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Post by Alex on Apr 1, 2020 15:16:11 GMT
First, apologies for this - I know this is a historical question but not sure where to put it. I was wondering if anyone knows of any old drivers agreements from LT days available on the net, or if any members recall the agreements and parameters? With these government restrictions and staying in more I was toying with the idea of choosing an LT era time schedule from this site: mjcarchive.www.idnet.com/ and compiling duties for it - some people play The Sims, some do football manager type games etc, I'm trying this I found a reference to schedules which states that a maximum of five hours in charge of a vehicle (this includes booking on/off time and other allowances) can be used, but if the time on duty is more than 7hrs38mins then a maximum of four hours thirty minutes has to be used. This applies Monday to Friday with weekends appearing to be different. I then found another reference that at some point in the 1980s the maximum TOD for a weekday duty was capped at 7hrs36mins. At this point I'm getting mixed up - is time on duty just the time when deemed to be in charge of a vehicle, or the entire duty length from sign-on to sign-off less meal break? I was thinking it was the former to allow for spreadover duties to be allowed into the schedule. On the subject of spreadovers, I found this: www.flickr.com/photos/n80426/4359520335/in/pool-1798839@N25/ and in the comments section there is reference to a spread duty being one minute within agreed timings - being 11hrs59mins long. I take it the maximum spread duty from sign-on to sign-off had to fit within 12 hours? Finally, what was the stance on multi-bus duties? I had always thought LT agreements either used a two bus duty, or a one bus 'straight through' duty but the schedule above has some with three. Thanks in advance, and I can see that the LT agreements are VERY different to the way things are scheduled these days....
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Post by paulsw2 on Apr 1, 2020 15:42:56 GMT
First, apologies for this - I know this is a historical question but not sure where to put it. I was wondering if anyone knows of any old drivers agreements from LT days available on the net, or if any members recall the agreements and parameters? With these government restrictions and staying in more I was toying with the idea of choosing an LT era time schedule from this site: mjcarchive.www.idnet.com/ and compiling duties for it - some people play The Sims, some do football manager type games etc, I'm trying this I found a reference to schedules which states that a maximum of five hours in charge of a vehicle (this includes booking on/off time and other allowances) can be used, but if the time on duty is more than 7hrs38mins then a maximum of four hours thirty minutes has to be used. This applies Monday to Friday with weekends appearing to be different. I then found another reference that at some point in the 1980s the maximum TOD for a weekday duty was capped at 7hrs36mins. At this point I'm getting mixed up - is time on duty just the time when deemed to be in charge of a vehicle, or the entire duty length from sign-on to sign-off less meal break? I was thinking it was the former to allow for spreadover duties to be allowed into the schedule. On the subject of spreadovers, I found this: www.flickr.com/photos/n80426/4359520335/in/pool-1798839@N25/ and in the comments section there is reference to a spread duty being one minute within agreed timings - being 11hrs59mins long. I take it the maximum spread duty from sign-on to sign-off had to fit within 12 hours? Finally, what was the stance on multi-bus duties? I had always thought LT agreements either used a two bus duty, or a one bus 'straight through' duty but the schedule above has some with three. Thanks in advance, and I can see that the LT agreements are VERY different to the way things are scheduled these days.... Multi bus duties usually 3 ( 3 bus job was the term we used at BN) We has one duty on a Saturday on the 137's which done 2 rounders BN-OXC-CLAP CMN-OXC-BN meal break BN-OXC-BN 30 minutes paid relief BN-OXC-BN the paid relief meant you could run in 28 minutes late from bus 2 but would be on time to leave with bus 3 With time on duty you could be rostered a duty with either the first or second half being 5h30m max this has been reduced over the years there was also local agreements in place where a particular garage would have a few duties which had slightly longer half to a duty but would also have a few straight few turns to balance the rota
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Post by Alex on Apr 1, 2020 16:28:37 GMT
I think I am starting to get this - but if any members who remember these times can confirm this would be great.
The TOD thing I think I have worked out from the above AP schedule. Taking duty 1 for example, the TOD is worked out from sign-on 05:45 to 09:24 at AP Garage (3hrs39mins), then taking over at Ilford to relief at Ilford from 10:28 to 11:16 (48 mins), then two lots of 18 minutes of travel time from the garage to Ilford and back, plus a two minute parking allowance, and ten minutes booking-off time makes the 5hrs15mins stated as the TOD.
An easier one is the last duty, sign-on 15:53 to relief at Ilford 20:00 is 4hrs7mins, then taking over at Ilford 21:00 to sign-off at 00:19 is 3hrs19mins, making the 7hrs26mins on the schedule.
I can see that 'join up time' between one bus and another (and not on break) counts towards the TOD.
From what I can see, anything over 8hrs18mins total length gets a spreadover allowance filling up the time to the total duty length. The part that doesn't seem clear is how unsocial hours is decided, the numbers seem a bit variable on here.
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Post by Deleted on Apr 1, 2020 17:42:33 GMT
At Go Ahead,
5 hrs 30 mins on the bus maximum before a meal relief.
Meal Reliefs 40 mins minimum
Spreadovers are duties that are longer than 9.15 spread. The spreadover allowance will be either: (SPREAD - 9.15) or, (RELIEF - 0.40) whichever is the lesser. This is paid at a reduced rate.
Maximum spreads are 12 hours except in exceptional circumstances. There is currently a duty on the 129 that exceeds that. Same for TODs (max 9.00 except in exceptional circumstances such as high earning rotas which are usually requested by the union).
Multi bus duties still exist. I did one a couple of years ago when on a one day loan at Orpington. It was on the 233 route and the second break was paid. I believe it was for driving hours purposes.
I don't believe Go Ahead still do unsociable hours allowance.
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Post by Alex on Apr 1, 2020 17:54:01 GMT
At Go Ahead, 5 hrs 30 mins on the bus maximum before a meal relief. Meal Reliefs 40 mins minimum Spreadovers are duties that are longer than 9.15 spread. The spreadover allowance will be either: (SPREAD - 9.15) or, (RELIEF - 0.40) whichever is the lesser. This is paid at a reduced rate. Maximum spreads are 12 hours except in exceptional circumstances. There is currently a duty on the 129 that exceeds that. Same for TODs (max 9.00 except in exceptional circumstances such as high earning rotas which are usually requested by the union). Multi bus duties still exist. I did one a couple of years ago when on a one day loan at Orpington. It was on the 233 route and the second break was paid. I believe it was for driving hours purposes. I don't believe Go Ahead still do unsociable hours allowance. Thanks for the reply, and yes this is a very different arrangement to the London Transport era schedules such as the one above from 1975. I'm trying to work out what the arrangements would be mid-1980s to tie in with many of the timecards on the Timetable Graveyard link, but appreciate your reply as I find modern stuff to do with times/schedules interesting too, cheers
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Post by Deleted on Apr 1, 2020 18:32:38 GMT
At Go Ahead, 5 hrs 30 mins on the bus maximum before a meal relief. Meal Reliefs 40 mins minimum Spreadovers are duties that are longer than 9.15 spread. The spreadover allowance will be either: (SPREAD - 9.15) or, (RELIEF - 0.40) whichever is the lesser. This is paid at a reduced rate. Maximum spreads are 12 hours except in exceptional circumstances. There is currently a duty on the 129 that exceeds that. Same for TODs (max 9.00 except in exceptional circumstances such as high earning rotas which are usually requested by the union). Multi bus duties still exist. I did one a couple of years ago when on a one day loan at Orpington. It was on the 233 route and the second break was paid. I believe it was for driving hours purposes. I don't believe Go Ahead still do unsociable hours allowance. Thanks for the reply, and yes this is a very different arrangement to the London Transport era schedules such as the one above from 1975. I'm trying to work out what the arrangements would be mid-1980s to tie in with many of the timecards on the Timetable Graveyard link, but appreciate your reply as I find modern stuff to do with times/schedules interesting too, cheers No problem. 🙂 Very interesting thread you've created as well! Be interesting to see how much scheduling practices have changed over the years. Makes a lovely and refreshing change from all the constant speculation on here 😀
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Post by Alex on Apr 1, 2020 23:46:37 GMT
No problem. 🙂 Very interesting thread you've created as well! Be interesting to see how much scheduling practices have changed over the years. Makes a lovely and refreshing change from all the constant speculation on here 😀 Thanks and yes it does seem a lot has changed over the years. Reading the comments below the AP duty schedule, it seems a days work pays the rota TOD average (or a minimum of 7hrs36mins to make a 38 hour week) with the additional bits for anything over 8hrs18mins total being added on afterwards. Also the spreadover average wasn't supposed to be more than 8hrs40mins, which makes sense for the short early duties being there to balance the long spreadover turns. This is starting to make sense now, again if anyone was around in LT days and has anything on this I'd be really grateful
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Post by busaholic on Apr 2, 2020 16:38:20 GMT
First, apologies for this - I know this is a historical question but not sure where to put it. I was wondering if anyone knows of any old drivers agreements from LT days available on the net, or if any members recall the agreements and parameters? With these government restrictions and staying in more I was toying with the idea of choosing an LT era time schedule from this site: mjcarchive.www.idnet.com/ and compiling duties for it - some people play The Sims, some do football manager type games etc, I'm trying this I found a reference to schedules which states that a maximum of five hours in charge of a vehicle (this includes booking on/off time and other allowances) can be used, but if the time on duty is more than 7hrs38mins then a maximum of four hours thirty minutes has to be used. This applies Monday to Friday with weekends appearing to be different. I then found another reference that at some point in the 1980s the maximum TOD for a weekday duty was capped at 7hrs36mins. At this point I'm getting mixed up - is time on duty just the time when deemed to be in charge of a vehicle, or the entire duty length from sign-on to sign-off less meal break? I was thinking it was the former to allow for spreadover duties to be allowed into the schedule. On the subject of spreadovers, I found this: www.flickr.com/photos/n80426/4359520335/in/pool-1798839@N25/ and in the comments section there is reference to a spread duty being one minute within agreed timings - being 11hrs59mins long. I take it the maximum spread duty from sign-on to sign-off had to fit within 12 hours? Finally, what was the stance on multi-bus duties? I had always thought LT agreements either used a two bus duty, or a one bus 'straight through' duty but the schedule above has some with three. Thanks in advance, and I can see that the LT agreements are VERY different to the way things are scheduled these days.... Exactly fifty years ago I was being trained as a schedule compiler in L.T.'s 55 Broadway offices, with Richard Scudder as my trainer/boss, and people who I saw around a lot included Martin Elms, who later led the London General buy-out, and Colin Stannard ('Stan') whose photos appear in many LOTS-related publications. Those figures for duties/spells were imprinted on my mind, though it's 49 years since I tackled a schedule! Just to add a few things I remember. Straight shifts of 5 hour max were hated by management because crews got the same pay as a 7 hr 36 min duty, and were pretty rare, other than on Christmas Day when every duty was a straight shift for obvious reasons i.e. nobody wanted to work longer than necessary and canteens/meal relief options weren't available. Mind you, us schedule compilers were instructed to get as close to the 5 hours as possible, if necessary adding largely unnecessary 'shorts' at the start or end of the duty to achieve it! Spreadovers were not popular with the union (TGWU) but in those heavily peaked days (and no specific school routes) they were crucial on Mondays to Fridays (the word 'weekdays' only ever meant Mon-Sat in LT parlance of the time.) I wish I could remember the actual percentage of duties allowed to be 'spreads', but if I said 15% I wouldn't be far out. Now, that WASN'T on a route-by-route basis, but on a garage-by-garage basis, so you could get buses pouring out of Elmers End garage on the 12, or from Bow or West Ham on the 25 at the start of the p.m. peak so long as you balanced that with the 194, the 8 or the 238 at those respective garages. Woe betide if the union rep discovered the percentage was 15.1%! Multi-bus duties? In practice, usually two, one for each spell, though occasionally the same one. Meal reliefs were 40 mins minimum, except where time to get to a nearby facility had to be added. In practice, we'd keep it as near to the 40 mins as poss. Transfer between routes during a shift was an absolute no-no, unfortunately (there were very odd specific exceptions, too niche to really count.) Hope that's of use. LT's bus schedules dept was the largest in the world by far, with over 100 people (almost all men) working in one room together. No computers, of course!
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Post by Alex on Apr 3, 2020 1:08:18 GMT
Exactly fifty years ago I was being trained as a schedule compiler in L.T.'s 55 Broadway offices, with Richard Scudder as my trainer/boss, and people who I saw around a lot included Martin Elms, who later led the London General buy-out, and Colin Stannard ('Stan') whose photos appear in many LOTS-related publications. Those figures for duties/spells were imprinted on my mind, though it's 49 years since I tackled a schedule! Just to add a few things I remember. Straight shifts of 5 hour max were hated by management because crews got the same pay as a 7 hr 36 min duty, and were pretty rare, other than on Christmas Day when every duty was a straight shift for obvious reasons i.e. nobody wanted to work longer than necessary and canteens/meal relief options weren't available. Mind you, us schedule compilers were instructed to get as close to the 5 hours as possible, if necessary adding largely unnecessary 'shorts' at the start or end of the duty to achieve it! Spreadovers were not popular with the union (TGWU) but in those heavily peaked days (and no specific school routes) they were crucial on Mondays to Fridays (the word 'weekdays' only ever meant Mon-Sat in LT parlance of the time.) I wish I could remember the actual percentage of duties allowed to be 'spreads', but if I said 15% I wouldn't be far out. Now, that WASN'T on a route-by-route basis, but on a garage-by-garage basis, so you could get buses pouring out of Elmers End garage on the 12, or from Bow or West Ham on the 25 at the start of the p.m. peak so long as you balanced that with the 194, the 8 or the 238 at those respective garages. Woe betide if the union rep discovered the percentage was 15.1%! Multi-bus duties? In practice, usually two, one for each spell, though occasionally the same one. Meal reliefs were 40 mins minimum, except where time to get to a nearby facility had to be added. In practice, we'd keep it as near to the 40 mins as poss. Transfer between routes during a shift was an absolute no-no, unfortunately (there were very odd specific exceptions, too niche to really count.) Hope that's of use. LT's bus schedules dept was the largest in the world by far, with over 100 people (almost all men) working in one room together. No computers, of course! Thank you very much indeed for this and the post is of great interest. Unimaginable back in 1970 that in fifty years time someone would be asking about the same processes for a bit of armchair scheduling Thanks again. I have knocked a schedule together for route 262 mjcarchive.www.idnet.com/times/Schedules/TimeCards_262-MF-19860623%20TS67.pdf as it was the smallest PVR I could find of a route I am really familiar with but typing the duty sheet up into neat (the Excel formulas I had used to plot/add the hours don't like me now) it's another bit on my UK restrictions home list! I don't think I would have passed the LT school of scheduling (I'll attach it here once it's done - you'll see what I mean) but these agreements and scheduling methods are items I have only become aware of very recently! The schedules office sounds like a place of awe, so much skill and experience must have been evident there - especially with everything being done manually. I have watched an account from Colin Stannard on the Fares Please video (and website), a real old school character who seems to have buses in the blood Thinking about it, I guess the schedulers weren't insistent on getting the most out of the drivers out of any malice towards the staff, more professional pride of knowing their job and coming out with the most efficient schedules that could be produced. I can imagine there was real dedication in the office.
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Post by busaholic on Apr 3, 2020 20:01:26 GMT
Exactly fifty years ago I was being trained as a schedule compiler in L.T.'s 55 Broadway offices, with Richard Scudder as my trainer/boss, and people who I saw around a lot included Martin Elms, who later led the London General buy-out, and Colin Stannard ('Stan') whose photos appear in many LOTS-related publications. Those figures for duties/spells were imprinted on my mind, though it's 49 years since I tackled a schedule! Just to add a few things I remember. Straight shifts of 5 hour max were hated by management because crews got the same pay as a 7 hr 36 min duty, and were pretty rare, other than on Christmas Day when every duty was a straight shift for obvious reasons i.e. nobody wanted to work longer than necessary and canteens/meal relief options weren't available. Mind you, us schedule compilers were instructed to get as close to the 5 hours as possible, if necessary adding largely unnecessary 'shorts' at the start or end of the duty to achieve it! Spreadovers were not popular with the union (TGWU) but in those heavily peaked days (and no specific school routes) they were crucial on Mondays to Fridays (the word 'weekdays' only ever meant Mon-Sat in LT parlance of the time.) I wish I could remember the actual percentage of duties allowed to be 'spreads', but if I said 15% I wouldn't be far out. Now, that WASN'T on a route-by-route basis, but on a garage-by-garage basis, so you could get buses pouring out of Elmers End garage on the 12, or from Bow or West Ham on the 25 at the start of the p.m. peak so long as you balanced that with the 194, the 8 or the 238 at those respective garages. Woe betide if the union rep discovered the percentage was 15.1%! Multi-bus duties? In practice, usually two, one for each spell, though occasionally the same one. Meal reliefs were 40 mins minimum, except where time to get to a nearby facility had to be added. In practice, we'd keep it as near to the 40 mins as poss. Transfer between routes during a shift was an absolute no-no, unfortunately (there were very odd specific exceptions, too niche to really count.) Hope that's of use. LT's bus schedules dept was the largest in the world by far, with over 100 people (almost all men) working in one room together. No computers, of course! Thank you very much indeed for this and the post is of great interest. Unimaginable back in 1970 that in fifty years time someone would be asking about the same processes for a bit of armchair scheduling Thanks again. I have knocked a schedule together for route 262 mjcarchive.www.idnet.com/times/Schedules/TimeCards_262-MF-19860623%20TS67.pdf as it was the smallest PVR I could find of a route I am really familiar with but typing the duty sheet up into neat (the Excel formulas I had used to plot/add the hours don't like me now) it's another bit on my UK restrictions home list! I don't think I would have passed the LT school of scheduling (I'll attach it here once it's done - you'll see what I mean) but these agreements and scheduling methods are items I have only become aware of very recently! The schedules office sounds like a place of awe, so much skill and experience must have been evident there - especially with everything being done manually. I have watched an account from Colin Stannard on the Fares Please video (and website), a real old school character who seems to have buses in the blood Thinking about it, I guess the schedulers weren't insistent on getting the most out of the drivers out of any malice towards the staff, more professional pride of knowing their job and coming out with the most efficient schedules that could be produced. I can imagine there was real dedication in the office. I have to tell you I wasn't a graduate of the scheduling school either: I realised quickly it wasn't something I wanted to do for the rest of my life, because it was that sort of place. Plus, tbh, I found it d*mn difficult and it was never going to become easy for me. Luckily, there was a very understanding staffing guy there who asked me what sort of thing I had in mind when I was taken on, and I gave him an answer: about six weeks later, he called me into his office to tell me L.T. were creating a Traffic Administration Training Scheme incorporaring working in both bus and underground operating, departments, which, believe me, was a revolutionary idea at the time! He asked me if I'd like to become the first such trainee in three months time, and I almost bit off his hand in my enthusiasm. Bear in mind I was only 21/22, had been mad on London buses and bus routes virtually since birth, but my first three periods of the three year training were on the underground side, which had its interests and, in retrospect, if I'd had a more positive attitude to it I could probably have made a reasonable career for myself there. Unfortunately for me, by the time I got to bus operating HQ LT had created a graduate management training scheme of two years duration and the type of jobs which I'd been earmarked for (the cream of them, anyway) the graduates had to be slotted into. I applied for a lesser, frankly totally boring job, but I resigned before too long.Thus eded my L.T. career, but I've always retained my immense interest in and enthusiasm for the London bus.
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Post by redbus on Apr 3, 2020 20:59:31 GMT
I was interested in schedules as a teenager back in the 1970s and took a great interest in what was one of my local routes, namely the 13 and worked out the complete schedule of the route from seeing the 'timecards'.
In those days the route was Golders Green - Aldwych and there was far less traffic so there were four rounders per shift, usually with a break after two rounders. There were no single shifts, and I don't recollect any duties of more than five hours in charge without a break, never mind five and half hours. The early and late shifts obviously had quicker journey times and this generally resulted in a shorter shift, but sometimes there was a longer meal relief. In those days the time given for a complete rounder was only 15 minutes more in the daytime than evening! The meal relief was always at least 40 minutes and taken at Golders Green using the Tube canteen.
The route was substantially more frequent in the Monday-Friday peaks and there were a number of spread-overs (all completed within 12 hours) , but it was also a clever schedule in keeping these to a minimum, given the peak hour frequency was some 50% greater than the daytime frequency.
Buses came from Hendon Garage (AE) and Muswell Hill (MH) and pretty much every bus ran in service to and from the garage. The MH buses gave support to the 102 from Muswell Hill to Golders Green, particularly in the AM peak. It was surprising how many people specifically waited for the 13 and how many passengers boarded and continue into the West End. All MH crews stayed with their buses all day, so their bus would be parked up at Golders Green station whilst the crew had their meal relief. AE crews did change buses at meal relief but always took the bus back to the garage in service at start / end of shift. On Saturdays AE crew remained with their bus all day, like MH crews Mondays-Fridays (there was no MH allocation on Saturdays). The MH allocation was only 6 buses, crews and buses were shared with the 43.
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Post by busaholic on Apr 3, 2020 21:13:10 GMT
I was interested in schedules as a teenager back in the 1970s and took a great interest in what was one of my local routes, namely the 13 and worked out the complete schedule of the route from seeing the 'timecards'. In those days the route was Golders Green - Aldwych and there was far less traffic so there were four rounders per shift, usually with a break after two rounders. There were no single shifts, and I don't recollect any duties of more than five hours in charge without a break, never mind five and half hours. The early and late shifts obviously had quicker journey times and this generally resulted in a shorter shift, but sometimes there was a longer meal relief. In those days the time given for a complete rounder was only 15 minutes more in the daytime than evening! The meal relief was always at least 40 minutes and taken at Golders Green using the Tube canteen. The route was substantially more frequent in the Monday-Friday peaks and there were a number of spread-overs (all completed within 12 hours) , but it was also a clever schedule in keeping these to a minimum, given the peak hour frequency was some 50% greater than the daytime frequency. Buses came from Hendon Garage (AE) and Muswell Hill (MH) and pretty much every bus ran in service to and from the garage. The MH buses gave support to the 102 from Muswell Hill to Golders Green, particularly in the AM peak. It was surprising how many people specifically waited for the 13 and how many passengers boarded and continue into the West End. All MH crews stayed with their buses all day, so their bus would be parked up at Golders Green station whilst the crew had their meal relief. AE crews did change buses at meal relief but always took the bus back to the garage in service at start / end of shift. On Saturdays AE crew remained with their bus all day, like MH crews Mondays-Fridays (there was no MH allocation on Saturdays). The MH allocation was only 6 buses, crews and buses were shared with the 43. A lot of rather strange small allocations, like the MH one on the 13, were almost purely to do with avoiding too many spreadovers (i.e. above the Union agreement with each garage to limit these). There were areas where garages took on, then divested, routes seemingly at the drop of a hat, but it was often to do with union agreements, though in the 1970s there was also the growing matter of balancing crew v opo work plus staff shortages in specific locations e.g. near Heathrow and Dagenham Ford's.
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Post by capitalomnibus on Apr 9, 2020 23:28:23 GMT
First, apologies for this - I know this is a historical question but not sure where to put it. I was wondering if anyone knows of any old drivers agreements from LT days available on the net, or if any members recall the agreements and parameters? With these government restrictions and staying in more I was toying with the idea of choosing an LT era time schedule from this site: mjcarchive.www.idnet.com/ and compiling duties for it - some people play The Sims, some do football manager type games etc, I'm trying this I found a reference to schedules which states that a maximum of five hours in charge of a vehicle (this includes booking on/off time and other allowances) can be used, but if the time on duty is more than 7hrs38mins then a maximum of four hours thirty minutes has to be used. This applies Monday to Friday with weekends appearing to be different. I then found another reference that at some point in the 1980s the maximum TOD for a weekday duty was capped at 7hrs36mins. At this point I'm getting mixed up - is time on duty just the time when deemed to be in charge of a vehicle, or the entire duty length from sign-on to sign-off less meal break? I was thinking it was the former to allow for spreadover duties to be allowed into the schedule. On the subject of spreadovers, I found this: www.flickr.com/photos/n80426/4359520335/in/pool-1798839@N25/ and in the comments section there is reference to a spread duty being one minute within agreed timings - being 11hrs59mins long. I take it the maximum spread duty from sign-on to sign-off had to fit within 12 hours? Finally, what was the stance on multi-bus duties? I had always thought LT agreements either used a two bus duty, or a one bus 'straight through' duty but the schedule above has some with three. St Thanks in advance, and I can see that the LT agreements are VERY different to the way things are scheduled these days.... It is still very similar to now, hasn't changed that much the concept. I believe I may have some real old ones like that and driver rule books etc from London Buses/London Transport, but its in a few large boxes in the loft that I don't fancy sifting through now. One of these days I would hopefully scan most of this stuff and put it online. Arriva London is one of the few current companies in London to have kept the same LT pay structure TOD as in Time On Duty is is total hours worked on a duty excluding meal relief (break in middle of shift) The real time of what the driver does from sign on to sign off is shown in the Spread-Over column. The majority of routes were 2 bus per duty, some had three. Straight through jobs always were loved by drivers, even if they were say 4 hours or 5 hours long, they would be paid at minimum 7 hours 36 mins. If you came off late any overtime dockets would not be honoured. These days the majority of straight through jobs are hardly existent. They always seem to have been in the mornings. One or two routes had them at the weekend. Before the current scheme of Boxing day being Sunday schedule on every route. Boxing day was submit a memo to request to work it. it was paid around £500 IIRC and straight through jobs, earliest start was 6am and it was only one or two key routes in certain areas. Attachment Deleted
I have attached one from route 67 from 2016 (not the current schedule) for you to see what it is like. Scroll down to page 9 and you would see a similar chart.
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Post by Alex on Apr 10, 2020 13:02:40 GMT
It is still very similar to now, hasn't changed that much the concept. I believe I may have some real old ones like that and driver rule books etc from London Buses/London Transport, but its in a few large boxes in the loft that I don't fancy sifting through now. One of these days I would hopefully scan most of this stuff and put it online. Arriva London is one of the few current companies in London to have kept the same LT pay structure TOD as in Time On Duty is is total hours worked on a duty excluding meal relief (break in middle of shift) The real time of what the driver does from sign on to sign off is shown in the Spread-Over column. The majority of routes were 2 bus per duty, some had three. Straight through jobs always were loved by drivers, even if they were say 4 hours or 5 hours long, they would be paid at minimum 7 hours 36 mins. If you came off late any overtime dockets would not be honoured. These days the majority of straight through jobs are hardly existent. They always seem to have been in the mornings. One or two routes had them at the weekend. Before the current scheme of Boxing day being Sunday schedule on every route. Boxing day was submit a memo to request to work it. it was paid around £500 IIRC and straight through jobs, earliest start was 6am and it was only one or two key routes in certain areas. I have attached one from route 67 from 2016 (not the current schedule) for you to see what it is like. Scroll down to page 9 and you would see a similar chart. Wow. Thank you so much for your post and taking the time to upload this schedule. It certainly answers a lot of questions! I think it's fascinating that the schedule from 1975 and the schedule from 2016 (page 9) are the same format despite the 40 year gap, it's pretty much identical. The whole document is interesting, from the time schedule, to the duties, to the mileage side (going into this on a duty-by-duty basis too). It took me a minute to work out the whole driving spell is worked out as one bit with the stand times subtracted for driving time. On first glance some of the duty halves looked very short but then I realised what had happened.... Thanks again, really appreciated
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Post by Alex on Apr 14, 2020 19:03:53 GMT
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