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Friday, 30 October 1970


Mr Daly asked the Minister for the Army, upon notice:

(1)   Is the Marrickville Army Depot located in a thickly populated residential area.

(2)   Is it a fact that on many occasions representations have been made for the release of this land for residential development, but on each occasion the request has been refused.

(3)   In view of the grave shortage of land in the Sydney metropolitan area is there any reason why the Depot could not be transferred to a more appropriate site, and the land released to the State authorities for housing purposes.

(4)   In any case, will he arrange for a full and complete investigation into the matter with a view to releasing this valuable land for the purposes suggested.


Mr Peacock - The answer to the honourable member's question is as follows:

(1)   Yes.

(2)   No record is held by my Department of any recent representations made for the release of this land. In 1962 the honourable member asked a number of questions concerning the use being made by the Army of the CMF Training Depot at Marrickville. The Minister for the Army at that time gave an assurance that the site and accommodation was being fully utilised. This is still the case and no change is contemplated.

(3)   The retention of a centrally situated training depot is essential to cater for the large number of CMF members who reside in close proximity to the Marrickville Depot. In addition, current Army planning provides for a regular Army unit, now at Mascot to be relocated at Marrickville due to the development and expansion of civil aviation activities in the Mascot area.

(4)   In view of the above it will be apparent that no useful purpose would be served by such an investigation.

Primary and Secondary Products: Sales Promotion


Mr McEwen - On 15th September the honourable member for Mallee (Mr Turnbull) asked, inter alia, whether I would appoint efficient and accredited salesmen to travel overseas and continually engage in finding markets for our primary and secondary products. In outlining the role of the Trade Commissioner Service I commented that I had available figures on the publications which the Government regularly produces to bring before the notice of those in foreign countries products available from Australia and the advantage of buying from this country. I can now advise the honourable member that the Department of

Trade and Industry conducts the trade publicity campaigns overseas which include the production and circulation of trade publications in 100 countries and 14 foreign languages. The major publications are:

Austral News', a monthly trade promotion journal, 92,000 produced each month in 6 languages for distribution in 34 countries.

Australian Products for Import' is a quarterly trade bulletin aimed at commercial and import circles in European and United States markets; 40,000 published quarterly in 6 languages.

All the Best from Australia' is a commercially orientated journal circulated in the United Kingdom, lt is published 5 times yearly and is aimed at the promotion of food products to retail buyers, wholesalers, agents and the trade press.

Australia' is a quarterly trade information journal published in 5 languages with a circulation of 50,000 in 15 countries.

Australian Horizons' is a general trade publication to inform buyers and the general public of Australia's way of life and range of products. To date 1,250,000 copies have been produced in 1 3 languages.

Australia's Trading Economy' is an exposition of Australia's trading and economic structure as a background to trading attitudes. Its purpose is to develop an understanding of trading policies. It is for selective distribution in government, business, industrial and trade and financial media in overseas countries.

Manufacturing in Australia' gives an outline of Australia's capacity and performance as a manufacturer, lt is for general distribution among potential overseas buyers of manufactured products.

Buyers Guides' are reference brochures providing information on the standards of Australian primary products. They are distributed to importers of Australian primary products in many countries. They are printed in English and foreign languages.

Newspaper supplements are produced in conjunction with the overall promo tional programme. In 1969-70. 54 supplements were produced in 19 countries. (Question No. 1073) Civil Aviation


Mr Charles Jones asked the Minister representing the Minister for Civil Aviation, upon notice:

(1)   How many times in the last 5 years have pilots employed by (a) Qantas and (b) TransAustralia Airlines gone on strike.

(2)   What was the duration of each strike and the estimated loss of revenue in each case.

(3)   What were the claims of the pilots, and how many of their demands were agreed to as a result of each strike.


Mr SWARTZ (DARLING DOWNS, QUEENSLAND) * - The Minister for Civil Aviation has provided the following answer to the honourable member's question:

(A)   Qantas Airways Limited:

(1)   There have been three strikes in the past 5 years.

(G)   (a) The first strike took place from midnight on 24th November 1966 to 21st December 1966, a duration of 28 days. The estimated loss of revenue was $l2.4ra.

(b)   The' second strike occurred on 1 6th October 1969 and was for a period of 24 hours. The estimated loss of revenue was $154,000.

(c)   The third strike occurred on 1st May 1970. The duration was (2 hours and the estimated loss in revenue was $5,000.

(3)   (a) The strike in November-December 1966 which was called by the Australian Federation of Air Pilots arose out of claims for salary increases, the formulation of a comprehensive form of contract slating in full all the responsibilities and rights of pilots and the introduction of a formula pay system in line with that already agreed with the domestic airlines. Strike action was resorted to when the Federation of Air Pilots rejected an offer by Qantas of salary increases to pilots which was subject to the Federation agreeing to accept that the pilot crew of aircraft engaged on trans-Tasman operations should be reduced from three to two and for Federation members to conduct night landings into Djakarta.

Under the terms of settlement, Qantas agreed to put into effect the salary increase offer which had been rejected shortly before the strike began, procedures were agreed to settle the operational issues and to deal with the negotiation of a comprehensive new contract covering the rights and responsibilities of Qantas pilots and it was further agreed that new channels of communication and liaison would be established between the Qantas management and its pilots.

(b)   The strike by pilots in October 1969, concerned delays in discussions on a new pay contract which occurred because Qantas would not proceed with negotiations while a ban was being applied by pilots against working with so called instant captains. The stoppage was in the form of a protest. No concession was made by the company.

(c)   The strike in May 1970 occurred over the following issues:

(1)   The refusal of Qantas to take into account for superannuation purposes pay increases granted to pilots in February 1970 by the flight crew officers industrial tribunal.

(2)   The wet leasing by Qantas of Boeing 707 aircraft from Caledonian Airways for migrant charter flights.

In relation to (1) above it was finally determined that for the present, and pending an investigation by an interdepartmental committee, current salaries as defined in the Qantas staff superannuation plan be accepted for the purpose of employee/employer contributions, and also benefits including the guaranteed minimum benefit.

Concerning (2) above, while no change was agreed in the wet leasing of aircraft from Caledonian Airways, Qantas undertook to give further serious consideration to the possibility of dry leasing aircraft to provide additional capacity if required in the future.

(B)   Trans-Australia Airlines:

(1)   There have been two strikes in the past 5 years.

(2)   (a) The first strike involved 41 pilots employed on DC9 aircraft and took place from 1st March 1968 to 8th April 1968. The duration was 39 days and the estimated loss of revenue was $1.74m.

(b)   The second strike involved all pilots and occurred on 11th and 12 December 1969. The duration was 27 hours and the estimated loss of revenue was $200,000.

(3)   (a) The strike of March/ April 1968 concerned a claim by the pilots that the crew complement of DC9 aircraft operated by TAA should include a flight engineer in addition to the two pilots. This claim was rejected by TAA and the pilots returned to work without the claim having been granted,

b)   The strike in December 1969 occurred during negotiations on salaries and working conditions for pilots, which had commenced following the expiry of the Airline Pilots Agreement 1966, and the service upon domestic airlines of claims for a new award.

With respect to the salary claims, the employers offered salary increases of 16 per cent plus two annual increments, each of 3 per cent. The final settlement was on the basis of a 19 per cent increase plus two annual increments, each of 3 per cent.







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