COMMISSIONER

THIS AGREEMENT, made in pursuance of the Industrial Relations Act 1990, this ninth day of September 1996, between Queensland Rail and Australian Rail, Tram and Bus Industry Union of Employees, Queensland Branch and the Australian Federated Union of Locomotive Enginemen, Queensland Union of Employees witnesseth that it is hereby mutually agreed as follows:

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This Agreement will be known as the Queensland Rail Traincrew Subsidiary Agreement 1996.

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This Agreement will apply to all Traincrew employees working in the Freight, Coal and Minerals and Citytrain business groups and the Redbank Workshops within Queensland Rail, with the exception of traincrew who become medically unfit to perform any traincrew duties. For the purpose of this Agreement, Traincrew will include the following classifications:

• Drivers in Charge
• Tutor Drivers
• Locomotive Drivers
• Locomotive Assistants
• Guards
• Trainee Drivers
• Drivers Assistants
• Any new position created subsequent to the establishment of this Agreement as agreed by the parties.

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(1) This Agreement will operate from 28 October 1996 and will remain in force for a period of two (2) years.

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(1) This Agreement will be read in conjunction with the Queensland Rail Award - State, and where there is an inconsistency with the award this agreement will prevail.

(2) This agreement is to replace previously registered industrial agreements relating to traincrew as follows:

• (a) Agreement for Transfer of Guards to Enginemen’s Grade Industrial Agreement 1988
• (b) DOO Train Agreement 1989
• (c) Train Operations Agreement 1992
• (d) DOO Shunt Loco Operations Agreement 1992
• (e) Two Driver Operation Agreement 1994
• (f) South West Freight Mobile Traincrew Industrial Agreement 1996

(3) Local agreements/arrangements which are not included in this agreement will not be recognised with the exception of Local Operating Procedures (LOPs) which will be incorporated into a Local Operating Procedures manual through the agreed LOP process mentioned in this Agreement.

(4) The Roster Code of Practice will operate in conjunction with, and contain principles to support this Agreement.

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(1) To establish traincrew management and operational practices which will enable Queensland Rail and its employees to satisfy legislative requirements as a Government Owned Corporation and to meet the challenges of a competitive rail industry through the adoption of a commercial traincrew culture which delivers the productivity and efficiency measures contained in this Agreement.

(2) To record the commitment of the parties to implement work practice changes, methods of rostering and local work arrangements which reflect, foremost, Queensland Rail’s operational requirements to ensure competitiveness, efficiency and quality services to customers and improve the social and work conditions of employees.

(3) To record the parties commitment to a process of continuing improvement and delivery of quality service to internal and external customers by meeting defined service standards. This includes the commitment to quality improvement and endeavour to achieve Best Practice where this is a commercial objective.

(4) This Agreement will not inhibit the parties progressing or commencing additional programs of organisational and/or structural change within the framework of this Agreement or QR’s Enterprise Agreement. Such improvements will be recognised and any fundamental changes to the nature of work will be remunerated accordingly.

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For all purposes of this agreement, consultation will be defined as follows:

• A procedure instituted to provide greater participation by employees and employee organisations in the formulation and implementation of policies, plans and strategies which are likely to affect their working conditions .
• Consultation is aimed at getting individuals or groups to suggest or respond to proposals for policy formulation or implementation without, at the same time giving up "management's rights" to make the final decision in these matters.
• It provides an opportunity to present a point of view or state an objection.

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1.7 No Further Claims

In accordance with the state wage fixing principles, the parties undertake that for the life of the Agreement, they will not pursue any extra claims except for the wage increases consistent with Queensland Rail corporate enterprise agreements.

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Negotiations for a new TCA to replace the extended 1998 agreement will commence by 1 July 1999 and to be finalised by 30 September 1999.

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(1) All traincrew will be paid an aggregate wage in accordance with schedule 1 of this Agreement.

The aggregate wage will consist of an aggregate base rate of pay and an aggregate allowance, paid fortnightly.

To receive the full amount of the aggregate wage, traincrew are obliged to be available to work 320 hours over an eight (8) week cycle. (The work cycle is formulated on the 38 hour week concept contained in the Railway Award State and a component for 16 additional hours over the work cycle.

Where there is a future fundamental change in the duties of traincrew in a depot there will be a review of the relevant categories applying to traincrew working in the depot.

(2) Refusal of Duty - Traincrew employees who refuse to accept workings will have their guaranteed cycle hours reduced by the extent of the rostered shift which they have declined to work other than where exempted in accordance with the traincrew Roster Code of Practice and Queensland Rail’s Drug and Alcohol Policy.

The deduction in payment will occur within the fortnightly pay period in which the shift of duty is refused. If employees are able to make up deducted hours or part thereof during the workcycle, payment for such hours will be made at the end of the workcycle.

(3) Excess Time - Traincrew will work a reasonable amount of excess time during the work cycle, where required.

(4) Industrial Action -

(a) Traincrew employees who participate in industrial action will have their guaranteed cycle hours reduced eight (8) hours in each 24 hour period affected by the stoppage.

The deduction in payment will occur within the fortnightly pay period in which the industrial action occurs. If employees are able to make up deducted hours or part thereof during the workcycle, payment for such hours will be made at the end of the workcycle.

(b) In situations where traincrew take a train to its destination in accordance with the terms of clause 5.2(1)(c)(ii) "Guaranteed Destination" provisions of the Grievance and Dispute Settlement Procedures as outlined in Queensland Rail’s Enterprise Agreement 1994, Queensland Rail will return the employees to their home depot.

(c) In situations where traincrew take a train to its destination in accordance with the terms of clause 5.2(1)(c)(ii) "Guaranteed Destination" provisions of the Grievance and Dispute Settlement Procedures as outlined in Queensland Rail’s Enterprise Agreement 1994, such traincrews will not have their cycle hours reduced in that 24 hour period.

(5) Spare Travel - All spare travel time will be treated as time worked for payment purposes and credited to the employees’ work cycle time, but does not count as part of a shift of duty, except where specified in the roster code of practice.

Where the time interval between the working shift and the spare travel is one hour or less, such time will be credited to work cycle time.

(6) Training - Traincrew employees undertaking training will have all actual time spent training accredited to their work cycle. Actual travel time to a maximum of 8 hours in 24 hours to and from course will be treated as time worked for payment purposes and credited to the employees work cycle, but does not count as a shift of duty.

(7) Time Off in a Home Depot - The period of time between signing off and signing on of traincrews at their home depot will not be less than 12 hours.

(8) Consultative Meetings - Where nominated workplace representatives are to be involved in consultative meetings with Queensland Rail, they may mutually agree with the relevant responsible manager to attend with less than the prescribed time interval off duty before the meeting or to sign on for duty after the meeting with less than the prescribed break before signing on duty. Where agreement cannot be reached, the shift interval prescribed in sub clause 2.1(7) will apply.

Workplace representatives who attend consultative meetings will be credited with minimum of four (4) hours to cycle time and instances where these meetings exceed four (4) hours, representatives will be credited with eight (8) hours to cycle time. In instances where consultative meetings exceed eight (8) hours, the workplace representative will be credited for actual time at the meeting. Time spent at consultative meetings will be paid at the rate applicable for the day.

(9) Employee Management System - Traincrew employees who are excluded from traincrewing duties in accordance with EMS procedures in the Employee Relations Policy Manual will be paid the aggregate base rate only for the period of the exclusion.

In situations of exoneration the employee will be reimbursed to the total aggregate wage from the date of exclusion.

(10) Work Restrictions on Medical Grounds - The following provisions will apply to traincrew employees who are not capable of performing their full depot duties due to a permanent medical disability:

Traincrew will be paid the aggregate rate and aggregate allowance commensurate with the range of duties they are capable of performing.

Drivers in a mainline DOO depot who cannot perform DOO but can perform other mainline driving will be paid at one full category allowance below their relevant depot category, eg category 4 to category 3.

(11) Work Restrictions on Compassionate Grounds/Short Term Medical Disability - Where it is approved that a traincrew employee is not able to perform full depot duties for compassionate reasons or short term medical disability, they will retain their current total aggregate wage for a period of three (3) months. Periods which exceed three (3) months will be reviewed on a case by case basis to determine the aggregate wage to be paid to the employee for periods exceeding three (3) months. This determination will be made in consultation with state union officers and be referred to the Traincrew Agreement Implementation Committee.

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(1) Payment for Working Excess Time - Time in excess of 320 hours or 45 shifts each work cycle is to be paid at the aggregate wage hourly rate plus an additional payment of 50% of the aggregate base hourly rate for all such time worked. This payment for excess time will be paid at the end of each work cycle.

(2) Payment for Working 1 January, 25 December and Liesure Periods - Employees who work on 1 January or 25 December as nominated in sub clause 3.1(2) or on nominated Block Leisure Periods (BLPs) or Single Leisure Periods (SLPs) in accordance with the provisions of the Roster Code of Practice, will have all time worked credited to the work cycle and receive an additional payment of 50% of the aggregate base hourly rate for all such time worked.

Payment of the 50% additional payment will be made to the employee at the end of the fortnightly pay period in which the work is performed.

(3) Payment for Working Labour Day Public Holiday - Employees who work the Labour day Public Holiday in accordance with the provisions of the Roster Code of Practice, will have all time worked credited to the work cycle and receive an additional payment of 150% of the aggregate base hourly rate for all such time worked.

Payment of the 150% additional payment will be made to the employee at the end of the fortnightly pay period in which the work is performed.

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Traincrew employees who lay off in excess of 10 hours at a foreign depot will receive an additional payment for all time in excess of 10 hours. This additional payment will be paid at the aggregate base rate at the end of the fortnightly pay period. Should traincrew(s) lay off in foreign quarters for periods in excess of 12 hours they will also receive a credit of 50% of actual time in excess of 12 hours to their work cycle.

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(1) Traincrew employees who are rostered standby and who do not receive a working shift will receive a credit of the length of their rostered standby shift (eight [8] hours) to their work cycle. Standby will be credited as a shift and will be paid at the rate applicable to the day.

(2) Traincrew employees who are rostered standby who receive a working shift will receive a credit of the length of their actual working shift to the work cycle plus additional 50% credit to work cycle time of non-working standby time.

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(1) Annual Leave - Traincrew employees covered by this agreement will receive payment for annual leave at the aggregate wage of the depot they are working when leave is commenced.

(2) Sick Leave - Traincrew employees covered by this agreement will receive payment for sick leave at the aggregate base rate.

(3) Long Service Leave - Traincrew employees covered by this agreement will receive payment for long service leave at the aggregate base rate.

(4) Retiring Allowance - Traincrew employees covered by this agreement and who are entitled to retiring allowance will receive payment at the aggregate base rate.

(5) Trauma Leave - Traincrew employees covered by this agreement will receive payment for trauma leave at the aggregate wage of the depot they are working when leave is commenced.

(6) Crown Witness - Traincrew employees covered by this agreement will receive payment for leave as a crown witness at the aggregate wage of the depot they are working in when leave is commenced.

(7) Other Paid Leave Types - Traincrew employees covered by this agreement will receive payment for all other paid leave types at the aggregate base rate.

(8) Applications of Leave - Employee entitlement and application of the above leave types will be in accordance with the relevant policy and/or award provisions.

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(1) The following allowances will continue to be paid in accordance with the relevant policy or award provisions:

• (a) Locality Allowance
• (b) Meal (Trip) Allowance
• (c) Detention Money
• (d) Emergency Money
• (e) Cancelled Tuckerbox

All other allowances have been incorporated into the aggregate wage.

(2) Travelling Allowance

• (a) Traincrew employees required to travel within Australia on official business will either:
• (i) Be paid travelling allowance in accordance with the "Travel within Australia Policy"
• (ii) Be provided with accommodation and/or meals by Queensland Rail
• (iii) Be refunded actual costs when supported by receipts
• (b) Where traincrew employees travel to attend duties at a workplace other than their home station, any time involved in travelling to or from the relief station will be paid as follows:
• (i) Where the employee is able to return to their place of residence, any travel time in excess of each individual’s normal home to work and return travel time will be treated as travel time.
• (ii) Where the employee is unable to return to their place of residence, and, while at the relief station are either paid a travel allowance, or provided with accommodation and/or meals by QR, then any travel time involved in travelling to and from the relief station will only be available on the following basis:

The travel time for each leg of the journey exceeds four (4) hours, in which case, all travel time will be paid to a maximum of eight (8) hours in each 24 hour period.

Notwithstanding the above, employees whose position description and normal duties requires them to relieve at other depots will be paid all travel time incurred up to a maximum of eight (8) hours in each 24 hour period.

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(1) Traincrew employees who are cancelled and who do not sign on again within eight (8) hours of their previous rostered sign on time will have four (4) hours credited to their work cycle.

(2) Traincrew employees who are cancelled and who are booked to sign on again within eight (8) hours of their previous rostered sign on time will have one (1) hour credited to their work cycle.

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(1) The rostered sign on time of traincrew can be altered either earlier or later to a maximum of three (3) times (inclusive of cancelled shifts/trains) except in the case of emergency as defined in the Roster Code of Practice.

(2) The alteration of the original sign on time to an earlier time will be limited to a maximum of two (2) hours unless agreed otherwise.

(3) Where the sign on time of traincrew is altered to an earlier time, they will be credited with 50% of the altered time to their work cycle.

(4) Where the original sign on time of traincrew is altered to a later time, they will be credited with all time up to two (2) hours and 50% of the time greater than two (2) hours to their work cycle.

(5) Any credit to the work cycle as a consequence of this provision due to altered sign on time will not inhibit the obligation of traincrew to be available to work 320 hours each work cycle.

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(1) The ordinary hours of duty for traincrew will be 320 hours worked over a cycle of eight (8) weeks. The ordinary hours of duty will be limited to a maximum of 45 shifts per work cycle.

(2) All days will be equal for pay, leave and roster purposes, however 1st January, Labour Day (as gazetted) and 25 December will attract a penalty payment if worked.

(3) All time worked in excess of each rostered shift will count towards work cycle.

(4) Traincrew who work 11 consecutive days or 14 consecutive shifts, whichever occurs sooner, must be rostered off duty for a minimum of 32 hours.

(5) The minimum payment will be four (4) hours which will be credited to the work cycle.

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(1) The following working and rostered shift length arrangements will apply to traincrew.

(2) - (a) Relief of Traincrew - A key objective for Queensland Rail is to provide relief for traincrew as provided in the above table with particular recognition of responsibility regarding driver only operation.

The parties agree to continually monitor and review the number of relief crews required to achieve this goal.

(b) In cases of fatigue or ill health an employee may request relief at an earlier time. Such requests will not be unreasonably made or relief unreasonably withheld.

(c) Calculations for limitation of hours for traincrew will be in accordance with section 1.1(3) of the Queensland Rail Award State except in relation to spare travel.

(3) Spare Travel - (a) Traincrew who have completed a TDO shift of duty may be rostered to return home spare by the first avaiable means of travel.

(b) Spare Travel before WorkingShift - The calculation for limitation of hours where spare travel is involved is contained in the Roster code of Practice.

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(1) Within the eight (8) week work cycle, traincrew will be rostered designated leisure periods, these will be referred to in the master roster as Block Leisure Periods (BLPs) or Single Leisure Periods (SLPs).

(2) A SLP is a 24 hour period commencing from 0001 hours and concluding at 2359 hours.

(3) A BLP is two or more consecutive days which are designated leisure periods.

(4) The calculation of SLPs and BLPs will be carried out in accordance with the Roster Code of Practice.

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(1) Freight, Coal and Minerals Traincrew

(a) With the exception of long distance passenger trains, meal breaks will be of 20 minutes duration and may be taken during train crossing or passing movements, during breaks in loading/unloading operations, during loading/unloading where the crew is not in control of the movement of the train or where train queuing is likely to occur.

(b) On long distance passenger trains, meal breaks will be of 10 minutes duration and partaken of at a suitable location nominated by the relevant operations manager.

(c) Where no train delays occur, traincrews may elect to partake of a meal break at a suitable location identified in consultation between the traincrew and the train controller.

(d) As far as practicable train controllers will provide adequate notice of planned crossings, anticipated waiting times or other delays to enable traincrews to make appropriate meal preparations. Meal breaks, wherever practical given operational requirements, may be scheduled as close as possible to normal times (eg breakfast, lunch, dinner).

(e) Where it is agreed by the traincrew, trains will not be specifically delayed to enable the partaking of a meal break. In such cases, traincrews will claim an additional 20 minutes to cycle time on the completion of the rostered shift.

(f) Meal breaks are not to be taken during loading or unloading activities where the break will delay the loading or unloading of the train.

(g) Meal breaks will not be taken before the completion of the third hour on duty.

(2) Citytrain Traincrew

A combined meal/stress break will be provided for Citytrain drivers and guards. This break will be of at least 30 minutes duration and will occur between the completion of the third hour and the commencement of the sixth hour.

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Traincrew may partake of a short personal needs break (e.g. toilet), when it is necessary and convenient.

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(1) Traincrew will be required to sign on at the appointed time and sign off at the cessation of their required working.

Signing on and off procedures will vary according to specific location requirements. These procedures can include but not be limited to the following and will be contained in the Roster Code of Practice and/or relevant Local Operating Procedure Manual.

• A system of multi sign on/off points.
• Telephone or pager sign on/off.
• Crews signing themselves on/off.
• Standby procedures.

Adequate facilities and equipment will be provided to ensure these tasks are carried out safely and efficiently.

(2) Traincrew Time Allowances - The following traincrew related time allowances, where relevant, will be contained in Local Operating Procedure manuals and reflect the efficient needs of the location and in accordance with the Roster Code of Practice:

• Sign on/off (In the event of the implementation of unsupervised sign on/off, the parties agree to review the sign on/off times)
• Walking
• Stabling
• Preparation

(3) When required, the parties agree to review the effectiveness of the allowances and make any alterations that are brought about by changed circumstances.

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The Roster Code of Practice will contain a set of general principles for the rostering of all traincrew together with separate appendices for each business group.

The document may need to be changed by agreement between the parties from time to time to reflect the ever changing business and operational practices of Queensland Rail, Occupational Health and Safety requirements and the needs of employees.

The parties agree to review the effect of annual leave on the work cycle during the first six months of the life of the agreement including where the depot average shift lengths exceed 8 hours.

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The parties acknowledge an ongoing commitment to the Incidental and Peripheral Task concept as defined at subclause 2.1(5) of the Queensland Rail Award - State.

The agreed consultative process for identifying and implementing Incidental and Peripheral Tasks at each depot will continue to be followed.

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(1) The parties agree to the use of competent employees to assist traincrew with certain operational tasks.

A competent employee is any employee who has demonstrated by application of skill and knowledge to the required standard, the ability to perform the allotted work.

(2) Competent employees will be utilised to assist traincrew in a range of operating situations including:

• providing visual and other assistance to Driver Only crews including onboard the locomotive and from within the locomotive cab
• assist drivers with the movement of locomotives and other traction units within servicing depots, workshops or marshalling areas where this is an agreed work practice.

(3) The use of competent employees will be the subject of consultation on a location by location basis and will involve state union officials.

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(1) It is a condition of this Agreement that all traincrew will be contactable by telephone or, in some agreed instances, by pager, for roster advice.

(2) Those traincrew who currently do not allow QR to utilise their private telephone or pager for roster advice will do so.

(3) Traincrew who do not currently have a private telephone connected to their residence, will arrange to have a telephone or, in some agreed instances a pager connected within six (6) months of the registration of this Agreement to remain eligible for train crewing duties.

Situations where the above is impractical to implement will be the subject of consultation between QR, the employee and State Union Officials.

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The onus to obtain their next rostered working rests with traincrew. After the roster has been posted, Queensland Rail will advise crews of any alterations to a crew roster in accordance with the Roster Code of Practice.

A toll free number will be provided by Queensland Rail for traincrew rostering purposes.

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(1) (a) Inter Depot - Allocation of work between depots is to maintain an equitable distribution of hours and workings between traincrews. Where required, crews will work through their own depot and in or through adjacent depot(s). Such changes will occur through consultation between Queensland Rail and union representatives.

(b) Intra Depot - Work is to be allocated in the most flexible, equitable and efficient manner between traincrew within depot(s).

(c) Isolated Depot Status - Will cease to exist under this agreement. All traincrew depot workings will be constructed to provide for shifts to be worked as required in the workcycle. This would include public holiday periods.

(2) Local Working - Where appropriate those shifts which were traditionally rostered ‘Shed’, ‘As Required’ and ‘Shunt’ Crews will now be rostered "Local Working". Traincrew rostered on local working will be deployed as and where needed on a shift basis by the local crew supervisor.

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Where appropriate mainline workings may be rostered for shift length rather than for a specific train number or task. Crews will be advised when a tucker box working is involved. These procedures will be detailed in the Roster Code of Practice.

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In addition to the changes to work practices mentioned in the agreement, the parties agree to a range of specific changes in each of the business groups, these are listed in part 12 of this agreement.

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(1) Traincrews will provision and prepare locomotives, electric units and other traction units for traffic, where required, in accordance with established procedures and policies in the preparation document. The tasks involved in the provisioning and preparation will include:

• (a) cleaning of cab
• (b) provisioning cab stores
• (c) carrying out routine repairs (eg hosebags) within the competence of traincrew
• (d) fuelling and sanding
• (e) carrying out predeparture tests where appropriate
• (f) completing the provisioning certificate
• (g) checking of oil, water, fuel and sand
• (h) checking of equipment
• (i) cleaning of windows/windscreens

(2) Traincrew are to clean and tidy locomotive, electric unit and other traction unit cabs during downtime on local working shifts of duty and prior to leaving the cab.

(3) Adequate facilities and equipment will be provided to ensure the tasks in subclauses (1) and (2) are carried out safely and efficiently.

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Where nominated workplace representatives are to be involved in consultative meetings with Queensland Rail, they will mutually agree with the relevant operations manager the starting/finish times of shifts of duty immediately before and after the scheduled consultative meeting. Where agreement cannot be reached, the provisions of sub clause 2.1(7) of this Agreement will apply.

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The Traincrew Agreement Consultative Committee will review the implementation of the Agreement at regular intervals. Reports will be provided to the Queensland Rail Single Bargaining Unit. The parties agree that negotiations on a new traincrew agreement will commence six (6) months prior to the expiration of this Agreement.

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The parties agree to the principle of periodic accreditation of a driver’s practical train handling skills and commit to develop and trial a process for an accreditation policy within the life of this Agreement. Once the success of such a trial is proven it will then be implemented.

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(1) The parties agree that incoming traincrew, other than DOO crews, will enter shunting yards when other operations employees are not on duty. Incoming traincrew will perform the following tasks before signing off duty:

• shunting
• placing and securing of train
• detaching/attaching locomotive(s)

Such duties are to be completed within 45 minutes of arrival at the shunting yard.

Where Coal and Minerals RCE trains are to be stowed or secured the 45 minute time frame may be extended to complete the stowing or securing, provided that the relevant limitation of hours is not exceeded.

(2) The parties are committed to co-operatively identifying suitable trains, developing procedures and identifying the maximum number of movements for shunting other rollingstock involved, on a yard by yard basis. The consultation to achieve these aims will involve yard/shunt employees and officials of the relevant unions.

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Tuition locomotives are to be crewed by a teaching driver and learning driver in all instances with the following exceptions:

• where additional crew are required for operational purposes
• where shifts in excess of 8 hours 45 minutes are involved

Crewing levels of tuition trains will be detailed in the Roster Code of Practice.

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(1) The parties agree that they will trial "without prejudice" the ongoing introduction of any technology and work practices which improve customer service, operating efficiency, workplace health and safety and the ongoing competitiveness of Queensland Rail.

The trial will also take into consideration the benefits, needs and the effects that may flow onto Queensland Rail employees.

(2) Queensland Rail or traincrew workplace representatives may initiate operational trials. All trials must be consistent with principles set down in subclause (1).

(3) The process under which operational trials will be conducted is as follows:

(a) The parties will provide an explanation of the objectives, timing, location and implementation of any proposed trial to employees and unions through the consultative process before any trial is undertaken.

(b) The parties will set a commencement date and timeframe for the proposed trial.

(c) The parties will develop a written document marked "draft for comment" detailing the objectives and conduct of the trial and distribute it to all personnel who are to participate in it.

(d) The trial will be conducted in the prescribed timeframe.

(e)After the completion of the trial, a review of trial results will be carried out by Queensland Rail and union representatives. After addressing areas of concern, the most appropriate course of action resulting from the trial will be determined.

(f) Any unresolved issues will be addressed under Queensland Rail’s "Grievance and Dispute Avoidance and Settlement Procedures".

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(1) The parties recognise that in order to achieve and maintain the objectives of the agreement there is a requirement to develop and implement key performance indicators. These indicators will measure and monitor and will assist in identifying ways of continually improving Queensland Rail’s performance and competitive market position.

To this end the parties commit to the joint development and implementation of key performance indicators within the first six months of this agreement.

(2) Examples of key areas in which performance indicators could be developed include:

• On time Performance
• Footplate time per employee
• Safety Performance
• Customer Service
• Rostering

(3) For the remainder of the period of the agreement the parties will monitor the effectiveness and accuracy of these indicators and refine and modify these indicators where necessary.

Traincrew will be closely involved in the development and ongoing implementation of the performance indicators and operational activities that are measured.

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Traincrew employees who hold a current drivers licence may be required to drive a motor vehicle as part of a rostered shift.

Driving of vehicles as outlined in this clause will be treated as working time.

Where the self driving of motor vehicles is at the commencement of a rostered shift, the shift length will not exceed the limitation of hours for the relevant crew configuration.

Where the self driving of motor vehicles is at the end of a rostered shift, the traincrew will only be required to drive cars when they have not been on duty in excess of eight (8) hours and are able to arrive at their destination within nine (9) hours of signing on duty.

Traincrew employees will drive a motor vehicle for the purpose of train operations within the confines of the agreed local area provided they are signed off in accordance with the limitation of hours provisions contained in the Traincrew Agreement.

Where traincrew are required to drive motor vehicles, consideration will be given to the following factors:

• occupational health and safety requirements
• operational needs
• time of day/shift length
• availability of vehicle/relevant resources

After consultation with workplace representatives procedures and agreements relevant to traincrew driving cars are to be recorded in the Local Operating Procedure manual.

Where individual crew members are unable to drive motor vehicles, suitable alternative arrangements will be made through consultation between the affected individual and the relevant supervisor.

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(1) Definition - Local Operating Procedures (LOPs) are procedures which are of a local nature and are capable of having a positive impact on the conduct of Queensland Rail’s business, workplace health and safety requirements, or employee needs within the local work area.

The LOP should be a clear and concise statement of how the local management/workforce has determined a particular issue should be handled.

(2) A LOP manual will be established as a register of how local working arrangements at the location are to be conducted.

(3) Any future changes will occur in accordance with the established consultative structure within Queensland Rail.

(4) Separate manuals will be kept on a business group by business group basis.

(5) All LOPs are to be approved by the relevant operations manager. Reviews of LOPs will be carried out on a regular basis to ensure their relevance. LOPs should reflect the current optimum operating practice.

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(1) Generally two traincrew will perform the tasks associated with starting up or shutting down a Remote Control Equipped (RCE) train.

(2) On occasions when two traincrew are not readily available the tasks will be performed by one driver and one competent person.

(3) Traincrew personnel performing shutdown or startup procedures may utilise a motor vehicle to assist in the operation.

(4) On occasions or at locations where it is considered expedient or necessary for safety purposes to utilise more than two persons to shutdown/startup RCE trains, procedures will be developed in consultation with local union officials and recorded in the relevant LOP manual.

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(1) Standby shifts will allow traincrew to remain at home or be at some other location while still being available for work at short notice.

Crews working standby will be utilised in the following situations:

(a) Provision of relief for traincrew at the "limitation of hours" to supplement crews rostered on "local workings".

(b) Provision of traincrew to work jobs for which rostered traincrew have become ill or who are unable to work jobs for some other reason.

(c) Provision of traincrew to assist with disruption or disorganisation in emergencies.

(d) Provision of traincrew to work trains or other jobs scheduled at short notice or in an emergency.

(e) Reduction of the necessity to alter workings allocated in posted rosters.

(2) Generally, standby shifts will be rostered to allow an eight (8) hour standby period and a maximum 16 hour combination of standby time and work time.

A matrix detailing available shift lengths at various points of time in the standby period has been included in the Roster Code of Practice.

(3) Standby shifts will be rostered for nominated timeframes under the following conditions:

(a) Traincrew will be provided with a Queensland Rail pager/mobile phone prior to ceasing duty on their previous shift or as otherwise arranged.

(b) At the commencement of the standby shift or an agreed time made by prior arrangement with the appropriate supervisor, traincrew will call the nominated sign on point to acknowledge availability.

(c) If an employee fails to call in at the commencement of a standby shift, or as previously arranged with the supervisor, they will be deemed unavailable and will not qualify for a credit of hours for the rostered standby shift.

(d) Standby shifts which may require tucker box workings will be designated. Unless mutually agreed, no such call in will take place where the sign on time of the next shift will be affected.

(e) Traincrew rostered on standby will be called for duty by the responsible officer utilising the issued pager or telephone. Traincrew are to nominate the amount of call time they require prior to signing on duty.

(f) The response time in which an employee is required to report for duty will recognise the reasonable preparation/travelling time required to reach the sign on point.

(g) Notification of a working may occur before the standby period commences.

(h) Traincrew rostered on standby shifts may have their sign on time altered in accordance with the Roster Code of Practice.

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(1) The parties agree to create the new position of driver’s assistant within the Freight and Coal and Minerals business groups. Existing locomotive assistants and guards who work within these groups will be appointed driver’s assistant at their current location at the commencement of this Agreement.

(2) Where necessary trainee drivers who are competent to do so may work as a driver’s assistant.

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(1) In the Citytrain group the position of guard will remain. In addition to their current duties guards will carry out the following responsibilities:

(a) Security on Trains - Guards would be expected to patrol the passenger compartment of trains and to allow this additional role to be undertaken, training in this area will be introduced.

When introduced, guards would monitor trains by way of video monitors.

(b) Fault Finding/Rectification - Guards, under the supervision of the driver, will be required to assist in resetting MEL, resetting Circuit Breakers, etc

(c) Provide First Aid - Guards will provide first aid to customers and fellow staff members where required. This additional training would be provided.

(d) Customer Service Role - Guards will provide a roving role within the passenger compartment of trains to answer passenger questions and provide information.

(e) Cash Collection - Guards currently provide a role regarding the movement of cash throughout the Citytrain network. This role will increase in responsibility with the increase of cash taken by Ticket Vending Machines and enhanced Revenue Protection.

(f) Performance Measures - Guards will meet certain performance measures particularly in the areas of on-time running and customer service.

(2) Additional responsibilities contained herein will be fully developed and implemented by a joint union/management working party from the Citytrain group and where necessary additional and appropriate training will be provided.

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(1) Three person crewed trains will be worked by a driver and driver’s assistant, or a driver and second driver both of whom will operate from the leading locomotive, and a second driver’s Assistant/guard who is appropriately positioned in the train.

(2) Citytrain - Three person crewed SX Sets operated by Citytrain group crews will be worked by a driver, driver’s assistant and guard.

(3) Cairns - All three person crewed trains traversing the Redlynch - Kuranda section will be crewed by either two drivers, or a driver and a trainee driver, or a driver and a driver’s assistant on the locomotive, and a guard appropriately positioned in the train.

Those persons who are classified as guards at the commencement of this Agreement and who elect to remain in the position of guard at Cairns will continue to work in such position.

The parties will co-operatively review the ongoing role/classification of the third crewing position (guard) on these trains and the operating requirements for crewing levels between Kuranda and Atherton through the life of this Agreement.

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(1) The parties agree to develop a system of volunteer self based learning packages. These packages may be completed in the employee’s own time for which the employee will receive a financial incentive in accordance with the policy developed.

(2) Wherever practical, training undertaken will be at a standard which will meet external accreditation requirements.

(3) Traincrew who volunteer will also complete the periodic medical assessments in their own time and receive a financial incentive in accordance with the policy developed.

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(1) Drivers will be trained to meet the specific needs of depot work requirements.

(2) All Citytrain drivers will be trained to drive Electric Multiple Units, Suburban Multiple Units, Intercity Electric Units and Interurban Multiple Units.

(3) Drivers may be trained in other forms of traction such as diesel electric and electric, when necessary, to meet depot work requirements.

(4) Drivers will be re-accredited in the forms of traction they are trained in.

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The parties agree to co-operatively develop, within the first six (6) months of this Agreement, a Traincrew Health Program which will contain the following key elements:

• Health Promotion/Awareness phase
• Health Assessment phase
• Health Management phase

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The parties agree to the following recruitment, selection and transfer guidelines:

(1) Acknowledgment by the unions of the commercial and legal imperatives to revise the process and the need to stabilise traincrew depots and minimise transfer opportunities.

(2) Agreement to delay the implementation of the intent of clause 4.2(2)(h) of the TDO Industrial Agreement.

This provision provides for the filling of Driver vacancies at particular depots where Guard/Trainee Driver applicants are exhausted, before QR can fill for Trainee Driver from elsewhere in QR or outside QR.

Implementation of this provision, at this time, will have severe effects on the continuity of services at identifiable depots and will not allow QR to replenish traincrew stocks in other critical depots statewide.

Written advice will be given to drivers as to where and when they will be transferred. Transfers will be affected when adequate depot complements have been achieved, but will be within a two (2) year timeframe.

Processes will be developed to facilitate driver transfers from depots once the compliment at the location is resourced to an adequate level.

(3) Introduction of merit selection for promotion of traincrew.

(4) Classified guards/driver’s assistants/acting driver’s assistants who are employed at the depot where the vacancy exists, will be automatically shortlisted for selection as trainee driver.

The merit system shall be used for the remainder of the selection process i.e. medical, aptitude and ability tests and interview/worksample.

Those who fail the interview/worksample stage will be entitled to one further attempt under the above process. Any further applications shall only be considered under the full merit based selection process i.e. shortlisting, medical, aptitude and ability tests and interview/worksample.

Guards/drivers assistants who are successful on their first or second attempt will be appointed trainee driver before applicants from other grades and externally.

Persons applying for a trainee driver position under the merit process shall, on being shortlisted, be considered for the remainder of the merit selection process in the following order of preference:

• Traincrew Redeployees
• Locomotive assistants/guards/drivers assistants
• Other grade Queensland Rail employees
• External applicants

Ability and aptitude test results shall remain valid for a period of 12 months.

(5)Types of selection testing techniques for promotional appointment to traincrew positions to be based on the safety accreditation standards and requirements of:

• mental and physical fitness
• sense of responsibility
• technical competence

(6) Acknowledgment that the current recruitment and selection policy needs to be revised to streamline the process and to better meet the needs of the business. This would include assessing the time involved, the need to address a set of KSCs, the number of panel members required to perform the tasks in the Recruitment and Selection Policy and introduction of an annual selection process.

(7) Review incentives for people to work at nominated locations.

(8) Develop mechanisms to facilitate transfer on merit (ie points system) which considers such factors as the length of western service or service at other nominated locations.

(9) Review of Health Failure Policy and entrance age of traincrew.

(10) Develop policy for compassionate crew transfers.

(11) Transfer of Traincrew within the Citytrain network will occur on the basis of seniority within the relevant classification.

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As a general principle traincrew quarters should be provided for the sole use of employees who are to be domiciled for short time spans between shifts of duty, e.g. traincrews, on board staff, truck drivers etc. Separate amenities should be provided for female employees.

The use of such quarters by other permanent or semi-permanent employees should occur only after agreement with effected staff or their representatives.

Staff using quarters have an obligation to consider the needs of others utilising such amenities, to keep noise to an acceptable level and to ensure they are kept clean and tidy.

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The standard and design of traincrew quarters will be the subject of consultation between QR, Unions and traincrew depot representatives and are to conform with the Building Code of Australia.

The design of new quarters is to ensure the minimisation of noise, and conform with other traincrew requirements in relation to stability and layout.

The locality of new quarters will have to be assessed on a location by location basis, though as a general rule should be neither too far from sign on/sign off facilities nor too close to sources of disturbing noise, i.e. shunting yards, main roads etc.

The use of Motels/Hotels by QR for traincrew laying off between workings is to be the subject of consultation and agreement between QR and appropriate Union representation and the affected staff.

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(a) Bedrooms

• (i) Traincrew are to be accommodated in separate single bedrooms.
• (ii) In recognition of the importance complete bedroom darkness plays in the facilitation of sound sleep during the day by drivers appropriate devices, such as shutter blinds, should be fitted to windows to enable full darkness.
• (iii) Bedrooms are to be fitted with air conditioners with cooling and heating capacity.
  Where alternative air conditioning systems which do not have both heating and cooling capacity are currently installed, these will be replaced in accordance with an agreed replacement program.
• (iv) Bedrooms are to be of adequate dimensions.
• (v) Beds and mattresses are to be of an agreed construction size, e.g. 3/4 size.
• (vi) Adequate hanging space for clothing etc. is to be provided.
• (vii) Individual reading lamps are to be provided.
• (viii) Bedrooms are to be fully carpeted.
• (ix) Noise insulated.

(b) Hallways

• (i) Hallways are to be equipped with adequate lighting.
• (ii) Hallways are to be fully carpeted with thick underlay to reduce noise, though other flooring material may be used where this is agreed.

(c) Kitchen

With due cognisance to the number of employees utilising quarters the following kitchen equipment is to be provided:

• (i)     Modern gas/electric stove or hotplate.
• (ii)    Microwave Oven.
• (iii)   Air filter/extraction equipment.
• (iv)   Adequate sized refrigerator/freezer.
• (v)    Electric kettle.
• (vi)   Electric toaster.
• (vii)   Adequate provision of tables and good quality padded seating.
• (viii)  Good quality tiles or vinyl flooring.
• (ix)   Adequate air conditioning with cooling and heating capacity.
• (x)    Full screens.
• (xi)   Tucker Box racks.
• (xii)  Kitchen utensils.
• (xiii)  Hot and cold water.

(d) Amenities/Lounge Room

• (i)   Good quality lounge type seating.
• (ii)  Colour television.
• (iii)  Provision of tables for recreational activities.
• (iv)  Adequate air conditioning with cooling and heating capacity.
• (v)  Vinyl or tiled flooring.
• (vi)  Fully screened.
• (vii) Noise insulated.
• (vii) Adequate air conditioning with cooling and heating capacity.

(e) Bathroom/Laundry

• (i) A clothes drier will be provided for the drying of towels.

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Two Person crewed trains will be worked by a driver and a driver’s assistant or trainee driver competent to work as a driver’s assistant both of whom will operate from the leading locomotive.

With the exception of trains which are single person crewed, driver only operated, three person or two driver operated, all trains will be operated by a two person crew except where matters of safety demonstrate otherwise.

In the case of roadside trains and shunting trains where it is impracticable for the two person crew to effectively operate those trains, suitably qualified assistance will be provided. Where practicable, such assistance shall be drawn from other traincrew.

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All two person crewed trains will be equipped with two way radios for the purpose of communication between the locomotive and the crew member on the ground.

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Two person operations will be restricted to areas covered by "absolute block" safeworking systems or in ordinary train staff and ticket territory where a telephone block is instituted to ensure "absolute block" working.

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The operating procedures for Two Person Crewing will be contained in the Train Operations Handbook.

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"Two Driver Operation" means the operation of a train by two qualified locomotive drivers who share both the driving and operational responsibilities.

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(1) Team Work - Both locomotive drivers will work as a team and will equitably share all duties associated with the operation of their train.

(2) Team Leader - The locomotive driver who has been classified or appointed longer will be deemed to be the team leader for the duration of the Two Driver shift of duty. The team leaders role differs from the second drivers role only in those extraordinary operational circumstances where a leadership decision may be required.

(3) Control of Train - The locomotive driver physically driving the train at a particular point in time will be identified as being in control of it in an operating sense. The Train Controller is to be advised of the name of the locomotive driver driving the train both at the commencement of the journey and at changeovers enroute.

(4) No Change of Duties or Role for Traincrew - Two Driver Operations will not bring about a change of duties or roles for the crew of such trains.

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Sharing of Driving Time - Driving time, which is the length of time each locomotive driver is to drive the train, is to be equitably shared between the crew. The equitable sharing of the driving task is to be the subject of agreement, through the established consultative process, on a corridor by corridor basis.

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The driving team will share a time and occurrence sheet developed to meet local operating needs.

Details of the running required to be entered by the locomotive drivers of a Two Driver Operated train will be confined to recording the departure time from the commencing station and the arrival time at the destination station, and any 'unusual occurrence' stops enroute. Where required by Queensland Rail times at all block or train order station will be shown whether the train stops or not.

Arrival and departure times from loadouts and unloading points are also to be recorded.

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(1) The non-driving locomotive driver is to be responsible for the trains documentation, including:

• (a) Train Lists
• (b) Dangerous Goods Documentation
• (c) Stock Permits
• (d) Time and Occurrence Sheet
• (e) Consignment Notes
• (f) Weighbridge Tapes

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(1) Normal Operational Duties - Two Driver Operations crews will be required to carry out normal operational duties enroute including shunting, road side, and train examinations.

(2) Driver unable to carry out tasks - In situations where drivers may be unable to carry out shunting or other physical operational tasks QR will endeavour to roster these employees into appropriate driving teams to allow such work to be carried out by the capable second driver.

(3) Shunting Tasks - Classified locomotive drivers at the time of commencement of Two Driver Operations who do not possess the competence to enable them to carry out any shunting tasks enroute associated with the operation of their train may:

• (a) Elect not to undertake training to enable them to obtain competence in shunting.
• (b) Provided that at such locations as may be identified prior to implementation of Two Driver Operation it may be necessary for locomotive drivers to carry out shunting tasks to satisfy operational requirements.

This requirement will be identified through the consultative process established at Clause 7.9 of this Agreement.

(4) Extraordinary or Emergency Circumstances - All locomotive drivers will be required to conduct, or assist to conduct shunting in extraordinary or emergency circumstances enroute. For example, detaching crippled/unserviceable rollingstock or making good a parted train etc.

(5) Coal and Minerals Operations

• (a) The non driving locomotive driver is to assume the train loading or unloading duties at loading or unloading points in accordance with the applicable operating manual.
• (b) Two Driver crews will not change functions during loading or unloading operations except in extraordinary circumstances such as breakdowns or derailments.

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Additional training will be provided to locomotive drivers who are required to work Two Driver Operations upon the outcomes of a Training Needs Analysis at each depot.

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Should situations arise whereby some locomotive drivers working in Two Driver Operations are unable to work as a team due to personal difficulties, the resolution of each situation will be treated on its merits through consultation between Queensland Rail and Workplace representatives, in conjunction with a staff counsellor if so required.

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Prior to the implementation of Two Driver Operations on any section of line consultation upon local issues involving State and Local representatives will take place. Such local issues will include:

• (a) Rosters
• (b) Timetable arrangements
• (c) Local operating considerations
• (d) Depot staffing effects
• (e) Conduct of trials
• (f) Quarters
• (g) Shunting enroute
• (h) Extended away from home workings

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(1) Type of Locomotive - Where available air conditioned DOO modified diesel electric locomotives will work Two Driver Operated trains upon corridors over which they normally travel, however, it is recognised that in some circumstances other classes of DELs will need to be utilised at times. All classes of electric locomotive are suitable for Two Driver Operations.

(2) Type of Locomotive when working extended shifts - DH and 1620 class DELs will not be utilised upon extended shift workings by Two Driver Operated Crews.

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The operating procedures for Two Driver Operations will be contained in the Train Operations Handbook.

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(1) "Single Person Operation" is the operation of a train by the driver as the sole person in the cab of the locomotive but with the assistance of other classifications on the train. Single Person Operation will apply to the Drivers of Electric Multiple Units, Inter City Express Trains, locomotive hauled Suburban Passenger Trains and Rail Cars.

(2) "Driver Only Operation" (DOO) is the operation of a train when the driver is the sole, responsible operating person on the locomotive. The operation of driver only operated locomotives hauling Long Distance Air Conditioned Passenger Trains will be deemed to be DOO.

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(1) Except where specified all trains and locomotives may be crewed by a driver only.

Consultation upon local issues involving State and Local Representatives of Unions and of the Chief Executive will take place prior to the introduction of DOO and single person operation on any section of line. These negotiations will include:

• Communications
• Signal Sighting
• Quarters
• Emergency Procedures
• Loco Operating Procedures
• Train Operations Safety Systems

(2) In addition to the existing planned introduction of DOO between Rockhampton-Mackay-Townsville/Ipswich-Toowoomba and on Freight Services in the Brisbane area, the parties agree to implement DOO in the following areas during the life of this Agreement after 8.2(1) above has been carried out:

Coal and Minerals Operations

When appropriate safety procedures have been developed and implemented DOO will be introduced on the following corridors without a system to prevent trains from passing signals at stop:

• Bluff/Coppabella/Moranbah/Dysart yard movements
• Yukan - Jilalan - Hay Point/Dalrymple Bay Coal terminals
• Pring - Merinda - Abbott Point
• Mt Miller/Callemondah/Gladstone/Ports/Parana

Freight Operations

When appropriate safety procedures have been developed and implemented DOO will be introduced on the following corridor without a system to prevent trains from passing signals at stop:

• Townsville - Cobarra (nickel trains)

(3) Extension of DOO Non-Signalled Areas (Dark Territory) - The parties are committed to extend the implementation of Driver Only Operation of locomotives and trains over suitable non-signalled (dark territory) corridors during the second year of this Agreement. This commitment is conferred by part 8.2(1) of this schedule above.

Provided that prior to extending DOO over such suitable corridors a joint assessment of the associated operational considerations and safety risks will be conducted. The outcome of this assessment will determine the operating basis upon which DOO will be implemented.

Issues to be examined during this joint assessment will include:

• Train Safety
• Driver alertness/vigilance
• The availability of train stop technology for these areas including a costs/benefit analysis
• Communications
• Operating procedures
• Safeworking procedures
• Emergency procedures

The abovementioned analysis will be carried out on a corridor by corridor basis involving state and local union representatives, and representatives of Queensland Rail.

The non-signalled corridors over which Queensland Rail proposes to extend DOO include:

As part of this assessment process, the parties agree to undertake a joint study and investigation of the technology that is available to enhance train operations safety for Driver Only Trains.

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(1) Conditions of Operations - DOO trains will be restricted to the conditions as provided for in the DOO manual or relevant procedure manual.

(2) Initial Shifts of DOO

• (a) Each driver will be provided with another traincrew in a passive role for the first six (6) shifts that such driver operates a DOO locomotive/train.
• (b) Such second person will remain in the passive role except in the event of an extreme emergency when the driver may require the second person (non-working) to provide assistance.

(3) Partially Incapacitated Drivers - Drivers who have been certified by the Railway Medical Officer as fit to resume driving duties but not fit to carry out DOO will be provided with another traincrew provided that the illness that requires the provision of such second person is of a non-permanent nature.

(4) Locomotive Upgrading - All DOO locomotives will be modified to the standard recommended by the Locomotive Cab Committee prior to their use as locomotives hauling single person and DOO trains.

(5) Signal Upgrading - The signals on each section of the track over which DOO locomotives/trains are to work will be upgraded (should this be necessary) to the satisfaction of the Signal Sighting Committee prior to the implementation of DOO on that section.

(6) Reliable radio communication between the locomotive cab, ground staff and the signal cabin (if applicable) will be provided.

(7) CTC - Where Centralised Traffic Control (CTC) is to be installed it will be fully commissioned prior to the commencement of DOO on that section.

For DOO in CTC areas a system to prevent a train passing signals at stop will be provided, except as provided for in this Agreement.

(8) Station Protection - Station protection equipment will be fitted to all stations in sections where DOO will operate.

(9) Change Point Platforms - Change platforms suitable for electric locomotives will be provided at major depot change points where these locomotives operate.

(10) Emergency Procedures - A management/union committee will examine and recommend procedures that should be carried out by relevant employees in the event of an emergency involving a DOO locomotive/train. Such procedures will be contained in the DOO operating manual.

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(1) Health Failure Scheme

• (a) DOO drivers will receive a medical examination each 12 months irrespective of their age in accordance with QR's traincrew medical policy.
• (b) Unless a driver has undergone such medical examination within the proceeding 12 months, the driver will be medically examined prior to that driver commencing DOO.

(2) Train Controller's Course - Train Controllers will receive additional training in matters arising out of DOO.

(3) Review of Relocation Arrangements - During the period of introduction of DOO throughout the state, a committee of management and union representatives shall initially review and then monitor the arrangements for the relocation of traincrew made surplus by the introduction of DOO.

(4) Training - All drivers in a depot from which driver only operated trains will be crewed shall be given the opportunity to qualify for DOO.

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DOO crews will be rostered on local working as required.

Where DOO crews are rostered on shed duties the roster is to be developed to enable two DOO drivers to assist each other where necessary in circumstances where a driver’s assistant or other competent person is not available.

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No traincrew employee will have their employment terminated as the result of Driver Only Operation.

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Drivers of the Spirit of Capricorn and DOO Long Distance Air Conditioned Passenger Trains who work in excess of 260 kilometres on such trains will be provided with a meal.

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The operating procedures for Driver Only Operations will be contained in the Train Operations Handbook.

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A "Driver Only Operated Shunt Locomotive" is a shunting locomotive operated by a qualified driver who is the sole person in the cab operating the locomotive except in tuition circumstances. The driver may be assisted during the shunting operations by qualified shunting staff. The qualified shunting staff can provide assistance, including visual assistance, to the driver including from within the locomotive cab.

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(1) Queensland Rail will introduce Driver Only Operated Shunt Locomotives progressively throughout the State in consultation with State and Local Representatives of the Unions.

(2) Prior to the introduction of Driver Only Operation upon shunt locomotives at any location:

• (a) An examination will be made of local operating considerations.
• (b) Local operating procedures will be developed in consultation between QR and the employees involved. These local operating procedures will be recorded in writing and issued to those employees who are to work with Driver Only Operated Shunt Locomotives.
• (c) Consultations will take place with affected employees and their representatives to resolve all matters in relation to surplus staff in accordance with subclause 9.4.
• (d) The agreed radio system will be installed in accordance with subclause 9.6(5).
• (e) All employees to be directly involved in Driver Only Operated Shunting operations will be trained in the necessary procedures.
  It is recognised that the quantum of training over and above the shunters core training required at each location may differ depending on the operating conditions. However, it is agreed that no competent employee will be refused transfer or promotion to a particular location as a result of not being qualified to work with Driver Only Shunt Locomotives.
• (f) A trial will be carried out. This trial will normally be of 24 hours duration on a day of the week agreeable to the parties and will be extended if requested.
• (g) An evaluation of the trial will take place. Implementation will only occur when it is agreed that the trial was successful and any safety concerns raised have been satisfactorily addressed.

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(1) The following classes of locomotive are suitable for Driver Only Operation of Shunt Locomotives.

1700/1720

All DOO modified locomotives as agreed on a yard by yard basis.

(2)The suitability of a locomotive for Driver Only Operation upon a particular shunt will be determined on a yard by yard, location by location basis.

(3)Other classes of locomotives will be adapted for Driver Only Shunting only after such a need is identified and any cab modifications determined as necessary by the DOO Cab Committee are carried out.

Locomotives of the 1600 and 1620 classes will not be utilised for Driver Only Operated shunting.

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(1) No driver, driver’s assistant, or shunting grade employees will have their employment terminated or be required to relocate as the result of the introduction of Driver Only Operated Shunt Locomotives.

(2) Any employee displaced as a result of the introduction of Driver Only Operated Shunt Locomotives will be provided with other work in grade within their location. Should this not be possible other alternate work will be provided for them at their location.

(3) Locomotive crew who are identified as health failures, or who are in receipt of concessional working, and are displaced from a shunt locomotive as a result of the introduction of Driver Only Operations will be provided other work in grade in their depot should it be available.

If this is not possible other alternate meaningful employment will be provided to them at their location.

(4) Displaced employees will have their employment options discussed with them in accordance with the guidelines laid down in consultation with unions.

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(1) Marshalling of Locomotives - As a general principle locomotives will be marshalled to provide drivers with the best vision in the direction opposite to which the shunting gang normally work. The most favourable direction of travel will be determined during trials of each locomotive to be Driver Only Operated and they will be marshalled accordingly.

Recognition will be given to locomotives which are regularly turned as a result of normal shunting operations and at the first opportunity these locomotives are to be remarshalled to the most favourable direction of travel.

Safety considerations will be of utmost importance at all times.

(2) Vigilance Control System (VCS) - The locomotives Vigilance Control System must be functional at all times to assist the Driver's vigilance.

In the event of the VCS becoming defective repairs will be effected or the locomotive exchanged.

If repairs to the locomotive cannot be effected, or the locomotive cannot be exchanged, another traincrew will be provided in the locomotive cab to assist in the driver's vigilance.

(3) Signalling - Two way radio communication will be the principal form of signalling and communication between the driver and ground staff.

Hand and light signals should only be used to supplement radio signalling where vision can support such arrangements, as previously arranged with the driver or in emergency situations.

Communications by radio will be carried out in accordance with the procedures that have been developed and in which those employees working with Driver Only Operated Shunt Locomotives have received instruction.

(4) Communications - Radio communications must be used by ground staff to fully inform the driver of those facets of the shunting operation which will assist the driver and ground staff to safely and efficiently carry out their duties. This will include:

• Advice of movements to occur.
• Advice of distances to travel to obstructions.
• Calling signal indications where necessary.
• Advising of clearances where necessary.
• Protection of road crossing etc, where necessary.
• Advice when hand signals will be used.

(5) Responsibility - The transmission of signals and information to the driver is the principal duty of the foreman, shunter in charge or equivalent position.

The driver is to acknowledge the receipt of signals from the shunting gang.

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(1) Shunting staff will be equipped with an agreed portable UHF or VHF radio that will be carried on their person by means of a strap, harness or belt.

A remote speaker/microphone will be fitted to the portable radio, to allow as much hands free operation of the radio as is practicable.

(2) Locomotives utilised for Driver Only Operated shunt operations will be fitted with "Hands Free" train, transportable radios, or portable radios at times of breakdown. These radios may operate on either UHF and VHF frequencies.

When portable radios not equipped with hands free equipment are used at times of breakdown, they are to be used for a limited period. A limited period is defined as the shortest practical time within which the breakdown can be attended to, up to a maximum of 24 hours.

(3) Radio equipment will be operated in accordance with the operating procedures developed for use during Driver Only Shunting, and as contained in QR's Operating Procedures Manual.

(4) In the event of a radio equipment failure on the locomotive immediate steps should be taken to have the faulty equipment repaired or replaced where practicable.

Where this is not practicable a replacement radio or locomotive will be provided if available.

In those circumstances where a suitable radio or locomotive is unavailable, the locomotive will be manned by two traincrew.

(5)Suitable radio systems, if not in existence already, will be installed at each location at which Driver Only Operated Shunt Locomotives are to be introduced. During this process drivers and Shunting staff will be provided with a separate and distinct radio channel from yard administrative employees and frequencies upon which mainline trains in that area operate, unless this is agreed as being unnecessary.

It is acknowledged that the trials may identify yards and/or circumstances which will require separate radio frequencies for each shunting locomotive simultaneously operating here.

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The parties to this agreement support the recommendations contained in the Hall Report and are committed to their examinations and implementation in accordance with the agreed methodology.

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The operating procedures for Driver Only Shunt Locomotives will be contained in the Train Operations Handbook.

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(1) Relief Traincrew Pools - A pool of selected traincrew who have applied to work periodically away from the home depot to provide supplementary crew resources at regional depots.

(2) Temporary Relief Transfer - A temporary relief transfer is where a relief pool traincrew is required to reside away from home for shifts of duty which will facilitate operational requirements of the region and which are not provided for on the home depot roster sheet.

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Relief traincrew pools will be established, by traincrew who apply and are accepted for the purpose of optimising traincrew services at locations affected by seasonal traffic volumes and/or temporary staff shortages.

Specific procedures will be developed and be contained in the Local Operating Procedure Manual for each relief traincrew pool that is established.

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Rostering - It is the aim of QR to roster Relief Traincrews away from home on a weekly basis. However, where the need arises periods of less than or in excess of a week will be rostered. Relief Traincrews will not be rostered away from their depot for a period in excess of a fortnight, unless mutually agreed between the employee and Queensland Rail.

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Relief Traincrews will be rostered a minimum of 12 hours off between shifts at the temporary depot.

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Queensland Rail will provide the means of travelling to and from the temporary depot if required. The mode of transport will be at the discretion of Queensland Rail but will exclude travelling spare in locomotive cabs or guards vans. Standardised time allowances for travelling to and from all locations where motor vehicles are utilised, will be agreed by all parties concerned.

Relief Traincrews may use their own vehicles to travel to the temporary depot.

Reimbursement for use of private motor vehicle will be in accordance with the relevant Queensland Rail Employee Relations policy.

Payment for travel time to the relief depot will be in accordance with the Travel Allowance within Australia Policy.

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Procedures for the working of mobile traincrews will be contained in the relevant Local Operating Procedure Manual.

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Quarters - Where Two Driver Operations Standard Quarters are available such quarters will be utilised. In these situations meals will not be provided and employees will be reimbursed with the equivalent amount of meal allowance payment in accordance with the Queensland Rail Travelling Allowance Within Australia Policy.

Other Accommodation - In circumstances where Two Driver Operation standard quarters accommodation is not available, Queensland Rail will either provide employees with alternative Hotel/Motel accommodation or reimburse the employee the equivalent amount of accommodation component contained in the Queensland Rail Travelling Allowance Within Australia Policy.

Meals - In circumstances where Two Driver Operation standard quarters accommodation is not available Queensland Rail will either provide the employee with appropriate meals or reimburse the employee the equivalent amount of meal allowance payment as set out in the Queensland Rail Travelling Allowance Within Australia Policy.

Incidentals - For each day away from home station, an Incidental Allowance will be paid in accordance with the Queensland Rail Travelling Allowance Within Australia Policy.

For the purpose of Living Away from Home Allowance, the payment shall apply from the commencement of the temporary relief transfer to the cessation of the transfer at the home depot.

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The parties agree that the South West Train Operation area contains market variables which standard Traincrew procedures and conditions do not adequately address in relation to maximising productivity and satisfying employees needs. Specific issues which affect maximum efficiency are the diverse geographic locations of customer products and the extreme variations in demand caused by seasonal factors.

To this end the parties are committed to providing a framework which is consistent with Two Driver Operations requirements through which the operation of trains in the South West Freight Region can be utilised more practicably and efficiently.

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Mobile Pool - The parties agree to the establishment, through consultation of a Mobile Pool of Train Drivers for the South West Freight Region.

The purpose of the mobile pool of drivers is to optimise traincrew services in the South West Freight Region at locations affected by seasonal traffic volumes and/or temporary staff shortages.

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The key Issues are:

• Establishment of a Mobile Pool of Train Drivers with the view to providing more flexible services to facilitate the complex business demands of the South West Freight Train Operations.
• Application of appropriate living away from home allowances.
• Self driving of motor vehicles where required.
• Increased worker autonomy

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(1) Mobile Pool Train Drivers - Train Drivers who have applied for and have been accepted into the Toowoomba Mobile Pool and all train drivers or Trainee Drivers located at Goondiwindi where rostered as such.

(2) South West Freight Region - That area of track Toowoomba and west covering the Darling Downs and Maranoa excepting the section of track west of Roma.

(3) Temporary Mobile Transfer - A temporary Mobile transfer is where a mobile pool driver is required to reside away from home for shifts of duty which will facilitate the operational requirements of the South West Freight region and which are not provided for on the home depot roster sheet.

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(1) Locomotive Drivers from Toowoomba who apply and are accepted into the Toowoomba Mobile Pool and all Locomotive Drivers located at Goondiwindi, where rostered as such, may be temporarily transferred as Mobile Pool Drivers within the South West Freight Region to meet operational requirements.

(2) Rostering - It is the aim of QR to roster Mobile Pool Drivers away from home on a weekly basis. However, where the need arises periods of less than or in excess of a week will be rostered. Mobile Pool Drivers shall not be rostered away from their depot for a period in excess of a fortnight, unless mutually agreed between the employee and Queensland Rail.

Mobile Pool Drivers shall be rostered a minimum of 12 hours off between shifts at the temporary depot except in circumstances as outlined in sub clause11.5(3)(b)(ii) below.

(3) Travelling to and from Temporary Depot -

• (a) Queensland Rail will provide the means of travelling to and from the temporary depot. The mode of transport will be at the discretion of Queensland Rail but shall exclude travelling spare in locomotive cabs or guards vans. Standardised time allowances for travelling to and from all locations where motor vehicles are utilised, shall be agreed by all parties concerned.
• (b) Where Mobile Pool Train Drivers either self drive or travel spare to or from the Temporary Depot, the following conditions shall apply:-
  (i) Where the period of duty including travelling time does not exceed the limitation of hours set out in the Queensland Rail Award State it shall be considered a continuous shift.
  (ii) To help avoid hours worked in excess of the TDO limitation of hours provisions, mobile pool drivers shall be booked off under 12 hours at the temporary depot in unavoidable limitation of hours provisions.
  (iii) In the event of a disruption to the train services, the Mobile Pool Train Drivers rostered as per sub clause 11.5(3)(b)(i), and unable to complete the rostered shift within the Queensland Rail Award-State limitation of hours provisions shall be booked off duty at the Temporary Depot in accordance with sub clause 11.5(3)(b)(ii) of this agreement.

(4) Self Driving - Employees provided with a QR vehicle may be required (provided the employees has the necessary driving qualification) to drive such vehicle to and from the rostered destination.

(5) Living Away from Home Allowance - the parties agree that the conditions outlined below are intended to replace the temporary transfer conditions contained in clause S1.3 of the Queensland Rail Award-State. In this regard the conditions provided by this agreement shall only apply when the employee is on temporary mobile transfer from the home depot as part of the Mobile Pool.

• (a) Quarters - Where Two Drivers Operations Standard Quarters are available such quarters will be utilised. In these situations meals will not be provided and employees will be reimbursed with the equivalent amount of meal allowance payment in accordance with the QR Travelling Allowance Within Australia Policy.
• (b) Other Accommodation - In circumstances where Two Driver Operation standard quarters accommodation is not available, QR will either provide employees with alternative hotel/motel accommodation or reimburse the employee an equal amount to the accommodation component contained in the QR Travelling Allowance Within Australia Policy.
• (c) Meals - In circumstances where Two Driver Operation standard quarters accommodation are not available QR will either provide the employee with appropriate meals or reimburse the employee the equivalent amount of meal allowance payment as set out in the QR Travelling Allowance Within Australia Policy.
• (d) Incidentals - for each day away from home station, an Incidental Allowance will be paid in accordance with the QR Travelling Allowance Within Australian Policy.
• (e) For the purpose of Living Away from home Allowance, the payment shall apply from the commencement of the temporary mobile transfer to the cessation of the transfer at the home depot.

(6) Signing On and Off - The parties agreed that where a station is unattended or where station staff are not rostered to coincide with the mobile pool drivers working times, such pool driver in conjunction with the Train Control Officer, may sign themselves on/off duty.

(7) The parties agree to monitor and review the operation of this part of the agreement nine months from the date of operation.

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• Rockhampton - outgoing crews will prepare own locomotives and trains prior to departure where operationally sound to do so.
• Rockhampton - elimination of the requirement for an as required crew to prepare the outgoing ICE units with the outgoing driver of the ICE unit and a qualified assistant to do this work.
• Bundaberg and Maryborough crews to be taught the angle at Rocklands to facilitate turning of ICE trains etc.
• Emerald crews to work Freight services into the Goonyella system.
• Emerald and Rockhampton crews to work Freight oriented services to Boonal.
• Emerald crews to work services to Gladstone and return.
• Brisbane based crews to work services to Bundaberg and return.
• Mackay crew to work Freight services over the Goonyella system.
• Pring crews to work suitable services to Cobarra and return.
• Townsville and Charters Towers crews work suitable services to Pring.
• Charters Towers crews to work services to Nightjar and return.
• Inglewood/Roma crews to relieve and arrive trains at Harlaxton.
• Toowoomba crews to work to Goondiwindi.
• Brisbane crews to relieve and arrive trains at Harristown and Willowburn.
• Cairns/Mackay/Pring crews to work services to and from Townsville Jetty.
• Cairns and Townsville departing crew rostered on long distance passenger trains will prepare train at Portsmith and work from Cairns to Townsville.
• Cloncurry and Mt Isa crews will shunt on arrival at Mt Isa and Mica Creek.
• Mt Isa crews and/or Cloncurry crews will work services to and from Phosphate Hill.
• Mt Isa crews and/or Cloncurry crews will work services to and from Ernest Henry Mine should this work eventuate.

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• Agreement to co-operatively further extended shift working as a means to reduce lay offs in foreign quarters. This will involve the investigation of change jobs where appropriate.
• Outgoing crews preparing own locomotives and trains prior to departure where operationally sound to do so.
• "Two Persons" setting back of coal trains replacing the current practice of "Three Persons".
• Gladstone crews work to Boonal and Curragh and load train.
• Gladstone outgoing crews take over the train at whatever point, complete unloading/shops/provisioning/and work to Bluff/Moura Mine/Calide/Boundary Hill.
• Rockhampton crews to work Freight Services into Gladstone unload/load and return to Rockhampton.
• Pring crews work Pring-McNaughton-Bowen Coke work and return to Pring.
• Pring crews work coal services from the Newlands line to Cobarra or Townsville Jetty and return.
• Townsville and Charters Towers crews work any services as required into Pring.
• All Coal and Minerals depots work to all Mines, Ports, Depots.
• Triple Header operation of coal trains on Newlands/Collinsville corridor.
• TDO 12 hour shift to Cobarra and return.
• TDO 12 hour shifts sign on/sign off on the first portion of the journey to Newlands during inclement weather.
• 80 Kph running on all NCA traffic following the development of an 80 kph driving methodology.
• Coming ahead at Dysart to relieve all trains on arrival. This will become standard practice for all remaining lay off jobs with one policy for laying off at quarters.
• Freight Group Mackay crews will work any Freight services over the Goonyella system. (Note if necessary Coal and Minerals crews will assist with this working).
• Emerald and Rockhampton crews work all Freight services to Boonal.
• Agreement that locomotive crews or competent employees will couple and uncouple locomotives from Rollingstock in shunting yards from their trains.
• A driver only may relieve Two Man and Two Driver trains in the yard after completion of a tucker box job. This is a furtherance of the DOO Shunt Procedure.
• Make Up and Break Up of loaded trains in the yard by a Single Crew.
• Revise the "Movement of Locomotives by Pring Tradesmen" agreement (dated 1 March 1991) to allow further flexibility.
• Abolish the "Relief For Spare Travel/Waiting Time" agreement dated the 31 March 1993.

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• Multiple sign-on points to include senior drivers office and Bowen Hills when appropriate facilities have been provided.
• Traction and road tuition within each depot is to be developed to meet the specific business needs of Citytrain.
• Numbers and selection for tuition will be developed by union/management consultation.
• Selection for training requirements are to be developed in the same manner as traction and road tuition.
• Meal breaks to be taken at locations where boil up facilities are available.
• Splitting of Ipswich Depot - The current workings for Ipswich depot will be split into two business group specific depots for Freight and Citytrain business groups.

As part of this agreement Citytrain Guards will undertake additional customer service and security responsibilities.