dwellings

Here is an extract from a newspaper, it gives details of the long buildings, "Ranch", in the foreground. Daily Mercury, Mackay, 10th December 1929. "Men arriving at Mount Isa looking for work have to register at the company's labor bureau, and attend there every morning, and when men are required the labor agent picks the men according to the class of labor required, such as carpenters, fitters, concrete men, etc. They do not object to men getting a job without going to the bureau, but they will have to go through the bureau before they can start work. After the men are picked they are given a note to the Doctor, and they have to be examined to see if they are medically fit to work for it does not matter what kind of work they have to do. After getting their certificate the Company distributes them where they are required. They are also given a brass ticket, with a number on it, and they have to show this ticket when they want a ranch ticket or their fortnightly pay. The company has provided temporary sleeping quarters. They are long and narrow buildings, built of corrugated iron and divided into small rooms. Two men share a room and all the rooms are numbered. No charge is made for these rooms. Permanent quarters are being built on a very large scale. The buildings will have forty bedrooms, each nicely furnished and containing a duchess, a wire stretcher, and wash stand. The buildings are enclosed all round with wire gauze netting to make them fly proof. I believe the Company intends to charge five shillings a week rent for these rooms."

Though the major periods of social infrastructure provision saw quite different company initiatives, the aim of management was the same: to markedly reduce the overall labour turnover of the workforce. The management of Mount Isa Mines used social infrastructure to attract and keep its most valued employees, mostly married employees, especially during periods of massive expansion in preparation for increased production. While the success of the company town of Isa Mines was limited in this respect, it did manage to retain a core minority of employees, with home ownership, government housing and support for local businesses, parts of a more strategic approach to consolidating the local labor market by transforming an outback bush town to the suburban norm of Australian coastal cities. This intended to stabilize the workforce for a mine that would last many decades. Mining company social practices at the time: These included rental housing and barracks, home ownership schemes and government-provided housing, both rental and for purchase. The operation and closure of the company stores, bank, and recreational facilities are also part of this, as is the operation of recreational areas to be utilised by all residents. The entire community of Mount Isa was a company town, built and controlled by one company. However the concept proved too difficult to sustain over the entire period to 1963 especially with the existence of the town of Mount Isa (Townside), whose residents and businessmen remained resolutely independent of the company. Sometimes “social infrastructure” such as accommodation, recreational facilities, and other employee programs are provided. Social infrastructure can take several forms such as barracks for single men, an entire township on company leases, or housing and facilities in an existing town. In some cases, social infrastructure has been provided by governments through the use of public money for this purpose has been generally controversial. Some industrial infrastructure provided by companies can also be used for social purposes, especially power stations, and dams. Source: researchonline.jcu.edu.au/39437/1/39437-kirkman-2011-thes...

Kennedy Bridge boasts a quirky history Wayne Heidrich 15 November 2020 A shipwreck and a politician in the last legal hour of his ministerial duties are quirky links tied to the history of Bundaberg’s Kennedy Bridge. Kennedy Bridge which has spanned Bundaberg’s Saltwater Creek for 121 years was opened by then Queensland Minister for Railways and Works, the Hon. J Murray on November 25, 1899. At the opening, Mr Murray commented about the delay in construction, which he said was caused by the shipwreck of the Loch Fergus near Dublin on its voyage from Glasgow. Mr Murray undertook the official opening of the bridge at 11 am, just one hour before the Premier, Mr James Robert Dickson tendered the resignation of his Ministry due to censure motions and political upheaval. In effect, opening the Kennedy Bridge was Mr Murray’s final act as a Minister. Following the official opening of the bridge and subsequent banquet, the official party adjourned to the banks of the Burnett River to view progress on the new Burnett River Bridge. Three spans of the bridge were largely in place as were all pylons associated with the construction. It was estimated that construction would be completed within 10 to 12 months. The group then travelled by launch – “Victor” – on an inspection tour to almost the mouth of the Burnett River. The quality of construction afforded the Kennedy Bridge was also reviewed prior to construction with the Brisbane Telegraph reporting the state government had reviewed the original loan terms which called for a “third-class structure with a loan period of 21 years”. The bridge was reclassified to first-class and the loan to Bundaberg and Woongarra Councils extended over a period of 40 years. Kennedy Bridge was constructed for a little under seven thousand pounds which equates to around $1.13 million in current Australian dollars. Steel span replaced dangerous wooden bridge Saltwater Creek was originally spanned by a timber bridge comprised of three sections and which was constructed in 1878. However, heavy traffic crossing the bridge, principally aligned with the local sugar refining industry and sugar plantations, had seen the bridge become unsafe. State Engineer for Bridges, Mr AB Brady, inspected the bridge in late 1896 and reported to the government on its deteriorating condition. Mr Brady said the wooden bridge which connected the municipality of Bundaberg and the division of Woongarra was of a very poor construction. “Generally, the main span is in a very shaky and dangerous condition, and is, in my opinion, unsafe for anything but light traffic. “All traffic is rightly restricted to a walking pace when crossing the bridge, but loads heavier than 4 tons, exclusive of the wagon, should not be allowed, and only one such loaded wagon should be permitted on the bridge at a time,” reported Mr Brady. He proposed that a single-span steel bridge be constructed on the upstream side of the existing wooden structure with the span to be 160 feet (49m) long and 25 feet (7.3m) wide with a single-lane pedestrian walkway. Mr Brady also recommended the new bridge be raised about one meter above the height of the old wooden structure. A local committee, the Kennedy Bridge Board, charged with selecting the site for the new bridge was provided with three options with the current option selected because of the alignment with Bourbong Street. Local business and transport interests were uninterrupted as the old bridge remained in use while the new bridge was under construction. Bundaberg Now acknowledges the contribution of Mr Merv Hopton in providing historical notes associated with the Kennedy Bridge. Source: www.bundabergnow.com/2020/11/15/kennedy-bridge-boasts-a-q...

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