Tasman Bridge

In May 2025 the Department of State Growth released plans to provide a connection underneath the bridge that will connect both sides of the bridge pathways. Cycling South would like to see:

• the path widened to 2.5m to accommodate the slope, curve and fencing along the edge, which reduces the usable width of a bicycle.

• the path connecting to Riawena Road widened and the fence set back

• the fencing on the connecting path under the bridge set 300mm off the edge of the path to provide additional handlebar clearance.

• Bollards in the middle of the path removed.

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For more detail and to provide feedback visit the website. 

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On the eastern shore short trips for walking and cycling are hampered by the lack of provision of safe, direct pathways to move between Rose Bay, Montagu Bay and Rosny Park. Historically 'goat tracks' had formed where people were already accessing the bridge along the verges of the Tasman Hwy. Clarence City Council has been working with the Department of State Growth to make improvements.

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South side access

In 2013 Clarence City Council, with funding from DIER, commenced construction of a concrete pathway alongside the Tasman Hwy from the Tasman Bridge to the overpass behind the Clarence Pool. 

In 2020 the path was extended to Montagu Bay Road (near the church) and provides an off-road alternative to Riawena Road.

In July 2022 plans were released for improvements to the Tasman Bridge which included widening the pathways to 3.5m, heightened safety barriers and upgraded maintenance infrastructure. 

In September 2024 Premier Rockliff announced the widened pathways would not go ahead and the project would be scaled back. The project will focus on:

• raising the height of the safety barriers on both sides of the bridge pathways

• improving pathway connections on the eastern and western shores

• installing passing bays

• exploring one-way pathway options with key stakeholders.

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Further information on the project can be viewed at Transport Services website

​The bridge in its current state has numerous safety issues that have resulted in serious injury and hospitalisations. 

1. Handlebars catching in the vertical struts of the railings due to the narrowness of the path, causing a crash and the risk of a rider falling over the top of the low railing into traffic;

2. Fixed objects protruding onto the path such as gantrys and service infrastructure that can cause injury when collided with;

3. Poor sight distance at three locations where the path bends which can result in riders colliding head on or going over the handlebars when braking heavily;

4. Buffering from the wind makes riding in a straight line difficult and increases the likelihood of a collision with railings or gantrys;

5. Inability to pass when wide bicycles (such as cargo bikes or touring cyclists with panniers) or mobility scooters users meet, requiring one to reverse back.

6. Path surface has a seam that can catch bicycle tyres and the surface has low skid resistance, which increases the stopping distance and can be slippery in the wet.

​Options for improving the bridge pathways and addressing safety issues include:

1. Handlebars catching - Use narrow profile railings with angled struts to provide additional clearance for handlebars and pedals. Incorporate a rub-rail so handlebars are not caught in the railing struts.

2. Protrusions onto the path - modify or relocate gantrys, services and abutments to eliminate squeeze points.

3. Poor sight distance on curved sections at either end of bridge - Where these curves are over land rather than water widen the pathways to 1.8m to allow people to avoid a collision. Increase transparency through the railings;

4. Buffering from the wind - It is desirable to have wind shields but these would increase wind loading on the bridge structure, which is not an option.

5. Inability to pass for wide bicycles/scooters - create additional passing bays  including at the apex where visitors seeking views of the city block the path as they attempt to take photos.

6. Path surface - The painted treatement on the metal plates has poor skid resistance and should be treated to improve grippiness. There is a gap between the concrete and metal plates that can catch a bicycle tyre and should be eliminated.

One of the options being considered is making the pathways one-way to address the inconvenience of having to stop and squeeze past a rider or walker coming in the opposite direction.

 

One-way paths DO address:

• Congestion from wide cargo bikes or mobility scooters travelling in the opposite direction that are unable to pass.

• Reduce interactions between people travelling in the opposite direction.

• Reduce the potential for collisions on the curves where sight distance is reduced.

 

One-way paths DO NOT address:

• most of the safety issues (crashes caused by handlebars getting caught, colliding with gantrys or wind buffering into the railing).

• getting caught behind slower riders, walkers or mobility scooters going in the same direction.

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New inconveniences one-way paths would introduce:

• riders on the eastern shore having to go under the bridge and ride up a steep hill to get to the opposite side pathway onto the bridge

• Not being able to choose a preferred side to ride based on wind direction.

 

​​What does the data tell us?

 

​Traffic on the bridge is tidal, including the pathways. The majority of riders travel east to west in the mornings (over 85%) and west to east in the evenings on weekdays. The movement is more even during the day and on weekends. The likelihood of meeting someone on the bridge coming the other way during peak times is minimal, particularly for those riding in the dominant direction. 

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Consideration needs to be given to the additional time, effort and distance detouring under the bridge on the eastern shore compared with the effort of passing someone on the bridge. 

 

Addressing safety issues If the bridge pathways are retained as two-way

Additional passing bays along the bridge would address the infrequent occasion of wide bikes or mobility scooters meeting. 

Improving sight distance on curves by modifying railings and widening the paths on the sections over land would reduce the likelihood of head-on crashes.

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The 2022 plans for the Tasman Bridge show a new direct connection from the Intercity Cycleway to the downstream path on the bridge, which eliminates the crossing of the Domain Hwy slip lane for those travelling to/from Hobart (although the slip lane crossing would continue to be more direct for riders coming from Glenorchy).

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In 2017 the underpass at the Tasman Bridge control room, which had been the site of several crashes and near-misses due to the poor sightlines, a tight corner and restricted space, was modified. State Growth moved the fence further back and widened the path, increasing clearances between riders and opening up the radius of the corner. These changes have helped reduce the likelihood of crashes.

 

Cycling South would like to see a bridge constructed over the East Derwent Hwy between Topham St and the path in front of Rose Bay High School to complete a significant gap by providing a direct connection between the bridge and Rosny Park, as well as a future Tasman Hwy cycleway. 

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In 2016, as part of the East Derwent Hwy interchange project, a shared path was constructed between the Yolla St overpass on East Derwent Hwy and  the Tasman Hwy overpass by Rose Bay High School.

 

In 2007 Clarence City Council cut into the embankment at Topham St to create space for a 2.2m wide shared path that links to the bridge and DIER relocated the fence on the approach to the bridge to create more space.

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