New Perth Stadium Transport Project Definition Plan December 2012

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new Perth Stadium Transport Project Definition Plan December 2012

Artist’s impression: pedestrian bridge location

0ii transport solution for the new Perth Stadium transport solution for the new Perth Stadium Artist’s impression: new Perth Stadium Station 03 contents key features 2 Appendix 1 19 Dedicated train services 2 Transport facilities to be funded Complementary bus services 3 by the Government Pedestrian connection to CBD 3 Appendix 2 19 Enhancing existing infrastructure 3 Indicative cashflow evolution of the transport solution 4 executive summary 6 Project Definition Outcomes 7 Infrastructure 15 Importance of rigour 16 Cost Estimates 16 Project Management 17 Staging 17 Cashflow 17

01 key features Passengers first. Holistic transport approach. Multiple transport options.

The new Perth Stadium By applying the ‘tentacles of movement’ presents an opportunity for philosophy, spectators will be dispersed, rather than surging together in one the Public Transport Authority direction, ensuring fast and safe transfers (PTA) to concurrently develop and reducing the impacts on nearby the transport solution within residential and environmental areas. a new precinct at Burswood, Key features of the responsive and rather than retrofit it into a robust transport solution, to be delivered constrained space. for the start of the 2018 AFL season, include: Adopting the new Perth Stadium’s ‘fan first’ philosophy, the Transport Dedicated train services PDP reflects passenger needs and Six-platform Stadium Station for demands to create a ‘passenger first’ convenient loading and rapid transfers transport solution. to destinations. This will be achieved through Nearby stowage for up to 117 railcars a $298 million (July 2011 prices) to keep a continuous flow of trains integrated train, bus and pedestrian following events. approach to provide spectators with multiple options. It will promote a cultural Additional stowage between shift from reliance on cars, to move up Great Eastern Highway and Victoria to 50,000 people, or 83 per cent of a Park Station for 24 railcars. capacity crowd, within an hour of an Operating plan and associated event finishing. systems to maximise train movements from the stadium to Perth.

02 Upgraded East Perth Station within Enhancing existing a comfortable walking distance to infrastructure the Stadium. Extension of an additional lane Enhancements to network systems to Victoria Park Drive road bridge and infrastructure in and around over the expanded rail infrastructure. Perth Station. Improvement of Great Eastern Complementary bus services Highway and Victoria Park Drive intersection to accommodate Dedicated new Perth Stadium bus increased bus and vehicle movement. facility able to load up to 20 buses at any given time to service suburban Coach, taxi and ACROD drop-off areas without rail services. facility near the new Perth Stadium. CBD bus shuttle from Nelson Avenue in East Perth, enabling spectators to Without public transport, moving access more than 40,000 inner city 50,000 people by cars would need: car bays. 20,000 cars; and Pedestrian connection to CBD 50 hectares of ground A new Swan River pedestrian bridge level parking, costing between the Peninsula and East Perth $140 million; or will take pressure off Windan Bridge 12.5 hectares for and divert pedestrians away a multi-storey car from East Perth’s high-density park, costing up to residential area. $700 million. It will improve connections between the two areas and attract locals and visitors to the precinct outside of event days. 03 The new Perth Stadium | Master Plan

evolution of the transport solution In August 2012, Cabinet endorsed the new Perth Stadium Project Definition Plan. It included a framework to guide the new Perth Stadium’s development within a Sports Precinct, supported by an integrated public transport system.

The identified transport strategy included The changes proposed include: major transport infrastructure, such as: replacing the pedestrian bridge new Perth Stadium Station to replace over Victoria Park Drive with the existing Belmont Park Station. an underpass, which achieves a safe separation of pedestrians pedestrian bridge across the Swan River. and vehicles; bus hub facility south of the new realigning the Peninsula Bus Station Perth Stadium, known as the Peninsula to a location further from the river Bus Station. foreshore and orientated on a north- pedestrian bridge across Victoria Park west south-east axis. This minimises Drive for access between the new the potential impact on the Swan River Perth Stadium and southern entry and facilitates improved access onto of the new Perth Stadium Station. Victoria Park Drive; and extending Victoria Park Drive road redesigning a section of the bridge across the new Perth Swan River pedestrian bridge Stadium Station. on the new Perth Stadium side, as the initial concept is no longer In developing the Transport PDP, the PTA required to separate pedestrians refined the transport requirements, which from the bus hub, due to the has seen some initial transport concepts Peninsula Bus Station relocation. modified. The proposed modifications do not result in any significant impact on the overall transport strategy, nor the final cost.

04 The new Perth Stadium | Master Plan

evolution of the transport solution

The New Perth Stadium – Master Plan aerial 05 executive summary

The new Perth Stadium (Stadium) Project Definition Plan (PDP), that was endorsed by Cabinet in August 2012, highlighted that the transport requirements would be addressed in a separate Transport PDP to be submitted to Cabinet before the end of 2012.

The new Perth Stadium PDP included a The most complex issues in preparation Master Plan which provided a framework of this PDP were those associated with to guide the development of the Stadium the passenger railway. Provision of within a sports precinct, supported by an good, safe and reliable railway services integrated transport system. depends on integrating a number of electrical, electronic, structural and civil This PDP therefore covers the rail, bus, engineering disciplines into an effective road and pedestrian investments that and reliable system. will be constructed to ensure the new Perth Stadium operates as a world class Preparation of this PDP adopted the venue, with commensurate facilities for following sequence used in preparing access and egress from events. Master Plans that preceded the successful delivery of recent, major rail projects A fundamental objective in preparing in Perth: the PDP was to deliver a set of operating plans and infrastructure requirements, Quantification and clarification of and their cost, which provide a high patronage demand and its drivers. degree of certainty to achieve required Preparation of operating plans objectives, and conversely, the risk to handle the demand. of non-performance would be as low as reasonably possible. A high Definition of infrastructure and degree of project definition in the final rollingstock requirements to satisfy planning phases is critical to successful the operating plan. implementation. A highly defined scope Preparation and testing of concept of works not only greatly reduces future designs for the infrastructure required. uncertainty, but it also provides the soundest basis for the preparation of Consultation with stakeholders to credible estimates. ensure functionality and adequacy of infrastructure. Cost estimates, which are based on a highly defined scope of works, provide Risk analysis. the best insurance against future cost Finally, and only after all of the above, “blow-outs”, as cost blow-outs are most estimate the cost of the operating likely to be caused by changes in scope. and infrastructure plans that have been produced.

06 Special attention was paid to define the The scale of the connection between requirements to meet passenger demand the Stadium and the pedestrian bridge and ensure the infrastructure, particularly over the River has been reduced. for rail, would be driven by, and be responsive to a robust operational plan. Project Definition Outcomes An innovative operating plan has been Demand produced, which was led by overseas Great emphasis was placed on defining experts, who specialise in the movement the nature and magnitude of the travel by rail of large crowds attending major demand the Stadium will create. sporting events in the UK. With respect to the railway, this was an The final infrastructure outcomes of the iterative process between the traffic task, Transport PDP are entirely consistent the operating plan to satisfy that task, the with the transport requirements limited capacity of existing infrastructure, articulated in the Stadium Master Plan and the additional supporting endorsed by Cabinet in August 2012. infrastructure to make it all work. There are some minor differences in The result was ultimately, an operating detail and these are: plan and associated infrastructure with The pedestrian bridge across Victoria the ability to move a crowd of 35,500 by Park Drive has been replaced with an rail, and 14,300 by bus within one hour underpass. following an event. This is about 83% of the total attendance of 60,000 people. The bus hub has been realigned and reconfigured. The pedestrian linkages shown in Figure 1, resulting from extensive The bus hub is more compact and modelling, were valuable in defining the minimises impact on the River and transport problem caused by the limited Stadium facilities. car accessibility to the Peninsula, as well The access from the bus hub to as demonstrating the opportunity for a Victoria Park Drive has been improved. more sustainable public transport solution.

Figure 1: Distribution by mode and destination 07 Pedestrian Networks Finally, the existing landing point in East Perth, north of the Claisebrook Cove, The existing pedestrian linkage between would concentrate movement southward the Burswood Peninsula and the closest through the residential developments major centre of parking concentration and and entertainment facilities in East Perth public transport services – namely the around Claisebrook Cove, as shown in Perth CBD – is restricted to the pedestrian Figure 2. paths attached to the existing rail and road bridges across the Swan River. Given these facilities are inadequate, and that a dedicated pedestrian bridge The existing pedestrian facilities across is required, a number of landing sites the river at Windan and Goongoonup on the East Perth side of the river from bridges are inadequate to cope with Claisebrook Cove to Trinity College the anticipated demand. Firstly, there is were tested. insufficient capacity. Secondly, the landing on the East Perth side adjacent to the old Figure 3 shows a less than optimal East Perth Power Station is too far north pedestrian outcome if the proposed to give the best walking access to the car pedestrian bridge was located well south parks they would want to walk to in East of Gloucester Park. Perth. It is also not an ideal position for the From the extensive modelling that was commencement of a bus shuttle service undertaken, the optimum landing site to the major car parking in the Perth CBD for a new pedestrian bridge found to be compared to a site further south. adjacent to Gloucester Park, on Nelson Avenue, south of Nile Street with a landing directed towards Trinity College.

08 ! 173 bays

! EAST PERTH STATION

! 416 bays Perth Station 800m Catchment 9 ,400 22,900 CLAISEBROOK STATION Average Journey - 46 mins Max. Journey - 74 mins 4,300 !

! 0 283 b!ays 0

PERTH STATION ! 2 ,

Average Journey - 28 mins 187 bays 9 ! Max. Journey - 56 mins MCIVER STATION Average Journey - 43 mins ! Max. Journey - 71 mins Perth Shuttle Pick-up ! ! 11 bays t 228 bays ok S 280 bays ! ! !Bro Pl ! ! a St ! Ro i yal St n e 57 bays S 493 bays d t t l

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! o tt ! l e C 215 bay!s ! ! n ! Royal S!t ! ! Witteno n ! 536 bays om St e ! B Re 14 bays 14 bays !34 bays gal 622 bays! Pl 540 bays W elli ngto n St Legend ! Nile St 400m ! 158 bays ! Parking 298 bays H ! ! ay ! St G Train Lines ! 47 bays od W 219 bays 175 bays eric ater h St loo ! Cr t Av 274 bays res For ! Blue CAT Nel ! son ! Cr Ne ! 322 bays lso 800m n ! Ade Av ! laid Red CAT 726 bays t e T S c t e l S 342 bays l i tt H e n t ! n S Yellow CAT e n B i a

Pl Pedestrians ! ! !Ad ela St ! id ay < 500 2000 bays ! 400 bays e T H ! ce 155 bays r 1200m D 152 bays e id s 501 - 1,000 r e iv R 1,001 - 2,000 ! 285 bays 2,001 - 5,000

5,001 - 10,000

> 10,000

250 FigureN 2:M ePedestriantres bridge options – pedestrian movement modelling: No bridge optionDate: 12th Dec 2012 !

! 173 bays

! EAST PERTH STATION

! 416 bays Perth Station 800m Catchment 9 ,400 18,600 CLAISEBROOK STATION Average Journey - 46 mins Max. Journey - 74 mins 1,400 !

! 0 283 b!ays 0

PERTH STATION ! 8 ,

Average Journey - 28 mins 187 bays 7 ! Max. Journey - 56 mins MCIVER STATION Average Journey - 43 mins ! Max. Journey - 71 mins Perth Shuttle Pick-up ! ! 11 bays t 228 bays ok S 280 bays ! ! !Bro Pl ! ! a St ! Ro i yal St n e 57 bays S 493 bays d t t l

! i S t

Pl Pedestrians 4,300 ! ! !Ad ela St ! id ay < 500 2000 bays ! 400 bays e T H ! ce 155 bays r 1200m D 152 bays e id s 501 - 1,000 r e iv R 1,001 - 2,000 ! 285 bays 2,001 - 5,000

5,001 - 10,000

> 10,000

250

N Metres Date: 12th Dec 2012 Figure 3: Pedestrian bridge options – pedestrian movement modelling: ! Causeway location option

09 This landing point will provide the following About 8,600 people would cross the advantages over other options. It will: Windan / Goongoongup Bridges – 7,500 to the East Perth Station, and greatly increase the area within 1,100 to car parks in and around the walking distance of the Stadium, general station area. from East Perth Station in the north, to the new Riverside development Approximately 14,300 people would use in the south, and west beyond the new pedestrian bridge. Of these, Plain Street. 8,100 people will be attracted to about 3,200 parking bays in East Perth within dilute the number of people crossing walking distance of the Stadium. A further at any one point and ease the 6,200 people will use the new bridge pressure on roads and pedestrian to access shuttle buses connecting to facilities on Claisebrook Cove and more than 40,000 public and private car surrounding areas. parking spaces located in the Perth CBD. provide an ideal launching site for Making use of existing CBD parking a City bus shuttle service. is logical as most events at the new provide the residents of East Perth, Stadium will coincide with the low use and the new Riverside development periods for those parking venues, so with the most convenient access the solution is a win / win outcome. to the Burswood Peninsula and Even if it was viable to provide parking the attractions located there including on the Peninsula for the 14,300 people the Stadium. who would use the new pedestrian bridge, it would require a multi deck For the purposes of a comparative facility, conservatively estimated to cost analysis, alternative Swan River crossing $120 million, well over twice the projected scenarios, Figure 2 and Figure 3 highlight cost of the proposed pedestrian bridge. the expected movement patterns and additional travel times associated with Rail Operating Plan each proposal. The ability for large Existing data on football club numbers of pedestrians to cross the Swan membership, combined with historical River is considered critical. Therefore travel usage from Subiaco, and in the alternative scenarios, it has been restrictions on accessibility by car, provide assumed that the existing crossing facilities a good basis to predict travel demand would be upgraded to meet the demand for the Stadium. Subsequent modelling, requirements. which included a number of factors, If the new pedestrian bridge is located including constraints and opportunities, at the optimum site, modelling of shows that rail will be required to pedestrian movement shows that transport 28,000 people from a station approximately 22,900 people will adjacent to the Stadium (Stadium Station), cross the river in the hour immediately in the one hour immediately following following a Stadium event to access a major event. A further 7,500 people parking and public transport. will be accommodated by rail services operating from the East Perth Station, located within a 25-minute walk utilising pedestrian facilities on the existing road and rail bridges across the river between the Stadium and East Perth Station.

10 Of the 28,000 people who will catch It was found that nine-car shuttles can trains at the new Stadium Station in the be accommodated in Perth Station first hour after an event, some 3,000 by changing the docking facilities for will use services heading south towards the Australind and the Thornlie Station Armadale, whilst the remaining 25,000 service, along with modifications to will travel across the river towards Perth. Platform 5, which is the main platform adjoining Wellington Street. Another Moving 25,000 people by rail from option is to increase the length of the the new Perth Stadium Station across the island Platforms 6/7, which requires Swan River towards Perth in one hour modifications to the supports of the is a challenging task. Barrack Street Bridge. Currently there are two tracks on the However, operational consideration of Goongoongup Railway Bridge over the the nine-car shuttle concept showed that Swan River – an up mainline for trains it would not provide the optimum use from Armadale Station to Perth Station, of either rolling stock or infrastructure in and a down mainline from Perth Station moving the size of the crowd anticipated to Armadale Station. The allowed within one hour. Specific draw backs are signalling headway, (safe interval between a time delay of up to eight minutes to turn trains) is three minutes on each mainline. back a train at Perth Station and similarly The present signalling on the up main at Burswood Station. Also, it was found would allow a maximum of twenty trains that a nine-car shuttle would not provide to operate from the new Stadium Station the most efficient use of the two tracks to Perth in one hour, and a 70/30 per cent between Perth Station and the Stadium. mix of six-car/four-car trains, could move Nevertheless the option to run nine-car around 19,000 people. trains as a service through Perth Station Reduction of the signalling headway must be retained for the longer term. on the up main from Burswood Station This will depend on patronage demand to Perth Station to two minutes would and extension of platform lengths on theoretically allow the passage of up to the lines where the trains would operate. thirty trains, with a potential throughput of The Joondalup and Mandurah Lines up to 28,500 people in one hour. However, are lines on which longer trains will be that assumes a perfect operation. required beyond 2023. Because the signalling headway between trains on a single line is a limiting factor, increasing the size of trains is one method of maximising passenger throughput. For that reason the opportunity to operate nine-car trains as shuttles between the stadium and Perth Station was given serious consideration.

11 Figure 4: Artist’s impression: new Perth Stadium Station

Hence, the lengths of the platforms Run four-car Fremantle bound trains at the new Perth Stadium Station have from the Stadium carrying 2,800 been fixed to accommodate nine-car people in one hour through Perth trains. This is a prudent investment without stopping. to enable better crowd control with Replace the shuttle concept with a higher margin of safety, for greater six-car trains that will drop off 14,500 passenger amenity, and for ultimate people on Platform 6 in Perth Station, use by longer trains. of which 10,700 (74 per cent) will Further evaluation found that the most transfer to the Mandurah Line. cost effective, optimal plan to move Those trains will then proceed 25,000 people from the Stadium towards immediately to Leederville Station Perth Station in one hour, which requires where they will be turned back to the passage of 27 trains, is as follows: Perth Underground to bolster the service to Mandurah Station. Introduce bi-directional operations on the down main from the Stadium Restrict trains from the Stadium to McIver for trains operating from the from stopping at Claisebrook central Stadium platform to Joondalup and McIver stations. and Fremantle. Improve, and adapt signalling Run six-car Joondalup bound trains arrangements between the existing from the Stadium Stadium carrying Burswood and Perth stations. 7,700 people in one hour through Perth without stopping.

12 This approach was found to be the most Bus Operating Plan cost effective, as well as make the most Twenty bus stands for loading efficient use of signalling headways, track passengers, with 24 adjacent stands for occupancy and rollingstock utilisation. waiting buses, will be provided directly Research had shown that whilst trying adjacent to the new Stadium to move to move 27 trains in one hour on the 8,100 people within one hour from the up mainline to Perth Station would Peninsula to suburban locations, many of be difficult, there was ample capacity these being the large bus hubs at centres on the down mainline which had to not served by rail, or rail / bus feeders – accommodate only four trains from centres such as Ellenbrook, Mirrabooka, Perth Station to Armadale Station Morley and Booragoon. Facilities for a within the same period. further 58 waiting buses will be provided The excess capacity on the down nearby. mainline will be used to run 13 trains Eight bus stands for loading passengers (to Joondalup and Fremantle lines), will be provided on the northern side of from the central platform at the stadium the river, alongside Gloucester Park in towards Perth counter to the normal Nelson Avenue, to move 6,200 people movement on that line as far as McIver, on a shuttle service from Gloucester Park before crossing over to the up mainline along a route bounded by Adelaide and St. from Midland to Perth. This will provide George’s Terraces, Milligan and Wellington the shortest pathway, with least switching streets, linking users to over 40,000 of tracks for the trains bound for the major public and private parking facilities Joondalup and Fremantle lines. This adjacent to that route (See Figure 5 ). “bi-directional running”, a procedure sometimes inaccurately described as “wrong way running”, is used every day on sections between adjacent stations where there is only one track. It was used for over 100 years between Claisebrook Station and Belmont Station, until the Goongoonup Bridge was commissioned in 1993. The need to transfer 10,700 people bound for the Mandurah Line in Perth Station can be avoided in the future when the current spur line from Kenwick Station to Thornlie Station is extended to join the Mandurah Line to a junction at Cockburn Central Station. However, this is a longer term consideration and it is not part of this project.

13 Park Gloucester tion tion t a t a ain S r egend: T Bus S Train Line Route 660

Nile St Nile L

Nelson Ave East Perth

Waterloo Cr Waterloo

Claisebrook t

Wellington McIver

St Georges Tce Perth

William St William k - Route 660 o r Esplanade w

t Ne Milligan St Milligan e n v

Hay City West Kilometers 0.8 th Special E Leederville 0.6 0.4 0.2 anspe r 0.1 r 0 T Figure 5: CBD shuttle bus route Figure 14 Figure 6: new Perth Stadium Transport Infrastructure A major pedestrian bridge across the Swan River linking Burswood The infrastructure layout required to meet to East Perth. the transport operating requirements for the new Perth Stadium is shown in New bus facilities adjacent to the Figure 6. The details are as follows: Stadium for up to twenty buses loading passengers at any given time. A new railway station at Belmont Park with three island platforms Bus and pedestrian facilities at accommodating six platform faces, Gloucester Park to accommodate together with stowage for up to six loading up to eight buses 117 individual railcars. concurrently. Additional railcar stowage facilities Bus layover facilities at locations near between Great Eastern Highway the stadium allowing rapid ‘call up’ and Victoria Park station for 24 of buses. individual railcars. A major rebuild of the Victoria Park Additional infrastructure at East Perth Drive road bridge across the railway station commensurate with the traffic at Burswood which will include a task attributable to traffic created by major extension to the length and the stadium. provision of an additional traffic lane. Amendments and enhancements Improvements to the intersection of to railway signalling and infrastructure Great Eastern Highway and Victoria between the Swan River and Park Drive. Perth Station. Additional pedestrian facilities for public Minor additions to the railway transport users between the podium infrastructure at Perth Station. level of the Stadium, the railway station and the pedestrian bridge. 15 Importance Of Rigour Site work and staging plans would not be possible without the accurate A high level of rigour was applied definition of the final railway infrastructure in defining the requirements of key and Victoria Park Drive bridge layouts. infrastructure elements, which account for This was in turn necessary to derive 76 per cent of the estimated cost notably: the funding requirements for the forward Site works and services (eight per works package, details of which are cent of the total cost). included in this summary. Railway requirements including the Extensive work done in preparation of the layout of station platforms and tracks PDP shows that the cost of the proposed adjacent to the new stadium, and the pedestrian bridge between the Stadium station concept design (50 per cent and East Perth (see Appendix 1), of the total cost). is likely to be up to $54,120,000, Functional requirements and which is marginally higher than the aesthetics of the pedestrian bridge $53,200,000 anticipated in June 2011. that is proposed between the stadium Cost Estimates and East Perth (18 per cent of the total cost). Capital – total costs Table 1 summarises the cost of the Definition of the railway layout associated works developed in the Transport Project with the new Stadium Station has been Definition Plan, including the escalated completed to the stage of a final design cost assuming construction starts in that could (with proper documentation) 2013/14 and is completed in 2017. be used to tender for construction. A very high degree of definition was necessary Transport Costs $’000 $’000 to ensure conformance of the platform to Support June layout and train stowage, with the Escalated the new Perth 2011 operational requirements to satisfy the Stadium projected demand. The track layout also became the basis of the station concept. Cost of 283,800 Finalisation of the track layout was Transport essential to enable the concept design of Infrastructure the Victoria Park Drive Bridge extension Project 14,200 and widening (see Figure 6). Director’s A Stadium Station concept design has Allowance 5% been produced which responds to the TOTAL WORKS 298,000 339,251 projected high level of usage in defining COST the passenger marshalling and station Table 1: Estimated transport access infrastructure. infrastructure costs

16 Project Management Cashflow In addition to the capital work cost, Outturn costs of $339 million shown in the project budget will include the costs Appendix 2 are based upon an indicative required by the PTA to manage the program that has utilised a conservatively project. Funding for further planning staged delivery of the Project where this development including consultancy approach does not pose significant risks support up to July 2013 is already to the project objectives. included in approved budgets. A further $19,390,000 is required by PTA and Main Roads WA from July 2013 for project management tasks to complete the new Perth Stadium Transport Project. Staging Although there is some flexibility in the timing of the delivery of works at Victoria Park, East Perth, Gloucester Park, Beckenham, Claisebrook and the proposed new pedestrian bridge, the following work packages on the Burswood Peninsula, present the most significant staging and interface risk: Pre-construction site works. Western Power cable relocation. Railway infrastructure. new Perth Stadium Station. Victoria Park Drive Bridge works.

17 new Perth Stadium Transport Project Definition Plan Appendices

18 018 Appendix 1 Transport facilities to be funded by the Government

Cost Area Capital, Design & Tendering Costs ($) 1 Site Works & Services 25,000,000 2 Environmental 8,000,000 3 Railway & Stations 149,250,000 4 Road works on the Peninsula 10,830,000 5 Bus Infrastructure 12,700,000 6 Swan River – New Pedestrian Bridge 54,120,000 7 Existing Pedestrian Footbridge 4,300,000 8 Relocate tennis courts 2,000,000 9 Windan and Goongoonup Bridge – 1,100,000 Pedestrians 10 Stadium Precinct Transport works 16,500,000 Sub total 283,800,000 Contingency 5% 14,200,000 Grand Total to Procure – Un-escalated 298,000,000 (June 2011 prices) Escalation 41,251,000 Grand Total to Procure – Escalated 339,251,000

Appendix 2 Indicative cashflow

Year Escalation Base cost Escalated Escalated cash flow ($m) cash flow ($m) Project Management ($m) 2012/13 2.00% 21.900 22.338 0 2013/14 3.10% 37.170 39.089 3.975 2014/15 3.70% 35.301 38.497 4.120 2015/16 4.30% 85.072 96.763 4.300 2016/17 4.80% 98.899 117.889 4.505 2017/18 5.30% 19.658 24.675 2.490 TOTAL 298.000 339.251 19.390

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W A Authority E I S L T A Department of Sport and Recreation E R R 0i N A U S T key2creative 34251b 01/13