Stage One Reference Design Enhancements Date: 2 October 2013
Introduction This paper provides further information regarding the proposed enhancements to the Reference Design that have been identified since the Business Case for East West Link Stage One (Stage One) was approved. Background On 2 April 2013, the Business Case for Stage One was submitted to BERC for consideration and was subsequently approved by BERC on 8 April 2013. On 3 July 2013, Major State Significant Projects Committee (MSSPC) approved the Stage One Reference Design (Reference Design) for the Premier s public announcement on 16 July 2013. The Linking Melbourne Authority (LMA) undertook sensitivity testing and micro-simulation traffic modelling to evaluate impacts on traffic operations, flow efficiency and network performance. The micro-simulation modelling was initiated as part of the Comprehensive Impact Statement (CIS) process to inform the traffic impact assessment. Additionally, LMA: continued its discussions with Transurban regarding the impacts of East West Link Stage One (Stage One) on CityLink; and continued to advance the preparation of the CIS. As a result of the above process, two enhancements (RDE1 and RDE2) were identified and incorporated into the Reference Design prior to the public release of the Reference Design on 16 July 2013. At the time, these design enhancements were considered not to have a material impact on the project budget. Four additional enhancements have subsequently been identified for Government s consideration. A presentation about the potential enhancements was provided to MSSPC on 26 September 2013. MSSPC requested LMA provide additional information to enable the Premier, Treasurer and Minister for Roads to consider and decide on potential enhancements to the Reference Design. Reference Design enhancements There are six proposed Reference Design enhancements (RDE), identified as follows: RDE1: an improved CityLink interchange; RDE2: an improved Elliott Avenue interchange; RDE3 & RDE4: improved functionality of the Elliott Avenue / Flemington Road / Racecourse Road intersection and implementation of an exit ramp at Ormond Road; RDE5: an improved Mt Alexander Road / CityLink intersection; and RDE6: East West Link / CityLink integration. The diagram below shows the location of each of the proposed RDEs on the road network. Page 1
This document describes each of the enhancements to the Reference Design in detail and identifies: the enhancement opportunity; the options considered; the preferred solution and the proposed timing for implementation; and the benefits and cost associated with implementing the preferred solution. Cost estimate development methodology The cost estimates included in this paper have been prepared in a manner consistent with the estimating process adopted for the Business Case including cost breakdown structure, rate of escalation and construction unit rates. These cost estimates were prepared by LMA with input from GHD, Aquenta and PwC and have been reconciled back to the Business Case. Page 2
RDE1: CityLink Interchange (a) Enhancement opportunity Original Design Business Case The original scope for the East West Link / CityLink interchange provided single lane south facing ramp connections to and from CityLink. When travelling northbound along CityLink, the new ramp connection would join the East West Link ramp on the right hand side, while the southbound connection is a standard merge from the left hand side. Page 3
Issues identified Prior to public release of Reference Design in July This interchange configuration will require the majority of the CityLink sound tube to be removed / reconstructed and runs within 5m of the newly completed Lombard apartment block. This design also straddles the Evo apartment complex, requiring land acquisition on either side of the building. The initial design included short sections of viaduct structure (known as stubs ) on the main East West Link carriageway connections to the Port at western limits of works for Stage One. These terminated just east and west of CityLink in the westbound and eastbound directions respectively, and would have had substantial impacts on the operation of CityLink both now and in the future when the Port connection is built. A design review process was undertaken and this identified that the northbound ramp merge was considered sub-optimal in terms of safety due to the merge taking place on the right hand side in an 80 km/h speed environment. This is considered especially dangerous as the ramps design speed was 60 km/h requiring traffic to accelerate to 80 km/h in a short distance. This design may not have passed a road safety audit which would be required in subsequent stages of the design development. Page 4
(b) Solution development Due to the safety issues identified with the original interchange, a design refinement process was undertaken. The design refinement process involved iterative development and assessment of design options. This was undertaken through design workshops attended by LMA engineers and key technical advisors, followed by a process of testing the appropriateness of options in terms of functionality, safety and adherence with design guidelines. The refined design layout has improved functionality and removes the safety issue of an entry ramp merging from the right hand side. This has been achieved through relocating the northbound exit from CityLink to East West Link further south, utilising the Racecourse Road exit ramp and connecting to East West Link as a standard left side merge. This results in an additional structure being required during Stage One of the project. It is therefore proposed to continue the main East West Link carriageways over CityLink and across Mt Alexander Road. The northbound carriageway would extend down the west side of CityLink to Racecourse Road in order to accommodate the relocated ramp. This minimises impacts on CityLink and facilitates the future construction of the Port connection. It also supports the shift in location of the northbound exit from CityLink and provides an ultimately cheaper solution using an integrated structure. Page 5
(c) (d) (e) Benefits of proposed enhancement This layout addresses the safety concerns and also provides additional clearance to the existing Lombard development. This solution does not impact the CityLink sound tube and reduces the impact on the Evo development. It also reduces the amount of Ross Straw Field that will be impacted due to East West Link. In addition to the above it is expected that this design allows for a simpler construction methodology at the portal location. Required timing of enhancement The design described above, as shown in the diagram (excluding purple and red sections) forms the minimum scope to achieve the required Stage One functionality. Notwithstanding that the purple section is not required to achieve the full functionality of Stage One, it is considered essential to construct this section as part of Stage One due to: the excessive cost in constructing this structure at a later date; the extreme difficulty in constructing this structure at a later date and the additional impact on CityLink users and residents in the Manningham Triangle. In addition it is considered highly desirable to construct the section of the southbound port link carriageway in between Mt Alexander Road and Racecourse Road (as shaded red in the diagram above) as part of Stage One for the following reasons: this will result in a significant decrease in costs for the next stage of the Project as staging this part of the project does not lead to an efficient construction methodology due to the likely integrated nature of the structure; constructing this section at a later stage will lead to temporary traffic closures of the East West Link northbound on-ramp; and the potential integrated structure would result in an overall reduction in ultimate footprint required at this location. The limit of works for the Stage One construction is not relevant for the CIS as this considers the project continuing to the Port and as such does not draw any conclusions regarding the Stage One scope. The Reference Design released publicly in July 2013 also did not provide demarcation between Stage One and the ultimate port connection. Cost of proposed enhancement RDE1 is not expected to have any additional cost implications above what was budgeted in the Business Case. Due to the redesign of the interchange, the cost of the previous interchange design was deducted and the design enhancement was completely re-costed to enable the cost differential to be determined. Page 6
Cost Element Estimated Cost ($) Direct Cost -380,000 Additions 362,720,000 Deductions -363,100,000 Overheads -120,000 Design -45,000 Contingency -65,000 Mark-up -80,000 Real Cost, 2012-690,000 Escalation -130,000 Nominal -820,000 (f) The southbound carriageway between Mt Alexander Road and Racecourse Road (as shaded red in the diagram above) is excluded from the scope and costing of RDE1. Recommendation It is recommended that RDE1 is retained as part of the core project scope in the RFP. It is proposed that bidders are requested to separately price the purple and red sections enabling the State to determine at the relevant time (and based on competitive pricing) whether or not to proceed with these sections. Page 7
RDE2: Elliott Avenue Interchange (a) Enhancement opportunity Original Design Business Case The original scope for the Elliott Avenue interchange provided east facing ramps, orientated towards Flemington Road which did not provide direct connectivity east of the interchange towards Royal Parade or the Zoo. Vehicles wishing access the Zoo or Royal Parade from East West Link would need to perform a U-turn at a proposed roundabout at Brens Drive (which was not costed as part of the Business Case due to the speculative nature of this intersection). Issue identified prior to release of Reference Design in July This resulted in the following issues: The design would put additional pressure on the roundabout at Brens Drive due to the increased number of vehicles travelling through it. It could also result in additional delays along Elliott Avenue for vehicles travelling east towards East West Link due to the need to negotiate the roundabout and interact with Eastbound traffic from the East West Link. This layout has significant permanent impacts on Royal Park due to the location of the portals to the entry and exit ramps, which were located approximately 100 metres away from Elliott Avenue. The ramps had limited one lane cross sections to accommodate future traffic volumes. Page 8
The limited functionality at this location would likely result in confusion for users of East West Link and placed limitations on the overall use of this interchange. (b) Solution development The design refinement process involved iterative development and assessment of design options. This was undertaken through design workshops attended by LMA engineers and key technical advisors, followed by a process of testing the appropriateness of options in terms of functionality, safety and adherence with design guidelines. Options were considered in the design refinement at this location to develop a new layout which will assist to minimise the impacts on Royal Park, while providing access to both directions along Elliott Avenue. This interchange is at a lower grade than Elliott Avenue, which will bring the location of the tunnel portals closer to Elliott Avenue, resulting in a reduction of the area permanently impacted within Royal Park. These new ramps will provide for both left and right turning vehicles, full access to the East West Link from both directions and improved access to the Zoo, Melbourne University and Parkville. Page 9
(c) (d) (e) Benefits of proposed enhancement This interchange minimises the permanent impact on Royal Park while providing increased access and functionality. The upgrade of the intersection of Elliott Avenue and to Brens Road will no longer be required which will improve traffic flow along Elliott Avenue and vehicles travelling to/from East West Link. The key benefit of this enhancement is increased functionality, ease of understanding for users and reduction in permanent impact on the park. Required timing of enhancement There are no staging options for this enhancement. This design modification could not be retrofitted at a later stage of the project. Cost of proposed enhancement RDE2 is expected to cost an additional $39.2m above what was budgeted in the Business Case. Due to the redesign of the interchange, the cost of the previous interchange design was deducted and the design enhancement was completely re-costed to enable the cost differential to be determined. Page 10
Cost Element Estimated Cost ($) Direct Cost 18,650,000 Additions 268,940,000 Deductions -250,290,000 Overheads 5,590,000 Design 2,240,000 Contingency 3,140,000 Mark-up 3,700,000 Real Cost, 2012 33,310,000 Escalation 5,870,000 Nominal 39,180,000 (f) Recommendation It is recommended that RDE2 is retained as part of the core project scope to be included in the RFP. This will be appropriately reflected in the CIS. Page 11
RDE3 & RDE4: Elliott Avenue / Flemington Road / Racecourse Road intersection and exit ramp at Ormond Road These two enhancements are presented here as the one solution as the traffic operational issues are linked and delivering one aspect of the solution in isolation will not address the issues identified. Page 12
(a) Enhancement opportunity Original Design Business Case and July release of Reference Design The intersection of Elliott Avenue / Flemington Road / Racecourse Road was previously outside of the project boundary and as such, no upgrades were proposed. This intersection currently operates with high levels of congestion, particularly in the AM peak period due to competing demands from the north along Flemington Road and the west along Racecourse Road. This intersection currently provides a single right turning lane on the Elliott Avenue approach to Flemington Road. Issue Identified during the CIS Development As part of the CIS process, microsimulation modelling has been undertaken of the reference design and how the project interfaces with the surrounding road network. This form of modelling analyses traffic operation to predict likely issues related to congestion, queuing and delays. This modelling considers issues at intersections or along the freeway mainline at merge/diverge points. The modelling was undertaken for the 2031 design year which is a typical time horizon for these types of projects. While the modelling focuses directly on the operation of East West Link, it also considers the more immediate interaction with the adjacent road network to ensure that operational issues at these locations are not created or impacted on as a result of East West Link traffic. With the inclusion of the East West Link interchange on Elliott Avenue there is a high level of traffic demand going to/from Elliott Avenue at this location. Consequently, the intersection of Elliott Avenue / Flemington Road / Racecourse Road experiences significant congestion. This congestion is along the north, east and west approaches. The critical movement for this intersection in both peak periods is the right turn from Elliott Avenue into Flemington Road. Queuing from this right turn movement can extend back along Elliott Avenue into the East West Link tunnel, causing flow breakdown within the tunnel itself. If queuing was to occur within the tunnel during peak periods, a lane closure within the tunnel may be required for safety reasons, compromising the operational capacity of the tunnel. Queuing from Elliott Avenue extends back to the interchange and along the exit ramp to the tunnel mainline Page 13
(b) Solution developed A number of options have been investigated to address the congestion at this intersection and reduce the queuing. These include the following: Provision of an additional right turn lane from Elliott Avenue This treatment slightly improves the operation of the intersection however modelling has shown that there is still significant queuing occurring at the intersection which would continue to extend back to the East West Link tunnel. Additional lane along Flemington Road The provision of an additional lane southbound along Flemington Road has been investigated. This would provide additional capacity in the southbound direction, reducing the amount of green-time required for this movement which can then be reallocated to other competing movements. This additional lane could be accommodated through the removal of onstreet parking south of Elliott Avenue, while alterations would be required to the tram stop just north of Elliott Avenue. Modelling has shown that this treatment does little to solve the problem as it does not provide enough relief for a sufficient amount of green time to be reallocated. Provision of three right turn lanes at Elliott Avenue To further address the forecast volumes for right turning vehicles from Elliott Avenue into Flemington Road, the provision of three right turn lanes has been investigated. This would require further widening along the southern side of Elliott Avenue into Royal Park. However, high westbound traffic volumes along Elliott Avenue create long queues which block access to the right turn lanes. To address this, the right turn lanes would need to be extended back to the vicinity of Brens Drive which require a significant amount of widening into Royal Park. Modelling indicated that this treatment would not provide the capacity required and extensive queuing is still likely to occur. Grade separate the right turning movement To fully address the queuing and delays experienced by the right turning vehicles, the right turn movement from Elliott Avenue could be grade separated from all other movements at the intersection. This would require a complex structure over the intersection which would need to be high enough to avoid the overhead tram wire catenary while returning to grade before the rail overpass on Flemington Road. It is also expected that this structure would potentially require private land acquisition at the Flemington Road end and significant permanent impact on Royal Park. Due to the significant cost implications, visual impacts and land acquisition requirements this options was not considered further. Disperse the traffic demand To minimise the infrastructure upgrades required at the Elliott Avenue / Flemington Road / Racecourse Road intersection, it was considered to disperse the traffic demand across multiple locations so that no one intersection is overloaded with the East West Link traffic. A review of the strategic modelling results has shown that a significant proportion of traffic attempting to turn right from Elliott Avenue into Flemington Road is destined for the area around Ascot Vale and Moonee Ponds. To accommodate this demand, a new connection to Ormond Road from the East West Link was investigated. The provision of this link has been tested in the strategic model which has shown that it would reduce the demand of right turning vehicles at Elliott Avenue by approximately half. The remaining right turn demand at this location could be accommodated through the provision of a second right turning lane. The new ramp could be relatively easily accommodated through a connection from the existing East West Link northbound exit ramp to CityLink and would only require a minimal acquisition of 12m 2 of Market Gardens currently owned my Moonee Valley Council. The preferred treatment for this issue is the provision of a new northbound exit ramp to Ormond Road and the provision of a second right turn lane from Elliott Avenue into Flemington Road. Page 14
New right turn lane added to provide for a double right turn on the Elliott Avenue approach. Some minor encroachment into Royal Park at the intersection flaring. The microsimulation modelling demonstrates that these solutions address the issues identified. Page 15
No queues are observed extending back to the interchange or impacting on the exit ramp (c) (d) (e) Benefits of proposed enhancement The treatment outlined above results in a significant reduction of queues and delays at the Elliott Avenue / Flemington Road / Racecourse Road intersection, preventing the intersection from operational failure. These solutions eliminate the potential for traffic to queue on the East West Link exit ramp or the tunnel mainline. This solution also minimises the impact on Royal Park. Strategic modelling has shown that a new ramp connection to Ormond Road carries around 10,000 vehicles per day in 2021 growing to around 12,000 vehicles per day in 2031. This new ramp provides an alternative access point for traffic accessing the inner north west of Melbourne which assists in dispersing the traffic demand from Elliott Avenue. This new connectivity also results in a net increase in traffic volumes through the tunnel of around 3-5% and therefore an increase in expected revenue. This enhancement will be considered as part of the broader tolling strategy being developed by the State. The modelling has also shown that Ormond Road can successfully accommodate the forecast increase in traffic volumes. Required timing of enhancement There are no staging options for this issue. If this design is not in place upon opening of the East West Link, significant traffic operational issues are expected with extensive queuing on the ramps and into the tunnel at opening. If this solution is not included in the Reference Design the CIS approval process is at risk. Cost of proposed enhancement RDE3 (Elliot Avenue) is expected to cost an additional $3.7m above what was budgeted in the Business Case. RDE4 (Ormond Road Exit Ramp) is expected to cost an additional $30.8m above what was budgeted in the Business Case. The additional scope items were costed as follows: Page 16
Cost Element RDE3 Estimated Cost ($) RDE4 Estimated Cost ($) Direct Cost Additions 1,900,000 15,240,000 Deductions 0 0 Overheads 570,000 4,570,000 Design 150,000 1,220,000 Contingency 250,000 1,990,000 Mark-up 360,000 2,880,000 Real Cost, 2012 3,240,000 25,910,000 Escalation 480,000 4,860,000 Nominal 3,710,000 30,770,000 (f) Recommendation It is recommended that RDE3 and RDE4 are included as part of the core project scope in the RFP. It is recommended that RDE3 and RDE4 are included in the CIS. Page 17
RDE5: Mt Alexander Road / CityLink intersection (a) Enhancement opportunity Original Design Business Case and July release of Reference Design The intersection of Mt Alexander Road and CityLink was previously outside of the project boundary and as such, no upgrades or modifications were proposed at this location. The intersection currently provides two continuous lanes from the CityLink exit ramp to Flemington Road. Two turn lanes are also provided from the CityLink exit ramp which provides access to Boundary Road, through the signalised intersection at Mt Alexander Road / Boundary Road / CityLink exit ramp. Mt Alexander Road provides two lanes southbound which join with the CityLink exit ramp traffic south of Church Street to form a four lane cross section plus a left turn lane. Issue Identified during the CIS Development As outlined in section 6(a) above, microsimulation modelling was undertaken as part of the CIS process. The modelling indicated that with the current intersection arrangement, significant congestion was shown to occur between the CityLink exit ramp and Elliott Avenue. This is due to an increase in the number of vehicles travelling along Mt Alexander Road destined for the East Page 18
West Link, which is required to weave across vehicles exiting CityLink. This weave creates flow breakdown, resulting in significant queuing along both Mt Alexander Road and the CityLink exit ramp. This is an existing problem which is exacerbated greatly by the high demand for the Elliott Avenue interchange (a high demand for the left turn from Flemington Road into Elliott Avenue). The model screenshot below, highlights the forecast traffic operation during the morning peak period. Significant traffic queues are present. Significant queuing along CityLink exit ramp Significant queuing along Mt Alexander Road Weaving traffic at this location, results in the queue propagating back along the approaches The fundamental problem at this location is that the two traffic streams need to be swapped from one side of the carriageway to the other to allow Mt Alexander Road traffic unimpeded access to Elliott Avenue and CityLink Exit traffic unimpeded access to Flemington Road south. Page 19
(b) Solution developed To do this there are only two real solutions: To grade separate this intersection by providing a fly-over for CityLink exit ramp traffic (or Mt Alexander Road traffic); or To control the movement through the introduction of an intersection modification and a signalised junction. The first solution was not considered due to the significant cost and land acquisition that would be required. An upgraded layout of the intersection is proposed which realigns Mt Alexander Road and signalises the exit ramp from CityLink. This signalisation separates the two conflicting movements and removes the weave between the exit ramp and Elliott Avenue. This results in removing the significant queuing along both Mt Alexander Road and the CityLink exit ramp. This solution was assessed in the microsimulation modelling which demonstrated that the issues identified have been addressed. Page 20
No significant queues are observed at this interchange (c) (d) Benefits of proposed enhancement The proposed intersection modification was tested in the microsimulation modelling with the result meeting acceptable criteria of traffic performance. Required timing of enhancement There are no staging options for this location. If this design is not in place upon opening of the East West Link, significant traffic operational issues are expected with extensive queuing and congestion. Further, if this solution is not included in the Reference Design the CIS approval process is at risk. Page 21
(e) Cost of proposed enhancement RDE5 is expected to cost an additional $28.2m above what was budgeted in the Business Case. The additional scope items were costed as follows: Cost Element Estimated Cost ($) Direct Cost Additions 14,290,000 Deductions 0 Overheads 4,290,000 Design 1,140,000 Contingency 1,870,000 Mark-up 2,700,000 Real Cost, 2012 24,280,000 Escalation 3,960,000 Nominal 28,240,000 Less Transurban cost share - (TBD) (f) Recommendation It is recommended that RDE5 is included as part of the core project scope in the RFP. It is recommended that RDE5 is included in the CIS. Page 22
RDE6: East West Link / CityLink integration (a) Enhancement opportunity Original Design Business Case and July release of Reference Design The interface of the East West Link ramps with CityLink can be divided into four locations: 1. Northbound from East West Link to CityLink; 2. Southbound from CityLink to East West Link; 3. Northbound from CityLink to East West Link; and 4. Southbound from East West Link to CityLink Page 23
1 2 Existing CityLink Lanes EWL Ramps and original design Proposed widening 3 4 The original scope for the East West Link interface at CityLink incorporated the following at those locations: 1. A two lane entry ramp consisting of a merge lane and a lane gain. Northbound widening of the CityLink mainline to include an additional lane using the existing shoulder and Lane Use Management ITS. This new lane would run from the East West Link northbound ramp through to the Moreland Road exit. 2. Southbound widening of the CityLink mainline to include an additional lane using the existing shoulder and Lane Use Management ITS. This new lane would run from the vicinity of the Brunswick Road bridge to the East West Link southbound ramp. 3. No localised widening was proposed, the exit ramp was a standard diverge arrangement 4. No localised widening was proposed, the entry ramp was a standard merge arrangement Page 24
(b) While the above configurations were provided in the reference design for the business case, the full cost provision may not have been included as part of this work was assumed to be incorporated within Transurban s Project Zebra. The following development assumes that Project Zebra does not occur and allows for the East West Link design to be costed and operate independently of any future decision regarding Project Zebra. Issue identified during the CIS Development Issues identified as per the locations above: 1. This additional lane northbound operates satisfactorily; 2. In the original scope, CityLink is maintained as four lanes southbound between Moreland Road and Brunswick Road, then widening to five after Brunswick Road. Microsimulation modelling has shown that there is significant congestion in the vicinity of the Moreland Road on ramp due a weave of ramp traffic mixing with traffic destined for East West Link. Maintaining the current merge arrangement results in flow breakdown and queuing in the southbound direction along the CityLink mainline. This impedes CityLink traffic and traffic destined for the East West Link. 3. In the PM peak period, congestion and reduced vehicle speeds are experienced along CityLink between Dynon Road and Racecourse Road. This is due to a weave issue that is created due to vehicles entering at Dynon Road conflicting with vehicles attempting weave across to the exit at Racecourse Road, which also provides access to East West Link. 4. Southbound between the East West Link onramp to CityLink and Dynon Road, there is forecast to be flow breakdown due to the merge from East West Link and the Racecourse Road entry ramp. These issues occur mainly in the AM peak period when southbound traffic volumes are highest. Solution developed Solutions documented by location: 1. No change to reference design 2. To address these issues, an added lane is proposed southbound along CityLink between Moreland Road and the East West Link eastbound ramp. The Moreland Road entry ramp will join CityLink as an added lane which will assist in reducing the congestion at this location by removing the current merge. 3. In the northbound direction, an additional lane is provided between Dynon Road and Racecourse Road. Dynon Road is proposed to connect to CityLink as an added lane, removing the merge and reducing congestion. This additional lane also provides increased capacity in this section of CityLink, assisting to reduce the impacts of any weaving vehicles. 4. An added lane is provided between the East West Link southbound entry ramp to CityLink and Dynon Road. Similar to Moreland Road, the East West Link ramp will join CityLink as an added lane, removing the currently proposed merge. This will improve traffic flow and reduce congestion in this section of CityLink. All of the additional lanes outlined above require minimal civil works. These lanes can be accommodated by using the existing emergency shoulder on CityLink and modifying the lane marking to slightly narrow the existing lanes from 3.5m lanes to 3.3m. This would be undertaken in conjunction with the installation of overhead gantries for Lane Use Management and speed reductions to 80km/hr. These modifications are consistent with the original CityLink widening project proposed by Transurban. Page 25
(c) (d) (e) Benefits of proposed enhancement The proposed widening will reduce the amount of congestion and delays that would occur along CityLink due to the introduction of East West Link and allow for this interface to operate at sufficient levels of performance. Traffic would not have impeded access to/from the East West Link at this location. If this solution is not included in the Reference Design the CIS approval process is at risk. Implementation of proposed enhancement There are no staging options for this location. If this design is not in place upon opening of the East West Link, significant traffic operational issues are expected on the CityLink mainline with flow breakdown impeding traffic accessing and exiting the East West Link ramps. Cost of proposed enhancement RDE6 is expected to cost an additional $23.4m above what was budgeted in the Business Case. The additional scope items were costed as follows: Cost Element Estimated Cost ($) Direct Cost Additions 12,000,000 Deductions 0 Overheads 3,600,000 Design 960,000 Contingency 1,570,000 Mark-up 2,270,000 Real Cost, 2012 20,400,000 Escalation 3,020,000 Nominal 23,420,000 Less Transurban cost share - (TBD) (f) Recommendation It is recommended that RDE6 is included as part of the core project scope in the RFP. It is recommended that RDE6 is included in the CIS. Page 26