Traffic Impact Study, Premier Gold Mines Limited, Hardrock Property

Traffic Impact Study, Premier Gold Mines Limited, Hardrock Property Prepared for: Premier Gold Mines Limited Prepared by: Stantec Consulting Ltd. November 2014

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TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Table of Contents 1.0 INTRODUCTION... 1.1 1.1 BACKGROUND... 1.1 1.2 SCOPE AND OBJECTIVES... 1.1 2.0 EXISTING CONDITIONS... 2.2 2.1 ROADS AND TRAFFIC CONTROL... 2.2 2.2 TRAFFIC VOLUME... 2.2 2.3 EXISTING TRAFFIC OPERATIONS... 2.5 3.0 TRAFFIC FORECASTS... 3.7 3.1 HORIZON YEARS AND BACKGROUND GROWTH... 3.7 3.2 SITE TRIP GENERATION... 3.7 3.3 SITE TRIP DISTRIBUTION... 3.8 3.4 SITE TRAFFIC ASSIGNMENT & TOTAL TRAFFIC... 3.9 4.0 TRAFFIC IMPACT ASSESSMENT... 4.10 4.1 SITE ACCESS... 4.10 4.2 TRAFFIC OPERATIONS... 4.10 5.0 CONCLUSIONS AND RECOMMENDATIONS... 5.15 List of Appendices Appendix A Traffic Data Appendix B Existing Synchro Analysis Output Appendix C Future Synchro Analysis Output List of Tables Table 1 Highway 11 2011 Seasonal Weekly Traffic Volumes... 2.3 Table 2 Highway 11 Historical Daily Traffic Volumes... 2.3 Table 3 Existing Base Year (2014) Conditions Peak Hour LOS Analysis... 2.6 Table 4 Employee Trips By Shift... 3.7 Table 5 Site Generated Traffic... 3.8 Table 6 Employee Distribution by Municipality and Related Trip Distribution... 3.9 Table 7 2018 Future Total Traffic Site Traffic Peak Hours Peak Hour LOS Analysis... 4.11 Table 8 2023 Future Total Traffic Site Traffic Peak Hours Peak Hour LOS Analysis... 4.12 Table 9 2028 Future Total Traffic Site Traffic Peak Hours Peak Hour LOS Analysis... 4.12 Table 10 2018 Future Total Traffic Observed Peak Hours Peak Hour LOS Analysis... 4.13 Table 11 2023 Future Total Traffic Observed Peak Hours Peak Hour LOS Analysis... 4.13 Table 12-2028 Future Total Traffic Observed Peak Hours Peak Hour LOS Analysis... 4.14 pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx i

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY List of Figures Figure 1 Site Location Figure 2 Conceptual Site Plan Figure 3A Existing Peak Hour Traffic Volumes Observed Peak Hours Figure 3B Existing Peak Hour Traffic Volumes Site Traffic Peak Hours Figure 4A 2018 Future Background Peak Hour Traffic Volumes Observed Peak Hours Figure 4B 2018 Future Background Peak Hour Traffic Volumes Site Traffic Peak Hours Figure 5A 2023 Future Background Peak Hour Traffic Volumes Observed Peak Hours Figure 5B 2023 Future Background Peak Hour Traffic Volumes Site Traffic Peak Hours Figure 6A 2028 Future Background Peak Hour Traffic Volume Observed Peak Hours Figure 6B 2028 Future Background Peak Hour Traffic Volumes Site Traffic Peak Hours Figure 7 Site Traffic Volumes Site Traffic Peak Hours Figure 8A 2018 Future Total Peak Hour Traffic Volumes Site Traffic Peak Hours Figure 8B 2018 Future Total Peak Hour Traffic Volumes Observed Peak Hours Figure 9A 2023 Future Total Peak Hour Traffic Volumes Site Traffic Peak Hours Figure 9B 2023 Future Total Peak Hour Traffic Volumes Observed Peak Hours Figure 10A 2028 Future Total Peak Hour Traffic Volumes Site Traffic Peak Hours Figure 10B 2028 Future Total Peak Hour Traffic Volumes Observed Peak Hours pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx ii

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Introduction 1.0 INTRODUCTION 1.1 BACKGROUND Premier Gold Mines Limited (Premier) retained Stantec Consulting Ltd. (Stantec) to prepare a Traffic Impact Study (TIS) for the Hardrock Mine property. The Hardrock property (Project) is located in a relatively remote area of Ontario, approximately 280 km north east of Thunder Bay. The Project is located just a few kilometers south of the community of Geraldton (at the intersection of Highway 584 and Highway 11), which is part of the amalgamated Town of Greenstone, Ontario (Figure 1). Highway 11 traverses the property in an east west direction immediately north of the project site. Small town sites related to historic mine operations lie to the northwest (MacLeod Townsite) and to the east (Hard Rock Townsite). The Project is generally anticipated to include an open pit mining operation with an on-site processing facility, waste rock and tailings disposal sites, water treatment facility and serviced plant site. As the ore body is located beneath Highway 11, a highway re-alignment will also be required. This will also require the relocation of the existing Highway 11/Michael Power Boulevard (Secondary Highway 584) intersection and the addition of a mine site access on Highway 11. A conceptual site plan for the realignment of Highway 11, which also illustrates the approximate location of the subject site access, is presented as Figure 2. 1.2 SCOPE AND OBJECTIVES The scope of this Study includes reviewing existing Highway 11 traffic conditions as well as preparing and analyzing traffic forecasts related to the development of the proposed mine. Due to the rural nature of this section of Highway 11, the Study Area has been limited to the Highway 11/Michael Power Boulevard intersection and the proposed site access intersection on Highway 11. It is anticipated that the mine could be operational by 2018. Therefore, and in accordance with the Ministry of Transportation of Ontario (MTO) Traffic Impact Study Guidelines, the future horizon years to be analyzed include 2018 (opening year) and five and 10 years after opening (i.e. 2023, and 2028). The objective of the Study is to identify and recommend road, safety, and traffic control improvements that are required to accommodate the proposed re-alignment. pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 1.1

Figure 1 N.T.S N Impacted Section of Highway 11 Site Location

N.T.S N Figure 2 Conceptual Site Plan

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Existing Conditions 2.0 EXISTING CONDITIONS 2.1 ROADS AND TRAFFIC CONTROL The existing road and traffic control characteristics for the subject section of Highway 11 and Michael Power Boulevard are described below: Highway 11 is designated part of the Trans-Canada Highway and the subject section of the highway is currently defined by MTO as Commuter Tourist Recreation as of 2011. Prior to its current road pattern designation, this section of Highway 11 was previously defined as Low Tourist and Intermediate Tourist ; In the Study Area, Highway 11 runs east-west and has a two lane rural cross-section with gravel shoulders, white edge of pavement markings, a dashed yellow centre line except in no-passing zones, and a posted maximum speed limit of 70 km/h; Michael Power Boulevard (Secondary Highway 584) is currently defined by the MTO as Suburban Commuter as of 2010; In the Study Area, Michael Power Boulevard runs north-south and has a two lane crosssection, gravel shoulders, white edge of pavement markings, a dashed yellow centre line except in no-passing zones, and a posted maximum speed limit of 80 km/h; and The intersection of Highway 11 and Michael Power Boulevard is a four leg intersection (south leg is named Hardrock Road) with stop control on the northbound and southbound approaches and illumination. An eastbound auxiliary left-turn lane and channelized southbound and westbound right-turn lanes are provided. 2.2 TRAFFIC VOLUME Traffic data was provided by MTO, including intersection turning movement counts for Highway 11/Michael Power Boulevard for 2011 and 2014. Additionally, weekly volume summaries for the 2011 spring, summer and fall seasons were provided for the locations of Highway 11, 1.0 km west of Michael Power Boulevard, and 31.0 km west of Longlac CNR Rail. The MTO document Provincial Highways Traffic Volumes 1988 2010 has also been reviewed in regard to historical volumes and trends. All traffic data has been provided for reference in Appendix A. pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 2.2

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Existing Conditions A summary of the most recent Highway 11 daily traffic volumes is presented in Table 1. Table 1 Highway 11 2011 Seasonal Weekly Traffic Volumes 1 Location Spring Summer Fall 1.0 km West of Michael Power Boulevard (Highway 584) LHRS/Offset: 17880/0.0 TVIS#: 11648 April 18 April 24 ADT: 1,393 AADT: 1,379 DHV: 135 Directional: 45/55 August 18 August 24 ADT: 1,690 AADT: 1,589 DHV: 156 Directional: 49/51 September 16 September 22 ADT: 1,767 AADT: 1,785 DHV: 175 Directional: 37/63 April 18 April 24 August 18 August 24 September 16 31.0 km West of Longlac September 22 CNR O/H ADT: 1,558 ADT: 1,848 ADT: 2,125 AADT: 1,542 AADT: 1,737 AADT: 2,146 LHRS/Offset: 17870/29.38 DHV: 151 DHV: 170 DHV: 210 TVIS#: 11645 Directional: 46/54 Directional: 49/51 Directional: 43/57 1LHRS linear highway referencing system; TVIS traffic volume information system; ADT average daily traffic; AADT annual average daily traffic; DHV design hour volume The volumes above are considered unofficial by MTO since they have not been fully vetted within their data processing system. Historical daily traffic volumes along Highway 11 are presented in Table 2. Table 2 Highway 11 Historical Daily Traffic Volumes 1 Location Year AADT SADT WADT 2000 1,950 2,500 1,600 2001 1,950 2,550 1,600 2002 1,950 2,550 1,600 From MacLeod Provincial Park 2003 1,950 2,550 1,600 Road to Michael Power Boulevard 2004 1,850 2,350 1,500 (Highway 584) 2005 1,900 2,350 1,600 2006 1,900 2,350 1,600 3.2 km Section 2007 1,900 2,350 1,600 2008 1,900 2,350 1,600 2009 1,900 2,300 1,600 2010 1,900 2,300 1,600 pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 2.3

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Existing Conditions Table 2 Highway 11 Historical Daily Traffic Volumes 1 Location Year AADT SADT WADT 2000 1,700 2,250 1,300 2001 1,500 2,000 1,150 2002 1,500 2,000 1,150 2003 1,500 2,000 1,150 From Michael Power Boulevard 2004 1,450 1,950 1,100 (Highway 584) to Goldfield Road 2005 1,400 1,750 1,200 4.7 km Section 2006 1,650 2,050 1,400 2007 1,400 1,750 1,200 2008 1,600 2,000 1,350 2009 1,350 1,650 1,150 2010 1,500 1,850 1,250 1AADT annual average daily traffic; SADT summer average daily traffic; WADT weekday average daily traffic The most recent daily traffic volume data shows that the subject section of Highway 11 carries less than 2,000 vehicles per day. This can be considered to be a very low volume highway, and one that operates well within capacity. For context, a two lane highway that exhibits near capacity or capacity conditions during the peak hours would typically have a daily traffic volume in the order of 15,000 vehicles per day. The existing base year (2014) peak hour traffic volumes for the intersection of Highway 11/ Michael Power Boulevard are shown in Figure 3A. The a.m. peak hour is 9:15 10:15 a.m., and the p.m. peak hour is 2:00 3:00 p.m. Since the proposed mine site trips are not anticipated to occur during the existing peak hours, the base year peak hour traffic volumes have been prorated according to the daily traffic counts to estimate the hourly volumes at other times (i.e. during the times in which the peak hour site trips will occur). The temporal aspects of the site traffic characteristics are discussed in detail in Section 3.2 of the report. The prorated traffic volumes, which represent background traffic during the hours when site traffic would be highest, i.e. site traffic peaks of 6:30 7:30 a.m. and 5:30 6:30 p.m., are illustrated in Figure 3B. pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 2.4

Highway 584 (Michael Power Boulevard) 92 69 65 75 41 8 43 22 42 70 67 37 8 24 27 25 50 68 1 1 Highway 11 Highway 11 27 36 65 64 37 24 6 7 1 81 49 1 4 1 6 1 10 13 14 8 Hardrock Road 9:15-10:15 AM 123 Figure 3A 2:00-3:00 PM 123 N.T.S Existing Base Year (2014) Traffic Volumes Observed Peak Hours

AM 0.32 PM 0.84 Highway 584 (Michael Power Boulevard) 78 22 21 63 35 7 36 7 35 22 57 12 3 8 9 21 16 57 0 1 Highway 11 Highway 11 23 12 55 21 31 8 2 2 0 68 16 1 1 1 5 1 8 4 4 7 Hardrock Road 6:30-7:30 AM 123 Figure 3B 5:30-6:30 PM 123 N.T.S Existing Base Year (2014) Traffic Volumes Site Traffic Peak Hours

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Existing Conditions 2.3 EXISTING TRAFFIC OPERATIONS The quality of intersection operations is typically measured in terms of level of service (LOS). The LOS is assigned on the basis of average delay per vehicle and includes deceleration delay, queue move-up time, stopped delay, and final acceleration delay. For signalized intersections, LOS ranges from LOS A for 10 seconds or less average delay to LOS F for average delay greater than 80 seconds. For unsignalized intersections, the LOS ranges from LOS A for 10 seconds or less average delay to LOS F for average delay greater than 50 seconds. Acceptable operations are generally considered to be LOS C or better. However, during peak hours, a LOS D may be considered acceptable for through movements and the overall intersection, and a LOS E may be considered acceptable for turning movements. Similar to LOS, the v/c ratio for signalized intersections is calculated as a whole (sum of critical movements), and for individual movements. For unsignalized intersections, LOS is only calculated for those movements that conflict with opposing free-flow traffic and is not defined for the intersection as a whole. While the LOS and v/c ratio for each movement are related, they are calculated independently. Therefore it is possible to have a poor level of service associated with a high v/c ratio. The designation LOS F does not automatically imply that the intersection or movement is over capacity, nor does a LOS better than E automatically imply that unused capacity is available. To assess the traffic operations during the peak periods, a LOS analysis was undertaken for the Study Area intersection using TrafficWare s Synchro 8.0 Software, which implements the methods of the 2000 Highway Capacity Manual. The key parameters and assumptions used within the analysis included: Existing lane configurations; Heavy vehicle percentages as derived from the traffic data; Calculated peak hour factor from traffic data. It is noted that this factor adjusts the hourly volumes to better represent conditions during the peak 15 minutes of intersection operations; and Synchro default values for all other inputs. The results of the operational analysis of the observed peak hour volumes are shown in Table 3. The Synchro analysis outputs have been provided for reference in Appendix B. pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 2.5

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Existing Conditions Table 3 Existing Base Year (2014) Conditions Peak Hour Level of Service Analysis AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS 1 D 2 v/c 3 Q 4 LOS 1 D 2 v/c 3 Q 4 Left A 7 0.03 1 A 7 0.02 < 1 EB Highway 11/ Through/Right Unopposed Movement Michael Power Left/Through 5 - - - - A < 1 0.00 0 WB Boulevard Right (Channelized) Unopposed Movement NB Left/Thru/Right A 10 0.02 1 A 10 0.01 < 1 Unsignalized Left/Through A 9 0.05 1 A 9 0.07 2 SB Right (Channelized) Unopposed Movement 1 Level of Service (A to F representing best to worst); 2 Delay in Seconds; 3 Volume to Capacity ratio; 4 95 th Percentile Queue in Metres; 5 No Left Turn Volume Under existing base year for the observed peak hours (9:15 10:15 a.m., and 2:00 3:00 p.m.), the intersection of Highway 11/Michael Power Boulevard operates at the highest level of service (LOS A) and with each movement well within its theoretical capacity. Therefore, it can also be concluded that under existing conditions, the lower off peak hour volumes during what would be the site traffic peak times (6:30 7:30 a.m., and 5:30 6:30 p.m.) would also have the same excellent level of service, but with lower volume to capacity ratios. pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 2.6

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Traffic Forecasts 3.0 TRAFFIC FORECASTS 3.1 HORIZON YEARS AND BACKGROUND GROWTH Based on information provided by Premier, it has been assumed the opening year for mine operations would be 2018. Following MTO Traffic Impact Study Guidelines, periods of five years (2023) and 10 years (2028) after the opening year have been used for the assessment of future conditions. Through the examination of historical daily volume traffic data, it is clear that there has been no growth on the subject section of Highway 11. To err on the side of caution, a nominal growth rate of 0.5% per year has been used to estimate future background traffic for the following conditions: 2018 Opening year - Figure 4A (base year peaks), Figure 4B (site peaks); Five years from build-out (2023) Figure 5A (base year peaks), Figure 5B (site peaks); and 10 years from build-out (2028) Figure 6A (base year peaks), Figure 6B (site peaks). 3.2 SITE TRIP GENERATION Detailed information regarding the anticipated employee complement and shift times was provided by Premier. It has been assumed that each employee will generate one vehicle trip either to or from the site, and the resultant volume of employee site trips by shift are summarized in Table 4. Table 4 Employee Trips By Shift 1 # of Employees/Trips Personnel Shift: Mon Fri Shift: 7 Days In/7Days Shift: 7 Days In/7Days Out Out Arrival: 6:30 7:30 a.m. Departure: 4:30 p.m. Arrival: 5:30 a.m. Departure: 6:15 p.m. Arrival: 5:30 p.m. Departure: 6:15 a.m G&A Service 14 14 8 8 7 7 Technical Services 9 9 6 6 0 0 Maintenance 7 7 10 10 10 10 Supervision Operation 2 2 3 3 2 2 Operation 0 0 38 38 37 37 Mill and Assay Lab 29 29 21 21 21 21 TOTAL 61 61 86 86 77 77 1Assumed one vehicle trip per employee. pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 3.7

GR 0.5% YR 4 Highway 584 (Michael Power Boulevard) 94 70 66 77 42 8 44 22 43 71 68 38 8 24 28 26 51 69 1 1 Highway 11 Highway 11 28 37 66 65 38 24 6 7 1 83 50 1 4 1 6 1 10 13 14 8 Hardrock Road 9:15-10:15 AM 123 Figure 4A 2:00-3:00 PM 123 N.T.S 2018 Future Background Traffic Volumes Observed Peak Hours

GR 0.5% YR 4 Highway 584 (Michael Power Boulevard) 79 23 21 65 35 7 37 7 36 23 58 12 3 8 9 22 16 59 0 1 Highway 11 Highway 11 23 12 56 21 32 8 2 2 0 70 16 1 1 1 5 1 9 4 5 7 Hardrock Road 6:30-7:30 AM 123 Figure 4B 5:30-6:30 PM 123 N.T.S 2018 Future Background Traffic Volumes Site Traffic Peak Hours

GR 0.5% YR 9 Highway 584 (Michael Power Boulevard) 96 72 68 78 43 8 45 23 44 73 70 39 8 25 28 26 52 71 1 1 Highway 11 Highway 11 28 38 68 67 39 25 6 7 1 85 51 1 4 1 6 1 10 14 15 8 Hardrock Road 9:15-10:15 AM 123 Figure 5A 2:00-3:00 PM 123 N.T.S 2023 Future Background Traffic Volumes Observed Peak Hours

GR 0.5% YR 9 Highway 584 (Michael Power Boulevard) 81 23 22 66 36 7 38 7 37 23 59 12 3 8 9 22 17 60 0 1 Highway 11 Highway 11 24 12 57 21 33 8 2 2 0 72 16 1 1 1 5 1 9 4 5 7 Hardrock Road 6:30-7:30 AM 123 Figure 5B 5:30-6:30 PM 123 N.T.S 2023 Future Background Traffic Volumes Site Traffic Peak Hours

GR 0.5% YR 14 Highway 584 (Michael Power Boulevard) 99 74 70 80 44 9 46 24 45 75 72 40 9 26 29 27 54 73 1 1 Highway 11 Highway 11 29 39 70 69 40 26 6 8 1 87 53 1 4 1 6 1 11 14 15 9 Hardrock Road 9:15-10:15 AM 123 Figure 6A 2:00-3:00 PM 123 N.T.S 2028 Future Background Traffic Volumes Observed Peak Hours

GR 0.5% YR 14 Highway 584 (Michael Power Boulevard) 83 24 22 68 37 7 39 8 38 24 61 13 3 8 9 23 17 62 0 1 Highway 11 Highway 11 24 12 59 22 33 8 2 2 0 73 17 1 1 1 5 1 9 4 5 7 Hardrock Road 6:30-7:30 AM 123 Figure 6B 5:30-6:30 PM 123 N.T.S 2028 Future Background Traffic Volumes Site Traffic Peak Hours

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Traffic Forecasts As discussed previously, it is shown above that the arrivals/departures of employee site traffic would occur earlier than the existing observed a.m. peak hour and later than the existing observed p.m. peak hour. With respect to truck traffic, Premier advised that all truck traffic would be contained within the site and there would be no truck traffic travelling to/from Highway 11 via the proposed site access. The employee trip information was organized into one hour time periods for forecasting and analysis. This represents a conservative approach (err on the high side) whereby all of the shift traffic that would occur within the 5:30 7:30 a.m. and 4:30 6:30 p.m. two hour periods were combined within one hour periods (assumed 6:30 7:30 a.m. and 5:30 6:30 p.m. for the purpose of establishing background traffic conditions). The resultant site trip generation within the site peak hours is shown in Table 5. Assumptions Day shift arrivals and departures combined for a.m. inbound and p.m. outbound, respectively Night shift departures and arrivals used for a.m. outbound and p.m. inbound, respectively Table 5 Site Generated Traffic Vehicle Trips A.M. Site Peak Hour P.M. Site Peak Hour (6:30 7:30 a.m.) (5:30 6:30 p.m.) In Out Total In Out Total 147 77 224 77 147 224 3.3 SITE TRIP DISTRIBUTION Premier provided information regarding the anticipated home origins for the employees of the proposed mine. This information is presented in Table 6 along with the related directional trip distribution on Highway 11 and Michael Power Boulevard. pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 3.8

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Traffic Forecasts Table 6 Employee Distribution by Municipality and Related Trip Distribution Municipality To/From Via Percentage Geraldton/Nakina North Highway 584 (Michael Power Boulevard) 40% Longlac East Highway 11 40% Thunder Bay/ Beardmore/ Nipigon West Highway 11 20% TOTAL 100% 3.4 SITE TRAFFIC ASSIGNMENT & TOTAL TRAFFIC The site traffic was assigned to the Study Area road network based on the trip distribution. The resultant site traffic assignments are illustrated in Figure 7. To facilitate sensitivity testing of the potential site traffic impacts, two scenarios have been examined for traffic forecasting: Site Traffic Peak Hours scenario this forecasts represents a combination of site peak trips with the future background traffic during the site peak hours (i.e. not concurrent with the existing observed peak hours), which can also be considered to be the most likely forecast scenario; and Observed Peak Hours scenario this alternative forecast represents a worst case by combining the site peak trips with the future background traffic during the observed peak hours. It provides a sensitivity test of a higher volume scenario. The total traffic volumes for the opening year horizon (2018) are illustrated in Figure 8A and Figure 8B for the Site Traffic Peak Hours and Observed Peak Hours scenarios, respectively. The total traffic volumes for the five years after opening year horizon (2023) are illustrated in Figure 9A and Figure 9B, for the Site Traffic Peak Hours and Observed Peak Hours scenarios, respectively. The total traffic volumes for the ten years after opening horizon (2028) are illustrated in Figure 10A and Figure 10B, for the Site Traffic Peak Hours and Observed Peak Hours scenarios, respectively. pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 3.9

Premier Gold Mines Site Access Highway 584 (Michael Power Boulevard) 31 59 31 59 31 15 29 118 62 118 62 59 59 31 59 31 118 62 Highway 11 Highway 11 (Re-Aligned) 59 31 15 29 15 62 118 62 118 62 59 31 59 31 15 29 29 118 77 147 77 147 To/From % In Out Total North HWY 584 40% AM 147 77 224 East HWY 11 40% PM 77 147 224 West HWY 11 20% 100% AM Peak Hour 123 Figure 7 PM Peak Hour 123 N.T.S Site Traffic Traffic Volumes Site Traffic Peak Hours

Premier Gold Mines Site Access Highway 584 (Michael Power Boulevard) 103 79 50 118 66 37 7 36 38 87 23 58 140 119 139 118 71 8 68 52 75 89 118 62 Highway 11 Highway 11 (Re-Aligned) 82 43 71 50 56 21 15 62 174 83 173 81 91 39 128 46 15 29 29 118 77 147 77 147 6:30-7:30 AM 123 Figure 8A 5:30-6:30 PM 123 N.T.S 2018 Future Total Traffic Volumes Site Traffic Peak Hours

Premier Gold Mines Site Access Highway 584 (Michael Power Boulevard) 116 121 90 129 73 44 22 43 87 98 71 68 189 130 183 129 97 24 86 56 109 99 118 62 Highway 11 Highway 11 (Re-Aligned) 86 68 82 95 66 65 15 62 184 127 183 123 97 55 140 80 15 29 29 118 77 147 77 147 9:15-10:15 AM 123 Figure 8B 2:00-3:00 PM 123 N.T.S 2018 Future Total Traffic Volumes Observed Peak Hours

Premier Gold Mines Site Access Highway 584 (Michael Power Boulevard) 105 79 50 120 67 38 7 37 39 89 23 59 141 121 139 120 71 8 68 53 75 90 118 62 Highway 11 Highway 11 (Re-Aligned) 83 43 73 51 57 21 15 62 175 83 174 82 91 39 129 47 15 29 29 118 77 147 77 147 6:30-7:30 AM 123 Figure 9A 5:30-6:30 PM 123 N.T.S 2023 Future Total Traffic Volumes Site Traffic Peak Hours

Premier Gold Mines Site Access Highway 584 (Michael Power Boulevard) 119 123 91 131 74 45 23 44 89 99 73 70 191 132 185 131 97 25 87 57 110 101 118 62 Highway 11 Highway 11 (Re-Aligned) 87 68 83 96 68 67 15 62 186 129 185 124 97 56 142 81 15 29 29 118 77 147 77 147 9:15-10:15 AM 123 Figure 9B 2:00-3:00 PM 123 N.T.S 2023 Future Total Traffic Volumes Observed Peak Hours

Premier Gold Mines Site Access Highway 584 (Michael Power Boulevard) 107 80 51 121 68 39 8 38 39 90 24 61 142 122 140 121 72 8 68 53 76 91 118 62 Highway 11 Highway 11 (Re-Aligned) 83 43 74 51 59 22 15 62 176 84 176 82 92 39 131 47 15 29 29 118 77 147 77 147 6:30-7:30 AM 123 Figure 10A 5:30-6:30 PM 123 N.T.S 2028 Future Total Traffic Volumes Site Traffic Peak Hours

Premier Gold Mines Site Access Highway 584 (Michael Power Boulevard) 121 124 93 133 75 46 24 45 90 101 75 72 193 133 186 132 98 26 88 58 111 103 118 62 Highway 11 Highway 11 (Re-Aligned) 88 69 85 98 70 69 15 62 187 130 186 126 98 57 145 82 15 29 29 118 77 147 77 147 9:15-10:15 AM 123 Figure 10B 2:00-3:00 PM 123 N.T.S 2028 Future Total Traffic Volumes Observed Peak Hours

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Traffic Impact Assessment 4.0 TRAFFIC IMPACT ASSESSMENT 4.1 SITE ACCESS For the purposes of this report, it has been assumed that the site access will be at a location along Highway 11 that meets the MTO sight line requirements for a design speed 20 km/h higher than the anticipated posted maximum speed limit of 90 km/h (i.e. design speed 110 km/h). The peak hour traffic forecasts for the Highway 11/Site Access intersection have been reviewed with regard to the MTO left turn lane warrants as well as the MTO guidelines for determining the need for right turn lanes or tapers. With the relatively low site traffic and low through traffic volumes, it was found that auxiliary left or right turn lanes on Highway 11 would not be required at the site access. Notwithstanding the results of the technical review of the site access volumes, it would be prudent from a safety perspective to provide a westbound left turn lane (minimum 15m storage, parallel lane, taper, and run-out lane to correspond to the selected design speed) and an eastbound right turn taper and lane on Highway 11 at the proposed site access. The rationale for these improvements relates to the higher operating speeds on this type of highway, the potential for employee traffic to arrive in a relatively short period of time in advance of a shift, and the safety benefits related to maintaining free flow traffic with more uniform speeds on Highway 11 by facilitating turning movements in a separate and exclusive turning lane. The site access leg of the intersection should have one lane inbound and one lane outbound. In addition, it would be prudent from a safety perspective to provide illumination at the proposed Highway 11/Site Access intersection due to the expected time of arrivals/departures for shift traffic that include night time (dark) conditions. The combination of auxiliary turn lanes and illumination at the subject intersection would be generally consistent with the current design of the Highway 11/Michael Power Boulevard intersection. 4.2 TRAFFIC OPERATIONS A review of the traffic forecasts for both Study Area intersections relative to the Ontario Traffic Manual Book 12 traffic signal justification methodology was conducted and it was found that the traffic forecasts would be well below the traffic volume thresholds used to identify a potential need for signalization. Therefore, an operational analysis was conducted using the same methodology and parameters as in the analysis of existing conditions, which includes stop control on the minor approach to intersections with Highway 11. For this analysis, it has been assumed that the auxiliary turn lane improvements discussed above would be in place at the proposed employee site access intersection on Highway 11. As well, it has been assumed that with a realignment of Highway 11, the new Michael Power Boulevard pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 4.10

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Traffic Impact Assessment intersection would have the same lane arrangements as under existing conditions with the exception that it would be configured as a T-intersection with no south leg. The analysis results for the Site Traffic Peak Hours scenario are provided in Table 7, Table 8, and Table 9 for the 2018, 2023, and 2028 horizon years, respectively. As a sensitivity test with higher peak hour traffic forecasts, the analysis results for the alternative Observed Peak Hours scenario are provided in Table 10, Table 11, and Table 12, for the 2018, 2023, and 2028 horizon years, respectively. The Synchro analysis outputs have been provided for reference in Appendix C. Table 7 2018 Future Total Traffic Conditions Site Traffic Peak Hours Scenario Peak Hour Level of Service Analysis AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS 1 D 2 v/c 3 Q 4 LOS 1 D 2 v/c 3 Q 4 Highway 11/ Through Unopposed Movement EB Employee Site Right Unopposed Movement Access Left A 8 0.08 2 A 8 0.04 1 WB Through Unopposed Movement Unsignalized NB Left/Right A 9 0.09 2 A 10 0.17 5 Left A 8 0.03 1 A 8 0.06 1 Highway 11/ EB Through Unopposed Movement Michael Power Through Unopposed Movement Boulevard WB Right (Channelized) Unopposed Movement Left A 10 0.01 < 1 B 11 0.06 2 Unsignalized SB Right (Channelized) A 9 0.09 2 A 9 0.07 2 1 Level of Service (A to F representing best to worst); 2 Delay in Seconds; 3 Volume to Capacity ratio; 4 95 th Percentile Queue in Metres pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 4.11

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Traffic Impact Assessment Table 8 2023 Future Total Traffic Conditions Site Traffic Peak Hours Scenario Peak Hour Level of Service Analysis AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS 1 D 2 v/c 3 Q 4 LOS 1 D 2 v/c 3 Q 4 Highway 11/ Through Unopposed Movement EB Employee Site Right Unopposed Movement Access Left A 8 0.08 2 A 8 0.04 1 WB Through Unopposed Movement Unsignalized NB Left/Right A 9 0.09 2 A 10 0.17 5 Left A 8 0.03 1 A 8 0.06 1 Highway 11/ EB Through Unopposed Movement Michael Power Through Unopposed Movement Boulevard WB Right (Channelized) Unopposed Movement Left A 10 0.01 < 1 B 11 0.07 2 Unsignalized SB Right (Channelized) A 9 0.09 2 A 9 0.07 2 1 Level of Service (A to F representing best to worst); 2 Delay in Seconds; 3 Volume to Capacity ratio; 4 95 th Percentile Queue in Metres Table 9 2028 Future Total Traffic Conditions Site Traffic Peak Hours Scenario Peak Hour Level of Service Analysis AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS 1 D 2 v/c 3 Q 4 LOS 1 D 2 v/c 3 Q 4 Highway 11/ Through Unopposed Movement EB Employee Site Right Unopposed Movement Access Left A 8 0.08 2 A 8 0.04 1 WB Through Unopposed Movement Unsignalized NB Left/Right A 9 0.09 2 A 10 0.17 5 Left A 8 0.03 1 A 8 0.06 1 Highway 11/ EB Through Unopposed Movement Michael Power Through Unopposed Movement Boulevard WB Right (Channelized) Unopposed Movement Left A 10 0.01 < 1 B 11 0.07 2 Unsignalized SB Right (Channelized) A 9 0.09 2 A 9 0.07 2 1 Level of Service (A to F representing best to worst); 2 Delay in Seconds; 3 Volume to Capacity ratio; 4 95 th Percentile Queue in Metres pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 4.12

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Traffic Impact Assessment Table 10 2018 Future Total Traffic Conditions Observed Peak Hours Alternative Scenario Peak Hour Level of Service Analysis AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS 1 D 2 v/c 3 Q 4 LOS 1 D 2 v/c 3 Q 4 Highway 11/ Through Unopposed Movement EB Employee Site Right Unopposed Movement Access Left A 8 0.09 2 A 8 0.04 1 WB Through Unopposed Movement Unsignalized NB Left/Right A 10 0.10 3 A 10 0.18 5 Left A 8 0.06 1 A 8 0.06 2 Highway 11/ EB Through Unopposed Movement Michael Power Through Unopposed Movement Boulevard WB Right (Channelized) Unopposed Movement Left B 11 0.04 1 B 12 0.08 2 Unsignalized SB Right (Channelized) A 9 0.12 3 A 9 0.08 2 1 Level of Service (A to F representing best to worst); 2 Delay in Seconds; 3 Volume to Capacity ratio; 4 95 th Percentile Queue in Metres Table 11 2023 Future Total Traffic Conditions Observed Peak Hours Alternative Scenario Peak Hour Level of Service Analysis AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS 1 D 2 v/c 3 Q 4 LOS 1 D 2 v/c 3 Q 4 Highway 11/ Through Unopposed Movement EB Employee Site Right Unopposed Movement Access Left A 8 0.09 2 A 8 0.04 1 WB Through Unopposed Movement Unsignalized NB Left/Right A 10 0.10 3 A 10 0.18 5 Left A 8 0.06 1 A 8 0.06 2 Highway 11/ EB Through Unopposed Movement Michael Power Through Unopposed Movement Boulevard WB Right (Channelized) Unopposed Movement Left B 11 0.05 1 B 12 0.08 2 Unsignalized SB Right (Channelized) A 9 0.12 3 A 9 0.08 2 1 Level of Service (A to F representing best to worst); 2 Delay in Seconds; 3 Volume to Capacity ratio; 4 95 th Percentile Queue in Metres pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 4.13

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Traffic Impact Assessment Table 12 2028 Future Total Traffic Conditions Observed Peak Hours Alternative Scenario Peak Hour Level of Service Analysis AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS 1 D 2 v/c 3 Q 4 LOS 1 D 2 v/c 3 Q 4 Highway 11/ Through Unopposed Movement EB Employee Site Right Unopposed Movement Access Left A 8 0.09 2 A 8 0.04 1 WB Through Unopposed Movement Unsignalized NB Left/Right A 10 0.10 3 A 10 0.18 5 Left A 8 0.06 1 A 8 0.06 2 Highway 11/ EB Through Unopposed Movement Michael Power Through Unopposed Movement Boulevard WB Right (Channelized) Unopposed Movement Left B 11 0.05 1 B 12 0.08 2 Unsignalized SB Right (Channelized) A 9 0.12 3 A 9 0.08 2 1 Level of Service (A to F representing best to worst); 2 Delay in Seconds; 3 Volume to Capacity ratio; 4 95 th Percentile Queue in Metres The operational analysis results for the Site Traffic Peak Hours scenario indicate that during the anticipated peak hours in which the conservatively estimated employee site trips will primarily be occurring (6:30 7:30 a.m. and 5:30 6:30 p.m.), the Study Area intersections would function at LOS B or better and well within their theoretical capacities during both the a.m. and p.m. peak hours for all horizon years. Similarly, the sensitivity analysis of the Observed Peak Hours scenario, which assumed that the conservatively estimated employee site trips would be added to the observed street peak hour volumes (9:15 10:15 a.m., and 2:00 3:00 p.m.) also shows that the intersections would operate at LOS B or better and well within capacity during the a.m. and p.m. peak hours for all horizon years. The only differences in the operational measures of effectiveness are slight increases in the volume to capacity ratios. The operational analysis indicates that the additional traffic generated by the proposed mine development could easily be accommodated with the assumed intersection lane configurations at both the Highway 11/Michael Power Boulevard and Highway 11/Site Access intersections. pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 4.14

TRAFFIC IMPACT STUDY, PREMIER GOLD MINES LIMITED, HARDROCK PROPERTY Conclusions and Recommendations 5.0 CONCLUSIONS AND RECOMMENDATIONS The conclusions of the Traffic Impact Study are as follows: a) The existing baseline daily traffic volumes on the subject section of Highway 11 are relatively low (most recent data less than 2,000 vehicles per day), and the historical traffic volumes indicate that this area has experienced virtually no growth in traffic since the year 2000. b) Under existing conditions, the Highway 11/Michael Power Boulevard intersection operates at a very good level of service and well within capacity during the weekday a.m. and p.m. peak hours. c) With the addition of traffic that would be generated by employees and service deliveries of the proposed mine, and with conventional intersection improvements (i.e. auxiliary turn lanes or tapers on Highway 11), it is concluded that the traffic forecasts associated with the proposed development could easily be accommodated at both the Highway 11/Michael Power Boulevard and Highway 11/Site Access intersections in each of the 2018, 2023, and 2028 horizon years. The recommendations of the Traffic Impact Study are as follows: a) Provide an auxiliary westbound left turn lane (minimum 15m storage, parallel lane, taper, and run-out lane to correspond to the selected design speed) and an eastbound right turn lane and taper on Highway 11 at the site access, and provide one lane inbound and one lane outbound on the site access leg of the intersection. b) Once the design alternative for the required realignment of Highway 11 is finalized (through the ongoing Environmental Assessment) along with the location of the proposed mine site access, confirm that the sight distance at the proposed access is acceptable for a highway with a 90 km/h maximum posted speed limit (assumed 110 km/h design speed). c) Prepare design drawings for the Highway 11/Site Access intersection with the auxiliary turn lane improvements identified in a) above and design drawings for the Highway 11/ Michael Power Boulevard intersection with essentially the same lane arrangements as the existing intersection of these two roads. pg v:\01650\active\160960946 - premier gold\report\rpt_premier_gold_tis_2014_11_05.docx 5.15

Appendix A Traffic Data

<Original signed by>

<Original signed by>

Highway Location Description Dist Year Patt Type AADT SADT SAWDT WADT AR 2009 LT 1,150 1,500 1,550 870 0.2 2010 LT 1,200 1,550 1,600 910 0.7 11 LONGLAC CEMETERY RD(S) 3.5 1997 LT 2,200 2,950 3,000 1,650 0.4 1998 LT 2,200 2,950 3,000 1,650 1.1 1999 LT 2,100 2,800 2,850 1,600 0.4 2000 LT 2,050 2,750 2,800 1,550 3.1 2001 LT 2,000 2,700 2,700 1,500 1.6 2002 LT 1,900 2,550 2,550 1,450 0.8 2003 LT 1,900 2,550 2,550 1,450 0.8 2004 IT 1,900 2,400 2,400 1,550 1.2 2005 IR 1,800 2,050 1,950 1,650 3.5 2006 IR 1,750 2,100 1,900 1,500 1.3 2007 IC 1,750 1,950 2,000 1,550 1.8 2008 IC 1,650 1,850 1,750 1,450 0.9 2009 IC 1,650 1,850 1,850 1,450 0.9 2010 IC 1,600 1,750 1,800 1,400 2.4 11 LONGLAC-CNR OH-E ABUT 29.4 1988 CTR 1,200 1,550 1,450 1,000 1.2 1989 CTR 1,250 1,550 1,500 1,050 0.7 1990 LT 1,250 1,800 1,700 910 0.9 1991 LT 1,300 1,800 1,750 960 0.6 1992 LT 1,350 1,850 1,800 1,000 1.4 1993 UC 1,400 1,450 1,550 1,250 1.5 1994 UC 1,400 1,500 1,550 1,300 1.1 1995 UC 1,400 1,500 1,550 1,300 1.3 1996 UC 1,400 1,500 1,650 1,350 0.9 1997 UC 1,400 1,450 1,650 1,300 0.9 1998 UC 1,450 1,550 1,700 1,400 1.0 1999 UC 1,600 1,700 1,850 1,500 1.0 2000 UC 1,650 1,750 1,950 1,550 0.5 2001 UC 1,650 1,750 1,950 1,550 1.2 2002 UC 1,800 1,900 2,100 1,700 0.5 2003 UC 2,000 2,100 2,350 1,900 0.8 2004 UC 1,800 1,900 2,100 1,700 1.1 2005 UC 1,750 1,850 2,050 1,650 0.6 2006 UC 1,700 1,800 2,000 1,600 1.0 2007 UC 1,500 1,600 1,750 1,400 0.8 2008 UC 1,750 1,850 1,750 1,650 0.6 2009 C 1,550 1,700 1,750 1,400 0.4 2010 C 1,800 2,000 2,000 1,600 0.6 11 MCLEOD PROVINCIAL PARK ROAD 3.2 1988 CTR 1,600 2,050 1,950 1,300 1.6 1989 CTR 1,650 2,050 1,950 1,400 0.5 1990 LT 1,650 2,400 2,300 1,200 1.6 1991 LT 1,700 2,350 2,250 1,250 0.5 1992 LT 1,800 2,500 2,400 1,350 0.5 1988-2010 Traffic Volumes Publication Page 234 of 992

Highway Location Description Dist Year Patt Type AADT SADT SAWDT WADT AR 1993 CTR 1,850 2,300 2,200 1,550 0.9 1994 CTR 1,900 2,450 2,300 1,600 1.8 1995 CTR 1,950 2,500 2,400 1,650 0.0 1996 IT 2,000 2,650 2,550 1,650 0.4 1997 IT 2,050 2,700 2,650 1,700 1.3 1998 IT 2,100 3,550 2,700 1,700 0.0 1999 IT 2,150 2,750 2,750 1,750 0.4 2000 IT 1,950 2,500 2,500 1,600 0.4 2001 IT 1,950 2,550 2,500 1,600 0.4 2002 IT 1,950 2,550 2,500 1,600 0.0 2003 IT 1,950 2,550 2,500 1,600 0.0 2004 IT 1,850 2,350 2,350 1,500 1.4 2005 CTR 1,900 2,350 2,250 1,600 0.0 2006 CTR 1,900 2,350 2,250 1,600 1.4 2007 CTR 1,900 2,350 2,350 1,600 0.5 2008 CTR 1,900 2,350 2,300 1,600 0.0 2009 CTR 1,900 2,300 2,250 1,600 1.4 2010 CTR 1,900 2,300 2,200 1,600 0.9 11 SEC HWY 584(N)TO GERALDTON 4.7 1997 LT 1,550 2,100 2,100 1,150 0.4 1998 LT 1,600 2,150 2,150 1,200 0.7 1999 LT 1,650 2,200 2,250 1,250 0.7 2000 LT 1,700 2,250 2,300 1,300 0.3 2001 LT 1,500 2,000 2,050 1,150 0.4 2002 LT 1,500 2,000 2,050 1,150 0.8 2003 LT 1,500 2,000 2,050 1,150 0.8 2004 LT 1,450 1,950 1,950 1,100 1.2 2005 CTR 1,400 1,750 1,650 1,200 1.2 2006 CTR 1,650 2,050 1,950 1,400 0.4 2007 CTR 1,400 1,750 1,700 1,200 0.4 2008 CTR 1,600 2,000 1,950 1,350 0.7 2009 CTR 1,350 1,650 1,600 1,150 0.9 2010 CTR 1,500 1,850 1,750 1,250 0.0 11 GOLDFIELD RD(S) 40.6 1988 CTR 900 1,150 1,050 750 1.2 1989 CTR 950 1,200 1,100 810 0.8 1990 CTR 950 1,150 1,100 820 1.3 1991 CTR 950 1,150 1,150 820 1.8 1992 CTR 950 1,150 1,100 820 1.3 1993 LT 950 1,300 1,250 740 2.1 1994 LT 1,400 1,950 1,950 1,050 0.9 1995 LT 1,550 2,150 2,150 1,150 0.7 1996 LT 1,850 2,500 2,500 1,400 0.5 1997 LT 1,850 2,500 2,500 1,400 0.6 1998 LT 1,800 2,400 2,450 1,350 0.6 1999 LT 1,800 2,400 2,450 1,350 1.0 1988-2010 Traffic Volumes Publication Page 235 of 992

Appendix B Existing Synchro Analysis Output

HCM Unsignalized Intersection Capacity Analysis 3: Hardrock Road/Highway 584-Michael Power Boulevard & Highway 11 9/26/2014 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 36 24 4 0 27 22 6 7 0 24 8 37 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 42 28 5 0 32 26 7 8 0 28 9 44 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 5 Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 32 33 152 147 31 149 149 32 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 32 33 152 147 31 149 149 32 tc, single (s) 4.2 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tc, 2 stage (s) tf (s) 2.3 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 100 99 99 100 96 99 96 cm capacity (veh/h) 1542 1592 762 728 1050 791 725 1034 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 42 33 32 26 15 81 Volume Left 42 0 0 0 7 28 Volume Right 0 5 0 26 0 44 csh 1542 1700 1592 1700 743 1670 Volume to Capacity 0.03 0.02 0.00 0.02 0.02 0.05 Queue Length 95th (m) 0.6 0.0 0.0 0.0 0.5 1.2 Control Delay (s) 7.4 0.0 0.0 0.0 9.9 9.2 Lane LOS A A A Approach Delay (s) 4.2 0.0 9.9 9.2 Approach LOS A A Intersection Summary Average Delay 5.3 Intersection Capacity Utilization 21.0% ICU Level of Service A Analysis Period (min) 15 9/26/2014 Existing 2014 AM Synchro 8 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 3: Hardrock Road/Highway 584-Michael Power Boulevard & Highway 11 9/26/2014 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 27 37 1 1 25 42 1 6 1 43 8 41 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 29 40 1 1 27 46 1 7 1 47 9 45 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 5 Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 27 41 133 129 41 133 129 27 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 27 41 133 129 41 133 129 27 tc, single (s) 4.2 4.1 7.1 6.5 6.2 7.1 6.5 6.3 tc, 2 stage (s) tf (s) 2.3 2.2 3.5 4.0 3.3 3.5 4.0 3.4 p0 queue free % 98 100 100 99 100 94 99 96 cm capacity (veh/h) 1555 1581 788 751 1036 820 750 1034 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 29 41 28 46 9 100 Volume Left 29 0 1 0 1 47 Volume Right 0 1 0 46 1 45 csh 1555 1700 1581 1700 782 1460 Volume to Capacity 0.02 0.02 0.00 0.03 0.01 0.07 Queue Length 95th (m) 0.4 0.0 0.0 0.0 0.3 1.7 Control Delay (s) 7.4 0.0 0.3 0.0 9.7 9.3 Lane LOS A A A A Approach Delay (s) 3.1 0.1 9.7 9.3 Approach LOS A A Intersection Summary Average Delay 4.9 Intersection Capacity Utilization 24.3% ICU Level of Service A Analysis Period (min) 15 9/26/2014 Existing 2014 PM Synchro 8 Report Page 1

Appendix C Future Synchro Analysis Output

HCM Unsignalized Intersection Capacity Analysis 3: Highway 11 & Highway 584-Michael Power Boulevard 10/15/2014 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 43 39 68 7 8 71 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 51 46 80 8 9 84 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 80 227 80 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 80 227 80 tc, single (s) 4.2 6.4 6.2 tc, 2 stage (s) tf (s) 2.3 3.5 3.3 p0 queue free % 97 99 91 cm capacity (veh/h) 1481 731 972 Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1 SB 2 Volume Total 51 46 80 8 9 84 Volume Left 51 0 0 0 9 0 Volume Right 0 0 0 8 0 84 csh 1481 1700 1700 1700 731 972 Volume to Capacity 0.03 0.03 0.05 0.00 0.01 0.09 Queue Length 95th (m) 0.8 0.0 0.0 0.0 0.3 2.1 Control Delay (s) 7.5 0.0 0.0 0.0 10.0 9.1 Lane LOS A A A Approach Delay (s) 3.9 0.0 9.1 Approach LOS A Intersection Summary Average Delay 4.4 Intersection Capacity Utilization 19.0% ICU Level of Service A Analysis Period (min) 15 2018 AM (Most Likely Scenario) Synchro 8 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 6: Site Access & Highway 11 10/15/2014 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 21 29 118 23 15 62 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 23 32 128 25 16 67 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 54 304 23 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 54 304 23 tc, single (s) 4.1 6.4 6.2 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p0 queue free % 92 97 94 cm capacity (veh/h) 1551 631 1054 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 23 32 128 25 84 Volume Left 0 0 128 0 16 Volume Right 0 32 0 0 67 csh 1700 1700 1551 1700 932 Volume to Capacity 0.01 0.02 0.08 0.01 0.09 Queue Length 95th (m) 0.0 0.0 2.1 0.0 2.2 Control Delay (s) 0.0 0.0 7.5 0.0 9.2 Lane LOS A A Approach Delay (s) 0.0 6.3 9.2 Approach LOS A Intersection Summary Average Delay 6.0 Intersection Capacity Utilization 24.5% ICU Level of Service A Analysis Period (min) 15 2018 AM (Most Likely Scenario) Synchro 8 Report Page 2

HCM Unsignalized Intersection Capacity Analysis 3: Highway 11 & Highway 584-Michael Power Boulevard 10/15/2014 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 82 91 52 36 37 66 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 89 99 57 39 40 72 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 57 334 57 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 57 334 57 tc, single (s) 4.2 6.4 6.3 tc, 2 stage (s) tf (s) 2.3 3.5 3.4 p0 queue free % 94 94 93 cm capacity (veh/h) 1517 623 996 Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1 SB 2 Volume Total 89 99 57 39 40 72 Volume Left 89 0 0 0 40 0 Volume Right 0 0 0 39 0 72 csh 1517 1700 1700 1700 623 996 Volume to Capacity 0.06 0.06 0.03 0.02 0.06 0.07 Queue Length 95th (m) 1.4 0.0 0.0 0.0 1.6 1.8 Control Delay (s) 7.5 0.0 0.0 0.0 11.2 8.9 Lane LOS A B A Approach Delay (s) 3.6 0.0 9.7 Approach LOS A Intersection Summary Average Delay 4.4 Intersection Capacity Utilization 21.2% ICU Level of Service A Analysis Period (min) 15 2018 PM (Most Likely Scenario) Synchro 8 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 6: Highway 11 10/15/2014 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 56 15 62 58 29 118 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 61 16 67 63 32 128 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 77 259 61 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 77 259 61 tc, single (s) 4.1 6.4 6.2 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p0 queue free % 96 95 87 cm capacity (veh/h) 1521 698 1004 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 61 16 67 63 160 Volume Left 0 0 67 0 32 Volume Right 0 16 0 0 128 csh 1700 1700 1521 1700 924 Volume to Capacity 0.04 0.01 0.04 0.04 0.17 Queue Length 95th (m) 0.0 0.0 1.1 0.0 4.7 Control Delay (s) 0.0 0.0 7.5 0.0 9.7 Lane LOS A A Approach Delay (s) 0.0 3.9 9.7 Approach LOS A Intersection Summary Average Delay 5.6 Intersection Capacity Utilization 25.7% ICU Level of Service A Analysis Period (min) 15 2018 PM (Most Likely Scenario) Synchro 8 Report Page 2