Statistics Find ti eak Spots
Page 20
Page 21
If you've noticed an error in this article please click here to report it so we can fix it.
Objective Analysis of Figures Essential to Reduction of Cost and Promotion of Efficiency in Operation and Service to the Public. Application of Statistics to Human Relations with Staff
says E. R. L. Fitzpayne
General Manager Glasgow
ilk fINlSTRY OF TRANSPORT ../Vipolicy towards municipal passenger transport, particularly in connection with increases in fares, was criticized by Mr. Fitzpayne. He also referred to the need" for a joint industrial council, with district committees, for the whole transport industry.
Other points made were that figures showed the need for a simplified fares system in Glasgow, that Britain had adhered too slavishly to the doubledeck bus, and that " there will not be satisfaction and contentment in our industry until the live-day week has been adopted."
Pointing out that the employment of applied statistics could not be ignored by even the smallest undertaking, Mr. Fitzpayne stressed the importance of simplicity and clarity. An average was poor material with which to work. he said, because information about spread on each side was lost unless an analysis of variance was' undertaken.
If it were known only that vehicles on a certain mote operated, on the average, with half loads, it would not be possible to say whether the cause was a uniformly excessive number of vehicles in serviee, or a situation in which vehicles were nearly empty most of the day and were leaving passengers behind at peak periods.
Facts on Lost Fares Mr. Fitzpayne quoted uncollected fares, the introduction of trolleybuses, traffic changes and trade-union negotiations as four current problems to which statistical analysis could be applied.
Factorial analysis, he said, would enable an accurate estimate to be made of the amount lost through uncollected fares, whereas at the moment estimates were based mainly on opinion.
A statistical survey would also enable public opinion on the choice of trolleybuses in preference to motorbuses to be ascertained, and the effect on the national economy of using oil fuel instead of electric power for vehicles, to he measured. " Surely," said Mr. Fitzpayne, " an important problem like this deserves the closest attention of the scientific advisers to the Government. and, above all, public opinion should be given due consideration in matters of policy."
Changes in traffic had compelled changes. in routes, and it was known that the public had in some cases been inconvenienced, but the extent to which the alterations made had improved facilities for others was not known. Analytical investigation of such 'problems would be invaluable.
Moreover, "a statistical analysis of thc many variables-. involved in demand!, by trade-union representatives would often take such matters outof the realms Of opinion and place them on the basis of ascertainable and ascertained fact.
On the questions oflares, the speaket said that on'the Glasgow tramways thc main revenue was collected from Id., 2d. and 2.1,11. journeys, and a flat 2d. fare would be justified. Similarly, a 2d. rate ott. the buses would bring in the same revenue as at _present. In introducing flat fares, .however, a transfet system should be included.
Small Profits
" It has not been sufficiently realized by the Ministry of Transport," Mr. Pitzpayric continued, that, in the past, municipalities have regarded theirtransport systems as a social service and; in consequence, the scale of fares has been fixed so that expenditure and revenue almost balance, with perhaps a small annual surplus for depreciation and reserve. Private bus companies adopting a different policy, had a high scale of fares pre-war, which has enabled them to carry on without raising fares in spite of mounting costs.
"The present policy of fares inquiries; which, in my experience, pay little attention to statistical information, and the ultimate granting of modified increases, after long delays, cannot be justified from a business point of view. The ten dency, too, to whittle away our reserves and to fix fares so that we are not able to build up adequate depreciation foods, is highly improper, and contrary to the best traditions of municipal transport,"
On the subject of duty schedules. Mr. Fitzpayne said that Glasgow had realized that wages were not so important as the adjustment of duties so that spreadovers were limited and finishing times were as good as possible. The principal points Of the corporation's agreement with the trade union were:—(1) The average day's Work per depot should not exceed 7 hrs. 5 mins!, (2) Eighty per cent, of duties should be within 10 hrs. and 20 per cent, within 11 hrs. (3) No duty should exceed 8 hrs. (4) No spell of duty without a relief should exceed 41 hrs. (5) Minimum meal relief should be 40-45 mins.
"It 'ought," he said. "to be possible to consider vital factors, such as these,
nationally, and if we had had a .1.I.C. for the whole transport industry, with district councils, we could no doubt have attained greater uniformity."
In comparing passenger receipts per mile on two or more services, it might he found that one with a higher concentration of traffic than the others showed a much poorer return. In this connection, regard must be had to the seating capacity of vehicles operating the service, the proportion of unproductive mileage, percentage of works specials, density of population on the route, fares, and balance of routes.
The average fare per mile on the Glasgow trams was 0.628d., on the buses 0.720d. Weekly tickets costing from 4s. for 24 journeys were issued on the buses. They were intended primarily to provide cheap travel for residents in housing estates. In one case these tickets worked out at 2d. for a journey of about six miles, compared with an ordinary single fare of 3id.
Referring to schedule wages costs per mile for platform staff, Mr. Fitzpayne emphasized the important influences of schedule speed, travelling-time allowances, percentage of works specials, length of journey and layover time, operation of overtime, etc., vehicle hours and rotas.
Effect of Speed on Costs
Schedule speed was the first factor to be considered when comparing operating costs as between one city and another, or as between different forms of transport. The effect of speed on platform expenses was very pronounced. The speaker quoted the following average speeds maintained by trams, trolleybuses and motorbuses in 13 systems: Methods of speeding-up existing schedules should always be under consideration, Mr. Fitzpayne said. In Glasgow, no suburban bus was permitted to set down or pick up passengers within the city boundary, with the result that company operators were able to maintain extremely high schedule speeds.
" Methods of loading and unloading vehicles deserve closer attention, particularly in regard to wider platforms and separate loading and unloading platforms," he continued. "The singledeck vehicle, too; has many advantages over the double-decker, particularly when maintaining a high schedule speed, also in connoction with the collection of fares and the avoidance of platform accidents.
This country, in my opinion, has adhered too slavishly to the doubledeck vehicle (with certain notable exceptions), but Government restrictions and regulations have not encouraged operators to provide vehicles which would give passengers the maximum comfort and safety."
Observations recently taken in Glasgow at peak periods showed that the average time taken by a passenger to board and leave a bus was 1.19 secs., a tram 0.86 sec., and underground 'trains (Which have separate loading and unloading platforms), 0.535 sec.
Another recommended method of increasing schedule speeds was for certain vehicles to skip intermediate Stops.
Because inclusion of overtime, restday working, etc., in wages figures prevented the efficiency of schedules from being properly visualized, it was advisable to keep on record, in addition to the gross wages per mile, the amount expended other than for scheduled duties at bare time rate. Statistics should show overtime and rest-day working caused by staff shortage and by emergencies, wages of spare or surplus staff not employed on a scheduled duty, and all time other than signing on and off and platform time.
Inadequate Data
The custom in medium-sized undertakings of preparing a weekly statement of revenue per mile for each route, and comparing it with the overall cost, did not focus sufficient attention ondevelopments taking place on the route itself. For this reason, a scheme had been evolved in Glasgow whereby any specified route could be examined in detail, and services were continually reviewed. Investigation covered the following points: (1) Sketch of route, showing fare stages, intermediate stopping places and important features such as parks, sports grounds, etc. (2) Time-table, showing the garage from which the route was operated and the number of buses. (3) Length of route and mileage run. (4) Scheduled speed. (5). Statement of revenue (number of tickets sold at each fare, number of season tickets, total revenue and revenue per mile). (6) Census of passengers carried, journey by journey, stage by stage, throughout the day, and stage by stage, hour by hour, including average load per bus, taken on the maximum number of passengers carried during each hour, and on the number of passengers carried during each hour at each fare stage.
Mr. Fitzpayne also referred to the • importance of analysing statistics irt connection with personnel. From June 1, 1948, to April 2, 1949, 3,925 men and women passed through the conductors' training school and the tram and bus motor schools at Glasgow.
The cost of training was estimated to be 155,098 and a further £47,550 was spent on uniforms. The high rate of turnover of staff was costing the municipal transport department snore than 1100,000 a year. During the same period, 2,499 traffic employees and 705 non-traffic employees left.
The speaker quoted figures that indicated "the instability of the male conductor, and the need still to employ female conductors. There are, of course," he added, "many disadvantages in employing female conductors, not the least of which may be the tendency of the driver to operate his vehicle to suit the conductress rather than the passenger."
He believed that there would not be satisfaction in the industry' until the five-day week was adopted. He *ought that if the five-day week could produce stability of staff, the present shortage of manpower would be overcome, and training and accident costs would be reduced. With a short week there was no reason why daily hours of work should not be slightly increased.
Introduction of the five-day week might also have a beneficial effect on sickness rates. Since the introduction of a sick-pay scheme and the National Health Scheme, sickness among operatives had increased,
Consideration for the Sick
Every sympathy was, however, extended by Glasgow Transport Department to men and women who had been genuinely Those returning to work after illness were, if certified by the departmental medical officer as unfit for their normal occupations, put on light duty at 'full pay for up to 13 v..eeks. If, at the end of that period, they were still unfit for normal duty, they continued on light duty for a further 13 weeks or until certified fit, hut were paid 5s. a week less than the normal rate. If at the end of 26 weeks they were certified permanently unfit for normal work, they were transferred to one of the occupations described as light duty.
The value of electric automatic sorting and tabulating machines in collecting statistical information was stressed in the paper. Punched-card installations could prepare all statistics relating to revenue, passengers and mileage, and provide a weekly analysis of traffic loads at selected points in the city for various hours, and of statistics relating to•accidents and complaints.
Electrical sorters and tabulators could complete the analysis of waybills, prepare individual mileage statistics for each vehicle, statistics on accidents. complaints, figures of passengers carried according to times and places, and other sundry work. By this means, tabulations could be prepared week by week to show employees who were habitually the subject of complaints by passengers, or to reveal complaints of a recurring naiure.