[sustran] Question on Bus Drivers, Cash, Meal Reliefs

[Alan P Howes]

[re-pposting, as this message didn't seem to make it first time,
probably due to an over-long "cc: list"]

This message is going to three mailing lists and a number of
individuals - apologies for any cross-posts or inappropriate
addresses. If anyone would like to forward it to
misc.transport.urban-transit, please do - but I don't get Usenet.

I am conducting a straw poll on practices regarding Bus (or Tram!)
Driver's responsibility for cash, and meal reliefs - the two are
linked. My experience is mainly UK, plus what happens here in Saudi.

As far as CASH responsibility is concerned, I know of three basic
systems:

1. Driver (operator) fully responsible for cash collected on bus. He
has an "open till" or cash bag, makes change (perhaps helped by a
machine), issues tickets, and is responsible to the company for cash
up to the value of tickets issued. At the end of a "spell" on any one
bus, he walks off with his money - perhaps at a garage, but need not
be. Normally pays in at the end of his shift (duty, run), having
counted his cash himself if he wishes. (But he might pay in next
morning.) If he's short, it is docked from his pay. "Standard", but
not universal, UK practice.

2. Driver has no responsibility for cash whatsoever. Fares go into a
farebox - driver responsibity normally limited to ensuring the right
money goes into the box. Sometimes, the machine checks the cash(?).
Cash (if any) taken off the bus at the end of the day. (Some UK
companies - North America?)

3. Between 1 and 2. There is a farebox, but the driver has
responsibility for cash collected while he is on the bus. This
normally means the driver and bus have to return to an operating
location at the end of his spell on the bus. This is what we do here
at SAPTCO - at least for the present.

Now MEAL RELIEFS.

Most bus drivers (in my experience) take a meal break (normally
unpaid) of between 30 and 60 minutes somewhere in the middle of an
eight-hour shift (duty, run). (Excluding split (spread) shifts, where
the break can be 4 hours or more.) In the UK, I was used to a system
whereby the bus kept rolling; a relief driver came onto the bus to
maintain the headway. (Needs clever scheduling to optimise driver
utilisation.) (I'm talking here mainly about urban, fixed headway
services.)

Here in Saudi, though, the bus takes a break with the driver,
resulting in either a gap in the headway, or inefficient scheduling.
(This is necessary because of (2) above.) This is not too bad with our
current fleet of 1979 Neoplan 414's, but if/when we get new buses, we
can't afford to let them lie idle. So I have to convince people that
the way we do things currently is not the only way! (A common problem
in bus operations.)

SO, THESE ARE MY QUESTIONS.

What practice(s) are normally followed in your country, or in others
that you know?

If more than one system, which is predominant, and why?

Do you know of any significant variations on the three options for
cash responsibility outlined above?

Any other comments more than welcome. For instance, what about
conductors? And OK, I know Smartcards etc. are the ultimate answer -
but cash will be around for a while yet, particularly here.

Cheers, Alan.
-- 
Alan Howes, Special Advisor (Operations)
Saudi Public Transport Company, Riyadh, Saudi Arabia 
alanhowes at usaksa.com
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