business. The only thing that has not been done is to supplement the most basic manpower requirements of transportation, labor, machinery and electricity.
When the DPP pushed for corporatization, when the Huadong people's legislators continually asked for the addition of Puyuma and Taroko, which were also required to open the station ticket, how much shadow was covered by the derailment of the Taiwan Railway. When we are not willing to face the salary treatment and the manpower demand is actually equal, we always want to use the cheap manpower to complete the difficult operational needs, we must make concessions again and again at the level of security.
System killing is the best note of this accident. The Taiwan Railway Bureau should not blame any human factors. The government and the Ministry of Communications should seriously face this accident and seriously solve the hidden problems of the Taiwan Railway. It is not necessary to be a company to make up the manpower and improve the track equipment. ! When the state-owned undertakings can't solve the improvement, how do you expect a private company to do well? We all want to have a safe home, so we should not make any compromises on security!
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