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澳洲立法让员工下班后不必接听老板电话 新加坡有必要跟风吗？_我的网站
一 | The electric vehicle ecosystem in India is still at a very nascent stage, but the number of electric vehicles on Indian roads is on the rise every day.,Despite the growth, there are a lot of challenges that need to be addressed with regard to the EV infrastructure.,Road safety is one of the major concerns, as the country ranks first in terms of number of road accident deaths in the world. Last year, the World Economic Forum (WEF) launched the Road Safety 2.0 program in India with an aim to introduce technology which would promote the 4Es of road safety i.e. Education, Engineering, Enforcement and Emergency care.,In an interview with Sputnik, Akhilesh Srivastava, Project Head of the World Economic Forum’s Road Safety 2.0 program and Member of the NHEV Knowledge group, talked about measures to be taken to ensure road safety in India and discussed the challenges presented by the battery swapping policy in India.,Sputnik: According to government data, India ranks first in the number of road accident deaths in the world. As you lead the World Economic Forum’s initiative Road Safety 2.0 in India, what measures are required to reduce such fatalities?,Akhilesh Srivastava: With 11 percent of global road fatalities, India ranks worst in terms of the sheer number of road accident deaths in the world. The impact of road accidents on Indian GDP is nearly INR 2.5 trillion ($31.7 billion) i.e., over 1.85 percent of the GDP.,It is clear that old or conventional methods of road safety are not working and there is an urgent need for a new solution. The WEF-led Road Safety 2.0 is one such next-gen solution, where the power of technology is leveraged to save lives on roads.,A few of the measures have been enumerated in it are: the use of technology is the best way to quickly and effectively reduce accidents; сontinuous tracking driving behavior using IoT to generate Safe Driving Scores. The SDS can be used as a monitoring mechanism for incentivizing good driving behavior and reskilling the bad drivers; use of Safety measures like seat belt and helmet with sensors attached; use of AI with the integration of Traffic Lights; implementation of ITS-based penalty set up to penalize people; scaling awareness about the regulations among the people;,Sputnik: WEF’s Road Safety 2.0 talks about an approach to create a human-centric road ecosystem. Could you elaborate what sort of road ecosystem it aims to create?,Akhilesh Srivastava: Human-centric design is a method of product creation that places the requirements, desires, and abilities of users at the forefront of the process. Rather than expecting users to change and conform their behaviors to the product, it involves making design decisions based on how people can, need, and want to do tasks.,Moving on from existing to a human-centric road ecosystem will help the highway builders, manufacturing industry and the enforcement agencies tackle the needs of the people and then accordingly devise the road safety setup and create a human-centric road ecosystem.,For Example, the presence of air bags in the car is for the drivers and passengers' safety. Why only the front seat should have air bags, people in the back seats are equally vulnerable. As per the human-centric approach, the seat belt should be for all humans in the vehicle. All seats in private vehicles like cars and for all passengers in long-distance public transport buses.,Pedestrians, cyclists and other vulnerable road users should be given due space and weightage while framing the policies. In India, pedestrians, cyclists and two-wheelers constitute the majority but the roads and road rules, are made keeping in mind the bigger vehicles.,Sputnik: FASTags in India were adopted to make travel seamless on National Highways and Expressways. However, despite the complete roll-out we see long queues of vehicles at toll plazas and technical glitches being reported. How can an effective and glitch-free usage of FASTags be adopted?,Akhilesh Srivastava: FASTag has made travel hassle-free on highways and expressways in India. There are no queues. FASTag has made tolling very efficient and transparent. Last year’s toll collection was the highest ever at nearly INR 400 billion (Over $5 million),Apart from this, the FASTag has saved fuel wastage of worth over INR 200 billion ($2.5 million) which happened due to idling of vehicles at toll plazas. It also resulted in saving at least 50 million MT of carbon emission.,Sputnik: Regarding the electric vehicle segment, it is a well-known fact that in India it is at a very nascent stage. What are the major challenges that stakeholders are facing and how can they be tackled?,Akhilesh Srivastava: With 100 percent FDI available, new production centres, and a greater push to improve charging infrastructure, India's electric vehicle industry is gaining traction.,Other growth factors for the Indian EV industry include federal subsidies and policies supporting deeper discounts for Indian-made electric two-wheelers, as well as a boost for localized ACC battery storage manufacture.,Furthermore, in September 2021, the federal government authorized a production-linked incentive program for the automotive sector to stimulate the manufacture of electric and hydrogen fuel cell vehicles. In 2021, India sold over 300,000 electric vehicles.,Some of the challenges that exist but are being tackled by the stakeholders are: inadequate charging infrastructure; reliance on battery imports; reliance on imported components and parts, range anxiety among consumers; current high price of EVs; lack of options for high-performance EVs; inadequate electricity supply in parts of India; lack of quality maintenance and repair options.,Sputnik: You have links with the NHEV (National Highway for Electric Vehicle) programme. What initiatives are being taken under the programme to expand EV infrastructure?,Akhilesh Srivastava: Yes, I appreciate this question which talks about Electric Vehicles and being a member of the Knowledge group of NHEV, I wish similar kind of road safety in India, however, some additional concerns are to be kept in mind are:,• The EV is directly connected to a regular household power outlet. This mode is the simplest possible charging mode and does not support any communication between the EV and the charge point, hence it is prohibited in many countries due to safety concerns.,• The onboard charger converts AC to DC. It uses a special type of charging cable equipped with an in-cable control and protection device. This can be used for private charging, but its public use is subject to restrictions in many countries.,• Batteries are the key element. And we noticed a few cases of fire recently. There should be a proper set of technical and regulatory guidelines for the batteries, about its specifications, unique Id number of batteries, uniformity in the charging system, and even uniformity in batteries so that battery swapping can be done easily.,Tracking of batteries can give alerts about the health of batteries so that unsafe batteries can be removed timely.,Sputnik: Ever since the Finance Minister announced the battery swapping policy, it has been a much talked about topic across the segment. Do you think it can be realized?,Akhilesh Srivastava: I appreciate the announcement by Finance Minister about the battery swapping policy. A detailed policy for battery standardization, specifications, and safety protocols is being prepared.,We should think of the battery as a service for battery swapping. This will allow the setting up of battery stations on a mass level; a battery swapping policy will be brought in and interoperability standards will be formulated.,The private players should be encouraged to develop sustainable and innovative models for the battery as a service which will increase efficiency in the electric vehicle ecosystem. This will reduce the cost of Electric Vehicles and give impetus for electric vehicle growth in the coming years.,Sputnik: Electric vehicles are an alternative to petrol and diesel vehicles, and commonly seen as a way to reduce carbon emissions. However, the source of electricity remains non-renewable, so what roadmap has the NHEV adopted to generate electricity for the electric vehicles through renewable sources?,Akhilesh Srivastava: The transport sector accounts for 18 percent of total energy consumption in India. This translates to an estimated 94 million tons of oil equivalent (MTOE) energy.,If India were to follow the current trends of energy consumption, it would require an estimated 200 MTOE of energy supply annually, by the year 2030 to meet the demand of this sector. As of now, this demand is being met mostly through imported crude oil, which therefore makes this sector vulnerable to volatile international crude oil prices. Moreover, the sector also contributes an estimated 142 million tons of CO2 emissions annually.,Electric mobility presents a viable alternative in addressing these challenges, when packaged with innovative pricing solutions, appropriate technology and support infrastructure and thus, has been on the radar of the Government of India.,The point of renewability of electricity is being addressed too with renewable energies like solar energy, wind energy and other forms other renewable sources of energy. The growth of India in this has been spectacular and the country is ahead of many developed countries in this regard.,Want to know more? Check out our Koo & Telegram accounts!,Koo: https://www.kooapp.com/profile/sputniknews,Sputnik India: https://t.me/sputniknewsindia。
二 | 下班后就别回电邮了。（海峡时报）作者 刘智澎忙完了一天，下班后终于有时间与家人吃晚餐，老板却在这个时候打电话找你。你会接听吗？接听的话，可能会引起家人不满；不接听的话，隔天回公司可能会被老板臭骂一顿。真是进退两难啊！一名新加坡员工日前在网络论坛Reddit上申诉，他的工作时间是早上9点至傍晚5点，但他的老板经常在下午4点才开始联系员工，直到晚上9点才停止。“如果每周只有一两次，我还可以忍受，但老板每天都这样，让我和同事们倍感压力。”“如果我们不回老板的短信或电邮，就会有超过10通未接来电。”这位老板的“夺命追魂call”也太夸张了吧……红蚂蚁建议这名员工不妨考虑移民到澳大利亚。亲爱的老板，不是我要“失联”，而是手机在地铁上没讯号。
三 | （海峡时报）下班后联系员工 必须有合理充分的理由从8月26日起，澳大利亚实施了新的“断联权”（Right to Disconnect）法律：员工下班后有权选择不接电话、不回电邮，也不会被雇主惩处。违法的雇主可面对最高罚款9万4000澳元（约8万3000新元）。
四 | 澳洲总理阿尔巴尼斯（Anthony Albanese）说，批准这项新法，是希望人民不必一天24小时都在工作，可以有时间陪伴家人。
五 | 根据澳洲研究所去年的一项调查，澳洲人去年的无偿加班时间平均为281小时，而这些劳动力的估计价值为1300亿澳元（约1153亿新元）。澳洲斯威本科技大学副教授霍普金斯（John Hopkins）接受英国广播公司BBC访问时也说，人们在下班后接到工作相关的电话、电邮和短信，已成为一种常态，即使在放假期间也是如此。“在数码技术出现之前，并没有这样的侵扰。人们下班后就收工回家，直到第二天上班之前，都不会接到公司的任何联系。”然而，冠病疫情期间开始落实的居家办公安排，却让人们难以划清“上下班”的界限，无时无刻都处于“备战”状态。这样的现象不只出现在澳洲，相信新加坡的蚁粉也深有同感吧？ 澳洲人下班后不必接听老板的电话，可以好好欣赏悉尼的美景。
六 | （路透社）当然，澳洲的新法律也不是“一刀切”地禁止雇主在非工作时间联系员工，但雇主的紧急联系必须有合理且充分的理由。
七 | 怎样才算“合理且充分”呢？澳洲工会理事会主席奥尼尔（Michele O’Neil）举例：工会旗下有一名员工在午夜下班，回家四小时后却接到公司的电邮，通知他隔天早上6点到公司报到。“这样的要求，以及通知的时机，显然不合常理，也令人无法接受。
八 | ”反过来说，如果情况确实紧急，而员工仍拒绝接电话或回电邮，也有可能被罚款哦！ 下班回到家还要工作，哪有时间陪孩子？（海峡时报）不是所有行业都适合在下班后“断联”目前，全球有20多个国家已制定类似的“断联权”法律，多数位于欧洲和拉丁美洲。
九 | 难道这样的法律不适合在新加坡或其他亚洲国家实施吗？ 拉丁马士区议员杨益财2020年曾在国会上呼吁政府考虑立法，让员工在下班后享有“断联权”，确保员工有足够时间休息。“远程办公模糊了工作与个人生活的界限。员工在家办公，老板就理所当然地认为他们更方便在任何时候回应工作相关的电话和电邮，即便过了上班时间也是如此。”但人力部兼国防部高级政务部长扎吉哈回应杨益财时说，这样的法律在新加坡未必适用，因为新加坡有不少员工在跨越不同时区的企业工作。
十 | 也有本地雇主反映，不是所有行业的工作性质都能在下班后“断联”；尤其是一些争分夺秒的行业，若出现突发状况，难免还是需要加班。
十一 | 为工作时间设下硬性规定，反而会拖慢工作进度，降低生产力和竞争力。回家途中最怕忽然接到工作相关的电话。（联合早报）更何况，电话和电邮已占据我们日常生活的大部分时间，要完全切断并非易事。只要手机“跳出”通知，多数人都会第一时间查看，担心漏掉重要的电邮。查看后，就算不立即回复，也会想着隔天上班时处理。最怕的是，当大家都这么做，就会形成一种“常态”，不这么做反而显得自己没有责任感。下班后“断不断联”，其实是个见仁见智的问题，选择还是在于雇主和员工。与其立法强迫大家遵守，只要雇主和员工都有意识地区隔工作时间和休息时间，多一些相互理解和尊重，红蚂蚁相信“永远待命”的企业文化是可以改变的。
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