(ii) did his Honour err in finding that arbitration about "the matter" before him had commenced?
3 In respect of the first question, Mr J Murphy of counsel, who appeared for the CTTA, did not seek to be heard on the question. Mr A Deardon, who appeared for Mail Call Couriers ("the sixth respondent"), adopted a similar position. Australian Business Industrial, ("the second respondent"), advised that it did not wish to participate in the proceedings. The remaining respondents did not appear in the appeal.
4 The Full Bench advised the parties that it had formed the view that an affirmative answer should be given to the first question and that it would provide its reasons in due course.
5 Mr AA Hatcher of counsel, who appeared for the TWU, relied upon three propositions in support of the second question (see [38]). We agree with counsel's second proposition, that what occurred on 8 September 2008 before his Honour, did not constitute a commencement of an arbitration when properly analysed. To the extent that Marks J came to a different conclusion, we find that his Honour fell into error.
History of the proceedings
6 The parties, with the assistance of his Honour in compulsory conference, reached agreement on all but one matter, which required arbitration. That matter related to a proposed variation to the operation of the safety net regime by the CTTA, whereby time worked was to commence when a courier actually picked up the first job of the day. The effect of this proposed variation was that the time taken travelling to the pick up point after the job had been allocated to a courier would be excluded, and thus, the overall quantum of the safety net payment owing to the courier reduced.
7 On 28 March 2006, his Honour varied the contract determination and fixed a timetable for the filing and serving of witness statements in respect of the safety net "issue". His Honour allocated four days for the arbitration of the matter commencing on 8 September 2008. At the commencement of the hearing on that day, the appellant attempted to have the application struck out on the basis that it was frivolous and vexatious. His Honour rejected this application. His Honour proceeded to engage in further conciliation and issued a Recommendation, rather than proceeding with a hearing in respect of the merits of the application. The Recommendation recorded proposals for amendment of the proposed Determination advanced by the CTTA and the appellant respectively. It also recorded a third version, "suggested for the consideration of the parties" by his Honour.
8 As it is important to properly understand how the proceedings progressed, it is helpful to set out the Recommendation made by his Honour on 8 September 2008:
... Each of the parties as they came to be divided in approach has formulated some words for consideration by all of the other parties and I will now proceed to put these on transcript.
The association's suggested wording is as follows:
"The relevant hourly rate set out in Schedule I for each hour or part thereof is determined by the time the contract carrier commences to travel directly to the first pick up or delivery of the day (whether allocated on that day or on a previous day) until the time of delivery of the final completed contract of carriage on that same day.
Each contract carrier is required to notify and to record the time of commencing to travel to the first pick up or delivery of the day in a manner determined by the principal contractor.
Failure by the contract carrier to notify and record such time as directed by the principal contractor will result in no entitlement to any safety net hours for that contract carrier on that day."
The union's suggested wording is as follows:
"The principal contractor may impose on the contract carrier an obligation to notify the principal contractor of the time the contract carrier commences to travel in order to pick up the first job of the day. Notification shall be by the means of communication or methods provided by the principal contractor.
The contract carrier shall be required to fill out a daily run sheet that identifies the commencement to travel for the first job of the day, any breaks taken throughout the day and the time of completion of the final contract of carriage of the day. The daily run sheet shall be supplied by the principal contractor as per its requirements and consistent with clauses 5.10 and 10.4.
The principal contractor shall provide at the contract carrier's request all documentation including daily run sheets relied upon by the principal contractor to determine the calculation of the daily safety net hours.
Failure by the contract carrier to comply with the requirement to complete the daily run sheets or the notification requirements may lead to disciplinary action."
I have suggested for the consideration of the parties a variation which is as follows:
"The safety net hours commence each day at the time the driver commences to drive directly to pick up the first job that day, whether allocated that day or previously, and finishes at the time of delivery of the last job that day.
Each driver must keep a record of the commencement time each day and tell the principal contractor of that time in any way and within such period as the principal contractor may reasonably require.
If the driver fails to do so he or she will not be entitled to have the safety net applied for that day."
In connection with the union proposal I note that the parties will need to give earnest consideration to the reference to the creation of daily run sheets and in particular written run sheets in the context of the operational requirements of a number of the contract companies, especially those which operate on a paperless basis.
In connection with the suggested wording which I have put forward I am conscious that my use of words such as 'driver' is not consistent with the remaining provisions of the contract determination. At some stage perhaps the parties might give some consideration to converting the contract determination to plainer English. In any event my suggested wording might be considered by the parties as something in the nature of a summary which could be made available to all drivers in order to ensure that they are fully informed as to the obligations imposed by them and as to the potential for the loss of access to the safety net which is featured in the versions put up both by the association and the union.
I will stand the proceedings over and they may be relisted before me by any party making contact with my Associate. I would hope that in the meantime each of the drafts is considered by a small working group consisting of representatives of all of the parties to make sure that the final agreement can operate in a practical sense given the variety of operating procedures used by a number of the courier companies.
If the parties reach agreement on a consent variation that can be forwarded to my Associate with notification of the consent of all of the parties and I will vary the contract determination in Chambers.
9 Mr Hatcher submitted that it was essential to observe that, at this point. the subject matter of the proceedings had changed entirely. No longer was there any suggestion that the time for the commencement of the operation of the safety net be changed. Each proposal was predicated on the existing requirement of this continuing. The issue was now one of whether, and how, a courier might be required to make a record of the time at which he or she was actually allocated the first job and commenced to travel to pick it up.
10 The Recommendation by his Honour provided that:
If the courier failed to record the commencement time, the courier would be disentitled for his or her hourly safety net payment for the entire day.
11 Counsel observed that this feature of his Honour's proposal would have effected a radical change to the system of remuneration under the determination, and indeed, would have introduced a regime totally unlike any applying under any other industrial instrument. It would have shifted the onus for the keeping of records of time worked to the courier, with a disqualification from safety net remuneration being the consequence of any failure to keep such records on any day.
12 On 18 December 2008, his Honour listed the matter for directions and was advised that there had been "broad agreement between the parties". His Honour stood the proceedings over for either directions or a hearing, if necessary, on 17 February 2009. On that day, his Honour was informed that no agreement had been reached. His Honour fixed the matter for a compulsory conference on 6 March 2009.
13 On 13 March 2009, the CTTA filed an amended application which closely reflected his Honour's Recommendation of 8 September 2008. This part of the history of the matter was not referred to in his Honour's decision.
14 On 13 March 2009, his Honour chaired a further compulsory conference of the parties. The proceedings were adjourned on the basis that, unless his Honour's associate was advised within 14 days that the matter had been resolved, his Honour would issue a certificate of failed conciliation.
15 On 27 March 2009, after being advised that the matter remained unresolved, his Honour issued a certificate of failed conciliation. By letter dated 1 April 2009, the TWU made an application under s 173. By letter dated 2 April 2009, the CTTA opposed this approach and the matter came on for hearing on 6 May 2009.
16 In rejecting the appellant's application pursuant to s 173 of the Act for disqualification, Marks J initially considered the provisions of Ch 6 of the Act. His Honour observed at [31] - [35] as follows:
[31] Chapter 6 establishes, in my opinion, a separate regime to deal with contracts of bailment and contracts of carriage. It provides for the binding force of Contract Determinations made by this Commission and contains other provisions dealing with Contract Determinations. There is also, under Part 3, the ability of representative parties to make contract agreements which may be approved by the Commission under s 325 and which creates binding provisions, which are enforceable.
[32] Within Part 4 of Chapter 6, there is a provision enabling the Commission to deal with disputes relating to breaches of contracts of bailment and contracts of carriage and other matters. Furthermore, under Part 5 of Chapter 6, there is provision for registration of associations of employing contractors, associations of contract drivers and contract carriers.
[33] Part 7 of Chapter 6 makes provision for the awarding of compensation in certain circumstances upon the termination of particular types of contracts of carriage. There is established by s 347 of the Act, which is contained within Part 7, a Contract Of Carriage Tribunal constituted by a Presidential Member of the Commission and, in certain circumstances, two persons nominated in accordance with that section. S 348 of the Act requires a compulsory conference to deal with claims for compensation by way of conciliation in the first instance and makes provision in s 349 for the arbitration of claims.
[34] The provisions of s 351, which is contained within Part 7 of Chapter 6, are, in my opinion, significant for the purpose of considering this matter. S 351 is in the following terms: