Independent Victorian freight intelligence developed from long-term SCATS traffic movements, classified TIRTL freight observations and governed analytical releases.
A decision platform combining long-term SCATS traffic movements and TIRTL classified freight observations to reveal where Victoria’s network is under pressure, how performance is changing and where investment and further investigation may deliver the greatest value.
Choose the route closest to your role. Each path starts with a practical answer and then connects directly to the governed evidence behind it.
Open the commercial intelligence built for dispatch, quoting, customer-window negotiation, contingency planning, backload prospecting and staging decisions.
Open operator intelligenceMove quickly from the executive conclusion to governed network rankings, reliability evidence, freight fragility and decision-ready briefing material.
Open industry briefingInspect community-facing exposure, political geography, temporal persistence, two-way corridor evidence and the questions needed for accountable project evaluation.
Open public-sector evidenceInspect raw monitored directions, evidence classes, coverage limitations, exclusions, calculation boundaries, methods and downloadable analytical releases.
Open detailed methodologyThe platform keeps official source availability, records used by the governed releases and the longer SCATS history deliberately separate. These dates are not interchangeable.
Stage 17 through Stage 23A.4 and Commercial Gold remain frozen to this governed cutoff. Their results are not silently extended by newer source files.
565_E / 566_E BASE+UPDATE analysis: 180 accepted days and 129 accepted weekdays. Truck rule vehicle_class >= 4; BASE and UPDATE reconciliation PASS_EXACT.
Official source availability can extend beyond a governed analytical release. A later source date does not automatically alter a frozen result.
Publication rule: the frozen Stage 17–23A.4 / Commercial Gold findings remain governed through 21 May 2026. The WGT 565_E / 566_E screenline is a separately governed BASE+UPDATE release through 1 August 2026, published only after exact raw-versus-aggregate reconciliation and quality gating. Later source files do not silently alter either release.
Infra-red traffic loggers count, classify and measure the speed of passing vehicles. Published records are aggregated into 15-minute bins by site, heading, Austroads class and speed bin.
SCATS contributes the long-run traffic-movement context used to understand network pressure, local-road change and the relationship between general traffic and freight.
Important: SCATS movements are signal-derived movement observations. They should not be described as simple unique-vehicle counts.
The public source continues beyond the core frozen Stage 23A.4 window. The WGT screenline update is a separately governed BASE+UPDATE release through 1 August 2026; it does not retroactively alter the frozen Stage 17–23A.4 results.
What the Department of Transport and Planning has published through its daily-updated TIRTL Open Data collection.
The frozen Stage 17–23A.4 / Commercial Gold period after completeness, density, outage and evidence-class safeguards.
Each section carries its own governed period. The WGT combined screenline release extends through 1 August 2026 after separate BASE+UPDATE validation; core frozen products remain through 21 May 2026.
| Public evidence section | Period | Duration | What the period supports |
|---|---|---|---|
| Overnight freight rankingsStage 17 | 1 Nov 2025–21 May 2026 | 202 days | Direction-level recorded overnight TIRTL rankings and evidence classes. |
| Political accountabilityStage 20.2 | 1 Nov 2025–21 May 2026 | 202 days | Corrected community and strategic-network exposure joined to political geography. |
| Temporal pressureStage 21 | 1 Nov 2025–21 May 2026 | 202 days | Complete eight-hour overnight onset, persistence and release profiles. |
| Two-way corridor evidenceStage 22.0.1 | 1 Nov 2025–21 May 2026 | 202 days | Governed paired-site two-way volume, balance, dominance and persistence. |
| Speed pressure and reliabilityStage 23A.4.0 | 1 Nov 2025–21 May 2026 | 202 days | Tier A governed point-speed pressure, hourly reference and reliability evidence. |
| Freight operator commercial intelligenceCommercial Gold | 1 Nov 2025–21 May 2026 | 202 days | Operator-facing screens derived from governed Stage 22 and Stage 23A.4 evidence. |
| West Gate Tunnel governed screenline updateWGT BASE + UPDATE | 15 Dec 2025–1 Aug 2026 | 180 accepted days | 565_E / 566_E eastbound Brooklyn screenline trend, recent accepted-weekday headline metrics and mature-period comparison; 129 accepted weekdays. |
The overall date range does not mean every detector or heading operated continuously. Devices can experience outages, commissioning or decommissioning, and individual locations can have different temporal ranges. Missing intervals are not interpreted as zero traffic. Sensor passings are not unique vehicles or complete journeys.
Official Victorian Open Data collection, updated daily and licensed under Creative Commons Attribution 4.0.
The platform turns billions of observations into clear, defensible answers for government engagement, infrastructure planning, freight operations and public communication.
Where are freight speeds, reliability and operating windows deteriorating—and what is the measurable cost to network performance?
How do closures, major projects and abnormal events redistribute traffic across the network, and how quickly does freight recover?
Which corridors perform a critical freight function, and is road, bridge and intersection investment aligned with measured demand?
Where do low speeds and stop-start conditions create inefficient operating environments, and where could interventions improve them?
The platform moves from raw monitored directions to density-corrected exposure and then to temporal persistence. Each view answers a different question and retains its own interpretation safeguards.
Inspect individual TIRTL site-headings, evidence classes and direction-level recorded activity before corridor-density correction.
Open overnight rankings → 02 Corrected exposure Which monitored communities and political areas carry the burden?Normalise repeated monitoring into corridor-direction components and separate community-facing exposure from strategic-network throughput.
Open accountability → 03 Temporal persistence When does pressure begin, peak and continue night after night?Use complete eight-hour profiles, governed context thresholds and explicit outage, source-boundary and DST exclusions.
Open timing evidence → 04 Decision application How can the evidence support freight priorities and investment cases?Compare corridors, inspect source status and translate the connected evidence into project, policy and advocacy applications.
Open decision room →Loading the current evidence statement...
The connected platform presents a boardroom-ready case for productivity, resilience, decarbonisation and data-led freight planning.
Checking Leaflet maps, Google Charts and connected SCATS/TIRTL evidence.
The connected layers show ranked freight corridors, combined SCATS–TIRTL pressure points, quality-labelled overnight TIRTL evidence and major-project monitoring locations.
Only robust recorded series receive a statewide rank. Short, intermittent, limited and unavailable evidence remains visible separately rather than being forced into the league table.
ROBUST_RECORDED_SERIES headings receive a statewide rank.
Profiles combine only compatible connected records. Missing fields remain visibly unavailable rather than being inferred or silently substituted.
Corrected corridor-direction evidence is joined to Victorian local and state political boundaries, with community-facing roads separated from controlled-access network throughput.
Checking mapped headings, boundary coverage and assignment safeguards.
Rankings describe the available monitored evidence and retain explicit coverage qualifications.
Boundary colour describes the selected evidence measure. Grey areas indicate insufficient evidence or unavailable monitoring, not a measured absence of freight.
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The coverage classification prevents unmonitored political areas from being misreported as low-burden areas.
Eight-hour profiles show the onset, persistence and morning peak of corrected corridor-direction freight pressure, with incomplete hours, network outages and source-boundary nights excluded.
Checking complete-hour semantics, exclusions and governed thresholds.
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These rankings count corrected corridor-direction components with persistent timing evidence. Only 48 political areas currently contain robust Stage 21 timing evidence.
Areas absent from these timing rankings are not zero-burden areas. Stage 20.2 coverage classifications remain the authority for monitoring adequacy.
Stage 22 pairs complementary robust monitoring locations, requires complete records in both directions and distinguishes balanced two-way burden from one-direction dominance.
Political rollups include only paired sites with at least 30 eligible nights and exact same-polygon assignments for both carriageways.
Tier A detector headings are compared with a frozen heading-and-hour P85 observed speed. Community and strategic-network contexts remain separate, and the result is an operating-pressure indicator rather than a journey-delay estimate.
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Use the evidence to prioritise explanation and investigation. Do not describe the pressure index as journey delay, economic loss or truck-hours lost.
A higher score means the detector heading operates below its own P85 reference more frequently or severely. It does not necessarily have Victoria's lowest absolute speed.
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Twelve headings remain descriptive and unranked because nightly truck density is lower.
Sneydes Road eastbound and westbound remain excluded from public comparative speed products.
The complete 25,767-row legacy validation passed. The two governed synthetic bridge assets retain a controlled method exception that does not by itself remove either direction from ranking.
Eight curated graphs summarise the governed Stage 23A.4 baseline. The complete evidence gallery contains all 48 executive and heading-level graph designs.
All 12 governed Tier A community headings, ranked against their own heading-and-hour P85 references.
Open full sizeColour indicates governed pressure severity; labels show threshold occurrence and sustained nights.
Open full sizeHigh-right points combine frequent speed pressure with large variation between better and worse nights.
Open full sizeRows follow the community pressure ranking; cells show the hourly pressure index.
Open full sizeThe colour progression runs from lower pressure through amber and orange to severe red.
Open full sizeThin line is P10–P90, thick line is P25–P75, and the diamond is the median nightly ratio.
Open full sizeLonger intervals indicate greater variation between better and worse eligible nights.
Open full sizeThe 283 robust headings partition into full temporal, aggregate-only and sparse evidence.
Open full sizeInspect the governed analytical release and supporting tables.
The evidence can already identify cheaper operating windows, recurring pressure, unreliable lanes, quoting-risk candidates, schedule-contingency classes, fuel-and-wear exposure signals, directional imbalance and high-volume two-way freight opportunities.
These findings can improve dispatch, quoting, customer-window negotiation, contingency planning and sales targeting. They do not yet calculate exact dollars, litres, journey-time savings or truck-hours.
Across all 269 Tier A headings, this hour has the lowest mean pressure index at 2.43, mean speed at 98.1% of reference and mean below-90% occurrence of 3.6%.
Test flexible departures in this window, then use the heading lookup because the best hour varies by location.
This is a network-wide overnight average, not a guarantee for every route or a complete journey-time result.
Pressure index 56.03; below 90% of its own hourly reference during 75.5% of eligible hours; sustained pressure on 76.9% of eligible nights.
Prioritise departure-time review, quoting review and route-specific operational investigation for work exposed to this heading.
The pressure index is relative point-speed pressure, not journey delay or a dollar loss.
Its nightly P90-P10 observed-to-reference spread is 32.6 percentage points, with pressure index 41.65.
Use a larger evidence-based contingency class and avoid promising the same tight arrival window used on stable lanes.
The evidence supports a relative contingency class, not an exact number of buffer minutes.
The screening class combines governed pressure, night-to-night spread, sustained pressure and severe below-reference occurrence. The page lists the leading 20 candidates for commercial review.
Review quoted allowances, fixed time windows, waiting clauses and corridor-risk terms before changing actual prices.
This is a risk-screening class, not a recommended tariff or proof that an existing contract is unprofitable.
The class is driven by nightly reliability spread, sustained-pressure frequency and longest pressured runs.
Apply larger contingencies only to genuinely variable lanes and reduce unnecessary padding on stable lanes.
No minute value is assigned because journey distance, customer time and operator practices are not in the dataset.
The leading lower-risk benchmark has pressure index 0.00, nightly reliability spread 1.4 points and observed speed at 98.7% of reference.
Use low-risk headings as operational benchmarks and compare candidate times or corridors before dispatch.
A low-risk monitored heading is not automatically a valid alternative route; route connectivity and restrictions must be checked separately.
WGB_OUTBOUND_W is below 70% of reference during 30.4% of eligible hours. Tullamarine FWY Inbound - Before Mickleham Rd (SB) has the largest long-period observed-reference speed deficit at 16.5 km/h.
Prioritise these locations for departure-time changes, telematics review and operator-specific fuel analysis.
The current data identifies operating exposure; it does not calculate litres, maintenance dollars or emissions.
Median directional imbalance is 30.3%, with 65.1% in the dominant westbound direction.
Target return-load sales and contract pairing toward the weaker direction, or ensure the dominant-direction job price covers likely empty running.
Directional sensor imbalance is an opportunity signal; it does not prove that a backload is available.
It averages 2,170.2 combined truck passings per normalised eight-hour night, 100.0% balanced nights and median imbalance of 2.5%. The highest combined-volume paired asset overall is West Gate Bridge - Corridor_Only - WGB_INBOUND_E / WGB_OUTBOUND_W at 2,202.1.
Use these freight-flow signals to shortlist areas for shuttle, trailer-staging, cross-dock or depot investigation.
A siting decision still requires land cost, customer locations, access restrictions, zoning and complete route economics.
The leading reliability-risk heading has a 32.6-point nightly spread. West Gate Bridge inbound and outbound are also among the top three reliability-risk headings and both have recorded worst-night pressure runs spanning all eight overnight hours.
Pre-plan customer notifications, departure holds and approved alternatives for jobs dependent on these locations.
Worst-night and reliability evidence identifies fragility; it does not identify the external cause of each episode.
Each graph answers one of the Commercial Gold questions and includes a plain-language explanation for freight company owners, dispatchers, VTA members and policy decision-makers.
The sections beneath every graph explain what it shows, why it matters, how an operator can use it, why it matters to VTA and what the evidence cannot prove.
When is the least pressured time to operate each commercially exposed heading?
Hourly pressure from 10 pm to 6 am for the leading commercial-review headings. Green cells are lower-pressure windows; amber, orange and red indicate progressively greater pressure.
A job moved by one or two hours can encounter a very different operating environment. This helps owners and dispatchers identify where customer appointment times may be adding avoidable risk.
Use the greenest hour as the first window to test for flexible work, then confirm customer access, fatigue, curfew and route requirements.
Shows where receiving-hour flexibility, roadwork scheduling or freight-access policy could improve network productivity.
Which lanes combine recurring pressure with night-to-night unpredictability?
Each bubble is a Tier A heading. Pressure increases from left to right, unreliability increases from bottom to top, and bubble size reflects monitored truck passings.
The upper-right area contains lanes that are both difficult and unpredictable—the combination most likely to undermine tight quoting and delivery commitments.
Prioritise upper-right headings for rate review, contingency review, customer-window negotiation and disruption planning.
Identifies where commercially significant freight function overlaps with operating fragility.
How much additional pressure is associated with operating in the wrong overnight hour?
For each heading, the green point is its lowest-pressure hour and the red point is its highest-pressure hour. The connecting distance is the measured hourly penalty.
Large gaps indicate lanes where schedule flexibility has the greatest potential operational value.
Use the largest gaps when negotiating receiving windows or deciding which jobs should be moved away from fixed high-pressure slots.
Quantifies the network-productivity value of time-of-day flexibility without inventing dollar savings.
Which lanes most strongly justify examination of quoted allowances and contract conditions?
The leading commercial-review headings ranked by governed pressure. Bar colour shows the screening class from lower through severe review.
A lane with recurring pressure and poor reliability can consume margin even when its invoice value appears acceptable.
Review—not automatically increase—rates, fixed-window obligations, waiting clauses and corridor-risk allowances for the leading candidates.
Shows where network performance may be creating systemic commercial pressure for freight operators.
Which lanes require the greatest protection against unpredictable operating conditions?
The P90–P10 nightly spread for the leading reliability-risk headings, with sustained-pressure frequency and longest pressure run shown beside each bar.
Unreliable lanes create missed appointments and overtime risk, while stable lanes may be carrying unnecessary schedule padding.
Apply larger relative contingency classes to wide-spread lanes and investigate whether stable lanes can safely carry less padding.
Highlights corridors where reliability—not only average speed—should influence freight policy and infrastructure priorities.
Where are severe low-speed operating conditions most recurrent?
Headings are positioned by long-period observed-speed deficit and the share of eligible hours below 70% of reference. Bubble size represents monitored truck passings.
Repeated severe low-speed operation is where operator telematics, fuel and maintenance records are most worth investigating.
Compare actual fuel burn, braking, idling and maintenance outcomes for vehicles repeatedly assigned to upper-right headings.
Provides an evidence-led shortlist for productivity and decarbonisation investigation.
Where is empty-return exposure most likely to deserve commercial attention?
The leading paired sites ranked by median directional imbalance. Labels identify the dominant direction and combined overnight truck activity.
Strong directional imbalance can expose operators to dead kilometres when freight demand is concentrated in one direction.
Target return-load sales toward the weaker direction, pair complementary contracts or ensure dominant-direction pricing recognises likely empty running.
Shows where freight-market coordination or consolidation could improve asset utilisation.
Where might scheduled shuttles, trailer staging or cross-dock models deserve investigation?
Paired freight sites positioned by the share of balanced nights and combined overnight truck activity. Larger bubbles have stronger balanced-intensity scores.
High and balanced two-way activity is a stronger signal for repeatable shuttle or staging operations than raw volume alone.
Shortlist upper-right sites for land, customer, access, zoning and route-economic investigation.
Connects monitored freight flows to possible industry-productivity infrastructure and operating models.
Where does a large monitored freight task overlap with poor reliability?
Truck passings increase from left to right, nightly reliability spread increases upward, and bubble size reflects sustained-pressure frequency.
High-volume, unreliable headings have the greatest potential to affect many freight movements when conditions deteriorate.
Give upper-right locations stronger disruption playbooks, customer-notification rules and route-dependency reviews.
Provides an infrastructure and resilience priority lens based on freight function and fragility together.
How does pressure build, ease or persist through the freight operating night?
Hourly pressure profiles for the leading pressure and reliability headings, both West Gate Bridge directions and the leading community-road heading.
A single overnight average can hide early-night pressure, pre-dawn deterioration or sustained all-night difficulty.
Use the profile shape to choose departure windows and to understand whether a lane has one avoidable peak or a persistent all-night problem.
Shows how freight-network pressure differs by direction and hour, supporting more targeted operational responses.
See its lowest-pressure hour, highest-pressure hour, pricing-risk screen, schedule-contingency class and fuel/wear exposure signal.
The lookup compares monitored headings and hours. It does not prove that another heading is a legally or operationally valid alternative route.
Do not convert these signals directly into dollars without operator cost inputs. Exact profitability needs revenue, fuel, wage, vehicle, toll, waiting-time, distance and empty-running information.
The current connected release brings together the most decision-useful verified outputs. Each visual retains source, coverage and interpretation information so the evidence remains defensible.
A ranked comparison of the connected corridor exposure score. This is an analytical score, not a vehicle count.
Ranked freight observations across strategic corridors and directions.
The classified truck share represented by each connected strategic corridor record.
Average classified truck passings per valid eight-hour overnight period for each connected Western corridor.
Equivalent average minutes between classified truck passings. A lower value means more frequent overnight activity.
The highest verified overnight truck-passing rates among directional TIRTL headings used in the comparable metric.
The register separates current reference-period findings from questions requiring a clean opening-period segmentation, later operating observations or evidence beyond detector speeds and passings.
The West Gate Tunnel opened to traffic on 14 December 2025. The Stage 23A.4 reference contains 43 pre-opening nights and 159 nights on or after opening. It is therefore a mixed pre-opening, opening-transition and early-operation reference — not a pure pre-opening baseline.
We can describe current reference-period freight pressure, direction, timing and reliability. We can also compare future stable operating periods with the frozen reference. We cannot yet claim a clean West Gate Tunnel opening benefit because the existing reference spans both sides of the opening date.
Showing all 28 questions.
West Gate Bridge ranks first among governed paired whole-site assets, averaging 2,202.1 normalised combined truck passings over an eight-hour night.
Yes. Sustained two-way pressure occurred on 81.8% of eligible nights. 87.8% of nights were classified as balanced.
Inbound/eastbound is the overall dominant direction with 55.8% of paired passings. Median directional imbalance is 11.3%. The combined peak is 5:00 am-6:00 am, averaging 621.9 truck passings.
Outbound/westbound ranks 3 with a pressure index of 37.86. Inbound/eastbound ranks 5 with an index of 30.03.
Outbound/westbound. Its observed speed is 84.1% of reference, compared with 89.9% inbound. It is below 90% of reference during 40.0% of eligible hours, versus 31.3% inbound.
Inbound/eastbound is slightly less reliable. Its P90-P10 nightly spread is 32.3 percentage points and it ranks second for network reliability risk. Outbound/westbound has a 30.7-point spread and ranks third.
It is recurring. Sustained-pressure nights occur on 51.9% of outbound eligible nights and 42.0% of inbound eligible nights. Both directions recorded worst-night runs spanning all eight overnight hours.
Outbound/westbound has its worst governed hour at 12:00 am-1:00 am; inbound/eastbound at 10:00 pm-11:00 pm. Complete profiles are available for every hour from 10 pm to 6 am.
Tullamarine FWY Inbound - Before Mickleham Rd (SB) ranks first with a pressure index of 56.03. Truck speed is below 90% of reference during 75.5% of eligible hours, with sustained pressure on 76.9% of eligible nights.
Sydney Rd and Jukes Rd (SB) ranks first with a pressure index of 34.11. It is below 90% of reference during 47.1% of eligible hours and records sustained pressure on 69.8% of eligible nights.
It is concentrated. All five leading strategic-network pressure headings are on the Tullamarine Freeway or West Gate Bridge. Both bridge directions are in the top five.
The speed reference contains 269 Tier A headings, 2,152 reference-ready heading-hours, 374,900 complete speed hours and 46,697 eligible heading-nights. Stage 22 adds 119 paired sites, 163,819 complete paired hours and 20,401 eligible paired nights.
269 Tier A headings qualify for full temporal comparison; 12 Tier B headings are descriptive only; 2 Tier C headings are excluded. Later periods can be compared with VTA_STAGE23A4_P85_20251101_20260521, but that reference spans 1 November 2025 to 21 May 2026 and is not a pure pre-opening baseline.
No. The tunnel opened on 14 December 2025, while the reference spans 1 November 2025 to 21 May 2026. It contains 43 pre-opening nights and 159 nights on or after opening, so it is a mixed opening-transition reference.
The current mixed-period inbound and outbound reference is established separately, including pressure index and threshold occurrence.
Current P10-P90, P25-P75, worst-night and sustained-run measures are established in both directions.
Current community, network, directional and two-way monitoring reference conditions are available.
Existing monitored approach volumes, pressure and reliability form an opening-transition reference, not a pure pre-opening baseline.
Eight separate hourly references and pressure profiles are frozen for every Tier A heading, with bridge directions kept separate.
The current monitored network ranking and community/network separation establish the mixed-period opening geography.
The frozen reference and quality gates are ready for repeated later-period monitoring.
Not established by the current detector dataset alone.
Not established by the current detector dataset alone.
Not established by the current detector dataset alone.
Not established by the current detector dataset alone.
Not established by the current detector dataset alone.
Not established by the current detector dataset alone.
Not established by the current detector dataset alone.
A long-term, independent before-and-after program to test how the project changes freight movements, travel conditions, inner-west traffic pressure and access to the Port of Melbourne.
Track shifts between the bridge, tunnel, port approaches and inner-west routes.
Measure changes by direction, time of day and vehicle classification.
Test whether freight and general traffic pressure reduces on key inner-west roads.
The primary TIRTL counters, 565_E and 566_E, are physically located in Brooklyn on the eastbound WGT inbound main carriageway. This report averages those redundant counters to measure classified traffic passings at that Brooklyn screenline as the monitored stream continues east toward the Yarraville / Spotswood tunnel-entry precinct near Williamstown Road. This is a screenline traffic measure, not a direct census of vehicles entering the West Gate Tunnel.
The governed 565_E / 566_E pair in Brooklyn measures the eastbound WGT stream upstream. That is valuable evidence, but the Brooklyn screenline does not by itself establish which observed vehicles ultimately enter the West Gate Tunnel. A second redundant pair immediately upstream of the tunnel entrance would move the measurement point to where the tunnel-entry question can be observed directly.
Measure classified vehicle and truck passings at the tunnel approach itself rather than using the upstream Brooklyn screenline as a proxy for final tunnel entry.
Two nearby counters provide a consistency check against sensor faults or incomplete observations. As with 565_E / 566_E, the redundant observations should be reconciled and averaged or consensed — never added as separate traffic streams.
A governed portal-adjacent screenline could be compared with the upstream Brooklyn screenline to better quantify how much monitored eastbound traffic reaches the tunnel-entry point, subject to verified road topology and matched observation periods.
Direct observations would support clearer reporting of tunnel usage, heavy-vehicle share and change over time without turning an upstream traffic count into an inferred tunnel-entry total.
Two redundant eastbound WGT inbound main-carriageway counters. They are averaged, never added, and form the physical measurement basis for the flagship weekday traffic and truck statistics.
Measured hereThe monitored traffic stream continues east toward the citybound West Gate Tunnel entrance near Williamstown Road, at the Yarraville / Spotswood freeway interface.
Tunnel approachOfficial project material describes the citybound tunnel as 2.8 km long, entering from the West Gate Freeway just before Williamstown Road and running under Yarraville.
Citybound tunnelThe latest 28 accepted weekdays (2026-06-03 to 2026-07-29) average 60,056 classified vehicle passings and 4,712 truck passings at the 565_E / 566_E Brooklyn screenline. The monitored carriageway continues east toward the Yarraville / Spotswood tunnel-entry precinct, but this dataset does not independently identify every observed vehicle's final tunnel/road destination.
8.01% truck share across 129 accepted weekdays — about one passing every 18.2 seconds.
Truck share is highest during this low-volume overnight hour; this is a share of classified screenline passings.
12.6% truck share across the eight-hour accepted-weekday window.
At the 565_E / 566_E Brooklyn eastbound WGT screenline, the latest 28 accepted weekdays average about 60,056 classified vehicle passings and 4,712 truck passings per weekday (7.85% of classified traffic). At the accepted-weekday freight peak, 06:00-07:00, the screenline averages about 408 truck passings an hour — roughly one every 8.8 seconds. This is a screenline measure upstream of the Yarraville / Spotswood tunnel-entry precinct, not a direct count of tunnel entries.
At the Brooklyn 565_E / 566_E screenline, the latest 28 accepted weekdays average 60,056 classified vehicle passings and 4,712 truck passings per weekday. Compared with the accepted February-March mature-period baseline, vehicle passings are -1.51% and truck passings are -6.52%. These percentages describe change at the monitored screenline; they are not direct West Gate Tunnel entry counts.
The first 28 accepted post-opening weekdays include the Christmas / January recovery period, so the opening comparison is useful as a ramp-up indicator rather than a seasonally adjusted growth rate. The February-March comparison provides the more mature operating benchmark. Both comparisons describe the Brooklyn screenline, not direct tunnel-entry totals.
vehicle_class >= 4.565_E and 566_E are redundant eastbound counters and are averaged, never added. Accepted days require complete 15-minute coverage at both sensors, vehicle disagreement ≤2% and truck disagreement ≤5%.
Both historical and rolling-update 15-minute aggregates reconcile exactly to the raw governed vehicle_class >= 4 reconstruction before publication.
These are classified passings at the 565_E / 566_E Brooklyn eastbound WGT screenline. The pair is averaged, never added. The results are not unique vehicles, linked journeys or a direct census of West Gate Tunnel entries.
The platform publishes concise public evidence while retaining deeper technical detail for expert review, industry discussion and member use.
A recurring executive report covering volumes, speeds, reliability, corridor pressure and emerging abnormal conditions.
A defensible ranking connecting measured freight exposure with road condition, maintenance and investment requirements.
Independent before-and-after measurement for major projects, disruptions and network interventions.
Historical evidence on higher- and lower-pressure periods to inform operational and policy conversations.
Download the connected data release, source audit, executive findings, corridor profiles or a printable evidence brief.
Search and download the public governed CSV, JSON, GeoJSON, QA, methodology and supporting analytical products used across Victorian Freight Network Intelligence. Superseded and retired products are hidden from the default catalogue.
Filter the evidence by name, source, status or VTA relevance. Every row preserves its interpretation safeguard.
| Evidence | Primary measure | Status | VTA application | Source |
|---|---|---|---|---|
| Loading evidence register… | ||||
This platform was constructed through a staged analytical workflow rather than from a single spreadsheet or browser calculation. Source records were imported into analytical databases, enriched with spatial and directional context, subjected to completeness and evidence-quality gates, transformed into purpose-specific products, and exported into reviewable CSV, JSON, map, graph and web assets. Each public result retains a source stage, calculation meaning and interpretation boundary.
The browser is a presentation layer. Rankings, profiles and review screens are generated upstream from governed analytical exports rather than calculated ad hoc from the page.
Obtain source files, record provenance, dates, schemas and licences.
Import and normalise records in DuckDB for repeatable SQL analysis.
Attach coordinates, locality, corridor, heading and geographic context.
Apply completeness, density, pairing, temporal and tiering gates.
Create rankings, corrected exposure, temporal, paired-site and speed evidence.
Export reviewable files, integrate the page and test integrity.
Victorian Freight Network Intelligence is an independent analytical publication prepared by Traffic Analytics and published by Spotswood Trailers. It is not an official Victorian Transport Association, Department of Transport and Planning or Victorian Government publication.
The method describes the connected public evidence architecture through Stage 22.0.1 and Stage 23A.4.0, together with the Commercial Gold and West Gate question-register presentation layers. Later products consume governed upstream outputs rather than silently redefining them.
Where the reviewed project materials do not expose an exact threshold or component weight, the value is not guessed. The responsible governed stage artifact remains the controlling source.
TIRTL supplies classified passing records at monitored locations and headings. A TIRTL passing is one detector observation. It is not a unique truck, a unique load, an origin–destination movement or a complete journey. A vehicle may be observed at more than one monitored point.
Official source: Department of Transport and Planning, TIRTL Traffic Counts. The platform separately identifies the official source-availability window and the governed period used by a published analytical release.
SCATS contributes long-term signal-derived movement observations for general traffic, intersection and local-road context. A SCATS movement must not automatically be described as a unique vehicle count. Coverage and completeness vary by site and date. The detailed upstream SCATS ingestion and cleaning specification belongs to the established SCATS workflow and is not reconstructed from this freight page.
The foundational TIRTL workflow combines the analytical database with site coordinates and official Vicmap locality polygons. Each coordinate-bearing site-heading is treated as a point; the containing locality polygon supplies the locality name. In the documented foundational build, 562 of 562 site-heading rows were matched and zero remained unmatched.
The primary implementation technologies are DuckDB for analytical storage and SQL aggregation, Python for ingestion, validation, spatial processing and export generation, and PowerShell for repeatable orchestration. The public site is static HTML, CSS and JavaScript with Leaflet maps, Google Charts and generated PNG/SVG graph assets.
Maps distinguish exact detector points from inferred analytical corridor lines. An inferred line connecting monitored locations is a presentation of monitored corridor evidence; it is not necessarily a surveyed or road-centreline-snapped engineering alignment.
One monitored direction at one location. Used for exact sensor inspection, directional volume, truck share and raw overnight rankings.
Repeated monitoring is consolidated into governed corridor-direction components before community or political-geography interpretation. This prevents a corridor with more detector headings from automatically receiving proportionally more weight solely because it is monitored more densely.
Eligible records are organised across the complete eight-hour overnight window from 10 pm to 6 am. The analysis examines onset, peak, persistence and release, subject to complete-hour, outage, source-boundary and daylight-saving rules.
Complementary directions are joined only under a governed paired-site identifier. This supports combined two-way freight scale, dominant-direction share, imbalance and balanced-night measures. Arbitrary headings must not be combined.
Governed truck speed-bin evidence is reconstructed, validated and assigned an evidence tier before public temporal comparison. Relative point-speed measures are suitable for monitored pressure and reliability screening, but not for complete journey-time claims.
| Stage | Purpose | Public role | Status | Key boundary |
|---|---|---|---|---|
| Stage 17 | Direction-level overnight evidence | Raw monitored rankings | Connected | Monitoring density differs by corridor |
| Stage 20.1–20.2 | Density correction and political geography | Corrected community/network exposure | Connected | Monitored evidence, not complete jurisdiction census |
| Stage 21.0.2 | Hourly temporal pressure | Onset, peak and persistence | PASS | Overnight window and exclusion rules apply |
| Stage 22.0.1 | Paired whole-site evidence | Two-way scale, dominance and imbalance | PASS | Pairing rules are fixed and governed |
| Stage 23A.1–23A.3 | Speed provenance, reconstruction and tiering | Validated publication population | PASS | Tier B descriptive; Tier C excluded |
| Stage 23A.4.0 | Pressure and reliability | Relative point-speed ranking and profiles | PASS | Not journey delay or economic loss |
| Commercial Gold | Operator-facing review screens | Pricing, contingency, fuel/wear and opportunity review | Regression PASS | Signals, not recommendations or exact costs |
| Stage 23A.5 | Opening-period segmentation | Clean West Gate comparison | Not built | Fresh coverage and density gates required |
| Stage 23B | Journey-time and delay evidence | Potential journey or productivity products | BLOCKED | Requires linked journeys and governed distances |
The hourly P85 reference is a frozen observed upper-normal point-speed reference for a governed heading and hour. It is not the posted speed limit, an engineering free-flow speed or a pure pre-opening counterfactual.
Below-90%, below-80% and below-70% occurrence measures report the share of eligible governed hours below each relative threshold. The governed pressure index is a 0–100 composite point-speed measure derived from relative speed and recurrence evidence.
Average normalised eight-hour combined trucks represents governed two-direction passings normalised to the full overnight window. Median directional imbalance is the typical absolute difference between paired directional shares. Balanced nights report the share of eligible paired nights satisfying the governed Stage 22 rule.
Quality gates are applied before evidence enters a public ranking or temporal comparison. Depending on the stage, gates address schema validity, coordinate availability, duplicate handling, complete hours, eligible nights, source boundaries, outages, daylight-saving transitions, evidence density, governed pairing and speed-bin completeness.
| Tier | Current population | Permitted use | Restriction |
|---|---|---|---|
| Tier A | 269 site-headings | Full governed temporal comparison | One direction per heading; monitored evidence only |
| Tier B | 12 site-headings | Long-period descriptive aggregate evidence | Not used for full temporal comparison |
| Tier C | 2 site-headings | Excluded | Must not enter public comparative ranking |
The Stage 23A.4 governed population includes 2,152 reference-ready heading-hours, 374,900 complete speed hours, 46,697 eligible heading-nights and 372,586 eligible pressure observations. Heading-nights are accumulated across headings; they are not unique network-wide calendar nights.
Stage 22 contains 119 governed paired sites. Pair construction must remain fixed. A visually plausible pair is not sufficient unless it exists in the governed paired-site register.
The workflow distinguishes a measured zero from absent, incomplete, excluded or non-comparable evidence. These states have different meanings and must remain different in analytical tables and public presentation.
Major stages write explicit analytical files before web integration. These may include source manifests, CSV tables, JSON data products, GeoJSON layers, method notes, QA summaries, graphs and stage packages. The public HTML is therefore not the only evidence object.
Web integrations use explicit START/END markers so a later script can replace its own governed block without rewriting unrelated sections. Integration scripts create timestamped backups, update both the framework and published roots, run structural audits and compare generated asset hashes.
Static QA checks include marker uniqueness, required assets, duplicate IDs, internal-anchor integrity, expected source references, parseable JSON, required downloads and framework-to-published file equality. Browser QA should additionally examine console errors, failed requests, map/chart rendering, keyboard behaviour, mobile overflow and performance.
The connected evidence can describe monitored passings, movements, truck share, directional concentration, corrected exposure, temporal profiles, point-speed pressure, threshold recurrence, persistence and relative reliability.
Stage 23B remains blocked until governed segment distances, linked travel times and complete journey definitions are available. Point-speed evidence must not be converted into journey delay, truck-hours or dollars without those inputs.
The Stage 23A.4 frozen reference runs from 1 November 2025 to 21 May 2026. The West Gate Tunnel opened to traffic on 14 December 2025. The reference therefore contains 43 pre-opening nights and 159 nights on or after opening.
The correct classification is a mixed pre-opening, opening-transition and early-operation reference. It is suitable as a frozen reference for later comparisons, but it cannot be described as a pure pre-opening baseline.
A clean opening-effect study requires Stage 23A.5: separately governed pre-opening, transition and stable operating windows, with fresh coverage, density and completeness gates applied to each segment.
Freeze ID: VTA_STAGE23A4_P85_20251101_20260521This integration publishes every method detail supported by the reviewed project materials. It deliberately does not invent the following:
Review the current evidence, apply it to agreed freight priorities and establish a repeatable publication and decision-support workflow.
Compare canonical corridors using strict source-field ownership. Directional records are grouped beneath each corridor, ambiguous truck metrics are withheld, and governed pressure and speed joins remain visible.
Validating assets, data layers, duplicate IDs and publication readiness.
Use the connected evidence to test priority questions, support government engagement and establish recurring freight scorecards, project monitors and corridor briefs.
Contact Clarke Towson · clarke@spotswoodtrailers.com.au