The RTBU Loco Division is continuing to try and resolve a dispute with RailCorp about training for CountryLink drivers.

On February 20, the Locomotive Division attended a conciliation session at Fair Work Australia regarding the ongoing dispute with RailCorp about CountryLink training and assessment developments.

The conciliation was as a result of the Locomotive Division making application in FWA to have the matter dealt with as a breach of clause 133.1 of the RailCorp 2010 EA.

Clause 133.1 of RailCorp EA requires parties to agree, not merely consult, on competency-based training and assessment in CountryLink.

The Union expressed its concerns about RailCorp’s lack of consultation with the RTBU and our belief that what was being used and proposed was not in compliance with the Rail Safety Act s.21 which requires rail safety workers to be assessed as competent against Australian Qualifications Framework (AQF).

The outcome of the hearing was that the Locomotive Division would meet with RailCorp as previously agreed on Thursday February 23 to discuss RailCorp’s new draft Competency Management document for CountryLink. Agreed protocols and management of any future discussions are also on the agenda and both parties will report back to FWA and Commissioner Hamberger on March 5 to assess how the negotiations / consultation process are progressing.

The Division also remains in dispute with CountryLink on a number of other issues including 48 Class and ICE Radio training.

Retired official and delegate Ed Sullivan passed away on November 25.

Ed was very active in his trade union – the Australian Federated Union of Locomotive Enginemen (AFULE). He served as Branch Secretary of the AFULE for 17 years from the mid 1960s to the early 1980s, representing the Locomotive Crews based at Werris Creek.

During this time Ed’s tenacity, his oratory skills and (some would say) stubbornness allowed him to achieve a level of representation that won him the respect of both his workmates and managers alike.

Many an Engineman facing disciplinary action, or worse, was grateful that Ed’s representation on their behalf often resulted in a far more equitable outcome. During that time Ed also served as a Divisional Councillor on the AFULE’s peak governing body, representing all of the depots in North Western NSW.

Such was the esteem that Ed was held in by his workmates, and the level of gratitude for the work that he had done in representing them over such a long period of time, a request was made to the AFULE to bestow Life Membership on Ed at the end of his tenure.

This was granted and this privilege, which is normally only bestowed upon a member’s retirement from the industry and trade union, was awarded to Ed whilst he was still working as a Locomotive Driver – a very rare honour indeed.

Prior to retirement in the mid 1990s, Ed once again stepped up to the plate on behalf of his union and the men at Werris Creek, and represented them as their Branch Secretary – a fitting end to a long and proud career as an Engineman and a Trade Unionist.

On behalf of the Locomotive Division a wreath was sent to Ed’s funeral and our condolences passed onto Ed’s wife Merle and his family.

“I always had the utmost respect for Ed’s work as a trade unionist and am so glad for the work that Ed and his generation did for those of us that came after,” said current Divisional Vice President and Werris Creek CountryLink Driver Bob Proctor.

RailCorp have introduced a new policy which now requires drivers to compile a “shift swap” form prior to any shifts being exchanged. Countrylink have enforced this policy on its drivers with no local-level consultation or regard for previous long-standing arrangements.

Under this system, drivers now have to attain the signature of the person they wish to exchange shifts with and submit this form three days prior to any swap. This is particularly difficult for drivers in country areas as many live great distances apart and may not actually see each other for extended periods owing to different shifts and book off days.

A dispute has been lodged over this policy and the RTBU has requested to meet with CountryLink to re-instate the previously agreed swapping arrangements.

The Memorandum of Understanding (MOU) for the two-man working of the GB6 diagram has been altered at draft stage to allow for one-man operations in certain circumstances. CountryLink were sent the amended version four months ago by the RTBU and they have failed to certify this agreement.

CountryLink’s inability to endorse the draft MOU has resulted in the RTBU maintaining the terms and conditions of the original MOU until the amendment is certified. This means if a driver on that run is unavailable due to illness, CountryLink must find another driver. With the Goulburn depot already understaffed, this has resulted in the cancellation of some services to Canberra.

A Dubbo organiser has moved quickly to ensure that CountryLink follows the Stable Rostering Code as track work starts affecting train arrival times on the Western Line.

Due to the track work, Dubbo XPT trains are tabled to arrive into Sydney later than usual for the next 9 weeks.

This means that Dubbo drivers will not be able to bring their train in from the Meeks Road XPT centre as usual. Taking into account the later arrival, drivers won’t have time to return their train and have the 7 hour period in barracks required under the Rail Safety Act.

CountryLink were informed of this issue months before the work started but had failed to amend the Dubbo depot’s diagrams to take the later arrival time into account. The diagrams required a change to drivers’ sign on time, but drivers instead had their rosters marked as “sign on to be advised”.

This would have been a clear breach of the Stable Rostering Code and a step back into the dark days of “pencil rostering”.

Thanks to the diligence of the Dubbo organiser, this process was stopped, correct sign on times were displayed on the roster and appropriate changes were made.

RailCorp and CountryLink have been trying unsuccessfully for some time now to convince drivers to carry out tasks that are not part of agreed preparation duties.

The latest effort appears to be an attempt to get drivers to carry out a number of CountryNet and MetroNet radio tests as part of the preparation of Xplorer trains.

There is clearly no time allowed for this testing and RailCorps’ own Train Operations Manual  (OMDT 406) doesn’t require these tests to be carried out.

RailCorp has been advised by the RTBU that if the testing of this equipment is to be included as part of a driver’s responsibilities the time allowance will need to be revisited. This is in accordance with Clause 124 of the RailCorp EA (2010), which stipulates that any change to an agreed procedure will require fresh time trials to be carried out.

As any loco driver using the Sydney to Melbourne track will know, extensive parts of it are in a disgraceful condition with extensive parts of the line affected by mudholes and buckled tracks.

Train drivers have told the 7.30 Report about their experiences and safety fears driving on the track.

CountryLink has warned urgent attention was required around certain track defects over nearly a third of the inter-capital line.

An 80kmh blanket speed has been posted along the entire track between Junee and Goulburn, due to poor track conditions.

The RTBU has continually raised the issue with the Australian Rail Track Corporation, who have responsibility for maintaining the track.

View part 1 of the report here and part 2 here.

The RTBU have recently succeeded in stopping CountryLink imposing sub standard training for Drivers in the Junee Depot. CountryLink had sought to issue a “map” to Drivers as a training tool for what amounted to over 100kms of new track, at least 40 new signals and associated infrastructure changes.

Their argument for this was that these Junee Drivers were ”driving past the new track all the time” and “should be familiar with the changes”. The RTBU had corresponded with CountryLink over this issue for several months in an attempt to pre-empt any issue from arising as the previous General Manager had provided assurance that consultation would occur with the Depot and the RTBU Executive prior to implementation. However, CountryLink ploughed ahead regardless which placed the Junee – Melbourne XPT Service under threat. This finally brought them to their senses and realistic training was agreed.

The RTBU extends its congratulations to the Junee Depot Drivers for achieving this victory, they stood as one in opposition to this proposal and accepted nothing less than adequate training. Thanks must also go to the Victorian Loco Division who supported our claim for adequate training.

The Loco Division has successfully negotiated for Grafton drivers to be paid what they deserve following several years of debate with CountryLink, IR & Payroll.

Drivers working the NT 34/35 service have long been entitled to additional payment of 53 minutes per shift for working this service. CountryLink has now agreed to pay drivers the time worked. This agreement is particularly important following a recent timetable change that saw the extra 53 minutes in the shift being worked increase by up to 1 hour and 16 minutes.

The Loco Division remained adamant that payment for all time worked with CountryLink be honoured.


During recent track work, the long standing agreement to man the SP35/32 Canberra service with two drivers (owing to the shift length) was breached under the guise of a “local agreement” enabling one driver only as the train did not complete a round trip.

Drivers rostered for this service were being re-rostered onto other work, which was in breach of the Stable Rostering Code as well as the MOU. The RTBU strongly opposed these actions to the point of dispute before gaining the full adherence to the original MOU.