OJS , Methods , Rebuttal

[stevetheupsguy]

Originally Posted by Brown-up

A fellow driver and myself have taken the time to put together a refresher list that all drivers should look over before there OJS. We also have written a rebuttal that should be attached to EVERY written warning letter, notice of suspension or termination.

METHODS,METHODS,METHODS

Ask your loader if anyone is was in the car "fluffing" the load.
Perform a full pre-trip.
Maintain speed limit and come to a complete stop at stop signs.
Count 1, 2, 3 before accelerating after red light to maintain space cushion.
Use handrail when exiting and entering vehicle. (set pkg on floor if need be)
Go to rear of car to cross street. (do not go out drivers side door)
Out of weather and out of sight dr’s. (use bags and go around back of house)
Indirect with a goal of 0 send agains. (indirect at neighbors house)
Never run. Walk at a safe, brisk pace.
Use hand cart whenever reasonable.
Get assistance with over 70's.
Use the diad for all communications, not your cell phone.
Attempt a sales leads. We operate in the real world where customer contact is a necessity.
Drink water to stay hydrated.
Use bathrooms on route, not the back of the vehicle.
Fill delivery notices out completely. (Indirect at neighbors, go back and leave note)
All packages hand to surface. Do not "toss" any.
Containerize all smalls.
Do not drop off COD’s and pick up checks later.
Take your full lunch and break.
Stay on designated walkways. Stay on sidewalks and driveways, do not cut across lawns.
If supervisor opens a door, touches any package, or hurries a customer, note it.
Do not let them ask OJS questions while on lunch or break. Wait until PM time at bldg.
Do not let them ask OJS questions while driving as to focus 100% on methods.
Bottom line, NO SHORT CUTS.

If asked to review your ride, have a steward sit in and listen.

There is no transparent calculation for time.
"A fair days work for a fair days pay" is not a production standard. It is only an obligation.
The labor agreement does not recognize time allowances, or failure to meet them, as being a cause for disciplinary action.
Never sign anything the company hands you with respect to production. Article 6 of the National Master Agreement grants you a right to refuse to sign any agreement or contract whether individually or collectively that is outside the National Master Agreement. A production agreement is outside the National Master Agreement. If asked to sign such agreement, cite this article and base your grievance on this right.

Rebuttal.
Re: Discipline for failure to meet productions standards

UPS’s measurement of work and how it pertains to productivity is imprecise. Time allowances and their relevance to work performed including, to and from area travel; on area travel and time at stop are highly impressionable based on varying conditions which impede their accuracy. These constantly changing conditions lead to varying times in completing work, therefore making no transparent calculation for time. Varying factors which may include others not mentioned are as follows: Weather, which leads to delays in driving, walking and may also change delivery location. Interruptions in driving due to traffic, construction delays and other safety related issues. Customer service issues which can lengthen time at stop. Excessive AM or PM time based on the ineffectiveness of other UPS operations. Technologies effect compounded by human error. Assistance in completing work from customers, supervisors or other UPS employees. Load conditions due to other operational imbalances. Area knowledge and distortion based on day to day variances. Fluctuating volume levels which effect all operations on a daily basis .These factors along with conditions not mentioned can and will have a profound effect on a driver’s level of productivity on a daily basis.

According to Article 37 section 1 paragraph A of our contractual agreement "The parties agree that the principle of a fair days work for a fair days pay shall be observed at all times and employees shall perform their duties in a manner that best represents the Employers interest." The company’s use of "over allowed" to enact discipline is unfair and unjust. "Over allowed" as it pertains to a measurement of work is meant to identify a problem may exist. It does not, under any circumstance, decide who or what may be the cause. Our labor agreement does not recognize time allowances, or a failure to meet them as being cause for disciplinary action. Future unsubstantiated claims will be considered grounds for grievance submittal under article 37 of the National Master United Parcel Service Agreement.

Employee ______________________________
　
Steward ______________________________
　
Date ______________________________

Great post. I don't see this as an attempt to slow the process, but more as an attempt to have the driver drive according to UPS' rules and safety provisions. The best way is always the "right" way.

[Sleeve_meet_Heart]

Originally Posted by browniehound

Does this mean you will be held accountable to your BEST day during the OJS? For example, if you run a 18.5, 20.1, and 17.9 you will be held to the 20.1? Shouldn't it be an average of the 3 days? Also, do pieces count in this? How can you hold me to a SPHOR of 14.5 (for example) if my piece count can flucuate from 280-400? I could probably do 16 with 280 but maybe only 14 with 400. How is this fair?

Also, why all of a sudden after 15 years on the job am I not good enough? I never had an OJS and now you're going to baby-sit me for 3 days? Are you going to find someone who can do the job better than me?

The company is paying its supervisors $100,000 a year to spend 3 days of every week with its drivers to push production in the range of .3-.7 SPORH?

If this is the case, I'll say "load my truck stop for stop like you claimed PAS/EDD would accomplish and I'll give you 1-1.5 more SPORH".

My thinking is the supervisor's time could be spent somewhere else improving the bottom line. There is slack in every business, but the slack does not exist with the drivers at UPS. They are the most productive and efficent workers in the industry.

Think about it. Look at everybody else on the road. For example: Fed-Ex, DHL, the water guy, the bread guy, the cable guy, the phone guy, the twinkie guy are all out there milking their jobs. Yet the one guy who is busting his ass all day is the one guy who is being scrutinzed and pushed for more production. It makes me ill to think about it.

This attention should be spent somewhere else in the company. Just my opinion.

You are right overall and make good points. Unfortunately, not every driver is honest. Infact one ex: , I have recently seen one driver entering in false miles into his board,....big LOL fail on that one. The problem is there are always bad apples.
If there is any reason NUMBER WISE why a driver LOOKS not to be doing the job 100% to a T, you're going to get a OJS ride. If numbers outside of the SPORH do not match, they will also be scrutinized. Other than the DM and CM following you around in their shiney new Acuras, this is the only way to keep as close to 100% of drivers honest.

[705red]

Originally Posted by tieguy

Looking at your secret super terrific ideas to screw up an OJS all I see is your standard basic ordinary correct delivery methods that the driver should be following anyway.

the point i was leading to is this. you posting here have to be careful that the advice you dispense does not give the wrong impression. A three day OJS ride is a serious event and If they think they can follow your posting here and somehow evade responsibility then they could get burned.

Most people will do a better job when observed regardless of how many little gimmicks they come up with to pad the day. Its human nature that you will relax less and hustle more when the man is following you around with a clipboard.

Some of the posters here give advice that indicates they have worked hard finding ways to pad the day. If they worked as hard finding creative but safe ways to get the packages delivered then they would never face the aggravation of a three day ride.

Tie you speak on the driver that was fired for performance being out of local 804 one of the strongest unions. I had pointed this out to you back when we were discussing this months ago that this driver was also running against 804's current union leadership. 804 is not as strong as it was under Carey, but there is a strong movement to change that this year!

[Sleeve_meet_Heart]

Sorry I have no idea how to use the fiances printer/scanner, so this is the best I can do until I can consult the boss. :>

[Dustyroads]

There have been a lot more management people fired for playing around with the numbers than package car drivers fired for poor production. Talk about padding the numbers, that comes from the top down.

[brownrodster]

Originally Posted by tieguy

Looking at your secret super terrific ideas to screw up an OJS all I see is your standard basic ordinary correct delivery methods that the driver should be following anyway.

the point i was leading to is this.

The point is that most drivers already don't follow all the correct delivery methods. And if we all worked 100% as instructed it would decrease our productivity significantly.

Reading that list I was surprised at how much of that stuff I don't do. If I did all those things I would be much slower than I am and then maybe I'd be one of those drivers getting harrassed every day.

Our supervisors preach this stuff in the PCM's. But out in the real world they don't expect you to do it. As my on car sup told me "rules were meant to be broken."

[SuperSup]

Originally Posted by browniehound

Does this mean you will be held accountable to your BEST day during the OJS? For example, if you run a 18.5, 20.1, and 17.9 you will be held to the 20.1? Shouldn't it be an average of the 3 days? Also, do pieces count in this? How can you hold me to a SPHOR of 14.5 (for example) if my piece count can flucuate from 280-400? I could probably do 16 with 280 but maybe only 14 with 400. How is this fair?

Also, why all of a sudden after 15 years on the job am I not good enough? I never had an OJS and now you're going to baby-sit me for 3 days? Are you going to find someone who can do the job better than me?

The company is paying its supervisors $100,000 a year to spend 3 days of every week with its drivers to push production in the range of .3-.7 SPORH?

If this is the case, I'll say "load my truck stop for stop like you claimed PAS/EDD would accomplish and I'll give you 1-1.5 more SPORH".

My thinking is the supervisor's time could be spent somewhere else improving the bottom line. There is slack in every business, but the slack does not exist with the drivers at UPS. They are the most productive and efficent workers in the industry.

Think about it. Look at everybody else on the road. For example: Fed-Ex, DHL, the water guy, the bread guy, the cable guy, the phone guy, the twinkie guy are all out there milking their jobs. Yet the one guy who is busting his ass all day is the one guy who is being scrutinzed and pushed for more production. It makes me ill to think about it.

This attention should be spent somewhere else in the company. Just my opinion.

No, it's an average of the 3 days, and here we expect you to stay within about a half a stop per hour of that average. And yes, we know that some days are different for a number of reasons, and if they're easily explained, no harm, no foul. I never talk to my drivers about over/under, only SPORH.

[stevetheupsguy]

Originally Posted by brownrodster

The point is that most drivers already don't follow all the correct delivery methods. And if we all worked 100% as instructed it would decrease our productivity significantly.

Reading that list I was surprised at how much of that stuff I don't do. If I did all those things I would be much slower than I am and then maybe I'd be one of those drivers getting harrassed every day.

Our supervisors preach this stuff in the PCM's. But out in the real world they don't expect you to do it. As my on car sup told me "rules were meant to be broken."

+1

[Sleeve_meet_Heart]

[Brown-up]

Stevetheupsguy,
Thanks for your support and post. My list is intended to help drivers and also the company acheive accurate results. There are no intentions of trying to slow the process or defraud the company as you said. That list was generated by years of PCM's that the company gave and language out of our master agreement. I would strongly urge that drivers review this as we all tend to cut corners to save ourselves and the company time. Thanks again for the support.
705red,
Thanks for the post and support.
Tieguy,
If anywhere in that list I am advising a driver to "evade responsibility" please show me because that is not my intention. The push on production is very real as you know and its much harder on management then it is on drivers. What are your thoughts on the rebuttal ? Thanks for your time.

[nymarine1]

Originally Posted by hurricanegunner

Don't forget to push in the mirror at every stop, and push it back out before pulling away from the curb. If someone hits that mirror, it's not their fault for hitting the mirror, it's the driver's fault for not pushing in the mirror. It takes three seconds to lean out, push in the mirror, and lean back. It takes another three seconds to lean out, push out the mirror, and then lean back. I have 180 stops a day. Those three second segments add up quickly. If that extra time causes a nine five, hate when that happens.

I have an even better one. Folding in your mirror is relatively safe because you can use the mirror to determine if it is safe to pull it in. One wouldn't want a bus or a box truck to come by and knock your hand off. The dilemma lies in folding it back out. Just as you walk behind the vehicle to cross the street safely is how you must fold your mirror back out. Walk to the rear of the car after making your stop. Stop and insure the oncoming traffic from your rear is clear. (This may take a while) Walk alongside the vehicle and then fold your mirror back out. Remember safety first!

[upsguy72]

Originally Posted by nymarine1

I have an even better one. Folding in your mirror is relatively safe because you can use the mirror to determine if it is safe to pull it in. One wouldn't want a bus or a box truck to come by and knock your hand off. The dilemma lies in folding it back out. Just as you walk behind the vehicle to cross the street safely is how you must fold your mirror back out. Walk to the rear of the car after making your stop. Stop and insure the oncoming traffic from your rear is clear. (This may take a while) Walk alongside the vehicle and then fold your mirror back out. Remember safety first!

Why don't you just get in the drivers seat and look over your left shoulder first then push the mirror back out?

Let's not try to reinvent the wheel again.

[brownmonster]

Never pushed in a mirror in 20 years of driving. Must be a big city thing.

[helenofcalifornia]

BIG city thing now!!

[BrownBlue]

Originally Posted by upsguy72

Why don't you just get in the drivers seat and look over your left shoulder first then push the mirror back out?

Let's not try to reinvent the wheel again.

And get your head smashed in by a passing bus you didnt see because your mirror was folded in. Hand or Head or Mirror, which one are you willing to lose?

[orangputeh]

Originally Posted by tieguy

Looking at your secret super terrific ideas to screw up an OJS all I see is your standard basic ordinary correct delivery methods that the driver should be following anyway.

the point i was leading to is this. you posting here have to be careful that the advice you dispense does not give the wrong impression. A three day OJS ride is a serious event and If they think they can follow your posting here and somehow evade responsibility then they could get burned.

Most people will do a better job when observed regardless of how many little gimmicks they come up with to pad the day. Its human nature that you will relax less and hustle more when the man is following you around with a clipboard.

Some of the posters here give advice that indicates they have worked hard finding ways to pad the day. If they worked as hard finding creative but safe ways to get the packages delivered then they would never face the aggravation of a three day ride.


orangputeh response;


I don't think he was listing secret super terrific ideas. it was clear to me that he was encouraging drivers to use the methods we were trained to use to do our jobs professionally and safely.

It was a super terrific post.

[orangputeh]

Originally Posted by Dustyroads

There have been a lot more management people fired for playing around with the numbers than package car drivers fired for poor production. Talk about padding the numbers, that comes from the top down.

plus one brother

[browniehound]

Originally Posted by UpstateNYUPSer

I would agree with you in only the most general sense; unfortunately, there are those who do not fit this description in every center and this is where the focus should be, not on those such as yourself who obviously takes pride in and works very hard at his job. We have a couple of slackers in my center who will soon enough find themselves under this scrutiny, perhaps deservedly so. One driver in particular is always an hour over yet cover drivers manage to bring it in close to if not scratch.

Upstate,
I agree with you 100% and could have not said it better myself. A small minority don't fit my description of the hard-working, most efficent drivers in the industry. So, why not focus management's attention in this area?

Maybe focus it on pre-load misloads? This is my point of contention. Can you believe how much money UPS would save if drivers didn't have to break trace and deliver misloads? If we hardly make a profit on a single residential ground delivery, how can you justify making a driver deliver it off his route? It must be for reputation is all I can think off.

Half the people I deliver have no clue when their delivery is to arrive. It always leaves me very un-comformatable when they say "I'm not expecting anything, what is it?" Its a house call and I hand it to him/her, and say "I wonder what it could be?" I need to get back to the truck and continue to deliver while she asks "do you know where this came from? Then a light goes off in her dim mind: OH Wait! I know what it is! Its my kid's backpack, thank you!".

Good grief! Why can't I just hand someone a package and walk back to the truck? Why must people ask what it is? How would I know more than them, when its addressed to them?

Also, why won't the package scan when a residential customer comes out to meet you, lol? Now, you have to stand there and enter the 1Z when she just wants her bikini from VSC. How cool do we look when this happens???? Ha ha

[tarbar66]

[quote=browniehound;634125]Upstate,
I agree with you 100% and could have not said it better myself. A small minority don't fit my description of the hard-working, most efficent drivers in the industry. So, why not focus management's attention in this area?

Maybe focus it on pre-load misloads? This is my point of contention. Can you believe how much money UPS would save if drivers didn't have to break trace and deliver misloads? If we hardly make a profit on a single residential ground delivery, how can you justify making a driver deliver it off his route? It must be for reputation is all I can think off

Very well said. I also used to wonder why the preload numbers were so important when their failures cost the drivers so much time=big$$$$. Preloader cost, $8.50 to $15.00 per hour-Drivers cost $20.00 to $40.00 plus of overtime.

Also, why won't the package scan when a residential customer comes out to meet you, lol? Now, you have to stand there and enter the 1Z when she just wants her bikini from VSC. How cool do we look when this happens???? Ha ha

I always got a signature on VSC if possible or if I didn't know what she looked like!