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Time Studies and Work Measurement Allowances
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<blockquote data-quote="Catatonic" data-source="post: 772122" data-attributes="member: 7966"><p>Therein lies the problem ... there is a difference in how allowances are developed and how they are applied. What you should be able to see from your supervisor is a set of allowances but that gives you no idea how those allowances were developed. What you will see is a Stop Allowance, an On-Area driving allowance, a to-From Driving allowance, etc. that are specific to that area. Then there will be a set of allowances that are universal for all drivers regardless of area.</p><p></p><p>During the study of an area there are many discrete elements that the driver performs and these elements are classified by the observer. As an example, some of these elements (walk distance, stop lights, speed limits, etc.) are grouped together to develop a Stop Allowance for that area. </p><p>Again, from these groupings of discrete observations are developed allowances such as: a Stop Allowance, an On-Area driving allowance, a to-From Driving allowance, etc. that are specific to that area. Then there will be a set of allowances that are universal for all drivers regardless of area.</p><p></p><p>P-Man provided link to a presentation that gives a basic description of MTM (Methods-Time Measurements) . (Note to P-man: It's been years since I saw the term therbligs). </p><p><strong>One item you may find of interest is that a "fudge factor" of 15% (this is what I recall) is added to all MTM values to allow for fatigue, exceptions and general variances ... I think the main reason is for fatigue.</strong></p><p>Like P-man, I have been out of IE for 16 years, so I can't swear this is what UPS uses but I see no reason why they would change and it would be expensive to change which is another reason I don't think UPS would have changed.</p></blockquote><p></p>
[QUOTE="Catatonic, post: 772122, member: 7966"] Therein lies the problem ... there is a difference in how allowances are developed and how they are applied. What you should be able to see from your supervisor is a set of allowances but that gives you no idea how those allowances were developed. What you will see is a Stop Allowance, an On-Area driving allowance, a to-From Driving allowance, etc. that are specific to that area. Then there will be a set of allowances that are universal for all drivers regardless of area. During the study of an area there are many discrete elements that the driver performs and these elements are classified by the observer. As an example, some of these elements (walk distance, stop lights, speed limits, etc.) are grouped together to develop a Stop Allowance for that area. Again, from these groupings of discrete observations are developed allowances such as: a Stop Allowance, an On-Area driving allowance, a to-From Driving allowance, etc. that are specific to that area. Then there will be a set of allowances that are universal for all drivers regardless of area. P-Man provided link to a presentation that gives a basic description of MTM (Methods-Time Measurements) . (Note to P-man: It's been years since I saw the term therbligs). [B]One item you may find of interest is that a "fudge factor" of 15% (this is what I recall) is added to all MTM values to allow for fatigue, exceptions and general variances ... I think the main reason is for fatigue.[/B] Like P-man, I have been out of IE for 16 years, so I can't swear this is what UPS uses but I see no reason why they would change and it would be expensive to change which is another reason I don't think UPS would have changed. [/QUOTE]
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