OTTAWA -
Operator (Driver) Pay Rates and Productivity Indicators
Inflation-Adjusted Top Operator (Driver) Pay Rate, 2002 CAD
 
Platform Hours per (Operator) Pay Hour
 
Ratio of
“Operator (Driver) Cost per Platform Hour”
to “Top Operator Pay Rate”
 
Annual Revenue Hours per Operator (Driver)
 
 
1982
1987
1992
1997
2002
Top Operator Pay Rate, 2002 CAD
19.63
20.49
21.06
20.24
20.89
2002 USD
US$ 12.50
US$ 13.05
US$ 13.42
US$ 12.89
US$ 13.31
Index (1982 = 100)
100
104
107
103
106
Platform Hours per Pay Hour
0.785
0.759
0.739
0.747
0.719
Index (1982 = 100)
100
97
94
95
92
Ratio of                                               Operator Cost per Platform Hour    to Top Operator Pay Rate
1.42
1.51
1.71
1.65
1.64
Index (1982 = 100)
100
106
120
116
115
Revenue Hours per Operator
1,551
1,300
1,219
1,173
1,166
Index (1982 = 100)
100
84
79
76
75
 
In real (inflation-adjusted) terms, the top wage rate paid to transit operators (drivers) by OC Transpo remained remarkably stable 1982 to 2002. (This was also true during 1972-1982 (Canadian Transit Handbook 1985); the same source states that the number of strikes during the decade 1973-1982 in the Canadian transit industry exceeded the total number during 1900-1972.) However, the number of “platform hours per pay hour” declined gradually, perhaps reflecting changes in work rules favorable to employees. The increasing trend of “Ratio of Operator Cost per Platform Hour to Top Operator Pay Rate” suggests relative increases in fringe-benefit costs - and might also reflect relative decreases in the efficiency of labor utilization by management. The decline in the number of revenue hours per operator might reflect work rule changes favorable to labor - or less-efficient utilization of labor by management.
 
Trends - Operator (Driver) Pay Rate and Productivity Indicators:
--Inflation-Adjusted Top Operator (Driver) Pay Rate
--Platform Hours per (Operator) Pay Hour
--Ratio of Operator Cost per Platform Hour to Top Operator Pay Rate
--Annual Revenue Hours per Operator (Driver)
(1982 = 100)
 
OC Transpo labor costs have remained stable in terms of real operator (driver) pay rates. Moreover, the apparent declines in labor productivity cannot be attributed to the workforce itself. In other words, “blame” for the unfavorable trends apparent above cannot be attributed to OC Transpo staff members.
The authors believe that:
1)  the marginal decline in “platform hours per pay hour” reflects work rule changes favorable to labor; such changes would tend to compensate for the low rate of increase in “real” pay rates.
2)  the primary underlying trend leading to increases in the “Cost / Pay Ratio” (i.e. the “Ratio of Operator Cost per Platform Hour to Top Operator Pay Rate”) is increased real expenditures for fringe benefits.
3)  the primary underlying trend leading to decreased “Revenue Hours per Operator” was decreased efficiency of labor utilization by management.
The authors emphasize that 3)  above is not necessarily the fault of management.
The authors are not aware of any evidence suggesting that OC Transpo operators (drivers) - or managers - were less dedicated at 2002 than at 1982. However, the trends documented below suggest underlying “structural” or “inherent” inefficiencies associated with expansion of the transitway network.