roadworks Archives - Waking up in Geelong https://wongm.com/tag/roadworks/ Marcus Wong. Gunzel. Engineering geek. History nerd. Fri, 23 Aug 2024 23:10:14 +0000 en-AU hourly 1 https://wordpress.org/?v=6.7.1 23299142 A public–private partnership for pothole repairs https://wongm.com/2024/09/western-roads-upgrade-vicroads-public-private-partnership-victoria/ https://wongm.com/2024/09/western-roads-upgrade-vicroads-public-private-partnership-victoria/#comments Mon, 09 Sep 2024 21:30:00 +0000 https://wongm.com/?p=17090 All across Victoria potholes are a common sight, as finding for basic repairs has been funneled away for grand traffic congestion inducing projects like the West Gate Tunnel. But there is one exception – a few roads in Melbourne that were upgraded as part of the ‘Western Roads Upgrade’ project. So why are they different? […]

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All across Victoria potholes are a common sight, as finding for basic repairs has been funneled away for grand traffic congestion inducing projects like the West Gate Tunnel. But there is one exception – a few roads in Melbourne that were upgraded as part of the ‘Western Roads Upgrade’ project. So why are they different?

Road maintenance vehicle at work on Anderson Road, Sunshine - one of the roads upgraded by Netflow under the Western Roads Upgrade public private partnership

The Western Roads Upgrade

The $1.8 billion Western Roads Upgrade project was launched in 2018 and completed in 2021.

And included upgrades to eight arterial roads in Melbourne’s west.

A93 signage on Forsyth Road northbound approaching Old Geelong Road

Massive new intersections.

Upgraded intersection at Boundary Road and Palmers Road

And the resurfacing of 260 km of existing roads between Footscray to Werribee.

Transdev bus #168 BS03KR on route 903 heads past roadwork on Wright Street, Sunshine

So why haven’t these roads fallen apart in the years that have followed?

It’s because the upgrade was delivered part of a convoluted public–private partnership between the Department of Transport and Planning and a private consortium called ‘Netflow’, which sees the government give them buckets of money for the next 20 years to maintain the road, with a compliance regime that will penalise them for as little as a pothole.

To manage these contractual obligations, you need data – so the Netflow consortium has a fleet of inspection vehicles continually doing laps of the western suburbs.

Road surface inspection vehicle heads along Wright Street, one of the roads upgraded by Netflow under the Western Roads Upgrade public private partnership

Covered in LiDAR sensors looking for faults in the road surface.

Road surface inspection vehicle heads along Wright Street, one of the roads upgraded by Netflow under the Western Roads Upgrade public private partnership

And maintenance crews in ‘Western Roads Upgrade’ branded vans ready to swoop in and fix faults ASAP.

Road maintenance vehicle at work on Anderson Road, Sunshine - one of the roads upgraded by Netflow under the Western Roads Upgrade public private partnership

Their marketing blurb describing it as:

Netflow is transforming the way road maintenance is performed in Victoria, using real-time data on the condition of the network to employ maintenance strategies that minimise disruption and maximise whole-of-life value.

This more efficient maintenance program is resulting in an average of one road per week being resurfaced.

The core of Netflow’s whole-of-life maintenance solution is the central Network Delivery Hub.

The 24/7 hub monitors the performance of the network in real time, providing a seamless interface with the Department of Transport, local councils and other third parties to implement dynamic-scheduled works, keep communities informed, predict and prevent issues, and coordinate timely responses to incidents.

The use of vehicle-mounted street scanning technology, drones, 3D modelling and physical inspections allow Netflow to schedule preventative maintenance and reduce road closures.

This whole-of-life approach provides best-in-class maintenance of the road network at a lower cost.

Meanwhile for every other road in Victoria, the government just keeps kicking the can down the road, because they aren’t accountable to anyone.

So why not keep doing it

If the Western Roads Upgrade project was so successful in getting rid of potholes, why doesn’t the government do more upgrades like this? Turns out the private companies behind it lost money by underbidding.

The Andrews government’s $1.8 billion Western Roads Upgrade has stalled after a key subcontractor walked off the job with just $920 remaining in its accounts, leaving other subcontractors millions of dollars out of pocket.

The Sunday Age can also reveal the head contractor on the project, South-African headquartered and Perth-based WBHO, has reported $133 million in losses after it admitted to under-bidding to win the work, and its executive chairman, Louwtjie Nel, conceded the project was the company’s “biggest error in 50 years”.

WBHO’s main subcontractor, little known western suburbs-based civil engineering firm Civilink, quit in August and has gone into liquidation, owing creditors at least $13 million.

And so the tender process on the South Eastern Roads Upgrade Project and Northern Roads Upgrade Project were terminated in July 2020 – replaced by the $2.2 billion Suburban Roads Upgrade to be delivered as 12 individual projects by a pre-qualified panel in an approach modelled on the Level Crossing Removal Project.

Footnote: digging into the legalese

The full details of the public–private partnership can be found in the “Outer Suburban Arterial Roads Program – Western Package” Project Deed.

For a start, look at the corporate structure.

Minister for Roads and Road Safety on behalf of the Crown in right of
the State of Victoria
(State)

Netflow OSARS (Western) Pty Ltd as trustee for Netflow OSARS (Western) Unit Trust for and on behalf of the Netflow OSARS (Western) Partnership and Cintra OSARS (Western) Pty Ltd as trustee for Cintra OSARS (Western) Unit Trust for and on behalf of the Netflow OSARS (Western) Partnership (Project Co)

And it’s contractors, investors and financiers all the way down.

D&C contractor

The D&C contractor is WBHO Infrastructure Pty Ltd. Project Co has appointed the D&C contractor to design and construct the eight Arterial Road Upgrades and the Initial Rehabilitation Works.

Significant subcontractors

The D&C contractor has appointed the following significant subcontractors to deliver elements of the Arterial Road Upgrades:
• Ace Infrastructure Pty Ltd;
• Civilex Victoria Pty Ltd; and
• Winslow Constructors Pty Ltd

Contracts with other subcontractors are expected to be executed shortly.

Equity investors

The following entities have committed to provide the equity required for Project Co:
• Plenary Investments (Western OSARS) Pty Ltd
• Cintra OSARs Western Ltd

Financiers (long term)

The following entities have provided the long term debt required for the Project:
• DB Life Insurance Co. Ltd.
• Pensionskasse Des Bundes Publica
• Samsung IFM Global Infrastructure Debt Professional Investment Private Investment Trust No. 1
• Manulife Asset Management (Hong Kong) Limited
• Teachers Insurance and Annuity Association of America

Financiers (short term)
The following entities have committed to provide the short term debt required for the Project:
• Westpac Banking Corporation
• Bank of China Limited
• Mizuho Bank, Ltd
• Industrial and Commercial Bank of China Limited

VicRoads gives this as their justification for completing the upgrade as a public–private partnership.

A range of procurement options that are typically considered for high-value road construction projects were assessed based on their suitability and value for money drivers in reference to the specific characteristics of the Western Roads Upgrade. The following four procurement options were shortlisted on the basis that they represented models currently in use and have a history of utilisation by VicRoads or other State agencies:

  • design and construct;
  • alliance;
  • design, build and maintain; and
  • design, build, finance and maintenance (availability-based PPP).

Following a procurement options assessment of the shortlisted procurement options, the availability based PPP delivery model was the highest ranked procurement option. This option was recommended, and subsequently approved by the State, for delivery of the Project.

The key considerations in recommending an availability-based PPP model are summarised below.

  • The model provides increased opportunity for the State to harness private sector innovation and structure a contract that incentivises whole-of-life efficiencies to arterial road investment.
  • The bundling of construction and maintenance tasks under a long-term agreement (subject to vigorous competition) can drive efficiency in delivery and asset management. Introducing private finance also provides additional discipline and scrutiny of risk (for example, financier due diligence and oversight). The PPP model can also be expected to deliver improved and more consistent road asset conditions under a PPP commercial structure involving an appropriate KPI and abatement regime.
  • On a ‘whole-of-life’ cost comparison basis, PPPs have been documented to deliver better value for money outcomes as compared to traditional contracting delivery methods (separate, unbundled contracts) and have been successfully deployed across a range of sectors (including roads) in Victoria. These benefits are not only limited to cost savings but also include improved and more consistent road asset conditions. A focus on longer term, ‘whole-of-life’ contracting also incentives private sector innovation in terms of how best to maintain the asset over the term in the most cost effective and efficient manner.

Prior to the release of an invitation for EOI, a market sounding of the relevant industry, including sponsors, contractors, road maintenance providers and financiers, was undertaken. The feedback from this process supported the State’s selection of a PPP model to deliver the Project and achieve the State’s objectives.

Along with a calculation of the ‘Public Sector Comparator’ that they used to argue that a PPP saved the government money.

The Public Sector Comparator is an estimate of the hypothetical, risk adjusted, whole-of-life cost of the Project if delivered by the State. The PSC is developed in accordance with the output specification and risk allocation proposed for the private sector party arrangement and is based on the most likely and efficient form of conventional (that is, non-PPP) delivery by the State.

The PSC is expressed in terms of the net present cost (NPC) to the State, calculated using a discounted cash flow method taking full account of the costs and risks that would arise through State delivery. The PSC includes amounts for the design and construction of Arterial Road Upgrades and Initial Rehabilitation Works, as well as maintenance and lifecycle and other costs during the Maintenance Phase of the Project.

The PSC is made up of a number of elements as contained in Table 7.

Components of the PSC NPC ($millions)
Arterial Road Upgrades and Initial Rehabilitation Works (construction costs) $ 622
Maintenance and lifecycle costs $ 438
Raw PSC $ 1,060
Transferred risk $ 100
Proposal Comparable PSC $ 1,160

The quantitative value for money assessment, as demonstrated by the estimated savings between the Proposal Comparable PSC and the final Proposal is shown in Table 8.

Public Sector Comparator
(NPC – $millions)
$ 1,160
Final Proposal (NPC– $millions) $ 1,133
Estimated savings (%) 2.3%

Something much easier to understand is the scope – divided up into three objectives:

Arterial Road Upgrades (ARU)

The design, construction and financing of eight ARUs in Melbourne’s west during the Initial Phase, consisting of:

• The duplication of Dunnings Road between Point Cook Road and Palmers Road and the duplication of Palmers Road between Dunnings Road and Overton Road;
• The duplication of Palmers Road between Overton Road and Boundary Road and Robinsons Road between Boundary Road and the Western Freeway including the realignment of Palmers Road across Sayers Road;
• The duplication of Derrimut Road between Sayers Road and Dohertys Road;
• The duplication of Leakes Road between Fitzgerald Road and Derrimut Road;
• The duplication of Dohertys Road between Fitzgerald Road and Grieve Parade;
• The duplication of Dohertys Road between Foundation Road and Palmers Road;
• The duplication of Forsyth Road between Old Geelong Road and Wallace Avenue, including the re-alignment of Forsyth Road and Old Geelong Road; and
• The replacement of the existing Duncans Road Bridge over the Princes Freeway West and the addition of westerly (or Geelong) orientated ramps.

Initial Rehabilitation Works

Improvement works on road pavements and structures within the Maintenance Network during the Initial Phase to meet service standards.

Maintenance Services

Delivery of maintenance and lifecycle services (routine and periodic) within the Maintenance Network during the Maintenance Phase.

As are the key performance indicators Project Co is required to meet.

The KPIs set out in the KPI Summary of this Annexure B are separated into 7 categories, being:
1. Inspections;
2. Response;
3. Compliance;
4. Pavement performance;
5. Structures performance;
6. Reporting; and
7. Safety.

Which then explodes into an enormous level of detail regarding the Project Scope and Delivery Requirements (PSDR).

1.1 Hazard Inspection
During the Maintenance Phase, Project Co must ensure that safety inspections are carried out in accordance with the safety inspections requirements set out in the Code of Maintenance Standards.

1.2 Defect Inspection
During the Maintenance Phase, Project Co must ensure that inspections are carried out in accordance with the defect inspections requirements set out in the Code of Maintenance Standards.

1.3 Structure Condition Inspection
During the Maintenance Phase, Project Co must ensure that inspections are carried out in accordance with the condition inspections requirements set out in section 8.2(b)(i)(B) of Part F7 and section 8.3(b)(ii) of Part F7 of the PSDR and the Code of Maintenance Standards.

2.1 Hazard Response
During the Maintenance Phase, Project Co must ensure that the hazard response, from the time Project Co identifies a hazard by inspection or receives notification from the State or VicRoads of a hazard to the time the hazard is rectified by Project Co, is compliant with the requirements set out in the Code of Maintenance Standards.

2.2 Defect Response
During the Maintenance Phase, Project Co must ensure that the Defect response, from the time Project Co identifies a Defect by inspection or receives notification from the State or VicRoads of a Category A and/or a Category B Defect to the time the Defect is rectified by Project Co.

2.3 Emergency Response
During the Maintenance Phase, Project Co must ensure that the emergency response, from the time Project Co receives notification from the State or VicRoads of an Emergency Event to the time the Emergency Event is responded to by Project Co.

3.1 Code of Maintenance Standards
During the Maintenance Phase, Project Co must ensure that all activities (to the extent not already captured under KPI items 1.1, 1.2, 1.3, 2.1, 2.2 and 2.3) set out in the Code of Maintenance Standards, under items RM411 to RM416 and RM611 to 613 and RM 615 identified in the Table 750.H11 -Routine Maintenance Intervention Criteria and Response are completed in accordance with the requirements set out in the section 7 of Part F7 of the PSDR.

3.2 Forecast Maintenance and Refurbishment Plan
During the Maintenance Phase, Project Co must ensure that all activities set out in the Forecast Maintenance and Refurbishment Plan are completed in accordance with that plan (as updated and reviewed by the State in accordance with the Review Procedures on an annual basis to reflect the condition monitoring of Project Assets).

3.3 Communications and Community Relations Plan During the Maintenance Phase, Project Co must ensure that all activities set out in the Communications and Community Relations Plan are completed in accordance with that plan.

And into the gory details of road surface quality.

4.1 Roughness – Network based
During the Maintenance Phase (Initial), Project Co must ensure roughness limits set out in section 8.2(a)(ii) of Part F7 of the PSDR, are as a minimum achieved for pavement on the Project Roads.

4.2 Rutting – Network based
During the Maintenance Phase (Initial), Project Co must ensure rutting limits set out in section 8.2(a)(iii) of Part F7 of the PSDR, are as a minimum achieved for pavement on the Project Roads.

4.2.1 Rutting – Pavement Reporting Section based
During the Maintenance Phase (Full) an individual KPI Incident will occur for each 100m lane section of any Pavement Reporting Section failing to meet these requirements as set out in section 8.3(a)(iii)(B) of Part F7 of the PSDR.

5.1 Structures Performance
During the Maintenance Phase (Initial) in relation only to Existing Structural Assets, Project Co must ensure that Existing Structural Assets are operating at their designed load, speed, and availability levels with no restrictions applied, in accordance with the requirements set out in section 8.2(b)(i)(A) of Part F7 of the PSDR.

Submitting paperwork.

6.1 Asset Management System Availability
During the Maintenance Phase, Project Co must ensure the Asset Management System is available to the State and VicRoads, in accordance with the requirements set out in section 1 of Part D of the PSDR.

7.1 General Reporting
During the Initial Phase, Project Co must submit Monthly Development Phase Progress Reports and the Monthly Maintenance Phase Performance Reports in accordance with the Deed.

And finally – Safety.

8.1 Safety
During the Initial Phase and Maintenance Phase, an individual Safety KPI Incident is an Event for incidents which result in a Lost Time Injury (LTI), Total and Permanent Disability or Fatality to any employee, or contractor, or consultant of Project Co or its contractors or sub-contractors in connection with the performance of the Services or Works.

at least they’ve created a lot of email jobs along the way.

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Photos from ten years ago: July 2013 https://wongm.com/2023/07/photos-from-ten-years-ago-july-2013/ https://wongm.com/2023/07/photos-from-ten-years-ago-july-2013/#comments Mon, 24 Jul 2023 21:30:00 +0000 https://wongm.com/?p=21240 Another instalment in my photos from ten years ago series – this time it is July 2013. Overview of the carriage yards from the north-east side of La Trobe Street Regional Rail Link Work on the Regional Rail Link project will still ticking away, with Sunbury line passengers often having to change to buses at […]

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Another instalment in my photos from ten years ago series – this time it is July 2013.

Overview of the carriage yards from the north-east side of La Trobe Street
Overview of the carriage yards from the north-east side of La Trobe Street

Regional Rail Link

Work on the Regional Rail Link project will still ticking away, with Sunbury line passengers often having to change to buses at Footscray station.

Congestion exiting Footscray platform 4

New tracks had been completed along the edge of Docklands.

BL29 and X37 leads the down steel train past West Tower

But work continued on the route past South Kensington.

EDI Comeng on the down at South Kensington

Where the old tracks were getting rebuilt.

Clearing the former goods line alignment for the new RRL tracks

And at Middle Footscray, where space needed to be created for a third pair of tracks.

R761 leads the empty cars move at Middle Footscray

The north end of the footbridge at Footscray had been demolished for the same reason.

North end of the footbridge, awaiting the extension over the future suburban platforms

But work on the 1 McNab Avenue office tower was also underway.

Overview of the works to the northern side of Footscray station

Visible from all over Footscray.

VLocity 3VL51 and classmate on the down at Footscray

The first stage of Regional Rail Link between the city and Footscray opened in July 2014, with the project completed in June 2015.

Myki

The changeover to Myki was still underway, with ‘Myki Mates’ talking to Traralgon passengers at Southern Cross Station ahead of the rollout of Myki to their line.

Myki mates at Southern Cross platform 15, talking to Traralgon passengers ahead of the rollout of Myki to their line

Public Transport Victoria also opened a new ‘PTV Hub’ beneath their head office at 750 Collins Street, Docklands.

Inside the new PTV Hub at 750 Collins Street, Docklands

And a ‘Pop up PTV Hub’ at Southern Cross Station for myki queries during the V/Line rollout.

'Pop up PTV Hub' at Southern Cross Station for myki queries during the V/Line rollout

But the reliability of the Myki system left much to be desired – defective readers onboard trams were still common.

Yet another tram Myki reader stuck displaying a stack trace

Trams

A decade ago the corner of Elizabeth and Collins Streets still had a tram stop, located a short walk from the Elizabeth Street terminus.

B2.2074 northbound at Elizabeth and Collins Streets

It was eventually replaced with a platform stop located a block to the north in October 2013.

I also paid a visit to the much older trams found at the Ballarat Tramway Museum.

Tram 27 stabled outside the museum shed in number 2 road

Luckily the sun came out on what was a cold winter’s day.

Awaiting departure time at the St Aidans Drive terminus

And back at the depot I found a 1970s advertisement from the State Electricity Commission of Victoria promoting all-electric kitchens.

1960s-70s tram advertisement for the State Electricity Commission of Victoria

A case of everything old is new again!

Southern Cross Station

At the far end of Southern Cross Station I paid a visit to the ‘Cavalcade of Transport’ mural – it was still in place, but the rest of the shopping centre had been stripped out for redevelopment.

'Cavalcade of Transport' mural still in place, the rest of the shopping centre stripped out for redevelopment

While at the other end I found a curious sign – a train icon directing me to the ‘Airport Express’.

'Airport Express' sign at Southern Cross Station

But it was a lie – the only service them, as is now, was a bus.

SkyBus articulated bus #74 rego 7487AO departs the bus-only road at Southern Cross Station

In the years since SkyBus has swapped their articulated buses for even larger double deck buses, but they still get stuck in traffic on the run between the CBD and Melbourne Airport.

And the other bits

Down at Avalon Airport I found ex-Qantas 747-300 VH-EBU ‘Nalanji Dreaming‘ still in storage outside Hangar 6.

VH-EBU 'Nalanji Dreaming' still in storage outside Hangar 6 at Avalon

It was repainted into a white livery in 2016, but was scrapped in June 2023.

Out at Campbellfield I went past the site of Pipeworks Fun Market on Mahoney’s Road.

Western Ring Road eastbound at the Hume Freeway interchange

The market closed in 2013, but opened on a new site in 2022.

On the Monash Freeway I found a set of new fixed speed cameras being installed.

New speed cameras installed over the outbound lanes of the Monash Freeway

They catch around 7,500 speeding motorists in each direction each year, despite standing out like dog’s balls.

And on the Metropolitan Ring Road works were underway on the upgrade between Edgars Road to Plenty Road.

Roadworks on the Metropolitan Ring Road eastbound at the Plenty Road interchange

That section was finished in April 2014, but it only marked the start of a decade of works elsewhere on the Ring Road.

And finally, a giant pile of mX newspapers unopened after the end of evening peak.

Pile of unopened mX newspapers after the evening peak is over

The evening commuter newspaper continued to be published until June 2015.

Footnote

Here you can find the rest of my ‘photos from ten years ago‘ series.

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Those new travel time signs around Melbourne https://wongm.com/2021/09/new-travel-time-signs-around-melbourne/ https://wongm.com/2021/09/new-travel-time-signs-around-melbourne/#comments Mon, 13 Sep 2021 21:30:00 +0000 https://wongm.com/?p=18565 One things I’ve noticed in the past year or so around Melbourne is a plague of variable message sign trailers parked beside main roads. Each one offers travel times to a single random suburban destination, via two different routes. So what gives? The example I found was on Anderson Road in Sunshine, and offered travel […]

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One things I’ve noticed in the past year or so around Melbourne is a plague of variable message sign trailers parked beside main roads. Each one offers travel times to a single random suburban destination, via two different routes. So what gives?

Travel time sign on Anderson Road, Sunshine - 17 minutes to Taylors Lakes via Sunshine Avenue

The example I found was on Anderson Road in Sunshine, and offered travel times to Taylors Lakes.

Travel time sign on Anderson Road, Sunshine - 18 minutes to Taylors Lakes via Station Road

Via two routes – McIntyre Road and Sunshine Avenue through Keilor, or Forrest Street and Station Road through Deer Park.

Someone mentioned they first started seeing them between Melbourne’s first two lockdowns, and then I remembered the ‘Keeping Victorians Moving’ package that the Victorian Government blew $340 million on back in June 2020.

Keeping Victorians Moving During Coronavirus
30 June 2020

The Andrews Labor Government is making it easier for people and goods to get around Melbourne with better technology, more specialist staff and stronger enforcement of clearways in response to the coronavirus pandemic.

Minister for Roads and Road Safety Ben Carroll today unveiled a $340 million package of measures to make it easier for people and freight to get around on our roads.

The coronavirus pandemic has dramatically altered the way Melburnians move around the city with more people now expected to use cars to get around.

The number of people making trips on Melbourne’s roads each day is increasing, with road traffic now only 17 per cent below normal levels, while passenger numbers on public transport are 71 per cent less than the same time last year.

To keep Melburnians moving during this time, we’re ramping up direct traffic interventions by tasking more response crews and traffic engineers with tackling congestion hotspots, incidents and blockages on the network.

Three key traffic hotspots in the western, eastern and south eastern suburbs of Melbourne will also be blanketed with the technology and resources to help keep traffic moving, reduce delays and provide drivers with better traffic information.

Almost 700 CCTV cameras will be installed to identify bottlenecks as soon as they start and more than 200 wireless travel time sensors and 40 new visual message boards will put live traffic data in the hands of our traffic management centre and drivers.

Six extra incident response crews and dozens more specialist traffic engineers will be hired to keep our roads moving around the clock – creating jobs and reducing delays from unexpected events.

The timing of hundreds of traffic lights – along with traffic patterns and crash data – will be analysed and re-sequenced to maximise traffic flow along some of the busiest routes in the targeted areas.

So that’s one of the 40 visual message boards installed around Melbourne – at a cost that had increased to $388 million when it was included in the 2020-21 Victorian Budget.

The Department of Transport started the objective of the initiative was:

To maximise arterial road performance and minimise unnecessary delays for all road users with more dedicated onroad capability and technology.

And detailed their progress as of May 2021.

Key activities include:

• Roll out of 691 CCTV cameras, 210 Bluetooth travel time detectors, 42 live travel time signs and 75 dynamic pedestrian detectors and perform signal route reviews on 759 sites and provide greater visibility of the road network
• Procurement of a situational awareness system, implement an improved data fusion model and deploy 7 fixed and 4 mobile Air Quality emissions stations across metropolitan Melbourne.
• Recruitment of 154 roles, including congestion managers and surveillance staff.
• Procurement of additional new vehicles for the onroads teams.

Progress achieved against key Government outcomes:

• Asset deployment team has delivered 520 CCTV cameras, 193 Bluetooth detectors, 26 permanent variable messaging system (VMS), 27 dynamic pedestrian detectors and 2 vehicle detectors.
• The draft data fusion model is in operation, Trial Air Quality emissions station has been deployed and a contract for four mobile Air Quality stations has been awarded.
• Six Incident Response vans have arrived and are undergoing fit-out.

And the breakdown of funding per budget year:

2020-21
$108.7 million

2021-22
$45.7 million

2022-23
$28.9 million

2023-24
$28.9 million

That only adds up to $212.2 million, so what about the other $176 million – perhaps another six years of operating costs, at $28.9 million per year.

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