TMR actions indefinite single lane Kuranda bridge operation
Bridge users have reacted with anger after TMR indefinitely cut traffic flow across the Kuranda bridge amid speculation further weight limits could be imposed on the beleaguered structure.
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Motorists have reacted with anger following a quietly announced “precaution” to indefinitely halve traffic flow across the Kuranda bridge amid speculation further weight limits could be imposed on the beleaguered structure.
On Friday, Transport and Main Roads issued a notice to a select group stating “an issue” had been discovered with Macalloy post-tensioning bars on the bridge that were fitted to add extra strength after the bridge opened to traffic in 1963.
“As a precaution, a single-lane operation of the bridge will remain in place to ensure safety for the crew and road users,” the statement read.
Since 2020 lanes have been intermittently reduced but now TMR have abandoned a plan to end single lane operation of the bridge, which was meant to end on May 31.
The latest study on a long-term bridge solution is expected to be completed in late 2024 and follows an earlier investigation by Arup in 2021 which blamed the current problems on a 50 per cent increase in trucks using the bridge since it was built and “brittle steel” used in construction.
Kuranda resident and road safety advocate Ken Harley described the situation as a “mess,” that he blamed on poor planning and cuts to maintenance budgets.
“They opened the bridge and it revolutionised travel and it was really a big thing and everyone knew it has a 65 year life span,” he said.
“In the mid-1990s we would ask about the bridge and (replacement) study and we asked if they were banking the money for the new bridge because the steel is fatigued and its past its life.
“It just seems to be madness and they don’t have a plan when they knew time was running out and they let it go too far, it’s pretty irresponsible.”
Barron River MP Craig Crawford said ideally earlier intervention could have meant less headaches for drivers and delivery of a new bridge sooner.
“The issue here is people underestimated the significance of (the faults) and if we are doing to be critical of Main Roads they should have picked this up 10 years ago, not five years ago,” he said.
“That bridge didn’t have the escalation when needed 10 years ago.”
In 2015 fatigue cracks in several steel elements were discovered and engineers recommended replacing nuts and bolts on fixed and rocker bearings, as well as jacking up the structure to replace entire expansion joint bearings, but little action was taken before a 50.5 tonne load limit was imposed in 2019.
A total of $8.98m has been allocated for bridge fixes and a long-term solutions.
Building of a new bridge expected to take up to six years from a decision to build and is currently unfunded.
Mr Harley expected more headaches for motorists between now and the estimated six-year time frame it will take to fund, design and build a new bridge.
“We are on the way to very serious weight limits and that will mean big time traffic delays,” he said.
Mr Crawford confirmed further weight limits were part of a suite of options available to engineers trying to keep the ailing bridge open.
“There’s a couple of options, that could be imposing weight restrictions and it could be limiting the time heavy vehicles are on the bridge,” he said.
“(If it was) deemed unsafe for vehicles over a certain tonnage Main Roads will have to work with industry about alternative routes.
“It’s going to be a challenge for Main Roads as they are going to have to keep it operational for as long as they can.
“The last thing we want is to lose accessibility of the bridge.”
In February 2020 TMR imposed a load limit of 50.5 tonnes and since November 2020, commuters have been reduced to a crawl with traffic lights regulating vehicle movements.
Given an option to fix the bridge or build a new structure, 144 respondents to a 2023 survey opted for a new bridge and 51 preferred the major upgrade option.
But to date TMR has failed to indicate whether a new bridge will actually be built.
A BRIDGE BESET BY DIFFICULTY
When the new bridge over the Barron River opened in 1962 it was the first high-level bridge floodproof crossing of the riverever achieved.
Though an engineering marvel at the time, it has never been plain sailing 257m long structure.
Long before the current problems plaguing the bridge and even before the structure was built, mix-ups with the tender processbordered on the farcical.
In the late 1950s landmark Cairns engineering and shipbuilding company NQEA tendered for the contract.
But NQEA was denied a tender to build the bridge’s steel box sections and a Brisbane firm was awarded the contract.
“Then they found out the tender was awarded improperly and they put all the box sections on a boat to Cairns and there wasa reassessment of the tender and it was all sent back to Brisbane,” Kuranda resident Ken Harley said.
“They built box sections (were eventually) built in Brisbane and they came up to Kuranda.”
Then in 1962 tragedy struck at the Barron River construction site when workers Lionel Moody and Alexander Lucuz were killedby a falling bridge section.
Others who were seriously injured in the accident owed their life to the wives of the workers who were living in tents bythe river and swam out to rescue them.
Fast forward to more modern bridge troubles, in November 2023 during community consultation on the 60-year-old bridge, mostrespondents didn’t trust the existing bridge and don’t believe a major upgrade will completely fix the current issues, accordingto the Transport and Main Roads survey.
The temporary bridge that is required during construction of the major upgrade was not well received but a proposed 4m pathwayfor pedestrians and bike riders was welcomed.
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