Wembley Sports Park Integrated Access, Traffic and Car Parking Plan

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking PlanWembley Sports Park Integrated Access, Traffic and Car ParkingPlanPrepared forSandover Pinder and SuterPrepared byAECOM Australia Pty Ltd3 Forrest Place, Perth WA 6000, GPO Box B59, Perth WA 6849, AustraliaT +61 8 6208 0000 F +61 8 6208 0999 www.aecom.comABN 20 093 846 9258 February 201260218676AECOM in Australia and New Zealand is certified to the latest version of ISO9001 and ISO14001.© AECOM Australia Pty Ltd (AECOM). All rights reserved.AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No otherparty should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to anythird party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements andAECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professionalprinciples. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of whichmay not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking PlanQuality InformationDocumentWembley Sports Park Integrated Access, Traffic and Car Parking PlanRef 60218676Date 8 February 2012Prepared byReviewed byAlan Raven and Ly Kheng GalanosNeil Rippon and Adam MarslandRevision HistoryRevisionRevision Date DetailsName/PositionAuthorisedSignatureA 30-Jun-2011 Draft For Information Alan RavenPrincipal TransportEngineerB 14-Jul-2011 Draft for Approval Alan RavenPrincipal TransportEngineerC 5-Sept-2011 Final Draft Alan RavenPrincipal TransportEngineerD 7-Oct-2011 Final Report Chlodaugh SmithPrincipal EngineerE 31-Jan-2012 Final Report (Revised) James MarshallPrincipal EngineerF 8-Feb-2012 Final Report (Revised) James MarshallPrincipal EngineerT:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking PlanTable of ContentsExecutive Summaryi1.0 Introduction 51.1 Background 51.2 Policies 51.3 Management 51.4 Limitations on the Use of this Report 62.0 Existing Situation 72.1 Land Use, Event Type and Scheduling 82.2 Pedestrian and Cycle Network / Access 92.3 Public Transport Network and Access 102.4 Road Network 112.5 Access Arrangement 142.6 Parking 162.7 Crash History 173.0 Changes to the Surrounding Transport Network 194.0 Development Proposal 204.1 Features of the Master Plan 204.2 Staging of Master Plan 214.3 Land Use, Event Type and Scheduling 244.4 Pedestrian and Cycle Access 244.5 Public Transport Access 254.6 Vehicle Access and Movement 254.7 Parking 274.8 Servicing and Logistics 285.0 Transport Analysis 295.1 Assumptions 295.2 Development Parking Demand Trip Generation 335.3 Parking Demand 345.4 Drop Off 355.5 Traffic Distribution 355.6 Site Access Analysis 375.7 Alternative Access 395.8 Comparison of Intersection Types 405.9 Internal Road Junction 425.10 Internal Road 425.11 Impact on Surrounding Roads and Intersections 436.0 Mitigation and Action 446.1 Managing car parking demand 446.2 Event People Movement Management Plans 457.0 Conclusion and Recommendations 46Appendix AAppendix A - Traffic DataAppendix BAppendix B - Traffic Analysis ResultsAppendix CAppendix C – Traffic and People Movement PlansABCT:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking PlanList of TablesTable 1 Severity of crashes within the surrounding area from 2005 – 2009. 17Table 2 Type of crashes within the surrounding area from 2005 – 2009 18Table 3 Summary of sporting activities at Wembley Sports Park 24Table 4 Wembley Sports Park Operational Assumptions 30Table 5 Forecast Trip Generation (Summary) 33Table 6 Traffic Distribution 35Table 7 Performance summary for Northern Access (Salvado Road) 37Table 8 Performance summary for Main Access 38Table 9 Performance summary for Selby Street Left-in / Left-out Access 39Table 10 Performance Summary for Main Intersection (Roundabout Option) 40Table 11 Overall Summary for Main Intersection Roundabout Vs Signals 41List of FiguresFigure 1 Location Plan 7Figure 2 Pat Goodridge Precinct current land uses. 8Figure 3 Pedestrian and Cycle Network around the site of proposed development 9Figure 4 Public Transport Network around the site of proposed development. 11Figure 5 Road Network around the site of proposed development 12Figure 6 Existing Daily Traffic 13Figure 7 Existing Access to Site 14Figure 8 Existing Car Park Arrivals and Departures (in 5min intervals) 15Figure 9 Existing Car Parking Usage 16Figure 10 Existing Drop Off and Parking Arrivals along Salvado Road (in 5 minute intervals) 16Figure 11 Project Site Roads and Intersections of Interest 17Figure 12 Stage 1 Development Plan for Wembley Sports Park 22Figure 13 Stage 2 Development Plan for Wembley Sports Park 23Figure 14 Proposed layout for Northern Access 25Figure 15 Indicative layout for new signalised intersection at Selby Street and Alderbury Street. 26Figure 16 Observed Arrival and Departure Patterns 33Figure 17 Forecast Parking Demand 34Figure 18 Perth Netball Association Postcode Analysis 36Figure 19 Proposed Roundabout Layout 40T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Planii- Pedestrian and cycling paths connect the sporting facilities to the external pedestrian and cycle network(City to Sea Greenway). They have been designed for effective access and circulation of the site. Crossingpoints connecting the paths to the facilities are provided along the internal East-West Link and from SalvadoRoad.- In accordance with the Building Code of Australia, one (1) easy access bay is to be provided for each 50marked parking spaces. Although Australian Standards do not specify a distance, in each car park thesespaces are to be located as close as possible to the nearby buildings / facilities. Ramp accesses to thesebays are not to exceed 1:14 slopes.- Access for garbage trucks is via the east-west link with a turnaround area in the service road / forecourt areawith and egress via a cross over on the East-West Link or utilisation of the roundabout at the intersection ofthe east-west and north-south links. Service deliveries can be completed in the drop-off area, as deliverieswill be managed during the weekday and will not impact on the peak time (Saturdays during winter).At the completion of stage 2 (see Figure 13) there will be modifications to the car-parking and supportingfootpaths including:- New hardstand car parking in the north-eastern corner of the site for 160 vehicles- New hardstand car parking at the eastern side of the site south of the internal roundabout for 260 vehicles.- Extension of the western car park from 240 bays to 380 bays- Removal of the original 700 bay parking area- New overflow soft-stand (grassed) parking of up to 500 vehicles if required is possible in the far southwesterncorner of the site. To prevent damage during the winter months the soft stand should be reinforcedwith a plastic cell. The soft stand will require irrigation.Event TypesThe clubs, associations and facilities assumed to use the Wembley Sports Park in the context of the Master Planand Traffic Study who will materially impact traffic and parking are:- Perth Netball Association (PNA);- Netball WA (incorporating West Coast Fever);- Wembley Athletic Club comprising -Wembley Amateur Football Club (Australian Rules football);Wembley Baseball Club;Wembley Districts Cricket Club; and- VenuesWest events.Wembley Junior Football Club is planning to remain at Henderson Park. However, its traffic or parkingrequirements can be accommodated at Wembley Sports Park for their scheduled Sunday morning competitions.Other users of Wembley Sports Park are:- Subiaco City Junior Soccer Club; and- Sunset Coast Archery Club.These users are ad hoc and their demand for parking and access is such that they do not warrant specificanalysis when taken in overall context.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking PlaniiiParking ProvisionThe layout provides a total of 1,010 formed parking spaces and approximately 200m of drop-off space in Stage 1.The parking supply will reduce to 870 formed parking spaces, with no reduction in drop off space, in Stage 2.The Master Plan identifies the potential for a grassed area on the southwest corner of Wembley Sports Parkwhich could be used for further overflow parking.Overall in Stage 1 the maximum demand for car parking was calculated to be 1,021 bays which exceeds thenumber of provided bays by a handful of vehicles, however, the 85 th percentile demand of 869 vehicles can beeasily accommodated within the available hard standing parking. In the short periods where demand exceeds thecapacity of the hard standing parking the additional demand can be accommodated within the grass overspill areabetween the south-western and south-eastern car parks.In Stage 2 the peak demand for parking was estimated at 1,070 bays. This exceeds the number of formed baysavailable by 200 but aligns well with the 85 th percentile demand. On the occasion where demand is higher thansupply grassed overflow parking, with management intervention, will provide adequate parking.For Stage 2 where it is estimated the proposed parking demand will exceed supply during a few relatively shortperiods on 18 Saturdays per year, the introduction of Green Travel initiatives are recommended for the site, andshould commence immediately to reduce the impact ahead of full development of the site.Buses accessing the site will utilise the drop-off facilities to park.Traffic AnalysisVehicles exiting Wembley Sports Park at the Northern Access, wishing to turn right into Salvado Road areforecast to be caused delays with the access operating at or over capacity during the peak Winter SaturdayEvents. This congestion may cause some traffic redistribution towards the Main Access at Selby Street. Thesecongested conditions are expected to dissipate relatively quickly. This full access is recommended in order todistribute the traffic evenly and to service the traffic during the peak Winter Saturday Events more effectively.The proposed Main Access (signalised intersection) at Selby Street / Alderbury Road is forecast to operate closeto or at capacity during these peak Winter Saturday Events. Right turn queues from Selby Street are expected toexceed the available queuing space of 120m for very short periods during the peak Winter Saturday Events. Thisis considered to be acceptable and is unlikely to affect the operation of Selby Street for through traffic.The analysis also showed the AM and PM traditional weekday peaks perform better than the Winter Saturdaypeaks for a signalised intersection at Selby Street / Alderbury Road.The existing left-in access on Selby Street is expected to operate well.The existing left-out egress on Selby Street is forecast to operate well most of the time, except during theoutbound peak on Winter Saturdays. However, the delays are not expected to occur over extended periods oftime and the queues forming during these periods are also expected to dissipate relatively quickly.For safety and operational reasons, right turns cannot be allowed at the access from the East-West Link to thesouthwestern car park. These right turns can be accommodated via u-turns at the roundabout located at theeastern end of the East-West Link.At the estimated drop-off rate and under normal conditions, the proposed drop-off facilities are not expected tocause flow breakdowns on the East-West Link. Even with the induced u-turn traffic, the link is expected tooperate within capacity.The North-South Link from Salvado Road to the roundabout will provide an important circulation facility;particularly during the peak Winter Saturday Events. Flow breakdowns are expected to occur if these vehicles arechanneled directly through the Stage 1 northeastern hard stand car park. Additionally, without the southernportion of the link, traffic entering the car park from the south would not be able to make u-turns and would beforced to exit at Salvado Road. For operational flexibility and efficiency, the entire North-South Link is thereforerequired in both Stages 1 and 2.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking PlanivMitigation and ActionFor peak periods, where the parking demand may exceed the supply, measures should be implemented to reducedemand. These measures include engineering, education, encouragement and enforcement. To achieve this, aGreen Travel Plan (TravelSmart) for the PNA’s activities should be developed. This report includes suggestionsof measures that could be included in the plan. A set of traffic and people movement plans were also developedto manage the use of facilities and the movement of people during the various events.ConclusionThis transport study generally supports the approved Wembley Sports Park Development Master Plan. While thestudy identified that traffic and parking demand may exceed capacity during the peak Winter Saturday events,these events are anticipated to be relatively short and their impacts are considered to be acceptable. For the vastmajority of its operations, the Master Plan provides ample capacity and caters for the 85 th percentile of peakdemand. It is therefore considered to be unreasonable and unsustainable to provide more capacity. Rather thanproviding for all parking demands at all times, it is recognised that alternative measures are required to managethe short demand peaks on Winter Saturdays (18 competition days annually).The transport facilities for the Master Plan are illustrated in Figures 12 and 13 and are listed in therecommendations in Section 7.0 of this report.Subject to the recommendations outlined in this report, it is expected that the following traffic solutions will provideadequate access, car parking and traffic management facilities for the assumed operations of the WembleySports Park:- increased access points to the site;- new and improved internal circulation design;- increased car parking provision;- development and implementation of green travel initiatives in order to reduce vehicular parking demand; and- implementation of site and event specific traffic and people movement plans.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan51.0 IntroductionThe Town of Cambridge and the Department of Sport and Recreation are developing a design for the WembleySports Park, which includes the State Netball Centre. AECOM was engaged to provide transport advice in thedevelopment of the Master Plan for the Wembley Sports Park and to prepare a Comprehensive IntegratedAccess, Traffic and Car Parking Assessment Plan for inclusion with the planning application submission.This report describes the transport provisions on site and how this was developed (including car parking, internalroads and access arrangements). It also assesses the impact of the site on the surrounding transport network,including any changes to this network. The report is segregated into the following sections:1) Introduction – outlines the project background, policies reviewed and proposed management of the site;2) Existing Situation – describes the existing situation with regards to land use and transport infrastructure;3) Changes to the Surrounding Road Network – outlines proposed committed changes to the surroundingtransport network;4) Development Proposal – describes the proposed development;5) Transport Analysis – analyses the impact of the development on the surrounding transport network;6) Mitigation and Action – outlines the mitigation and action measures required; and7) Conclusion and Recommendations – summarises the findings and recommendations of this report.1.1 BackgroundThe Town of Cambridge adopted the Wembley Sports Park Development Master Plan on 28 June 2011. Councilresolved in part that, “the Master Plan be amended as necessary to incorporate changes required as a result ofthe traffic and parking study, including stakeholder consultation”.The precinct includes Matthews’ Netball and Pat Goodridge Centres. The development includes two stages. Thefirst, to be completed concurrently by the State and the Town of Cambridge, is to include the construction of theState Netball Centre, reconfiguration of the netball courts, construction of key transport works to support the site,and the construction of a new administration and change room building for the Perth Netball Association (PNA).The second stage is to be completed by the Town of Cambridge and is to include additional car parks, roadworks, paths, new ovals and Pat Goodridge Centre building works. Stage 2 is subject to Council endorsementand budgetary processes, however, this will require the removal of 700 hard stand parking bays that are currentlyprovided at the site and will be replaced with 260 hard stand parking bays to the east of the site.The Western Australian Government proposes the development of a State Netball Centre to house training forNetball WA’s elite (e.g. West Coast Fever) and state teams (e.g. WAIS, age-based squads, etc) as well as stateleague and association netball competitions. Outside of these times the venue could be used to host othersporting activities, exhibitions and events. Wembley Sports Park was endorsed by the State Government as thepreferred location for the State Netball Centre.Wembley Sports Park has been identified for redevelopment by the Town of Cambridge, who have developed aMaster Plan illustrating these works including new netball courts, ovals, parking, access points and club houses /changing rooms. The Department of Sport and Recreation worked with the Town to develop this plan further toaccommodate the State Netball Centre within the Matthews’ Netball Centre precinct.1.2 PoliciesThis report has been developed based on the Western Australian Planning Commission’s (WAPC) TransportAssessment Guidelines and Town of Cambridge parking and traffic policies have been reviewed.1.3 ManagementWembley Sports Park is managed by the Town of Cambridge. VenuesWest will operate the State Netball Centre.PNA operates Matthews Netball Centre including the PNA building.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan61.4 Limitations on the Use of this ReportVarious assumptions about future transport patterns and behaviours had to be made to complete this TransportAssessment. These assumptions were based on observed patterns and behaviours and the anticipated changesthat will occur as a result of delivering the Master Plan works. It should be recognised that traffic forecasting doeshave limitations and that forecast traffic volumes should be taken as only indicative of the likely traffic that aparticular site may generate or the volumes that a road may carry.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan72.0 Existing SituationThe Wembley Sports Park is located on Selby Street between Hay Street and Salvado Road in the Town ofCambridge as shown in Figure 1.Figure 1Location PlanNSite of proposeddevelopment –Wembley SportsParkSource: ©2010 Google – Map Data ©2010 Google, Whereis (R), Sensis Pty Ltd.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan82.1 Land Use, Event Type and SchedulingWembley Sports Park is currently used as a recreation park containing the Matthews’ Netball Centre and PatGoodridge Park (refer to Figure 2).The Matthews’ Netball Centre, located in the northern section of the Park, currently contains 38 hard surfacenetball courts, 12 grass netball courts, a club house and a toilet block. The Matthews’ Netball Centre is managedby the PNA under a lease arrangement. Competitions are held there on Saturday (from 8:15am to 5pm) fromMay to September (winter season) and on Wednesday nights from October to December (spring season).A hardstand car park of approximately 700 spaces is located in the middle of the site, with a grass overspill carpark of approximately 500 to its north. This area is also used by the Sunset Coast Archery Club on Sundaymornings from 9am to 12pm.The Pat Goodridge Centre is located in the southern section of the site and consists of a clubhouse and playingfields. These fields are currently used by Wembley Districts Cricket Club on Saturday afternoons from October toMarch, and by Subiaco City Junior Soccer Club on a casual basis on Sundays.These sports also use Wembley Sports Park for training purposes outside of competition days. There are alsoother ad hoc and casual users of Wembley Sports Park which are small in number and relatively low impact.Figure 2Pat Goodridge Precinct current land uses.Salvado RoadMatthewsNetball CentreAlderbury StreetSelby StreetGrass area / Carpark overspillJersey StreetHardstand car parkPat Goodridge:Playing fieldsand clubhouseHay StreetSource: ©2010 Google – Map Data ©2010 Google, Whereis (R), Sensis Pty Ltd.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan92.2 Pedestrian and Cycle Network / AccessThe site is well serviced by the urban footpath and cycle path network, connecting the site to the surroundingcommunity and public transport facilities (refer to Figure 3). The network includes:- The City to Sea (C2C) Greenway Shared Path. This pathway passes along the northern and western sidesof the site. It has an average width of 2.4 metres, is a two way shared path and is part of the primary cyclenetwork. The C2C shared path connects the site to the Subiaco Railway Station and the Perth CentralBusiness District (CBD) to the east as well as the West Coast Highway and City Beach to the west. It ismaintained by the Town of Cambridge, and will need to be kept open or diverted during any works;- The NW9 cycle route, which runs along Jersey Street (to the east of the site), connects the site to DaglishRailway Station to the south and Herdsman Lake and Lake Monger (via the NW23 route) to the north. TheNW23 route also connects the NW9 route to the Principle Shared Path (PSP) along the Joondalup Railwaycorridor (connecting to the PSPs along the other rail corridors in central Perth). The NW9 route alsoconnects to the NW12 route at Ruislip Street, which runs east to Leederville Railway Station and west to thecoast;- A pedestrian footpath of approximately 2.0 metres wide runs along the southern boundary of the site parallelto Hay Street;- Signalised pedestrian crossing facilities are located to the southwest corner of the site at the intersection ofHay Street and Selby Street; and- Un-signalised crossing facilities at three locations: Approximately 70 metres north of Hay / Selby Streetintersection, at the Selby Street / Salvado Road intersection and at the Salvado Road / Veryard Terraceintersection.These paths connect to BikeWest classified good riding environment streets, such as Marlow Street and NewryStreet (north of the site). They also connect the site to the PSP along the Fremantle Railway Line and the NW12cycle path, connecting the site to the north and south western suburbs.Hay Street to the south of the site is classified by BikeWest as a medium riding environment; however it includesa steep incline between Selby Street and Brockway (to the west of the site).Figure 3Pedestrian and Cycle Network around the site of proposed developmentC2C Shared PathNW9 Cycle RoutePrincipal Shared PathSelby StreetGood Road RidingEnvironmentSalvado RoadMedium Road RidingEnvironmentSignalised PedestrianCrossingSite of ProposedDevelopmentAlderbury StreetJersey StreetHay StreetSource: ©2010 Google – Map Data ©2010 Google, Whereis (R), Sensis Pty Ltd.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan102.3 Public Transport Network and AccessPublic transport is easily accessible from the proposed Wembley Sports Park. Bus stops for Routes 28, 98 and 99are located either adjacent to the site on Selby Street or a short 50m walk to the bus stop on Alderbury Street.However, access to the northbound Selby Street stop requires patrons to cross the road at the un-signalisedcrossing point north of Whitfeld Street or north of the Salvado Road junction. There are no crossing provisionsconnecting the site to the Alderbury Street stops or cars that currently park in this street. According to LiveableNeighbourhoods an acceptable walking distance to a bus stop is 400 metres.Route 28 provides services to and from Claremont Railway Station to East Perth, connecting the site to PerthCBD. It services the adjacent stop every half hour during the weekday peak (6:40am to 9:27am and 3.27pm to6pm) and every hour outside the peak as well as Saturdays from 8:30am to 6:30pm and every two hours on aSunday from 8:25am to 6:25pm. Bus stops for Route 28 are also on Hay St on the southern boundary ofWembley Sports Park. The Department of Planning is proposing to convert this route to a higher frequencyservice in the future.The Circle Route service (Routes 98 and 99) provides regular services during the weekdays, approximately every15 minutes from 6:20am to 7:00pm and every 30 minutes from 7.00pm to 10.00pm. On a Saturday and Sunday itruns approximately every 30 minutes from 7:30am to 7pm. It connects the site to Shenton Park, Claremont,Stirling and Cottesloe Railway Stations as well as Fremantle TAFE, Murdoch and Curtin Universities.The Wembley Sports Park site is within 200 metres of bus routes 81, 84 and 85 along Cambridge Street. Theseare accessed via the formal footpath along Selby Street and signalised crossing facilities at the Cambridge Streetjunction. However, this route requires pedestrians to cross an un-signalised intersection on Salvado Road.Routes 81 and 84 have a frequency of half an hour to an hour up to approximately 5pm, only on weekdays.Route 85 runs in the evening every half hour to approximately 11pm, on Saturday approximately every hour to6pm, and on Sunday approximately every two hours to approximately 7:30pm. They connect the Perth CBD tothe western suburbs of Floreat and City Beach.The closest train station is Daglish Railway Station (Fremantle – Midland Line), which is about 1.4 kilometresaway. However, the circle route buses (Route 98 and 99) connect the site to Shenton Park Railway Station,approximately 1.5 kilometres away. Subiaco Railway Station is 2.2 kilometres away but can be accessed by busRoute 28 that services the site.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan11The public transport network servicing the site is illustrated in Figure 4.Figure 4Public Transport Network around the site of proposed development.Cambridge StreetRoute 28 BusSalvado RoadRoute 98 and 99 BusRoute 81, 84 and 85 BusBus StopsAlderbury StreetSelby StreetSite of ProposedDevelopmentJersey StreetShenton Park StationDaglish StationSubiaco StationHay StreetSource: ©2010 Google – Map Data ©2010 Google, Whereis (R), Sensis Pty Ltd.2.4 Road NetworkThe roads servicing the site are controlled by the Town of Cambridge. They include Selby Street, Salvado Road,Hay Street and Jersey Street, and are illustrated on Figure 5. This section describes the existing characteristicsof the roads adjacent to the site including reference to existing traffic volumes. The existing traffic data wascompiled from three sources:SCATS data for the period 14 May 2011 to 18 June 2011 supplied by Main Roads;Tube counts for the period 27 July 2011 to 7 August 2011 supplied by the Town of Cambridge; andVideo surveys conducted on Saturday, 6 August 2011 supplied by Austraffic.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan12Figure 5Road Network around the site of proposed developmentCambridge StreetSalvado RoadSelby StreetSite of ProposedDevelopmentAlderbury StreetJersey StreetHay StreetSource: ©2010 Google – Map Data ©2010 Google, Whereis (R), Sensis Pty Ltd.Selby StreetSelby Street runs along the western boundary of the site. It is a 4-lane dual carriageway road with a wide medianand a posted speed of 60 kilometres per hour. It is classed as a Distributor A Road in the Main Roads WesternAustralia (Main Roads) metropolitan road hierarchy, and as such is under the authority of the Town of Cambridge.Each carriageway has a sealed width of 7.4 metres.Selby Street is one of the main north-south connector roads in the region. From Main Roads SCATS traffic data,the road is estimated to have an average weekday traffic flow of around 23,500 (refer to Figure 6). The averageweekday peak hourly volumes derived from the SCATS data for the section of Selby Street north of Hay Streetare:AM peak (7:45-8:45am): 700vph northbound and 1,600vph southboundPM peak (4:30-5:30pm): 1,500vph northbound and 1,000vph southboundThe peak hourly traffic volumes counted (on Selby Street, south of Alderbury Street) on Saturday, 6 August 2011from the video surveys were approximately as follows:Sat peak (1:40-2:40pm): 900vph northbound and 1,200vph southboundT:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan13Figure 6 Existing Daily Traffic 1Salvado RoadSalvado Road runs along the northern boundary of the site. It has one lane in each direction, with several parallelparking spaces along the north side and a few along the south side near the Jersey Street intersection. Thespeed limit along Salvado Road is currently posted at 50 kilometres per hour.Salvado Road is classified as an Access Road to the west of Jersey Street and a Distributor B Road to the east. Itis under the authority of the Town of Cambridge and has a sealed width of 10 metres.From count data supplied by the Town of Cambridge, the average weekday traffic on Salvado Road (east ofVeryard Crescent) is 5,560 (refer to Figure 6). The average weekday peak hourly volumes (on Salvado Road,east of Veryard Crescent) from the count data are:AM peak (8:00-9:00am): 560vph eastbound and 190vph westboundPM peak (3:00-4:00pm): 200vph eastbound and 340vph westboundThe peak hourly traffic volumes counted (on Salvado Road, east of Veryard Crescent) on Saturday 6 August 2011from the video surveys were approximately as follows:Sat peak (12:15-1:15pm): 245vph eastbound and 380vph westboundThe peak hourly flow on Salvado Road west of Selby Street (for the video surveys) was about 80vph; with 50vpheastbound and 30vph westbound.Hay StreetHay Street runs along the southern boundary of the site. It is designated as a Distributor A Road, and is underthe control of Town of Cambridge (adjacent to the site). It contains two lanes in each direction with a wide centralmedian. Each carriageway has a sealed width of approximately 10 metres. The posted speed limit is 60kilometres per hour at the south eastern end of the site and a school speed limit zone of 40km/h is present.Jersey StreetApproximately 500 metres to the east of the site is Jersey Street, a two lane bi-directional single carriageway roadwith a painted narrow median, classed as a Distributor B Road, under the authority of the Town of Cambridge.The section south of Jolimont Terrace/Hart Lane is under the authority of the City of Subiaco. The posted speedlimit is 50 kilometres per hour and the sealed width varies around 9.5 metres.1The traffic volumes for Selby Street were derived from Scats data for the period 14 May 2011 to 18 June 2011 supplied by Main Roads.Traffic volumes for Salvado Road were obtained from tube counts for the period 27 July 2011 to 7 August 2011 supplied by the Town ofCambridge.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan142.5 Access ArrangementSite AccessThe existing access arrangements are illustrated in Figure 7.Figure 7Existing Access to SiteSalvado RoadAdministrationBuilding AccessSelby StreetLeft InHardstand Public Car ParkLeft outSource: ©2010 Google – Map Data ©2010 Google, Whereis (R), Sensis Pty Ltd.Access to the administration building for the Matthews’ Netball Centre is off Salvado Street approximately 100metres east of Selby Street. This access has limited car movements and provides access to only 6 car parkingspaces. The access is unsignalised and all movements are permitted.Access to and from the main (hardstand public) car park are via two points. Entry is via a left turn slip lane offSelby Street (the southbound carriageway) at the northern end of the car park (south of Kirwan Street). Exit is viaa left out only junction (with two lanes) located at the southern end of the existing car park (north of WhitfieldStreet).Vehicles accessing the site from the south along Selby Street are currently undertaking u-turn movements at theAlderbury Street intersection. Vehicles exiting the site and wanting to head north along Selby Street are makingu-turns at the signalised intersection with Hay Street. Alternatively, some vehicles have been seen to make illegalright turns from the car park exit, across the median, to head north. The demands for both access from the south,and egress to the north, are believed to be suppressed because of the associated movement restrictions.Current Traffic DemandThe arrivals and departures to and from the hardstand public car park were surveyed on Saturday, 6 August 2011during a typical PNA event. Almost 3,400 vehicles entered and exited the car park between 7:00am and 7:00pm.The observed arrivals and departures are illustrated in Figure 8 in 5 minute intervals. The peak 15-minutearrivals were 250 vehicles (7:45-8:00am) and the peak 15-minute departures were 298 (5:15-5:30pm). From thisdata, the estimate average dwelling time (departure time minus arrival time) for vehicles using the car park is 90minutes.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan15The data in Figure 8 shows that approximately 74% of the entries into the main car park are from the north onSelby Street and the remaining 26% from the south on Selby Street. A fraction of one percent is from AlderburyStreet. All exiting vehicle have to head south first to the Selby Street – Hay Street intersection after which theycan turn to their desired direction. Less than 3% of these vehicles were found to make u-turns (an illegalmovement) to head back north. These figures show that, due to movement restrictions, there is currently animbalance between the numbers of trip approaches and departures in the respective directions. For example,74% comes from the north but less than 3% returns to the north and 26% comes from the south while more than97% returns to the south.More direct and convenient access on Selby Street for traffic from the south and to the north will improve theaccessibility of the site and the legibility for road users as they access the site. These in turn will improve thetransport efficiency and sustainability.Figure 8Existing Car Park Arrivals and Departures (in 5min intervals)1201008060402007:057:257:458:058:258:459:059:259:4510:0510:2510:4511:0511:2511:4512:0512:2512:4513:0513:2513:4514:0514:2514:4515:0515:2515:4516:0516:25In From Selby South In From Alderbury In From Selby North16:4517:0517:2517:4518:0518:2518:451201008060402007:057:257:458:058:258:459:059:259:4510:0510:2510:4511:0511:2511:4512:0512:2512:4513:05Out13:2513:4514:0514:2514:4515:0515:2515:4516:0516:2516:4517:0517:2517:4518:0518:2518:45T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan162.6 ParkingThe existing car parking arrangement consists of a hardstand area located between the Matthews’ Netball Centreand Pat Goodridge Park. This car park can cater for approximately 700 vehicles with an overspill car park on thegrass area north of this site. The grassed area can accommodate in excess of 500 vehicles, however much lesshave been observed. From the video surveys on Saturday, 6 August 2011, the maximum parking demand was943 vehicles at 10:05am as shown in Figure 9. The 85 th percentile demand was 776 vehicles. An explanation ofthe use and significance of the 85 th percentile can be found in Section 5.2.Figure 9Existing Car Parking Usage100090080070060050040030020010007:057:257:458:058:258:459:059:259:4510:0510:2510:4511:0511:2511:4512:0512:2512:4513:0513:2513:4514:0514:2514:4515:0515:2515:4516:0516:2516:4517:0517:2517:4518:0518:2518:45Total Demand85% Percentile DemandParking and drop-off is prohibited within 40m of Selby Street and for an 80m strip eastward from the existingcrossover access to the netball courts.From the video surveys on Saturday, 6 August 2011, approximately 700 vehicles stopped along Salvado Roadbetween 7:00am and 7:00pm to drop-off or pick up. Refer to Figure 10. The maximum (peak) and 85 th percentiledemands in 5 minutes were 27 (average 5.4 per minute) and 11 (average 2.2 per minute) respectively.The total number of vehicles that parked along Salvado Road in the 12-hour video survey period was around 665(i.e. 20% of the corresponding demand in the main car park, refer to Section 2.5).Figure 10Existing Drop Off and Parking Arrivals along Salvado Road (in 5 minute intervals)3025201510507:057:257:458:058:258:459:059:259:4510:0510:2510:4511:0511:2511:4512:0512:2512:4513:0513:2513:4514:0514:2514:4515:0515:2515:4516:0516:2516:4517:0517:2517:4518:0518:2518:45Drop OffParking DeparturesT:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan172.7 Crash HistoryCrash data from 1 January 2005 to 31 December 2009 was obtained from Main Roads for Salvado Road andSelby Street surrounding the site (including the intersections and midblock sections between Hay Street andSalvado Street and Selby Street and Jersey Street). These roads and intersections are indicated in Figure 11.There were no reported crashes for the other intersections along Selby Street during the five-year period,however there was a pedestrian death in the 2000-2005 period.Figure 11Project Site Roads and Intersections of Interest3 4 5 621Source: ©2010 Google – Map Data ©2010 Google, Whereis (R), Sensis Pty Ltd.A summary of the crash data obtained for the roads and intersections of interest is provided in Table 1.Table 1 Severity of crashes within the surrounding area from 2005 – 2009.Road (midblock) orIntersectionFatal Hospital MedicalCrash SeverityPDOMajorPDOMinorOther /UnknownE-W Salvado Road 0 0 0 7 1 0 8N-S Selby Street 0 0 0 4 1 0 5Total123456Selby Street -Hay Street /Underwood AvenueSelby Street -Alderbury StreetSelby Street -Salvado RoadSalvado Road -Veryard TerraceSalvado Road -Marlow StreetSalvado Road -Jersey Street0 0 10 26 18 0 540 0 0 2 1 0 30 1 4 16 3 0 240 0 0 2 0 0 20 0 0 1 0 0 10 1 5 12 0 0 18Total 0 2 19 70 24 0 115T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan18Table 1 shows that there were 115 crashes in total over the area of interest during the five-year period, with 90percent of crashes occurring at or within 10 metres of the intersections. There were no fatal crashes within theanalysis period. However, 21 crashes resulted in injury requiring hospital or medical attention. Most crashesresulted in property damage only (PDO).The intersections were further analysed using the Intersection Query tool on the Main Roads website. Somecategories may overlap, for example some crashes may have occurred both at night and in the wet. This isoutlined in Table 2.Table 2 shows that more than half of the crashes were due to rear end collisions, indicating that vehicles may notbe maintaining adequate following distances. 50 of the 53 rear end crashes were located at two mainintersections, Selby Street - Hay Street and Selby Street - Salvado Road. From the crash data there is noconclusive evidence to suggest that there are any safety issues directly relating to the operation of the WembleySports Park.Table 2 Type of crashes within the surrounding area from 2005 – 2009123456IntersectionSelby Street -Hay Street /UnderwoodAvenueSelby Street -AlderburyStreetSelby Street -SalvadoRoadSalvadoRoad -VeryardTerraceSalvadoRoad -Marlow StreetSalvadoRoad - JerseyStreetTotal for AllIntersections*Indicates a result higher than expected.Crash TypeRear End Side Swipe Right Angle Right Through Wet34* 2 4 11* 12*Night Pedestrian Cycle Truck Motorcycle13* 0 1 1 0Rear End Side Swipe Right Angle Right Through Wet1 0 1 1 0Night Pedestrian Cycle Truck Motorcycle0 0 1 0 0Rear End Side Swipe Right Angle Right Through Wet16* 0 4 4 3Night Pedestrian Cycle Truck Motorcycle2 0 0 0 1Rear End Side Swipe Right Angle Right Through Wet1 0 0 1 0Night Pedestrian Cycle Truck Motorcycle0 0 0 0 0Rear End Side Swipe Right Angle Right Through Wet1 0 0 0 0Night Pedestrian Cycle Truck Motorcycle0 0 0 0 0Rear End Side Swipe Right Angle Right Through Wet0 0 10* 8* 3Night Pedestrian Cycle Truck Motorcycle1 0 1 0 1Rear End Side Swipe Right Angle Right Through Wet53 2 19 25 18Night Pedestrian Cycle Truck Motorcycle16 0 3 1 2No. ofCasualties10*05006*21T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan193.0 Changes to the Surrounding Transport NetworkThe Town of Cambridge has allocated $353,000 in their 2011-2012 budget towards construction of the WembleySport Park - Stage 1. The budget also provides for improvements to crossings on Selby Street at Salvado Road,Evandale Street and Alderbury Street. It is recommended that these be reviewed by the Town of Cambridge inline with the outcomes of this report.According to the Town’s Bike Plan 2009 it is proposing to upgrade the shared path along Salvado Road and SelbyStreet adjacent to the site in the financial year 2012 – 2013. The Bike Plan 2009 also recommends the provisionof cycle crossing facilities at the intersection of Alderbury Street and Selby Street. It is recommended that thesebe reviewed by the Town of Cambridge in line with the outcomes of this report.There are no proposed improvements to public transport servicing the site identified in the Public TransportAuthority’s (PTA) projects for 2010 / 2011. Although, as mentioned previously, the Department of Planning isproposing to increase the frequency of a number of routes servicing this area.The proposed light rail network linking Mirrabooka, Perth and universities (including UWA and Curtin) will providea significant network of light rail. The proposed light rail network will enable growth to occur at three universitiesand at QEII hospital, without unacceptable levels of congestion due to road traffic congestion. It will alsoencourage and facilitate transit oriented development at various points along the route. The precise route,including that between Subiaco and Glendalough, requires further investigation with full involvement from localauthorities and key stakeholders. It would also require a detailed master plan and business case. 22Department of Transport, July 2011. Public Transport for Perth in 2031. State of Western Australia.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan204.0 Development Proposal4.1 Features of the Master PlanThis section describes the proposed development. A Master Plan for the site is shown in Figure 13. Theproposed Master Plan for the site at the completion of stage 1 (see Figure 12) includes:- An un-signalised three way access off Salvado Road (Northern Access). This access is to be used asdemand dictates.- A signalised four way access off Selby Street at its junction with Alderbury Street. This is considered as theMain Access to the site. This access is designed to restrict east-west through movements and to providesafe pedestrian crossings across Selby Street, Alderbury Street and the Main Access.- A left in access off Selby Road south of Kirwan Street (existing access).- A left out egress into Selby Road north of Whitfeld Street (existing access).- Two internal roads: one travelling east-west and one north-south. These roads connect the Salvado Roadand the Main Access to each other via a roundabout. They also provide access to the drop off and carparking facilities.- Two drop off areas along the East-West Road, one on the north and one on the south. Both drop off areasare over 100m in length which includes allowance for bus parking / drop off.- A roundabout at the junction of the two internal roads to provide better flow, a u-turn facility for vehiclesdropping off, and for access to parking.- Access to and from the south-western car park via a give way treatment. For safety and operational reasonsa right turn into the car park is not provided at the access intersection. This movement can beaccommodated via the roundabout at the eastern end of the East-West Road.- A total of 1010 car parking bays spread throughout the site. The car parks closer to the venues (and thusmore frequently used) are to be hard stand and the more remote, less used car parks, are to be soft stand(grassed). To prevent damage during the winter months the soft stand should be reinforced with a plasticcell. The soft stand will require irrigation.- Pedestrian and cycling paths connect the sporting facilities to the external pedestrian and cycle network.They have been designed for effective access and circulation of the site. Crossing points connecting thepaths to the facilities are provided along the internal East-West Road.- In accordance with the Building Code of Australia one (1) easy access bay is to be provided for each 50parking spaces. Based on the standards, 21 easy access bays will be required in Stage 1, which could bereduced to 18 following the reduction in car parking resulting from the Stage 2 development. The easyaccess parking spaces are provided throughout the car parks. Although Australian Standards do not specifya distance, in each car park these spaces are to be located as close as possible to the nearby buildings /facilities. Ramp accesses to these bays are not to exceed 1:14 slopes.- Access for garbage trucks via a cross over on the East-West Road with turnaround area. Service deliveriescan be completed in the drop off area, as deliveries will be undertaken during the weekday and will notimpact on the peak time (Saturdays during winter).At the completion of stage 2 there will be modifications to the car-parking with a reduction from 1010 car parkingbays to 870 bays. As mentioned previously, the 21 easy access bays provided in stage 1 can be reduced to 18based on a provision of 1 easy access bay for every 50 standard parking bays.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan214.2 Staging of Master PlanAs mentioned previously, Wembley Sports Park will be redeveloped in two stages.Stage 1 of the development will be undertaken by the Town of Cambridge and the State Government of WesternAustralia on behalf of the Department of Sport and Recreation. Stage 1 is to include the construction of the newState Netball Centre, reconfiguration of the netball courts, key transport works to support the site and theconstruction of a new administration building for the PNA.The Master Plan for Stage 1 is shown in Figure 12. This stage will provide approximately 1010 hard standparking spaces.Stage 2 of the develop is to be completed by the Town of Cambridge, subject to Council endorsement andbudgetary process, and is to include additional car parks, road works, paths, new ovals and the Pat Goodridgebuilding works.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

WEMBLEY SPORTS PARK - MASTER PLANFIGURE 12 - STAGE 1 PLANNOTE:This plan highlights transportfeatures of the Master Plan. Thefinal design may differ in somedetails reflected on this plan.

WEMBLEY SPORTS PARK - MASTER PLANFIGURE 13 - STAGE 2 PLANNOTE:This plan highlights transportfeatures of the Master Plan. Thefinal design may differ in somedetails reflected on this plan.

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan244.3 Land Use, Event Type and SchedulingThe assumed clubs, associations and facilities using the Wembley Sports Park in the context of the Master Planand Traffic Study who will materially impact traffic and parking are:- Perth Netball Association;- Netball WA (incorporating West Coast Fever);- Wembley Athletic Club comprising -Wembley Amateur Football Club (Australian Rules football);Wembley Baseball Club;Wembley Districts Cricket Club; and- VenuesWest EventsWembley Junior Football Club is planning to remain at Henderson Park. However, its traffic and parkingrequirements can be accommodated at Wembley Sports Park for their scheduled Sunday morning competitions.Other users of Wembley Sports Park are:- Subiaco City Junior Soccer Club; and- Sunset Coast Archery Club.These users are ad hoc and their demand for parking and access is such that they do not warrant specificanalysis when taken in the overall context.The schedule of sporting activities is broadly described as below in Table 3.Table 3Summary of sporting activities at Wembley Sports ParkSeason Sport Monday - Friday Saturday SundayWinter Netball Netball WA activities (Year Round)06:00 to 22:30 and ‘ad hoc’ hire ofcourts by schools,WinterAustralianRulesfootballTraining Tue & Thu16:30 to 20:00Summer Baseball Training Mon – Thu16:30 to 21:00Summer Cricket Training Mon – Fri16:30 to 19:00Netball WA (09:00 to16:00PNA competition08:00 to 17:30Competition10:00, 12:30 and 14:30Juniors08:00 to 18:00One ovalJuniors & SeniorsTwo ovalsNetball WA(09:00 to 19:30Potential forJunior gamesSeniors0800 to 16:00Two ovalsJuniorsOne ovalThe assumed scheduling of the proposed events was derived using information on current events obtained fromthe association websites and are outlined in Section 5.1.4.4 Pedestrian and Cycle AccessPedestrians and cyclists will be able to enter the site using paths outlined in Section 2.2 and connect to pathswithin the site as illustrated in Figure 13.The proposed signalised intersection at the Selby Street / Alderbury Street entrance will provide pedestrians andcyclists with an opportunity to cross Selby Street to access the site safely from the west. The East-West Link willalso have two crossing points for pedestrians, one located close to the south western car park and the secondlocated further east providing a crossing point for users of the existing 700 bays in stage 1 or those parking in thestage 2 south eastern car park.Landscaping and barriers are to be provided between the two pedestrian crossings to prevent pedestrians andcyclists from crossing the road in the drop-off zones.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan25End of trip facilities including secure cycle parking and lockers are currently located adjacent to the cricket nets –south of the existing permanent car park and are well lit. Additional showering facilities are available in thechange rooms of the State Netball Centre and PNA building.4.5 Public Transport AccessPedestrian access to the surrounding public transport facilities will also be improved with the signalising of theSelby Street / Alderbury Street junction, as it will provide a safe crossing point for patrons.4.6 Vehicle Access and MovementThe Master Plan includes four vehicle access points:The primary Main Entrance via Selby Street (opposite Alderbury Street);The secondary Northern Access via Salvado Road;The existing left-in access via Selby Street (located just south of Kirwan Street); andThe existing left-out access via Selby Street (located north of Whitfeld Street).Northern Access via Salvado RoadThe Northern Access to the site via Salvado Road is proposed to be an un-signalised T-intersection with a givewaytreatment as shown in Figure 14. In the proposed arrangement, vehicles on the access road exiting the sitewould yield to vehicles travelling along Salvado Road. Vehicles may enter the site through the Northern Accessby turning left or right from Salvado Road. Similarly, vehicles exiting the site via the Northern Access may exitturning left or right on to Salvado Road. In the layout it is recommended that generous kerb radii be provided forthe southwest corner to allow left turners to pass right turners at the stop line.From the Northern Access, vehicles travel along the North-South Link and have access to approximately 70parking bays in Stage 1 and a further 160 parking bays in Stage 2 before connecting to the East-West Link (viathe roundabout) where they will have access to drop off facilities and a further 240 car bays in the stage 1 or 640car bays in stage 2 of the southern car park(s). Stage 1 also provides vehicles with the option to exit the eastwestaccess road onto Selby Street to access the southern car parks’ 700 car bays. (This 700 bay car park is lostin Stage 2, however there is a possibility of using an overflow parking area as shown in Figure 13.) More detailedinformation on parking is provided in Section 4.7.Figure 14Proposed layout for Northern AccessMain Access via Selby Street (opposite Alderbury Street)The proposed access at the intersection of Selby Street and Alderbury Street is expected to be the primaryaccess point to the site and is intended to function as a four-way signalised intersection. The new access pointleading to the site will be located opposite Alderbury Street, thus creating a four-way intersection with SelbyStreet, Alderbury Street and the East-West Link.The main western entrance will improve the access for vehicles entering the site from Selby Street north andsouth. The Main Access will provide access to the Wembley Sports Park (including drop-off facilities) and theprimary car parking area and eradicating the existing undesirable u-turn movements.The proposed intersection configuration is shown in Figure 15 and has the following features:T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan26Figure 15The Alderbury Street approach remains largely unchanged with the exception of the addition of a newsignalised pedestrian crossing across Alderbury Street.A 120m long right turn pocket is proposed for the southern approach. The length has been optimised toprovide reasonable storage for traffic to the Wembley Sports Park whilst limiting its impact on existingservices and trees in the median.To enhance pedestrian and cycle safety along Selby Street, a signalised left turn short lane is proposedon the east approach (from the Wembley Sports Park). Additionally, the lane is proposed to be asignalised slip to enable pedestrians and cyclists to continue north or south along the Selby Street PSPwhile traffic from the Wembley Sports Park is being serviced. (Note that the graphic below does notshow the pedestrian crossing north-south across the slip lane due to limitations of the software. In realitythere will be a continuous path for pedestrian and cyclists).Two right turn lanes are proposed on the east approach to reduce the green time required to serviceright-out vehicles and to minimise the delays for through traffic on Selby Street.A 35m long left turn pocket is proposed on the northern approach. The pocket length has beenconstrained by existing power poles. The left turn pocket gives the ability to service left turners into thesite.Significantly, no east-west through movements are provided for in the design to preserve the currentresidential conditions along Alderbury Street. Traffic from the east and from the west will be serviced intwo separate phases in the operations of the traffic signal. This will also assist in accommodating thetimeliness of those bus services operating along Alderbury Street (delays were recorded at over 10minutes exiting Alderbury Street on Saturday, 6 August 2011).Due to demand fluctuations, it is proposed that all vehicle and pedestrian phases, except that for thethrough vehicle phase on Selby Street, be operated on demand only. This will maximise the green timefor traffic on Selby Street whilst minimising stoppages and delays.Indicative layout for new signalised intersection at Selby Street and Alderbury Street.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan27Secondary Access via Selby StreetThe Master Plan retains the existing left-in and left-out accesses along Selby Street. These accesses willsupplement and relieve the Main Access. They also facilitate a more even traffic distribution and give directaccess / egress to and from the southern car park.Internal Road NetworkThe internal road layout requires two links: a North-South Link and an East-West Link. The North-South Linkconnects the Northern Access to the eastern car parks and service yard adjacent to the PNA administrationbuilding. A roundabout connects the two internal links to allow efficient flow, u-turn facilities and access to all thecar parks. The East-West Link connects the eastern car parks with the south-western and middle car park andthe Main Access. The Northern Access will be closed unless demand requires its use. Therefore the northernsection of the North-South Road will not be in use for the majority of the time.Drop off facilities are provided along the north and south of the East-West Link.For safety reasons full access into the south-western car park from the East-West Link will not be permitted.Right turn movements into the car park will be banned and this movement will be accommodated via theroundabout at the end of the East-West Road. The effectiveness of the right turn ban, together with theperformance of the right turn out of the south western car park into the East-West Road, needs to be monitoredduring the operations. Intervention may become necessary if the right turn ban is not properly adhered to.A diagram showing the internal road network and movements possible for Stage 1 and Stage 2 is shown inFigure 12 and Figure 13 respectively.4.7 ParkingThe layout provides a total of 1,000 formed parking spaces and approximately 200m of drop-off space in Stage 1as shown in Figure 12. The 1,000 bays will consist of:A new hard stand car park along Selby Street, consisting of 240 bays (south western car park);A new hard stand car park east of the new hard stand netball courts, consisting of 70 bays (middle carpark); andThe 700 existing bays, approximately 10 of which will be lost with the integration with the 240-bay carpark (southern car park).The parking supply will reduce to approximately 870 formed parking spaces in Stage 2. The 870 bays will consistof the new hard stand car bays identified above as well as:A new soft stand car park in the northeast corner of the site, consisting of 160 bays (north east car park);A new soft stand car park next to Halesworth Road, 120 bays (south east car park); andThe removal of 410 bays in the existing 700 car park (southern car park) to make way for a new oval.The Master Plan identifies the potential for a grassed area on the southwest corner of Wembley Sports Parkwhich could be used, with management intervention, for further overflow parking. The number of vehicles thiscould accommodate will depend on how it is laid out or marshalled, but could be in the order of up to 500 vehicles.Parking spaces are provided in separate car parking facilities to enable car parks to be closed during non peakperiods, thus allowing controlled management (refer to Section 6.0 for further details on the proposed Traffic andPeople Movement Plans located in Appendix C). Buses accessing the site will utilise part of the drop-off facilitiesto park as shown in Figure 12 and Figure 13.In accordance with the Building Code of Australia, one (1) easy access bay should be provided for each 50 formalparking spaces. Based on the standards, 21 easy access bays will be required in Stage 1, which could bereduced to 18 following the reduction in car parking resulting from the Stage 2 development. Although AustralianStandards do not specify a distance, in each car park these spaces are located closest to the nearby buildings /facilities.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan284.8 Servicing and LogisticsAccess for deliveries and garbage pickup will be via the Main Access on Selby Road between the State NetballCentre and the new netball courts. A service road which can be used as an emergency access, is also proposedoff the North-South Link to the PNA Administration building (refer to Figure 13). This will be closed for pedestrianaccess on competition Saturdays to accommodate safe pedestrian movements, however access for emergencyvehicles should be managed on an ad-hoc basis if required.Delivery trucks will be able to park in the drop-off zone to deliver goods to the State Netball Centre or the PNAadministration building if required to do so during peak events. Detail design of the area adjacent to the garbagebins will need to provide for the turn area of these trucks (minimum 25 metres).T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan295.0 Transport AnalysisThis section of the report analyses the predicted impact of the development on the transport infrastructure in theproposed Master Plan.5.1 AssumptionsA spreadsheet model was developed using Microsoft Excel to forecast the traffic generation and estimate the carparking demands for each day of the week. The model was developed based on information:- Collected through discussions with key stakeholders (such as PNA and VenuesWest);- Provided by the Town of Cambridge on the future use of the Park and event arrival times;- Available on the internet on the current club schedules and teams (this was used to derive the number andtimes of vehicles entering and exiting the site); and- Observed patterns from the video surveys conducted on Saturday, 6 August 2011.Event / Operational TimetableTable 5 shows the list of events compiled for the purposes of this transport assessment. The list is grouped byday of the week (and season, where relevant) and includes all events that are currently being planned for. Thistransport assessment assumed that all events will occur on their respective days and that they will attract as manypeople as indicated in Table 4. People include participants, substitutes, coaches and umpires as indicated.Allowance was made to utilise the facilities to their estimated capacity in order to estimate the worst trafficimpacts.Two scenarios were considered:Scenario 1 – refers to Stage 1 of the Master Plan, where PNA matches and Netball WA activity runconcurrently with one football match (Advice indicated that up to 41 netball games may be played at anyone time during various time slots in the netball season on Winter Saturdays, therefore the schedule isbased on this).Scenario 2 – refers to Stage 2 of the Master Plan, where PNA matches run concurrently with twofootball matches.Table 4 details the assumptions in the trip generation for scenarios 1 and 2, referred to as Stage 1 and Stage 2.The only difference between the two scenarios occurs on Saturday (winter) where two football matches occur at14:30 in Stage 2 compared to one match in Stage 1. If there is any expansion in sporting activity beyond theanticipated demand from Scenario 2, a new traffic, access and parking study is necessary and should beundertaken before Town of Cambridge approves any further expansion in sporting activity.In the subsequent analysis Scenario 2 has only been analysed for the worst case winter Saturday time period.Additional Future ConsiderationsThere is potential to convert the existing 11 grass courts to hard courts in the future potentially allowing 52 gamesto be played concurrently on a Winter Saturday. This could potentially increase traffic and parking demand by25% during peak periods. This potential demand has not been analysed, however should such a significantincrease in activity be desired in the future, further transport analysis should be undertaken to indentify thepotential impact on the surrounding infrastructure and parking capacity.As well as an increase in courts, there is also the possibility that a major State Netball event could be scheduledduring a peak Winter Saturday. This would significantly increase parking demand and traffic on the surroundingroads. At this time it is assumed that such events would not be scheduled concurrent with PNA events, however ifthis should be considered in the future further analysis and a new traffic assessment should be prepared toassess the impact and identify mitigation and management measures.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan30Table 4Wembley Sports Park Operational AssumptionsDayMondayTuesdayWednesdayThursdayFridayEventStartTimeGameTime(mins)No.GamesPeopleper team(incl.coachesandsubs)OtherPeople(incl.umpires)Peopleper eventNetball WA 6:00 180 4 12 4 112Netball WA 9:00 420 2 12 4 56Netball WA 16:00 120 4 12 4 112Netball WA 18:00 240 4 12 4 112Netball WA 6:00 180 2 12 4 56Netball WA 9:00 420 2 12 4 56Netball WA 16:00 120 4 12 4 112Baseball Seniors - training 16:30 180 4 10 2 88Netball WA 18:00 240 4 12 4 112Netball WA 6:00 180 4 12 4 112Netball WA 9:00 420 2 12 4 56Netball WA 16:00 120 4 12 4 112Baseball Juniors - training 16:30 120 2 10 2 44PNA Under 17s 17:45 69 7 12 4 196Netball WA 18:00 240 4 12 4 112PNA Open 19:00 69 9 12 4 252PNA Open 20:30 69 9 12 4 252Netball WA 6:00 180 2 12 4 56Netball WA 9:00 420 2 12 4 56Netball WA 16:00 120 2 12 4 56Baseball Seniors - training 16:30 300 4 10 2 88Netball WA 18:00 240 4 12 4 112Netball WA 16:00 120 4 12 4 112Netball WA 18:00 240 4 12 4 112T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan31Table 4Wembley Sports Park Event Assumptions (continued)Day Event Start TimeSaturday(Summer)Saturday(Winter)Stage 1Stage 2GameTime(mins)No.GamesPeopleper team(incl.coachesandsubs)OtherPeople(incl.umpires)PeoplepereventNetball WA 9:00 420 4 12 4 112Baseball Little League 10:00 90 1 10 2 22Cricket 12:45 300 1 12 3 27Baseball 15s 13:00 120 1 10 2 22Cricket 13:00 300 1 12 3 27Cricket 13:15 300 1 12 3 27Cricket 13:30 300 1 12 3 27Baseball State League 15:30 120 1 10 2 22Baseball 17s 16:00 120 1 10 2 22PNA Netta Yr 3 8:15 49 17 12 4 476PNA Sub Junior Yr 5 8:15 57 24 12 4 672Netball WA 9:00 420 2 12 4 56PNA Netta Yr 4 9:15 49 13 12 4 364PNA Sub Junior Yr 6 9:15 57 26 12 4 728PNA Netta Yr 3&4 10:15 49 15 12 4 420PNA Sub Junior Yr 7 10:15 69 24 12 4 672Aust. Rules F/ball Colt 10:45 101 1 24 13 61PNA Under 17s 11:30 69 30 12 4 840Aust. Rules F/ball12:30 101 1 24 13 61Reserves PNA Under 17s 13:00 69 36 12 4 1008PNA Under 17s 14:30 69 12 12 4 336PNA Open 14:30 69 27 12 4 756Aust. Rules F/ball seniors 14:30 101 1 24 13 61PNA Under 17s 16:00 69 12 12 4 336PNA Open 16:00 69 27 12 4 756PNA Netta Yr 3 8:15 49 17 12 4 476PNA Sub Junior Yr 5 8:15 57 24 12 4 672Netball WA 9:00 420 2 12 4 56PNA Netta Yr 4 9:15 49 13 12 4 364PNA Sub Junior Yr 6 9:15 57 26 12 4 728PNA Netta Yr 3&4 10:15 49 15 12 4 420PNA Sub Junior Yr 7 10:15 69 24 12 4 672Aust. Rules F/ball Colt 10:45 101 1 24 13 61PNA Under 17s 11:30 69 30 12 4 840Aust. Rules F/ball12:30 101 1 24 13 61Reserves PNA Under 17s 13:00 69 36 12 4 1008PNA Under 17s 14:30 69 12 12 4 336PNA Open 14:30 69 27 12 4 756Aust. Rules F/ball seniors 14:30 101 2 24 13 122PNA Under 17s 16:00 69 12 12 4 336PNA Open 16:00 69 27 12 4 756T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan32Table 4Wembley Sports Park Event Assumptions (continued)DaySunday(Summer)Sunday (Winter)EventStartTimeGameTime(mins)No.GamesPeopleper team(incl.coachesandsubs)OtherPeople(incl.umpires)Peopleper eventArchery 8:45 1 22 1 45Netball WA 9:00 420 4 12 4 112Baseball AAA 9:30 150 1 10 2 22Baseball Under 19 9:30 120 1 10 2 22Baseball AAA 12:00 150 1 10 2 22Baseball A Grade 12:00 120 1 10 2 22Baseball State League 15:15 120 1 10 2 22Netball WA 16:00 120 4 12 4 112Netball WA 18:00 240 4 12 4 112SOCCER 13s 8:30 67.5 1 15 4 34SOCCER 11s 8:30 67.5 1 13 4 30Aust. Rules F/ball 11s 8:45 60 1 24 13 61Aust. Rules F/ball Year 4s 8:45 60 1 24 13 61Archery 8:45 1 22 1 45Netball WA 9:00 420 4 12 4 112SOCCER Under 9s 9:00 55 1 11 4 26SOCCER Under 8s 9:00 45 1 11 4 26SOCCER 12s 9:40 67.5 1 15 4 34SOCCER 15s 9:40 67.5 1 15 4 34SOCCER 13s 9:45 67.5 1 15 4 34Aust. Rules F/ball Year 5s 10:00 60 1 24 13 61Aust. Rules F/ball 12s 10:00 60 1 24 13 61SOCCER Under 8s 10:00 45 2 11 4 52SOCCER Under 8s 11:00 45 1 11 4 26SOCCER Under 9s 11:00 55 1 11 4 26SOCCER 16s 11:10 67.5 1 15 4 34Aust. Rules F/ball 13s 11:30 60 1 24 13 61Netball WA 16:00 120 4 12 4 112Netball WA 18:00 240 4 12 4 112The assumptions outlined above tend to be conservative in order not to underestimate the traffic impacts of thevarious events. Practical measures could be employed to reduce the actual impacts.Hockey, archery and other ad hoc uses will not result in material changes to peak demands, due to limitations inplaying fields.The State Netball Centre will be used by Netball WA and VenuesWest as well as the PNA to host events. TheNetball WA events will be regular and thus have been included in the model.VenuesWest events will be irregular and thus have not been included in the model. However, a discussion of theimpact a VenuesWest event may have on parking has been included in Section 5.2.Should there be a significant increase in activities on-site (such as more than 41 games of netball at any one timeor any other change that will increase overall vehicle trips to site) then a new study may be required to assess thetraffic impact and parking demand and identify management and mitigation measures.Car Usage and Linked TripsTo convert the forecast number of people to trips, assumptions were made in regard to car usage (cars perperson) and the proportions of linked trips. Linked trips are trips where different people travel in the same car orwhere the same people attend different events. The analysis was first run assuming 100% car usage and 0%linked trips. This assumption was tested and adjusted as required to reflect the observed number of cars. This isfurther discussed in Section 5.2.Arrival and Departure PatternsIn order to assess the impact of the forecast car trips a frequency distribution had to be assumed to forecast thearrival and departure patterns. From the video survey (Saturday, 6 August 2011) it seems as if the arrivals andT:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan33departures (for the netball events) follow a normal distribution as illustrated in Figure 16. The results show thatarrivals occur over at least 40 minutes with a peak at about 25 minutes before events. The departures are moreintensified with a peak between 15 and 20 minutes after events. The frequency distribution shown in Figure 16was used for all events. This assumption was tested and found to produce reasonable results.Figure 16Observed Arrival and Departure Patterns20%18%16%14%12%10%8%6%4%2%0%-40min -35min -30min -25min -20min -15min -10min -5min 0min 5min 10min 15min 20min 25min 30minArrivalDeparture5.2 Development Parking Demand Trip GenerationThe trip generation analysis numbers are included in Appendix A. Table 6 shows a summary of the final resultsand the figure used for capacity analysis. Table 5 shows that the critical scenario is Winter Saturdays, during thenetball and Australian Rules football season. The forecast trip generation (between 7:00am and 7:00pm) isapproximately 3,600 round trips (7,200 one way trips) in Stage 1, increasing to approximately 3,700 round trips(7,400 one-way trips) in Stage 2. The forecast peak 15-minute flows are 305 in and 337 out in Stage 1, and 335 inand 337 out in Stage 2. The maximum car occupancy (parking demand) during the day is 1,021 spaces with an85 th percentile demand of 869 spaces in Stage 1. The respective numbers in Stage 2 are 1,070 and 890. Theseare substantially greater than the demand for activities on any other day of the week or season.Table 5Forecast Trip Generation (Summary)DayDailyTripsto /fromWSPArrival Departure OccupancyMax 15min Max 15min Max85thPercentileFlow Time Flow Time Bays Time BaysMonday 392 54 05:30 05:45 65 09:10 09:25 229 17:55 125Tuesday 424 54 15:30 15:45 65 18:10 18:25 315 17:55 202Wednesday 1,136 132 17:20 17:35 159 21:55 22:10 560 18:50 372Thursday 368 54 17:30 17:45 65 22:10 22:25 258 17:55 203Friday 224 54 15:30 15:45 65 18:10 18:25 226 17:55 117Saturday (Summer) 308 54 08:30 08:45 65 16:10 16:25 271 15:55 248Saturday(Winter)Stage 1 3,604 305 14:00 14:15 337 15:50 16:05 1,021 10:05 869Stage 2 3,665 335 14:00 14:15 337 15:50 16:05 1,070 15:45 890Sunday (Summer) 491 70 08:25 08:40 65 16:10 16:25 252 15:55 203Sunday (Winter) 1,042 148 08:20 08:35 142 11:05 11:20 621 09:45 391The results in Table 5 conservatively assume 100% car usage and 0% linked trips for all events except for PNAevents during Winter Saturdays. For these netball events, 65 to 70 % car usage and 30 to 40 % linked trips wereassumed. These assumptions were tested against existing event schedules and observed traffic data and werefound to produce reasonable results. Car usage and linked trips are discussed further in Section 5.3.It is important to note that the above forecast traffic volumes and subsequent intersection analysis shown inproceeding sections are based on a forecast only and that the day to day variation of traffic can alter somewhatT:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan34from that predicted. Various assumptions about future transport patterns and behaviours had to be made to carryout the traffic analysis. Assumptions are based on observed patterns and behaviours and the anticipatedchanges that will occur as a result of developing the site. Traffic forecasting does have limitations and forecasttraffic volumes should be taken as only indicative of the likely traffic that a particular site may generate or thevolumes that a road may carry.5.3 Parking DemandFigure 17 shows the forecast parking demand against the parking demand observed on 6 August 2011. As canbe seen the parking demand profile, based on the assumptions outlined above, is a good representation of theobserved profile. The vertical differences are attributed to the additional activity forecast as a result of theupgrading and expansion of the sporting facilities. The forecast 85 th percentile demand is 93 and 114 vehiclesmore than the existing demand of 776 in Stage 1 and Stage 2 respectively.For netball events the level of car usage and linked trips was determined by comparing the observed demandagainst the number and type of games known to be taking place during the times of the survey. The valuesdetermined for car usage and linked trips allow a model to be estimated that reflects the demand for parking, butalso reflects the dwell time for cars in the car park, allowing the maximum demand and peak demand period to bedetermined. Car usage represents the number of car trips per competitor, for example if a car usage value of 80per cent is applied, for every 10 participants 8 car trips will be generated. Linked trips values represent thepercentage of these trips determined from the car usage estimate which are likely to remain on site beyond theend of any specific game. So for example based on a car usage estimate of 80 % and linked trips of 50 %, foreach 10 participants 8 vehicles will arrive prior to any given game time, 4 will depart after the game and a further 4will depart at some point later in the day.Comparison of observed parking demand with the forecast parking demand showed that levels of car usage andlinked trips are not constant and vary between junior and senior games. Therefore values for car usage and linkedtrips were determined for each category of game and were found to be approximately 65% car usage and 40%linked trips for juniors, and 70% car usage and 30% linked trips for seniors.Figure 17Forecast Parking Demand1200100080060040020007:057:257:458:058:258:459:059:259:4510:0510:2510:4511:0511:2511:4512:0512:2512:4513:0513:2513:4514:0514:2514:4515:0515:2515:4516:0516:2516:4517:0517:2517:4518:0518:2518:45Surveyed (6 Aug 2011)Surveyed (85th Percentile)Forecast (Winter Sat) - Stage 1 Design (85th Percentile) - Stage 1Forecast (Winter Sat) - Stage 2 Design (85th Percentile) - Stage 2T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan35Car parking demand at Wembley Sports Park varies significantly throughout the year. In accordance withAustRoads “Guide to Traffic Management, Part 11: Parking”, it is uneconomical to supply parking to meet themaximum demand on the busiest day of the year. Instead, car parking supply should be based on satisfyingparking demand that will only be exceeded for a number of hours or days per year. This is commonly taken to bethe 85 th percentile utilisation (the number that will not be exceeded 85% of the time in peak periods). From Table5 it can be seen that the parking demand is forecast to fluctuate significantly with 869 being by far the largest 85 thpercentile demand in Stage 1 and 890 in Stage 2.The Master Plan proposes around 1,000 car parking spaces in Stage 1 and around 870 in Stage 2 excludingoverflow car parking. It is concluded that the parking supply is ample to provide for the forecast demand of allevents; except possibly for short durations during Winter Saturdays. These events would form only a fraction (fiverelative short periods on 18 Saturdays in a year) of the total operational time during the year. It would beunreasonable and unsustainable to provide more parking to prevent overflows from ever occurring. Rather thanproviding more permanent parking, the demand should be managed. This is further discussed in Section 6.0.The State Netball Centre may seat up to 1,000 people. Assuming car occupancies of two people per car for largeevents, this equates to 500 car spaces which is well within the proposed parking provision. An event at the StateNetball Centre could be held any day of the week, except for days when PNA events are scheduled. It is assumedthat any VenuesWest event on a Tuesday or Wednesday night would replace the Netball WA activities at theState Netball Centre. On Winter Saturdays (during the day), the State Netball Centre will only be able toaccommodate Netball WA training, it will not be able to accommodate events unless all spectators access the sitevia alternative means such as public transport and / or dedicated buses.5.4 Drop OffFrom this assessment, it is anticipated that the maximum total daily trips to / from the Wembley Sports Park willbe around 6% higher (increase from 3,400 to 3,600 trips on Winter Saturdays) than current trip generation levels.In Section 2.6 it was noted that the maximum current drop-off rate on Salvado Road (on Winter Saturdays) is 27vehicles in 5 minutes (average rate of 5.4 per minute). If it is assumed that the demand for drop-off will alsoincrease by 6%, then the maximum drop-off rate in the peak 5 minutes will be 5.7 vehicles per minute. Theproposed drop-off zone (north and south zones) has capacity to accommodate around 20 cars and 3 buses at anygiven time. Assuming vehicles stand for no more than 2 minutes then this should be sufficient space to cater for12 vehicles at peak times with additional spaces available.For efficient use of the drop-off facilities, it is recommended that 1-minute time restrictions be applied. This willprevent motorists from using the drop-off zone as a parking area.5.5 Traffic DistributionThe postcode data from the PNA members list (refer to Figure 18) illustrates that patrons live in all directionssurrounding the site. Even if one direction is more dominant, factors such as route choice, access constraints andmultiple trip purposes can affect traffic distribution to and from the site.An origin destination survey is required to develop a clear understanding of the actual traffic distribution. Table 6shows the estimated traffic distribution based on the data from the video surveys on Saturday, 6 August 2011.The traffic distribution will change and become more balanced with the proposed new access arrangement. Theanticipated traffic distribution for the new site layout is also shown in Table 6.Table 6Traffic DistributionScenarioSelby St North Selby St South Veryard Cr North Salvado Rd EastFrom To From To From To From ToExisting 68% 3% 23% 88% 1% 1% 8% 8%Anticipated 33% 33% 33% 33% 14% 14% 20% 20%It cannot be accurately determined what the likely distribution of traffic will be given the altered accessarrangements and there will be an inevitable increase on some roads following the changes.During normal operations, motorists can be expected to use the most direct access. However, during peakperiods traffic can be expected to redistribute to avoid congestion. For the critical events, it was thereforeassumed that the traffic will distribute reasonably evenly across the site’s access points. For the analysis (refer toSection 6.1) it was assumed traffic from Selby Street North and to Selby Street South will distribute equallyacross the Main and left-in / left-out accesses.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan36Figure 18Perth Netball Association Postcode AnalysisT:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan375.6 Site Access AnalysisThe Northern (Salvado Road), Main (Selby / Alderbury Street) and left-in / left-out accesses were analysed for thepeak hourly traffic on Winter Saturdays. The Main Access was also analysed for the peak hour (PM peak) duringweekdays. Refer to Section 4.6 for the intersection layouts. The intersection turning volumes were derived as acombination of:The development traffic based on the trip generation and distribution discussed in Section 5.2 andSection 5.5 respectively; and The background traffic discussed in Section 2.4.The intersections were analysed using SIDRA Intersection Software for the peak 15-minutes within the peakhourly flows. These flows were derived from the frequency distributions, established in 5-minute intervals, asillustrated in Figure 16. The detailed analysis results are included in Appendix B. The summary results and keyfindings are presented below.Northern Access (Salvado Road)The analysis indicated (refer to Table 8) that the Northern Access is likely to operate at, or over, capacity duringthe peak hours on Winter Saturdays. Since the Access is anticipated to be operational on demand only (i.e. onWinter Saturdays), no analysis was done for normal weekdays.Table 7Performance summary for Northern Access (Salvado Road)TimeDayDemandFlow (vph)OverallDoSAverageDelay (s)LoSApproach /MovementWorst MovementDelay(s)Queue(m)9:30-10:30 Winter Sat 1,364 1.218 35.1 E South / RT 150.1 182.913:30-14:30 WinterSat13:30-14:30 b WinterSatStage 1 1,532 1.734 74.6 F South / RT 380.9 321.9Stage 2 1,574 1.861 83.4 F South / RT 439.7 345.8Stage 1 1,413 0.985 16.7 C South / RT 90.6 71.0Stage 2 1,455 1.057 19.3 C South / RT 114.0 86.315:00-16:00 Winter Sat 1,422 1.371 47.5 E South / RT 216.1 234.4PM Peak Weekday Free flow on Salvado Road, access to Wembley Sports Park closedNotes:b With additional traffic diverted from Salvado Road EntranceThe forecast overall Levels of Service (LoS) are E or F with a Degree of Saturation (DoS) of up to 1.734. Thecritical movement is the south approach right turn with anticipated average delays of up to 380.9 seconds. Theright turn demand, based on the assumed traffic distribution (refer to Section 5.5), was 116, 88 and 88vphrespectively for the three peak hours analysed. It was found that, if controlled by capacity, these demands wouldreduce to 90, 50 and 60vph respectively; with the surplus demands redistributing to the Main Access. Even ifthese demands will not reduce as much as suggested, the oversaturated conditions are expected to be relativelyshort in duration and the associated queues are expected to dissipate relatively quickly.If the traffic would redistribute as suggested, the average delay will reduce, for example, from 380.9 seconds to90.6 seconds as shown in Table 7. The effect of traffic redistribution on the Main Access is discussed in the nextsection.Main Access (Selby Street / Alderbury Street intersection)The proposed signalised intersection at the Main Access was analysed for the peak hours during WinterSaturdays and the peak hour (PM peak) on normal weekdays. The base analysis assumed that all pedestrianphases will operate each cycle in the peak hour. Since this is unlikely to occur, analysis was also done assumingno pedestrian calls will be received during the peak hour. The likely scenario is that several calls may be receivedduring the peak hour and thus the actual results are therefore likely to be between the two sets of results.Additional analysis was also done to test the capacity of the intersection to service overflow traffic from theNorthern Access. The key results from the analysis are summarised in Table 8.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan38Table 8Performance summary for Main AccessTimeDayDemandFlow (vph)OverallDoSAverageDelay (s)LoSApproach /MovementWorst MovementDelay(s)Queue(m)9:00-10:00 Winter Sat 2,966 1.000 55.8 E North / T 68.6 205.811:00-12:00 Winter Sat 3,087 0.914 50.5 D South / RT 68.0 118.711:00-12:00 a Winter Sat 3,087 0.816 31.7 C East / RT 49.8 58.014:00-15:00 WinterSat14:00-15:00 b WinterSat14:00-15:00 b a WinterSatStage 1 3,205 1.000 62.2 E South / RT 75.5 186.7Stage 2 3,264 1.000 65.1 E South / LT 78.8 221.4Stage 1 3,300 1.000 65.3 E South / RT 87.1 200.1Stage 2 3,359 1.016 69.0 E South / RT 93.5 232.5Stage 1 3,300 0.970 47.5 D South / RT 59.3 148.0Stage 2 3,359 0.970 47.5 D South / RT 57.3 159.6AM Peak Weekday 3,027 0.894 41.3 D South / RT 90.7 103.8AM Peak a Weekday 3,027 0.806 23.8 C West / L 66.8 34.1PM Peak Weekday 3,064 0.916 48.8 D South / RT 85.4 148.2PM Peak a Weekday 3,064 0.798 28.0 C East / RT 64.5 7.3Notes:a No pedestrian callbWith additional traffic diverted from Salvado Road EntranceThe results suggest that the intersection will operate at LoS D or E with DoS of up to 1.000 and overall averagedelays of up to 62.2 seconds if all pedestrian phases run each cycle. The critical movements differ between thepeak hours. The south approach right turn is expected to be the worst with delays of up to 75.5 seconds whenpedestrian calls are received each time. In these cases the 95 th percentile back of queue may exceed theavailable storage in the proposed 120m long right turn pocket.If traffic redistributes from the Northern Access to the Selby – Alderbury intersection the overall average delay isforecast to increase during the critical peak hour (14:00 - 15:00) by 3.1 seconds without exceeding the capacity ofthe intersection; assuming all pedestrian phases are required each cycle. If no pedestrian phases are requiredduring that particular peak, the overall average delay will improve by 17.8 seconds and the overall LoS willimprove from E to D.Further analysis was done to test the capacity of the intersection to cater for additional traffic as a result ofbackground traffic growth or in the event of the development traffic being underestimated. From this analysis itwas found the intersection should be able to cope with 12% and 14% growth in traffic on Winter Saturdays andnormal weekdays respectively.From the analysis it is concluded that the proposed intersection layout should be adequate to service the forecasttraffic demand at acceptable LoS. It is also shown that the AM and PM traditional weekday peaks perform betterthat the Saturday netball peaks.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan39Selby Street Left-in / Left-out AccessThe key results of the analysis for the left-in / left-out Access on Selby Street are shown in Table 9. The resultssuggest that the access will operate well during most of the day, except during the outbound peak when averagedelays of up to 51.6 seconds may be experienced by the left-out movement. Once again, since the peak periodsare relatively short in duration, these delays are not expected to occur over extended periods of time. And thequeues forming during these periods are also expected to dissipate relatively quickly.Table 9Performance summary for Selby Street Left-in / Left-out AccessTimeDayDemandFlow (vph)OverallDoSAverageDelay (s)LoSApproach /MovementWorst MovementDelay(s)Queue(m)9:00-10:00 Winter Sat 2,026 0.543 6.1 A East / LT 33.5 19.111:00-12:00 Winter Sat 1,796 0.348 4.1 A East / LT 27.7 10.914:00-15:00 WinterSatStage 1 2,190 0.718 7.5 A East / LT 51.6 27.7Stage 2 2,210 0.731 7.7 A East / LT 53.5 28.05.7 Alternative AccessNorthern Access (Salvado Road) – Restricted AccessFor effective traffic distribution and for the most flexible transport solution, it is desirable to provide all movementsat the Northern Access. However, this intersection has limited capacity as demonstrated in Section 5.6. This isdue to its single approach lanes and the number of conflicting movements. In particular, the right out movementlimits the ability of the intersection to service high volumes of exiting traffic. This is not necessarily a problem ifthe purpose of the intersection is to provide the most direct access from, and egress to, the east along SalvadoRoad while not giving too much capacity to encourage undesirable use of Veryard Crescent (“rat-runs”).The Northern Access may operate more efficiently if one or two of the right turns are banned. If the right turn intothe Wembley Sports Park is banned, the right turn out will have more capacity and the traffic on Veryard Crescentmay not increase as much. However, this ban may not be easy to enforce if the right-out movement is provided.If the right-out movement is banned, the left-out will have considerable more capacity with an increased likelihoodthat Veryard Crescent will be used as a “rat run”. In this scenario, the reciprocal movements for the left-in will notbe provided and more vehicles may attempt to do u-turns after turning left out of the Wembley Sports Park toreturn to Salvado Road East.Based on the above, it is recommended that the intersection be operated as a full access in the first instance. Ifthis proves to be operationally inefficient or causes undesirable impacts, then further consideration could be givento restricting access. However, this needs to be done with due consideration of the ability of the Main Access tocater to the additional trips that will no longer be serviced by the Northern Access.Main Access (Selby Street / Alderbury Street intersection) – Give-way OptionA give-way treatment was not explored further as initial analysis showed that delays of up to 20 minutes areforecast for vehicles exiting the facility on Winter Saturdays. Significant delays of nearly 3 minutes may also occurduring weekday afternoons when the State Netball Centre is used.Main Access (Selby Street / Alderbury Street Intersection) – Roundabout OptionA roundabout option was dismissed earlier in the masterplanning process because of its inability to preventthrough movements between the Wembley Sports Park and Alderbury Road, and its less desirable ability toaccommodate pedestrians and cyclists crossing Selby Street and the Wembley Sports Park access.Nevertheless, the analysis results for a dual-lane roundabout have been included in this report to demonstrate itsability to cater for all traffic movements at minimal delays. The proposed layout is shown in Figure 19 and the keyanalysis results are shown in Table 10. Detailed results are included in the Appendix B.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan40Figure 19Proposed Roundabout LayoutTable 10Performance Summary for Main Intersection (Roundabout Option)TimeDayDemand Flow(vph)OverallDoSAverageDelay (s)LoSApproach /MovementWorst MovementDelay(s)11:00-12:00 Winter Sat 3,087 0.614 8.5 A West / RT 16.4 6.014:00-15:00 a Winter Sat 3,300 0.739 11.6 B South / RT 18.1 8.2PM Peak Weekday 3,126 0.649 6.2 A West / RT 17.2 2.2Queue(m)Notes:a With additional traffic diverted from Salvado Road EntranceFrom Table 10 it can be seen that a roundabout will offer higher performance to that of a signalised intersectionand is expected to have a smaller likelihood of serious injury or fatal traffic crashes. It also provides a solution foru-turns to the north to access properties and to the south to access the Wembley Sports Park (over and above theright turns into the Wembley Sports Park). However, it may not achieve other objectives such an accessrestriction and enhanced pedestrian crossings. Additionally, it may also be more difficult to develop its designconsidering the property constraints especially on the west side of Selby Street.5.8 Comparison of Intersection TypesTraffic analysis has been carried out for both a signalised intersection and a roundabout at the main access.Whilst the roundabout demonstrates slightly better operational performance than a signalised intersection, thereare a number of advantages of providing traffic signals at this location.A roundabout provides the most efficient solution for traffic and once installed has much lower maintenancerequirements and costs than a signalised intersection, but this is often offset by increased construction costs. Inaddition, roundabouts offer very poor facilities for pedestrians and cyclists, with minimum protection at crossingpoints and in general, greater crossing distances. It is also difficult to provide a design that can ban movementsfrom certain arms of the intersection without also removing the opportunity to make those turns from otherapproaches. This is critical when considering the potential for ‘rat running’ through Alderbury Street.Roundabouts also require a much larger footprint than an equivalent signal controlled intersection. The currentlayout at Selby Street / Alderbury Street is quite constrained and in order to accommodate a roundabout withsufficient lanes on each approach, a significant amount of land take would be required. This may impact uponprivate properties or if that is to be avoided, result in significant land take and realignment of Selby Street on itswestern side, significantly increasing costs.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan41Traffic signals allow for the introduction of protection for pedestrians and cyclists through controlled crossings.This provides a benefit for pedestrians and cyclists in terms of safety, but also increases accessibility to publictransport and cycling facilities. In order to reduce traffic and parking demand for the site, it is critical to providegood access to non-car modes in order to promote sustainable transport choices but also healthier lifestyles.Signals can also be used to ban movements, i.e. between Alderbury Street and the main access road, removingmuch of the incentive for rat running through Alderbury Street.In general, the additional benefits of providing signals outweigh the advantages offered to vehicles of aroundabout. If traffic demand for the site is to be reduced, it is extremely important to provide solutions thatfacilitate the change to sustainable alternatives and improve safety for non-car users, especially in areas wherethere are particularly high numbers of vulnerable users such as children. Table 11 gives a summary of theseadvantages and disadvantages of signals and roundabout with respect to each other.Table 11Overall Summary for Main Intersection Roundabout Vs SignalsIntersectionTypeRoundaboutTraffic SignalsAdvantagesSlightly improved performance for vehiclesLow maintenance costsBest solution for reducing vehicle crashesNo additional land take requiredPotentially lower initial construction costsImproved pedestrian and cycling safetyImproved access and integration with publictransportMitigates against rat running through AlderburyStreetDisadvantagesPoor Pedestrian and cyclist safetyRequirement for land takePotential impact upon private propertyHigh initial construction costsRat running cannot be eliminated withoutlimiting access to Alderbury Street from SelbyStreetOn-going maintenance and operating costsSlightly poorer performance for vehicles than aroundaboutSlightly higher risk of vehicle crashesMain Access (Selby Street / Alderbury Street Intersection) – U-Turns OptionDedicated u-turn facilities in the Selby Street median were considered as an alternative mechanism to provide forright turns in and out of the Wembley Sports Park; albeit indirectly. Two right turn facilities were considered – asouth-to-south u-turn about 35m south of Alderbury Road and a north-to-north u-turn about 120m north of HayStreet. Refer to Appendix B for a sketch of the scheme tested and the detailed analysis results 3 .From the analysis, the u-turns from the south are forecast to experience average delays of 23 to 250 seconds(during each hour between 08:30 and 16:00), with queues up to 42 vehicles (300m). The u-turns from the northare forecast to experience average delays of 54 to 673 seconds (during each hour between 08:30 and 16:00),with queues up to 83 vehicles (580m). The corresponding LoS are D to F for the south-south u-turns and F for thenorth-north u-turns.The analysis predicts that the u-turn concept will not operate adequately during the Winter Saturday events withunacceptable queuing back to downstream intersections. A separate investigation is required to assess if themovements will be able to operate safely. Additionally, the concept does not provide a solution for a pedestriancrossing.3The analysis was run assuming of 2.5 seconds follow-up headways and 6.0 seconds critical gaps for the u-turns.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan425.9 Internal Road JunctionAn assessment was also undertaken for the internal junction on the East-West Link with the south western carpark. A review of the junction highlighted several possible intersection treatments for this junction including:1. Unsignalised junction allowing all movements;2. Unsignalised junction with banned movements; and3. A roundabout.Due to the high volume of traffic entering and exiting this junction, particularly to and from the south western carpark, it is important to determine the most suitable junction layout that is safe and provides good access.Unsignalised Full Access OptionA SIDRA assessment of an un-signalised full access junction showed that it would perform well during both thearrival and departure peaks. However, these results do not include any impacts that the signalised intersection atSelby Street / Alderbury Street would have on this junction. From the SIDRA assessments of the main entrance,the results show that queuing of over 200m could exist on the East-West Link particularly during the departurepeak. This queue length would extend across this car park access; therefore SIDRA results for the un-signalisedfull access junction were not accurate.VISSIM micro simulation highlighted an issue with the right turn pocket on the East-West Link. To provideadequate separation between the signalised junction and the right turn into the car park, 3 seconds of travel timeshould be provided before the turn pocket develops. At 30km/h, this equates to 25m. Due to the limited distancebetween the two junctions, the provision of a separation distance of 25m is not possible.Unsignalised with Right Turn BansAlternatively the right turn into the car park could be banned. This option forces all vehicles to continue along theEast-West Link and undertake a u-turn at the roundabout. Micro-simulation shows that the right turn ban wouldimprove the operations between the main access and the junction to the car park. From the VISSIM microsimulationresults it is further expected that the introduction of the u-turn operations could be accommodatedwithout causing flow break downs on the East-West Link.RoundaboutThe third option for this junction is to install a roundabout. Roundabouts require a larger footprint than an unsignalisedjunction however it caters for all movements and does not require a right turn pocket. VISSIM microsimulationshows that the roundabout would cause similar queuing problems to that experienced in the full accessoption.5.10 Internal RoadVISSIM micro-simulation was used to assess the traffic operations on the East-West and North-South Links. Thiswas done to test the interaction between the various components along these roads. Key findings from theassessment include:- For safety and operational reasons, right turns cannot be allowed at the access from the East-West Link tothe southwestern car park. Vehicles queuing to turn right into the southwestern car park on the east-westlink road could block traffic entering from Selby Street, potentially impacting upon the operation of SelbyStreet, but also restricting access to drop-off facilities. As mentioned earlier, these right turns can beaccommodated via u-turns at the roundabout located at the eastern end of the East-West Link without anyadverse impact on the internal or external road network.- At the estimated drop-off rate and under normal conditions, the drop-off facilities are not expected to causeflow breakdowns on the East-West Link. The induced u-turn traffic flow, even though fairly congested duringthe peak Winter Saturday events, is expected to be below capacity.- The North-South Link from Salvado Road to the roundabout will perform an important circulation function,particularly during the peak Winter Saturday events. Flow breakdowns are expected to occur if thesevehicles are channeled directly through the Stage 1 northeastern car park. Additionally, without the southernportion of the link, traffic entering the car park from the south would not be able to make u-turns and wouldbe forced to exit at Salvado Road. For operational flexibility and efficiency the entire North-South Link istherefore required in both Stage 1 and 2.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan43- The exits from the southwestern car park into the East-West Link and out of the site into Selby Street areexpected to be heavily congested during the peak Winter Saturday events. However, this dissipatesrelatively quickly.- If movements are banned at the Northern (Salvado Road) Access they would have to be accommodated atthe Main (Selby Street – Alderbury Road) Access; aggravating its queues and delays during peak WinterSaturday events. Full access at the Salvado Road Access is recommended in order to distribute the trafficevenly and to service the traffic more effectively.5.11 Impact on Surrounding Roads and IntersectionsThe predicted traffic generation calculation illustrates that the peak traffic flow produced by the site and carparking requirements are due to the PNA’s Saturday Competition. This is an existing site event. Therefore theinclusion of the State Netball Centre and other new events on the site are not expected to significantly impact thesurrounding network any greater than the existing use. However, the internalisation of traffic including dedicateddrop-off areas and car parking will improve traffic arrangements and is likely to relieve parking congestion on thesurrounding streets. The Master Plan should reduce the impact of the existing use through the provision of twomore access points and the spreading of the car parking facilities throughout the site by way of an internal roadnetwork. Both of which will help distribute the traffic, and thus reduce congestion on the surrounding road network.However, the provision of additional access points will inevitably lead to a redistribution of traffic and may increasetraffic volumes on some roads, while reducing traffic on others.The inclusion of the signalised intersection on Selby Street will interrupt the through traffic. The most significantinterruption is considered to be within acceptable limits as it will only be required for 18 Saturdays a year duringthe netball season. To optimise operations, the traffic signals are to be operated with vehicle actuation for sidestreet traffic. The signals will however improve access for Route 28 buses as well as access to the WembleySports Park for public transport, cyclists and pedestrians.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan446.0 Mitigation and Action6.1 Managing car parking demandIn accordance with AustRoads Standards, it is not accepted practice to design car parks to meet the maximumcar parking demands. Car parking design is ideally based on the 85 th percentile demand (the demandrecommended by AustRoads). For peak periods above the 85 th percentile alternative measures should beimplemented to reduce parking demand. For alternative measures to be successful they require engineering,education, encouragement and enforcement. It is also important that the measures are relevant for the site’s useand those impacts monitored. To achieve this, a Green Travel Plan (TravelSmart) for the PNA’s activities shouldbe developed. This will include undertaking travel behaviour surveys of the patrons to understand their travelpatterns and reason for this. Based on the results of the survey, a Green Travel Plan should be developed whichwill outline what measures should be implemented and how these will be managed. These measures will bemonitored for success and altered as required.Consultation with the Department of Planning on 29 June 2011 advised that car parking designed for the 85 thpercentile would suffice at this site to encourage sustainable transport.Alternative measures that could be implemented in the Green Travel Plan include:Spreading finish and start times for the eventsReason: The PNA back to back games mean that the next team arrives while the last team is finishing its game.This results in 15 minute peak parking demand. If there was an interval between games, or staggering of fixturesacross the Saturday, then there would be opportunity for the last team (or at least some of the last team) to departbefore the next team arrives. Alternatively, competitions could be considered on Saturday and Sunday tomaximise use of the developed infrastructure.Engineering: Redesign netball schedule, in consultation with a traffic engineer to spread traffic arrivals anddepartures.Education: Publishing of the games fixtures will educate the patrons.Encouragement: The fixtures will provide encouragement.Enforcement: Prompt game start and finish time will enforce the measure.Issuing permits for parking and / or charge for parkingReason: To reduce the number of vehicles accessing the site and thus encourage car pooling and alternativetransport.Engineering: The PNA’s competition includes school teams. These teams should be actively encouraged totravel to the site together (perhaps in a school bus). This could be achieved through issuing a set number ofparking permits for each team. This will require permits to be produced.Education: Information should be provided on the PNA’s website and with team registration to explain how thesystem works and why it is in place.Encouragement: Information on the website and with the team registration should provide people with alternativetransportation options and how schools can organise car pooling. Rewards could be given to those teams /schools that show initiative.Enforcement: To be successful the parking permits will require enforcement (resourcing).Encouraging the use of alternative transportReason: To reduce the number of vehicles accessing the site and thus the level of congestion and parkingrequirements.Engineering: End of trip facilities including lockers and secure cycle parking should be provided. Public transportaccess to the site should be improved.Education: Information on public transport and safe cycle routes should be provided on the PNA’s website.Members could be offered personal journey planners. Schools could provide safe cycling courses.Encouragement: Discounts at local cycle shops could be provided with registration. Cycle doctors could set up atsite on some Saturday’s to provide free or cheap cycle servicing.Enforcement: Reduced parking provision will help with enforcement / encouragement.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan456.2 Event People Movement Management PlansA set of traffic and people movement plans were developed to manage the use of facilities and the movement ofpeople. These plans are show in Appendix C. Plans were developed for the typical events on:1) Monday, Thursday and Friday;2) Tuesday and Wednesday;3) Saturday and Sunday (summer);4) Saturday (winter); and5) Sunday (winter).The plans show the flow of vehicles, pedestrians and cyclists and the use of car parks. They also show thesuggested interventions such as road closures, traffic management of pedestrian crossings and real timeinformation signs. These plans are to be:- presented to the various users of the site;- refined if required; and- to be agreed upon with the users to control their activities and impacts.It is noted that these plans are suggestions only, and it should be recognised that the Town of Cambridge wouldhave more in depth understanding of the situation and can plan events accordingly.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking Plan467.0 Conclusion and RecommendationsThis transport study generally supports the approved Wembley Sports Park Development Master Plan. While thestudy identified that traffic and parking demand may exceed capacity during the peak Winter Saturday events,these events are anticipated to be relatively short and their impacts are considered to be acceptable. For the vastmajority of its operations, the Master Plan provides ample capacity. It is therefore considered to be unreasonableand unsustainable to provide more car parking capacity than currently planned. Rather than providing for allparking demands at all times, it is recognised that alternative measures are required to manage the short demandpeaks on Winter Saturdays.Subject to the recommendations outlined below, it is expected that the following traffic solutions will provideadequate access, car parking and traffic management facilities for the assumed operations of the WembleySports Park:- The following access points should be provided: one on Salvado Road (Northern Access), one on SelbyStreet opposite Alderbury Street (Main Access) and the existing left-in / left-out accesses on Selby Street;- The Northern Access should be an un-signalised three way intersection with a short left turn lane at the endof the North-South Road;- The Main Access at Selby Street / Alderbury Street is proposed to be a four way signalised intersection witha 120m right turn pocket on the southern approach and a 35m left turn pocket on the northern approach.Pedestrian and cycle crossing facilities are to be provided at this crossing. It is recognised that support fromMain Roads will need to be sought for a traffic signal;- The entire East-West and North-South Links are to be provided in Stage 1 to ensure effective internalcirculation during the peak Winter Saturday events. This internal road is to be connected via a roundaboutwhich will give access to car parks and accommodate u-turns;- The North-South Road may require speed humps for traffic calming;- Two raised pedestrian crossings are to be provided on the East-West Link on either side of the drop-offfacilities. A barrier is required on the median between the two crossings to prevent pedestrians fromcrossing in the drop-off zone;- A new junction should be provided on the East-West Link into the south western car park. For safetyreasons the right turn movement into the car park should be banned. The kerb line design should indicatethis restriction to drivers. The design should include appropriate pavement markings and signs forregulatory and enforcement purposes;- One easy access bay (within reasonable distance) should be provided for every 50 regular car parkingspaces;- To reduce the parking demand during the peak Winter Saturday events, Green Travel initiatives should beimplemented for the site, including a development of a TravelSmart plan for the PNA and other users of thesite;- Review of the PNA game schedule in consultation with a traffic engineer to spread out the arrival anddeparture traffic or alternatively competitions could be considered spread out on Saturday and Sunday;- The traffic and people movement plans in this report are to be presented to the various users, they are to berefined if required, and they are to be agreed upon with the users of the facilities to control their operations;- Proposed end of trip facilities (including secure cycle parking and lockers) should be provided in the StateNetball Centre and PNA buildings; and- The geometric design of all accesses to the site should include safe and efficient connections to the cycleand pedestrian paths.T:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevF.docxRevision F - 8 February 2012

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking PlanAppendix AAppendix A - Traffic DataT:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevD.docxRevision D - 7 October 2011

Event Schedule - Stage 1Day When Event Start TimeGame Time(mins)People per team Other PeopleArrivalDepartureOccupancyPeople perLinkedEnd Time No. Games (incl. coaches and (incl. umpires and% By CarNo. Cars Max 5minMax 15min Max 5min Max 15minMax 85th PercentileeventTripssubs) spectators)Flow Time Flow Time Flow Time Flow Time Bays Time BaysMonday All Year Netball WA 6:00 180 9:00 4 12 4 112 100% 0% 112Monday All Year Netball WA 9:00 420 16:00 2 12 4 56 100% 0% 56Monday All Year Netball WA 16:00 120 18:00 4 12 4 112 100% 0% 112Monday All Year Netball WA 18:00 240 22:00 4 12 4 112 100% 0% 112Tuesday All Year Netball WA 6:00 180 9:00 2 12 4 56 100% 0% 56Tuesday All Year Netball WA 9:00 420 16:00 2 12 4 56 100% 0% 56Tuesday All Year Netball WA 16:00 120 18:00 4 12 4 112 100% 0% 112Tuesday Oct to March Baseball Seniors - training 16:30 180 19:30 4 10 2 88 100% 0% 88Tuesday All Year Netball WA 18:00 240 22:00 4 12 4 112 100% 0% 112Wednesday All Year Netball WA 6:00 180 9:00 4 12 4 112 100% 0% 112Wednesday All Year Netball WA 9:00 420 16:00 2 12 4 56 100% 0% 56Wednesday All Year Netball WA 16:00 120 18:00 4 12 4 112 100% 0% 112Wednesday Oct to March Baseball Juniors - training 16:30 120 18:30 2 10 2 44 100% 0% 44Wednesday Oct to Dec PNA Under 17s 17:45 69 18:55 7 12 4 196 100% 0% 196Wednesday All Year Netball WA 18:00 240 22:00 4 12 4 112 100% 0% 112Wednesday Oct to Dec PNA Open 19:00 69 20:10 9 12 4 252 100% 0% 252Wednesday Oct to Dec PNA Open 20:30 69 21:40 9 12 4 252 100% 0% 252Thursday All Year Netball WA 6:00 180 9:00 2 12 4 56 100% 0% 56Thursday All Year Netball WA 9:00 420 16:00 2 12 4 56 100% 0% 56Thursday All Year Netball WA 16:00 120 18:00 2 12 4 56 100% 0% 56Thursday Oct to March Baseball Seniors - training 16:30 300 21:30 4 10 2 88 100% 0% 88Thursday All Year Netball WA 18:00 240 22:00 4 12 4 112 100% 0% 112Friday All Year Netball WA 16:00 120 18:00 4 12 4 112 100% 0% 112Friday All Year Netball WA 18:00 240 22:00 4 12 4 112 100% 0% 112Saturday All Year Netball WA 9:00 420 16:00 4 12 4 112 100% 0% 112Saturday Oct to March Baseball Little League 10:00 90 11:30 1 10 2 22 100% 0% 22Saturday Oct to March Cricket 12:45 300 17:45 1 12 3 27 100% 0% 27Saturday Oct to March Baseball 15s 13:00 120 15:00 1 10 2 22 100% 0% 22Saturday Oct to March Cricket 13:00 300 18:00 1 12 3 27 100% 0% 27Saturday Oct to March Cricket 13:15 300 18:15 1 12 3 27 100% 0% 27Saturday Oct to March Cricket 13:30 300 18:30 1 12 3 27 100% 0% 27Saturday Oct to March Baseball State League 15:30 120 17:30 1 10 2 22 100% 0% 22Saturday Oct to March Baseball 17s 16:00 120 18:00 1 10 2 22 100% 0% 22Saturday May to Sep PNA Netta Yr 3 8:15 49 9:05 17 12 4 476 65% 40% 214Saturday May to Sep PNA Sub Junior Yr 5 8:15 57 9:10 24 12 4 672 65% 40% 302Saturday May to Sep PNA Netta Yr 4 9:15 49 10:05 15 12 4 420 65% 40% 189Saturday May to Sep PNA Sub Junior Yr 6 9:15 57 10:10 26 12 4 728 65% 40% 328Saturday May to Sep PNA Netta Yr 3&4 10:15 49 11:05 17 12 4 476 65% 35% 226Saturday May to Sep PNA Sub Junior Yr 7 10:15 69 11:25 24 12 4 672 65% 35% 319Saturday April to August Australian Rules Football Colt 10:45 101 12:25 1 24 13 61 100% 0% 61Saturday May to Sep PNA Under 17s 11:30 69 12:40 30 12 4 840 50% 30% 294Saturday April to August Australian Rules Football Reserves 12:30 101 14:10 1 24 13 61 100% 0% 61Saturday May to Sep PNA Under 17s 13:00 69 14:10 36 12 4 1008 60% 40% 403Saturday May to Sep PNA Under 17s 14:30 69 15:40 14 12 4 392 60% 40% 157Saturday May to Sep PNA Open 14:30 69 15:40 27 12 4 756 70% 30% 416Saturday April to August Australian Rules Football seniors 14:30 101 16:10 1 24 13 61 100% 0% 61Saturday May to Sep PNA Under 17s 16:00 69 17:10 14 12 4 392 60% 40% 157Saturday May to Sep PNA Open 16:00 69 17:10 27 12 4 756 70% 30% 416Sunday All Year Archery 8:45 12:00 1 22 1 45 100% 0% 45Sunday All Year Netball WA 9:00 420 16:00 4 12 4 112 100% 0% 112Sunday Oct to March Baseball AAA 9:30 150 12:00 1 10 2 22 100% 0% 22Sunday Oct to March Baseball Under 19 9:30 120 11:30 1 10 2 22 100% 0% 22Sunday Oct to March Baseball AAA 12:00 150 14:30 1 10 2 22 100% 0% 22Sunday Oct to March Baseball A Grade 12:00 120 14:00 1 10 2 22 100% 0% 22Sunday Oct to March Baseball State League 15:15 120 17:15 1 10 2 22 100% 0% 22Sunday All Year Netball WA 16:00 120 18:00 4 12 4 112 100% 0% 112Sunday All Year Netball WA 18:00 240 19:00 4 12 4 112 100% 0% 112Sunday April to Sep SOCCER 13s 8:30 67.5 9:40 1 15 4 34 100% 0% 34Sunday April to Sep SOCCER 11s 8:30 67.5 9:40 1 13 4 30 100% 0% 30Sunday May to August Australian Rules Football 11s 8:45 60 9:45 1 24 13 61 100% 0% 61Sunday May to August Australian Rules Football Year 4s 8:45 60 9:45 1 24 13 61 100% 0% 61Sunday All Year Archery 8:45 12:00 1 22 1 45 100% 0% 45Sunday All Year Netball WA 9:00 420 16:00 4 12 4 112 100% 0% 112Sunday April to Sep SOCCER Under 9s 9:00 55 9:55 1 11 4 26 100% 0% 26Sunday April to Sep SOCCER Under 8s 9:00 45 9:45 1 11 4 26 100% 0% 26Sunday April to Sep SOCCER 12s 9:40 67.5 10:50 1 15 4 34 100% 0% 34Sunday April to Sep SOCCER 15s 9:40 67.5 10:50 1 15 4 34 100% 0% 34Sunday April to Sep SOCCER 13s 9:45 67.5 10:55 1 15 4 34 100% 0% 34Sunday May to August Australian Rules Football Year 5s 10:00 60 11:00 1 24 13 61 100% 0% 61Sunday May to August Australian Rules Football 12s 10:00 60 11:00 1 24 13 61 100% 0% 61Sunday April to Sep SOCCER Under 8s 10:00 45 10:45 2 11 4 52 100% 0% 52Sunday April to Sep SOCCER Under 8s 11:00 45 11:45 1 11 4 26 100% 0% 26Sunday April to Sep SOCCER Under 9s 11:00 55 11:55 1 11 4 26 100% 0% 26Sunday April to Sep SOCCER 16s 11:10 67.5 12:20 1 15 4 34 100% 0% 34Sunday May to August Australian Rules Football 13s 11:30 60 12:30 1 24 13 61 100% 0% 61Sunday All Year Netball WA 16:00 120 18:00 4 12 4 112 100% 0% 112Sunday All Year Netball WA 18:00 240 19:00 4 12 4 112 100% 0% 11219 05:35 05:40 54 05:3019 15:35 15:40 54 15:30 15:45 22 18:15 18:204519 15:35 15:40 54 15:30 15:45 221908:3508:4005:45 22 09:15 09:20 65 09:10 09:25 229 17:55 12517:30 17:35 132 17:20 17:35 57 22:00 22:05 159 21:55 22:10 560 18:50 37219 17:35 17:40 54 17:30 17:45 221082414:0514:1022:1518:1522:2018:2022:1022:2517:5554 08:30 08:45 22 16:15 16:20 65 16:10 16:25 271 15:55 24830514:0014:1511415:5508:30 08:35 70 08:25 08:40 22 16:15 16:20 65 16:10 16:25 252 15:55 20350 08:25 08:30 148 08:20 08:35 53 11:10 11:15 142 11:05 11:20 621 09:45 39116:0065656533718:1018:1015:5018:2518:2516:053152582261,02117:5517:5510:05202203117869T:\60218676 - Wembley PK TA\4 Tech work area\4.3 Engineering\Revised Calcs Jan 12\60218676_Trip Generation (design) 2012-01-30_AK_forecast.xlsx

Event Schedule - Stage 2Day When Event Start TimeGame Time(mins)People per team Other PeopleArrivalDepartureOccupancyPeople perLinkedEnd Time No. Games (incl. coaches and (incl. umpires and% By CarNo. Cars Max 5minMax 15min Max 5min Max 15minMax 85th PercentileeventTripssubs) spectators)Flow Time Flow Time Flow Time Flow Time Bays Time BaysMonday All Year Netball WA 6:00 180 9:00 4 12 4 112 100% 0% 112Monday All Year Netball WA 9:00 420 16:00 2 12 4 56 100% 0% 56Monday All Year Netball WA 16:00 120 18:00 4 12 4 112 100% 0% 112Monday All Year Netball WA 18:00 240 22:00 4 12 4 112 100% 0% 112Tuesday All Year Netball WA 6:00 180 9:00 2 12 4 56 100% 0% 56Tuesday All Year Netball WA 9:00 420 16:00 2 12 4 56 100% 0% 56Tuesday All Year Netball WA 16:00 120 18:00 4 12 4 112 100% 0% 112Tuesday Oct to March Baseball Seniors - training 16:30 180 19:30 4 10 2 88 100% 0% 88Tuesday All Year Netball WA 18:00 240 22:00 4 12 4 112 100% 0% 112Wednesday All Year Netball WA 6:00 180 9:00 4 12 4 112 100% 0% 112Wednesday All Year Netball WA 9:00 420 16:00 2 12 4 56 100% 0% 56Wednesday All Year Netball WA 16:00 120 18:00 4 12 4 112 100% 0% 112Wednesday Oct to March Baseball Juniors - training 16:30 120 18:30 2 10 2 44 100% 0% 44Wednesday Oct to Dec PNA Under 17s 17:45 69 18:55 7 12 4 196 100% 0% 196Wednesday All Year Netball WA 18:00 240 22:00 4 12 4 112 100% 0% 112Wednesday Oct to Dec PNA Open 19:00 69 20:10 9 12 4 252 100% 0% 252Wednesday Oct to Dec PNA Open 20:30 69 21:40 9 12 4 252 100% 0% 252Thursday All Year Netball WA 6:00 180 9:00 2 12 4 56 100% 0% 56Thursday All Year Netball WA 9:00 420 16:00 2 12 4 56 100% 0% 56Thursday All Year Netball WA 16:00 120 18:00 2 12 4 56 100% 0% 56Thursday Oct to March Baseball Seniors - training 16:30 300 21:30 4 10 2 88 100% 0% 88Thursday All Year Netball WA 18:00 240 22:00 4 12 4 112 100% 0% 112Friday All Year Netball WA 16:00 120 18:00 4 12 4 112 100% 0% 112Friday All Year Netball WA 18:00 240 22:00 4 12 4 112 100% 0% 112Saturday All Year Netball WA 9:00 420 16:00 4 12 4 112 100% 0% 112Saturday Oct to March Baseball Little League 10:00 90 11:30 1 10 2 22 100% 0% 22Saturday Oct to March Cricket 12:45 300 17:45 1 12 3 27 100% 0% 27Saturday Oct to March Baseball 15s 13:00 120 15:00 1 10 2 22 100% 0% 22Saturday Oct to March Cricket 13:00 300 18:00 1 12 3 27 100% 0% 27Saturday Oct to March Cricket 13:15 300 18:15 1 12 3 27 100% 0% 27Saturday Oct to March Cricket 13:30 300 18:30 1 12 3 27 100% 0% 27Saturday Oct to March Baseball State League 15:30 120 17:30 1 10 2 22 100% 0% 22Saturday Oct to March Baseball 17s 16:00 120 18:00 1 10 2 22 100% 0% 22Saturday May to Sep PNA Netta Yr 3 8:15 49 9:05 17 12 4 476 65% 40% 214Saturday May to Sep PNA Sub Junior Yr 5 8:15 57 9:10 24 12 4 672 65% 40% 302Saturday May to Sep PNA Netta Yr 4 9:15 49 10:05 15 12 4 420 65% 40% 189Saturday May to Sep PNA Sub Junior Yr 6 9:15 57 10:10 26 12 4 728 65% 40% 328Saturday May to Sep PNA Netta Yr 3&4 10:15 49 11:05 17 12 4 476 65% 35% 226Saturday May to Sep PNA Sub Junior Yr 7 10:15 69 11:25 24 12 4 672 65% 35% 319Saturday April to August Australian Rules Football Colt 10:45 101 12:25 1 24 13 61 100% 0% 61Saturday May to Sep PNA Under 17s 11:30 69 12:40 30 12 4 840 50% 30% 294Saturday April to August Australian Rules Football Reserves 12:30 101 14:10 1 24 13 61 100% 0% 61Saturday May to Sep PNA Under 17s 13:00 69 14:10 36 12 4 1008 60% 40% 403Saturday May to Sep PNA Under 17s 14:30 69 15:40 14 12 4 392 60% 40% 157Saturday May to Sep PNA Open 14:30 69 15:40 27 12 4 756 70% 30% 416Saturday April to August Australian Rules Football seniors 14:30 101 16:10 2 24 13 122 100% 0% 122Saturday May to Sep PNA Under 17s 16:00 69 17:10 14 12 4 392 60% 40% 157Saturday May to Sep PNA Open 16:00 69 17:10 27 12 4 756 70% 30% 416Sunday All Year Archery 8:45 12:00 1 22 1 45 100% 0% 45Sunday All Year Netball WA 9:00 420 16:00 4 12 4 112 100% 0% 112Sunday Oct to March Baseball AAA 9:30 150 12:00 1 10 2 22 100% 0% 22Sunday Oct to March Baseball Under 19 9:30 120 11:30 1 10 2 22 100% 0% 22Sunday Oct to March Baseball AAA 12:00 150 14:30 1 10 2 22 100% 0% 22Sunday Oct to March Baseball A Grade 12:00 120 14:00 1 10 2 22 100% 0% 22Sunday Oct to March Baseball State League 15:15 120 17:15 1 10 2 22 100% 0% 22Sunday All Year Netball WA 16:00 120 18:00 4 12 4 112 100% 0% 112Sunday All Year Netball WA 18:00 240 19:00 4 12 4 112 100% 0% 112Sunday April to Sep SOCCER 13s 8:30 67.5 9:40 1 15 4 34 100% 0% 34Sunday April to Sep SOCCER 11s 8:30 67.5 9:40 1 13 4 30 100% 0% 30Sunday May to August Australian Rules Football 11s 8:45 60 9:45 1 24 13 61 100% 0% 61Sunday May to August Australian Rules Football Year 4s 8:45 60 9:45 1 24 13 61 100% 0% 61Sunday All Year Archery 8:45 12:00 1 22 1 45 100% 0% 45Sunday All Year Netball WA 9:00 420 16:00 4 12 4 112 100% 0% 112Sunday April to Sep SOCCER Under 9s 9:00 55 9:55 1 11 4 26 100% 0% 26Sunday April to Sep SOCCER Under 8s 9:00 45 9:45 1 11 4 26 100% 0% 26Sunday April to Sep SOCCER 12s 9:40 67.5 10:50 1 15 4 34 100% 0% 34Sunday April to Sep SOCCER 15s 9:40 67.5 10:50 1 15 4 34 100% 0% 34Sunday April to Sep SOCCER 13s 9:45 67.5 10:55 1 15 4 34 100% 0% 34Sunday May to August Australian Rules Football Year 5s 10:00 60 11:00 1 24 13 61 100% 0% 61Sunday May to August Australian Rules Football 12s 10:00 60 11:00 1 24 13 61 100% 0% 61Sunday April to Sep SOCCER Under 8s 10:00 45 10:45 2 11 4 52 100% 0% 52Sunday April to Sep SOCCER Under 8s 11:00 45 11:45 1 11 4 26 100% 0% 26Sunday April to Sep SOCCER Under 9s 11:00 55 11:55 1 11 4 26 100% 0% 26Sunday April to Sep SOCCER 16s 11:10 67.5 12:20 1 15 4 34 100% 0% 34Sunday May to August Australian Rules Football 13s 11:30 60 12:30 1 24 13 61 100% 0% 61Sunday All Year Netball WA 16:00 120 18:00 4 12 4 112 100% 0% 112Sunday All Year Netball WA 18:00 240 19:00 4 12 4 112 100% 0% 11219 05:35 05:40 54 05:3019 15:35 15:40 54 15:30 15:45 22 18:15 18:204519 15:35 15:40 54 15:30 15:45 221908:3508:4005:45 22 09:15 09:20 65 09:10 09:25 229 17:55 12517:30 17:35 132 17:20 17:35 57 22:00 22:05 159 21:55 22:10 560 18:50 37219 17:35 17:40 54 17:30 17:45 221192414:0514:1022:1518:1522:2018:2022:1022:2517:5554 08:30 08:45 22 16:15 16:20 65 16:10 16:25 271 15:55 24833514:0014:1511415:5508:30 08:35 70 08:25 08:40 22 16:15 16:20 65 16:10 16:25 252 15:55 20350 08:25 08:30 148 08:20 08:35 53 11:10 11:15 142 11:05 11:20 621 09:45 39116:0065656533718:1018:1015:5018:2518:2516:053152582261,07017:5517:5515:45202203117890T:\60218676 - Wembley PK TA\4 Tech work area\4.3 Engineering\Revised Calcs Jan 12\60218676_Trip Generation (design) 2012-01-30_AK_forecast_Stage2.xlsx

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking PlanAppendix BAppendix B - TrafficAnalysis ResultsT:\60218676 - Wembley PK TA\8 Issued Docs\8.1 Reports\Comprehensive Integrated Access RevD.docxRevision D - 7 October 2011

Main Entrance Opening Traffic Peak Hour – Winter Sat [9:00-10:00]LayoutTrafficAECOMOptimum Cycle Time, 110s CycleA 31, B 31, C 21, D 27Movement SummaryMovement Performance - VehiclesMov ID Turn DemandFlowHV Deg. SatnAverageDelayLevel ofService95% Back of Queue Prop. EffectiveVehicles Distance Queued Stop RateAverageSpeedveh/h % v/c sec veh m per veh km/hSouth: Selby St (South)1 L 48 3.0 0.863 59.9 LOS E 22.4 160.9 1.00 0.99 22.82 T 699 3.0 0.862 52.3 LOS D 22.5 161.7 1.00 0.99 23.63 R 371 0.0 0.879 61.3 LOS E 22.9 160.0 1.00 0.96 21.0Approach 1118 2.0 0.879 55.6 LOS E 22.9 161.7 1.00 0.98 22.7East: WSP Access4 L 188 0.0 1.000 3 34.0 LOS C 7.5 52.3 1.00 0.81 25.56 R 494 0.0 0.844 58.6 LOS E 18.3 128.4 0.98 0.97 19.8Approach 681 0.0 1.000 51.9 LOS D 18.3 128.4 0.99 0.93 21.1North: Selby St (North)7 L 187 0.0 0.518 18.8 LOS B 5.2 36.3 0.68 0.76 37.98 T 836 3.0 0.961 68.6 LOS E 28.7 205.8 1.00 1.12 20.19 R 84 2.0 0.282 45.5 LOS D 5.1 36.0 0.85 0.77 26.0Approach 1107 2.4 0.961 58.4 LOS E 28.7 205.8 0.94 1.03 22.1West: Alderbury St10 L 48 3.0 0.242 54.1 LOS D 4.2 29.9 0.93 0.76 22.612 R 12 3.0 0.242 53.9 LOS D 4.2 29.9 0.93 0.75 22.6Approach 60 3.0 0.242 54.0 LOS D 4.2 29.9 0.93 0.75 22.6All Vehicles 2966 1.7 1.000 55.8 LOS E 28.7 205.8 0.97 0.98 22.1t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 1 / 19

AECOMMain Entrance Opening Traffic Peak Hour – Winter Sat [11:00-12:00]LayoutTrafficOptimum Cycle Time, 110s CycleA 23, B 39, C 21, D 27Movement SummaryMovement Performance - VehiclesMov ID Turn DemandFlowHV Deg. SatnAverageDelayLevel ofService95% Back of Queue Prop. EffectiveVehicles Distance Queued Stop RateAverageSpeedveh/h % v/c sec veh m per veh km/hSouth: Selby St (South)1 L 16 3.0 0.871 54.9 LOS D 28.8 206.7 1.00 1.00 24.32 T 977 3.0 0.866 47.4 LOS D 28.8 206.9 1.00 1.00 25.03 R 257 0.0 0.895 68.0 LOS E 17.0 118.7 1.00 0.97 19.6Approach 1250 2.4 0.895 51.7 LOS D 28.8 206.9 1.00 0.99 23.7East: WSP Access4 L 152 0.0 0.911 41.2 LOS D 7.5 52.3 0.90 0.83 23.66 R 303 0.0 0.517 48.5 LOS D 10.7 74.8 0.93 0.79 21.7Approach 455 0.0 0.910 46.1 LOS D 10.7 74.8 0.92 0.81 22.3North: Selby St (North)7 L 130 0.0 0.294 15.5 LOS B 2.9 20.2 0.58 0.73 40.48 T 1049 3.0 0.914 54.4 LOS D 32.7 235.0 1.00 1.07 23.29 R 144 2.2 0.509 55.3 LOS E 9.0 64.1 0.97 0.80 23.2Approach 1322 2.6 0.914 50.6 LOS D 32.7 235.0 0.95 1.00 24.1West: Alderbury St10 L 48 3.0 0.243 54.1 LOS D 4.2 29.9 0.93 0.76 22.612 R 12 3.0 0.243 53.9 LOS D 4.2 29.9 0.93 0.75 22.6Approach 60 3.0 0.242 54.0 LOS D 4.2 29.9 0.93 0.76 22.6All Vehicles 3087 2.1 0.914 50.5 LOS D 32.7 235.0 0.97 0.97 23.6t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 2 / 19

AECOMMain Entrance (no ped call) Opening Traffic Peak Hour – Winter Sat [11:00-12:00]LayoutTrafficOptimum Cycle Time, 70s CycleA 14, B 30, C 12, D 14Movement SummaryMovement Performance - VehiclesMov ID Turn DemandFlowHV Deg. SatnAverageDelayLevel ofService95% Back of Queue Prop. EffectiveVehicles Distance Queued Stop RateAverageSpeedveh/h % v/c sec veh m per veh km/hSouth: Selby St (South)1 L 16 3.0 0.747 33.7 LOS C 18.9 135.4 0.94 0.93 32.22 T 977 3.0 0.742 26.2 LOS C 18.9 135.6 0.94 0.86 33.13 R 257 0.0 0.790 45.6 LOS D 12.3 85.9 1.00 0.92 25.1Approach 1250 2.4 0.790 30.2 LOS C 18.9 135.6 0.95 0.87 31.2East: WSP Access4 L 152 0.0 0.745 30.9 LOS C 6.5 45.2 0.75 0.87 26.56 R 303 0.0 0.816 49.8 LOS D 8.3 58.0 1.00 0.98 21.5Approach 455 0.0 0.816 43.5 LOS D 8.3 58.0 0.92 0.94 22.9North: Selby St (North)7 L 130 0.0 0.272 14.6 LOS B 2.6 18.4 0.62 0.73 41.28 T 1049 3.0 0.783 28.1 LOS C 20.7 148.6 0.96 0.90 32.29 R 144 2.2 0.450 41.1 LOS D 6.8 48.6 0.94 0.80 27.4Approach 1322 2.6 0.783 28.2 LOS C 20.7 148.6 0.92 0.88 32.2West: Alderbury St10 L 48 3.0 0.441 48.4 LOS D 3.5 25.1 0.99 0.75 24.012 R 12 3.0 0.441 48.3 LOS D 3.5 25.1 0.99 0.75 24.0Approach 60 3.0 0.441 48.4 LOS D 3.5 25.1 0.99 0.75 24.0All Vehicles 3087 2.1 0.816 31.7 LOS C 20.7 148.6 0.94 0.88 29.8t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 3 / 19

AECOMMain Entrance Opening Traffic Peak Hour – Winter Sat [14:00-15:00]LayoutTrafficOptimum Cycle Time, 110s CycleA 30, B 32, C 21, D 27Movement SummaryMovement Performance - VehiclesMov ID Turn DemandFlowHV Deg. SatnAverageDelayLevel ofService95% Back of Queue Prop. EffectiveVehicles Distance Queued Stop RateAverageSpeedveh/h % v/c sec veh m per veh km/hSouth: Selby St (South)1 L 20 3.0 0.962 75.0 LOS E 29.5 211.6 1.00 1.12 19.72 T 846 3.0 0.958 67.4 LOS E 29.5 212.0 1.00 1.12 20.33 R 388 0.0 0.958 75.5 LOS E 26.7 186.7 1.00 1.03 18.3Approach 1254 2.1 0.958 70.1 LOS E 29.5 212.0 1.00 1.09 19.7East: WSP Access4 L 185 0.0 0.999 34.5 LOS C 7.5 52.3 1.00 0.81 25.46 R 491 0.0 0.840 58.3 LOS E 18.2 127.5 0.98 0.97 19.8Approach 676 0.0 1.000 51.8 LOS D 18.2 127.5 0.99 0.93 21.1North: Selby St (North)7 L 194 0.0 0.526 18.4 LOS B 5.3 36.8 0.68 0.76 38.28 T 882 3.0 0.975 71.6 LOS E 30.9 221.9 1.00 1.15 19.69 R 132 2.3 0.448 47.5 LOS D 7.7 54.9 0.89 0.79 25.3Approach 1208 2.4 0.975 60.4 LOS E 30.9 221.9 0.94 1.05 21.7West: Alderbury St10 L 56 3.0 0.273 54.3 LOS D 4.6 33.3 0.94 0.76 22.512 R 12 3.0 0.272 54.2 LOS D 4.6 33.3 0.94 0.76 22.5Approach 68 3.0 0.272 54.3 LOS D 4.6 33.3 0.94 0.76 22.5All Vehicles 3205 1.8 1.000 62.2 LOS E 30.9 221.9 0.97 1.03 20.7t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 4 / 19

AECOMMain Entrance [with Salvado Overflow] Opening Traffic Peak Hour – Winter Sat [14:00-15:00]LayoutTrafficOptimum Cycle Time, 110s CycleA 29, B 32, C 21, D 28Movement SummaryMovement Performance - VehiclesMov ID Turn DemandFlowHV Deg. SatnAverageDelayLevel ofService95% Back of Queue Prop. EffectiveVehicles Distance Queued Stop RateAverageSpeedveh/h % v/c sec veh m per veh km/hSouth: Selby St (South)1 L 20 3.0 0.962 75.0 LOS E 29.5 211.6 1.00 1.12 19.72 T 846 3.0 0.958 67.4 LOS E 29.5 212.0 1.00 1.12 20.33 R 388 0.0 1.000 3 87.1 LOS F 28.6 200.1 1.00 1.08 16.5Approach 1254 2.1 1.000 73.6 LOS E 29.5 212.0 1.00 1.11 19.0East: WSP Access4 L 185 0.0 0.999 34.5 LOS C 7.5 52.3 1.00 0.81 25.46 R 587 0.0 0.970 68.1 LOS E 25.3 177.4 0.99 1.02 18.2Approach 771 0.0 1.000 60.1 LOS E 25.3 177.4 0.99 0.97 19.5North: Selby St (North)7 L 194 0.0 0.515 18.0 LOS B 5.1 35.9 0.67 0.76 38.58 T 882 3.0 0.975 71.6 LOS E 30.9 221.9 1.00 1.15 19.69 R 132 2.3 0.453 48.5 LOS D 7.8 55.5 0.90 0.79 25.0Approach 1208 2.4 0.975 60.5 LOS E 30.9 221.9 0.94 1.05 21.7West: Alderbury St10 L 56 3.0 0.273 54.3 LOS D 4.6 33.3 0.94 0.76 22.512 R 12 3.0 0.272 54.2 LOS D 4.6 33.3 0.94 0.76 22.5Approach 68 3.0 0.272 54.3 LOS D 4.6 33.3 0.94 0.76 22.5All Vehicles 3300 1.7 1.000 65.3 LOS E 30.9 221.9 0.97 1.05 20.1t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 5 / 19

AECOMMain Entrance [with Salvado Overflow] [No Ped Call] Opening Traffic Peak Hour – Winter Sat [14:00-15:00]LayoutTrafficOptimum Cycle Time, 85s CycleA 25, B 27, C 12, D 21Movement SummaryMovement Performance - VehiclesMov ID Turn DemandFlowHV Deg. SatnAverageDelayLevel ofService95% Back of Queue Prop. EffectiveVehicles Distance Queued Stop RateAverageSpeedveh/h % v/c sec veh m per veh km/hSouth: Selby St (South)1 L 20 3.0 0.920 55.6 LOS E 22.5 161.8 1.00 1.09 24.12 T 846 3.0 0.917 48.1 LOS D 22.6 162.2 1.00 1.09 24.83 R 388 0.0 0.935 59.3 LOS E 21.1 148.0 1.00 1.04 21.4Approach 1254 2.1 0.935 51.7 LOS D 22.6 162.2 1.00 1.07 23.7East: WSP Access4 L 226 0.0 0.969 28.4 LOS C 7.5 52.3 0.96 0.82 27.36 R 545 0.0 0.898 52.9 LOS D 15.8 110.4 1.00 1.05 20.8Approach 771 0.0 0.970 45.7 LOS D 15.8 110.4 0.99 0.98 22.4North: Selby St (North)7 L 194 0.0 0.471 16.5 LOS B 4.6 32.5 0.68 0.76 39.68 T 882 3.0 0.933 50.8 LOS D 23.6 169.2 1.00 1.11 24.19 R 132 2.3 0.364 38.4 LOS D 6.2 44.3 0.88 0.79 28.4Approach 1208 2.4 0.933 43.9 LOS D 23.6 169.2 0.94 1.02 26.0West: Alderbury St10 L 56 3.0 0.526 51.8 LOS D 4.1 29.8 1.00 0.76 23.112 R 12 3.0 0.526 51.6 LOS D 4.1 29.8 1.00 0.76 23.1Approach 68 3.0 0.526 51.7 LOS D 4.1 29.8 1.00 0.76 23.1All Vehicles 3300 1.7 0.970 47.5 LOS D 23.6 169.2 0.97 1.03 24.1t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 6 / 19

AECOMMain EntranceLayoutOpening Traffic Weekday AM PeakTrafficOptimum Cycle Time, 140s CycleA 19, B 61, C 15, D 21Movement Summaryt:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 7 / 19

AECOMMain Entrance (no ped call)LayoutOpening Traffic Weekday AM PeakTrafficOptimum Cycle Time, 90s CycleA 13, B 41, C 6, D 6Movement Summaryt:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 8 / 19

Main EntranceLayoutOpening Traffic Weekday PM PeakTrafficAECOMOptimum Cycle Time, 150s CycleA 20, B 70, C 15, D 21Movement Summaryt:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 9 / 19

AECOMMain Entrance (no ped call)LayoutOpening Traffic Weekday PM PeakTrafficOptimum Cycle Time, 90s CycleA 12, B 42, C 6, D 6Movement Summaryt:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 10 / 19

AECOMMain Entrance Opening Traffic Peak Hour – Winter Sat [11:00-12:00]LayoutTrafficMovement SummaryMovement Performance - VehiclesMov ID Turn DemandFlowHV Deg. SatnAverageDelayLevel ofService95% Back of Queue Prop. EffectiveVehicles Distance Queued Stop RateAverageSpeedveh/h % v/c sec veh m per veh km/hSouth: Selby St (South)1 L 16 3.0 0.613 8.2 LOS A 6.6 47.3 0.75 0.82 47.82 T 977 3.0 0.614 8.1 LOS A 6.6 47.3 0.76 0.78 47.53 R 257 0.0 0.614 12.8 LOS B 6.5 45.9 0.77 0.94 43.6Approach 1250 2.4 0.614 9.1 LOS B 6.6 47.3 0.76 0.81 46.7East: WSP Access4 L 152 0.0 0.360 6.6 LOS A 2.6 18.0 0.81 0.78 36.36 R 303 0.0 0.360 13.5 LOS B 2.6 18.0 0.80 0.96 34.6Approach 455 0.0 0.360 11.2 LOS B 2.6 18.0 0.80 0.90 35.1North: Selby St (North)7 L 130 0.0 0.564 6.1 LOS A 6.0 42.5 0.66 0.59 48.48 T 1049 3.0 0.565 6.3 LOS A 6.0 42.5 0.67 0.57 48.29 R 144 2.2 0.564 12.8 LOS B 5.8 41.3 0.68 0.81 45.3Approach 1322 2.6 0.565 7.0 LOS B 6.0 42.5 0.67 0.60 47.8West: Alderbury St10 L 48 3.0 0.136 10.4 LOS B 0.8 6.0 0.81 0.88 41.112 R 12 3.0 0.135 16.4 LOS B 0.8 6.0 0.81 0.97 38.8Approach 60 3.0 0.136 11.6 LOS B 0.8 6.0 0.81 0.90 40.6All Vehicles 3087 2.1 0.614 8.5 LOS A 6.6 47.3 0.73 0.74 44.7Practical Capacity occurs at 124% flow scalet:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 11 / 19

AECOMMain Entrance [with Salvado Overflow] Opening Traffic Peak Hour – Winter Sat [14:00-15:00]LayoutTrafficMovement SummaryMovement Performance - VehiclesMov ID Turn DemandFlowHV Deg. SatnAverageDelayLevel ofService95% Back of Queue Prop. EffectiveVehicles Distance Queued Stop RateAverageSpeedveh/h % v/c sec veh m per veh km/hSouth: Selby St (South)1 L 20 3.0 0.741 11.6 LOS B 9.5 68.4 0.91 1.08 45.42 T 846 3.0 0.739 11.6 LOS B 9.5 68.4 0.91 1.07 45.33 R 388 0.0 0.739 16.9 LOS B 9.0 63.7 0.92 1.13 39.9Approach 1254 2.1 0.739 13.2 LOS B 9.5 68.4 0.91 1.09 43.5East: WSP Access4 L 226 0.0 0.577 8.2 LOS A 5.3 36.9 0.87 1.01 35.96 R 545 0.0 0.577 15.2 LOS B 5.3 36.9 0.87 1.07 33.8Approach 771 0.0 0.577 13.1 LOS B 5.3 36.9 0.87 1.05 34.3North: Selby St (North)7 L 194 0.0 0.599 7.8 LOS A 7.1 50.7 0.81 0.78 47.48 T 882 3.0 0.600 8.1 LOS A 7.1 50.7 0.81 0.77 47.19 R 132 2.3 0.599 14.8 LOS B 7.0 49.9 0.82 0.91 43.8Approach 1208 2.4 0.600 8.8 LOS B 7.1 50.7 0.81 0.79 46.7West: Alderbury St10 L 56 3.0 0.180 12.1 LOS B 1.1 8.2 0.85 0.91 39.812 R 12 3.0 0.179 18.1 LOS B 1.1 8.2 0.85 0.97 37.7Approach 68 3.0 0.180 13.2 LOS B 1.1 8.2 0.85 0.92 39.4All Vehicles 3300 1.7 0.739 11.6 LOS B 9.5 68.4 0.86 0.97 41.7t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 12 / 19

AECOMSelby Street Lin/Lout Opening Traffic Peak Hour – Winter Sat [9:00-10:00]LayoutTrafficMovement SummaryMovement Performance - VehiclesMov ID Turn DemandFlowHV Deg. SatnAverageDelayLevel ofService95% Back of Queue Prop. EffectiveVehicles Distance Queued Stop RateAverageSpeedveh/h % v/c sec veh m per veh km/hSouth East: Dummy (Carp Park Road)23 R 324 0.0 0.174 9.2 LOS A 0.0 0.0 0.00 0.72 47.9Approach 324 0.0 0.174 9.2 LOS A 0.0 0.0 0.00 0.72 47.9East: Car Park4 L 226 0.0 0.544 33.5 LOS D 2.7 19.1 0.91 1.08 31.2Approach 226 0.0 0.543 33.5 LOS D 2.7 19.1 0.91 1.08 31.2North: Selby (North)7 L 188 0.0 0.193 9.2 LOS A 1.0 6.7 0.43 0.68 47.58 T 1288 0.0 0.330 0.0 LOS A 0.0 0.0 0.00 0.00 60.0Approach 1477 0.0 0.330 1.2 LOS A 1.0 6.7 0.06 0.09 58.0All Vehicles 2026 0.0 0.543 6.1 NA 2.7 19.1 0.14 0.30 51.4t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 13 / 19

AECOMSelby Street Lin/Lout Opening Traffic Peak Hour – Winter Sat [11:00-12:00]LayoutTrafficMovement SummaryMovement Performance - VehiclesMov ID Turn DemandFlowHV Deg. SatnAverageDelayLevel ofService95% Back of Queue Prop. EffectiveVehicles Distance Queued Stop RateAverageSpeedveh/h % v/c sec veh m per veh km/hSouth East: Dummy (Carp Park Road)23 R 226 0.0 0.122 9.2 LOS A 0.0 0.0 0.00 0.72 47.9Approach 226 0.0 0.122 9.2 LOS A 0.0 0.0 0.00 0.72 47.9East: Car Park4 L 152 0.0 0.348 27.7 LOS D 1.6 10.9 0.87 1.01 34.0Approach 152 0.0 0.348 27.7 LOS D 1.6 10.9 0.87 1.01 34.0North: Selby (North)7 L 130 0.0 0.129 8.6 LOS A 0.6 4.0 0.34 0.61 48.08 T 1288 0.0 0.330 0.0 LOS A 0.0 0.0 0.00 0.00 60.0Approach 1418 0.0 0.330 0.8 LOS A 0.6 4.0 0.03 0.06 58.6All Vehicles 1796 0.0 0.348 4.1 NA 1.6 10.9 0.10 0.22 53.8t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 14 / 19

AECOMSelby Street Lin/Lout Opening Traffic Peak Hour – Winter Sat [14:00-15:00]LayoutTrafficMovement SummaryMovement Performance - VehiclesMov ID Turn DemandFlowHV Deg. SatnAverageDelayLevel ofService95% Back of Queue Prop. EffectiveVehicles Distance Queued Stop RateAverageSpeedveh/h % v/c sec veh m per veh km/hSouth East: Dummy (Carp Park Road)23 R 316 0.0 0.170 9.2 LOS A 0.0 0.0 0.00 0.72 47.9Approach 316 0.0 0.170 9.2 LOS A 0.0 0.0 0.00 0.72 47.9East: Car Park4 L 226 0.0 0.718 51.6 LOS F 3.9 27.2 0.96 1.17 24.8Approach 226 0.0 0.718 51.6 LOS F 3.9 27.2 0.96 1.17 24.8North: Selby (North)7 L 194 0.0 0.199 9.2 LOS A 1.0 6.9 0.43 0.67 47.58 T 1453 0.0 0.373 0.0 LOS A 0.0 0.0 0.00 0.00 60.0Approach 1647 0.0 0.373 1.1 LOS A 1.0 6.9 0.05 0.08 58.2All Vehicles 2190 0.0 0.718 7.5 NA 3.9 27.2 0.14 0.28 49.7t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 15 / 19

AECOMSalvado Road Access Opening Traffic Peak Hour – Winter Sat [9:30-10:30]LayoutTrafficMovement SummaryMovement Performance - VehiclesMov ID Turn Demand HV Deg. Satn Average Level of 95% Back of Queue Prop. Effective AverageFlowDelay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hSouth: Access1 L 186 0.0 0.606 13.8 LOS B 1.8 12.6 0.52 0.89 43.43 R 270 0.0 1.221 150.1 LOS F 26.1 182.9 1.00 2.27 11.6Approach 456 0.0 1.218 94.5 LOS F 26.1 182.9 0.81 1.71 16.6East: Salvado (East)4 L 225 0.0 0.261 8.2 LOS A 0.0 0.0 0.00 0.84 49.05 T 273 0.0 0.261 0.0 LOS A 0.0 0.0 0.00 0.00 60.0Approach 498 0.0 0.261 3.7 LOS A 0.0 0.0 0.00 0.38 54.5West: Salvado (West)11 T 254 0.0 0.319 4.1 LOS A 3.4 23.9 0.65 0.00 48.112 R 155 0.0 0.319 12.4 LOS B 3.4 23.9 0.65 0.99 46.4Approach 410 0.0 0.319 7.2 LOS B 3.4 23.9 0.65 0.37 47.4All Vehicles 1364 0.0 1.218 35.1 NA 26.1 182.9 0.46 0.82 30.2South Approach RT Capacity = 90 vph.t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 16 / 19

AECOMSalvado Road Access Opening Traffic Peak Hour – Winter Sat [13:30-14:30]LayoutTrafficMovement SummaryMovement Performance - VehiclesMov ID Turn Demand HV Deg. Satn Average Level of 95% Back of Queue Prop. Effective AverageFlowDelay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hSouth: Access1 L 191 0.0 0.703 16.5 LOS C 2.2 15.4 0.58 1.00 41.23 R 275 0.0 1.730 380.9 LOS F 46.0 321.9 1.00 2.81 5.2Approach 466 0.0 1.734 231.7 LOS F 46.0 321.9 0.83 2.07 8.1East: Salvado (East)4 L 250 0.0 0.332 8.2 LOS A 0.0 0.0 0.00 0.87 49.05 T 386 0.0 0.333 0.0 LOS A 0.0 0.0 0.00 0.00 60.0Approach 636 0.0 0.332 3.2 LOS A 0.0 0.0 0.00 0.34 55.1West: Salvado (West)11 T 263 0.0 0.385 6.7 LOS A 4.8 33.3 0.82 0.00 45.512 R 168 0.0 0.384 15.0 LOS B 4.8 33.3 0.82 1.06 44.3Approach 431 0.0 0.385 9.9 LOS B 4.8 33.3 0.82 0.42 45.1All Vehicles 1532 0.0 1.734 74.6 NA 46.0 321.9 0.48 0.89 19.5South Approach RT Capacity = 50 vph.t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 17 / 19

AECOMSalvado Road Access [with restrained RT] Opening Traffic Peak Hour – Winter Sat [13:30-14:30]LayoutTrafficMovement SummaryMovement Performance - VehiclesMov ID Turn Demand HV Deg. Satn Average Level of 95% Back of Queue Prop. Effective AverageFlowDelay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hSouth: Access1 L 191 0.0 0.703 16.5 LOS C 2.2 15.4 0.58 1.00 41.23 R 156 0.0 0.983 90.6 LOS F 10.1 71.0 1.00 1.54 17.1Approach 347 0.0 0.985 49.9 LOS F 10.1 71.0 0.77 1.24 25.2East: Salvado (East)4 L 250 0.0 0.332 8.2 LOS A 0.0 0.0 0.00 0.87 49.05 T 386 0.0 0.333 0.0 LOS A 0.0 0.0 0.00 0.00 60.0Approach 636 0.0 0.332 3.2 LOS A 0.0 0.0 0.00 0.34 55.1West: Salvado (West)11 T 263 0.0 0.385 6.7 LOS A 4.8 33.3 0.82 0.00 45.512 R 168 0.0 0.384 15.0 LOS B 4.8 33.3 0.82 1.06 44.3Approach 431 0.0 0.385 9.9 LOS B 4.8 33.3 0.82 0.42 45.1All Vehicles 1413 0.0 0.985 16.7 NA 10.1 71.0 0.44 0.59 40.6South Approach RT Capacity = 50 vph.t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 18 / 19

AECOMSalvado Road Access Opening Traffic Peak Hour – Winter Sat [15:00-16:00]LayoutTrafficMovement SummaryMovement Performance - VehiclesMov ID Turn Demand HV Deg. Satn Average Level of 95% Back of Queue Prop. Effective AverageFlowDelay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hSouth: Access1 L 194 0.0 0.675 15.9 LOS C 2.2 15.4 0.56 0.99 41.73 R 275 0.0 1.368 216.1 LOS F 33.5 234.4 1.00 2.53 8.6Approach 469 0.0 1.371 133.4 LOS F 33.5 234.4 0.82 1.90 12.8East: Salvado (East)4 L 227 0.0 0.298 8.2 LOS A 0.0 0.0 0.00 0.86 49.05 T 342 0.0 0.298 0.0 LOS A 0.0 0.0 0.00 0.00 60.0Approach 569 0.0 0.298 3.3 LOS A 0.0 0.0 0.00 0.34 55.1West: Salvado (West)11 T 228 0.0 0.326 5.0 LOS A 3.5 24.7 0.69 0.00 47.312 R 156 0.0 0.327 13.3 LOS B 3.5 24.7 0.69 1.02 45.5Approach 384 0.0 0.326 8.4 LOS B 3.5 24.7 0.69 0.41 46.5All Vehicles 1422 0.0 1.371 47.5 NA 33.5 234.4 0.46 0.87 25.8South Approach RT Capacity = 60 vph.t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_sidra results 2012-01-27.doc 19 / 19

U-Turn Concept (South to South U-Turn)Opening Traffic Peak Hour – Winter SatAECOMU-Turn Concept (North to North U-Turn)Opening Traffic Peak Hour – Winter SatMovement Summary [critical gap = 6s, follow up headway = 2.5s)Movement Performance - VehiclesMov ID Turn Demand HV Deg. Satn Average Level of 95% Back of Queue Prop. Effective AverageFlowDelay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/h8:30- U 355 0.0 1.173 136.2 LOS F 30.7 215.2 1.00 2.43 12.79:30T 935 0.0 0.240 0.0 LOS A 0.0 0.0 0.00 0.00 60.09:30- U 330 0.0 1.433 251.7 LOS F 42.7 299.1 1.00 2.79 7.610:30T 1063 0.0 0.272 0.0 LOS A 0.0 0.0 0.00 0.00 60.010:30- U 228 0.0 1.084 122.6 LOS F 18.0 126.1 1.00 1.88 13.811:30T 1101 0.0 0.282 0.0 LOS A 0.0 0.0 0.00 0.00 60.012:00- U 247 0.0 0.904 65.9 LOS F 11.6 81.5 0.98 1.56 21.413:00T 983 0.0 0.252 0.0 LOS A 0.0 0.0 0.00 0.00 60.014:00- U 159 0.0 0.515 32.1 LOS D 3.8 26.9 0.88 1.11 31.915:00T 927 0.0 0.238 0.0 LOS A 0.0 0.0 0.00 0.00 60.015:00- U 247 0.0 0.729 39.5 LOS E 7.5 52.7 0.92 1.31 28.816:00T 882 0.0 0.226 0.0 LOS A 0.0 0.0 0.00 0.00 60.0Movement Summary [critical gap = 6s, follow up headway = 2.5s)Movement Performance - VehiclesMov ID Turn Demand HV Deg. Satn Average Level of 95% Back of Queue Prop. Effective AverageFlowDelay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/h8:30- U 378 0.0 0.924 54.3 LOS F 16.6 116.5 0.97 1.76 24.19:30T 785 0.0 0.201 0.0 LOS A 0.0 0.0 0.00 0.00 60.09:30- U 409 0.0 1.299 182.7 LOS F 42.8 299.7 1.00 2.87 10.010:30T 915 0.0 0.235 0.0 LOS A 0.0 0.0 0.00 0.00 60.010:30- U 387 0.0 1.768 397.3 LOS F 64.0 447.7 1.00 3.29 5.111:30T 1084 0.0 0.278 0.0 LOS A 0.0 0.0 0.00 0.00 60.012:00- U 409 0.0 2.014 506.9 LOS F 75.8 530.5 1.00 3.45 4.013:00T 1117 0.0 0.286 0.0 LOS A 0.0 0.0 0.00 0.00 60.014:00- U 369 0.0 1.309 191.5 LOS F 40.0 280.1 1.00 2.76 9.615:00T 969 0.0 0.248 0.0 LOS A 0.0 0.0 0.00 0.00 60.015:00- U 394 0.0 2.374 673.0 LOS F 83.0 581.2 1.00 3.35 3.116:00T 1201 0.0 0.308 0.0 LOS A 0.0 0.0 0.00 0.00 60.0t:\60218676 - wembley pk ta\4 tech work area\4.3 engineering\sidra\60218676_u-turn sidra results 2011-08-25.doc 1 / 1

AECOMWembley Sports Park Integrated Access, Traffic and Car Parking PlanAppendix CAppendix C – Traffic andPeople Movement PlansT:\60218676 - Wembley PK TA\6 Draft Docs\6.1 Reports\Final Report\Comprehensive Integrated Access RevE.docxRevision E - 31 January 2012

WEMBLEY SPORTS PARK - MASTER PLANTRAFFIC AND PEOPLE MOVEMENT PLANMondays, Thursdays and FridaysNOTE:This event management plan is tobe presented to the users, it is tobe refined if required, and it is to beagreed upon with the users of thefacilities to control their operations.

WEMBLEY SPORTS PARK - MASTER PLANTRAFFIC AND PEOPLE MOVEMENT PLANTuesdays and WednesdaysNOTE:This event management plan is tobe presented to the users, it is tobe refined if required, and it is to beagreed upon with the users of thefacilities to control their operations.

WEMBLEY SPORTS PARK - MASTER PLANTRAFFIC AND PEOPLE MOVEMENT PLANSaturdays and Sundays (Summer)NOTE:This event management plan is tobe presented to the users, it is tobe refined if required, and it is to beagreed upon with the users of thefacilities to control their operations.

WEMBLEY SPORTS PARK - MASTER PLANTRAFFIC AND PEOPLE MOVEMENT PLANSaturdays (Winter)NOTE:This event management plan is tobe presented to the users, it is tobe refined if required, and it is to beagreed upon with the users of thefacilities to control their operations.

WEMBLEY SPORTS PARK - MASTER PLANTRAFFIC AND PEOPLE MOVEMENT PLANSundays (Winter)NOTE:This event management plan is tobe presented to the users, it is tobe refined if required, and it is to beagreed upon with the users of thefacilities to control their operations.