ML12363A165

Development of Evacuation Time Estimates, Section 9 - Appendix H, Page H-29

ML12363A165
Person / Time
Site:	Oconee
Issue date:	12/14/2012
From:	KLD Engineering, PC
To:	Office of Nuclear Reactor Regulation, Duke Energy Carolinas
References
KLD TR494
Download: ML12363A165 (109)

Text

9 TRAFFIC MANAGEMENT STRATEGY This section discusses the suggested traffic control and management strategy that is designed to expedite the movement of evacuating traffic. The resources required to implement this strategy include:

• Personnel with the capabilities of performing the planned control functions of traffic guides (preferably, not necessarily, law enforcement officers).

• The Manual of Uniform Traffic Control Devices (MUTCD) published by the Federal Highway Administration (FHWA) of the U.S.D.O.T provides guidance for Traffic Control Devices to assist these personnel in the performance of their tasks. All state and most county transportation agencies have access to the MUTCD, which is available online:

http://mutcd.fhwa.dot.gov which provides access to the official PDF version.

• A plan that defines all locations, provides necessary details and is documented in a format that is readily understood by those assigned to perform traffic control.

The functions to be performed in the field are:

1. Facilitate evacuating traffic movements that safely expedite travel out of the EPZ.

2. Discourage traffic movements that move evacuating vehicles in a direction which takes them significantly closer to the power plant, or which interferes with the efficient flow of other evacuees.

The terms "facilitate" and "discourage" rather than "enforce" and "prohibit" are used to indicate the need for flexibility in performing the traffic control function. There are always legitimate reasons for a driver to prefer a direction other than that indicated. For example:

• A driver may be traveling home from work or from another location, to join other family members prior to evacuating.

• An evacuating driver may be travelling to pick up a relative, or other evacuees.

• The driver may be an emergency worker en route to perform an important activity.

The implementation of a plan must also be flexible enough for the application of sound judgment by the traffic guide.

Oconee Nuclear Station 91 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

The traffic management plan is the outcome of the following process:

1. The existing TCPs and ACPs identified by the offsite agencies in their existing emergency plans serve as the basis of the traffic management plan, as per NUREG/CR7002.

2. Computer analysis of the evacuation traffic flow environment (see Figures 73 through 710).

This analysis identifies the best routing and those critical intersections that experience pronounced congestion. Any critical intersections that would benefit from traffic or access control which are not already identified in the existing offsite plans are suggested as additional TCPs and ACPs.

3. The existing TCPs and ACPs, and how they were applied in this study, are discussed in Appendix G.

4. Prioritization of TCPs and ACPs.

Application of traffic and access control at some TCPs and ACPs will have a more pronounced influence on expediting traffic movements than at other TCPs and ACPs. For example, TCPs controlling traffic originating from areas in close proximity to the power station could have a more beneficial effect on minimizing potential exposure to radioactivity than those TCPs located far from the power station. These priorities should be assigned by state/local emergency management representatives and by law enforcement personnel.

The ETE simulations discussed in Section 7 indicate that the evacuation routes are oversaturated and experience pronounced traffic congestion during evacuation due to the limited capacity of the roadways and the large volume of evacuating traffic. The traffic signals along the state and US routes are significant bottlenecks. Nearly all of the traffic signals in the EPZ are actuated traffic signals and will adjust their timing to changing traffic patterns. Traffic control at signalized intersections will not have a pronounced impact on the evacuation process as most of the intersections have significant volume on the eastwest approaches as well as the northsouth approaches (see Figure 74 - all major intersections along US 76/123). Thus, no additional TCPs or ACPs are deemed necessary as a result of this study.

The ETE analysis treated all controlled intersections that are existing TCP locations in the offsite agency plans as being controlled by actuated signals.

The ETE calculations reflect the assumption that all externalexternal trips are interdicted and diverted after 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> have elapsed from the ATE.

All transit vehicles and other responders entering the EPZ to support the evacuation are assumed to be unhindered by personnel manning ACPs and TCPs.

Study Assumptions 5 and 6 in Section 2.3 discuss ACP and TCP staffing schedules and operations.

Oconee Nuclear Station 92 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

10 EVACUATION ROUTES Evacuation routes are comprised of two distinct components:

• Routing from a PAZ being evacuated to the boundary of the Evacuation Region and thence out of the EPZ.

• Routing of transitdependent evacuees from the EPZ boundary to reception centers.

Evacuees will select routes within the EPZ in such a way as to minimize their exposure to risk.

This expectation is met by the DYNEV II model routing traffic away from the location of the plant, to the extent practicable. The DTRAD model satisfies this behavior by routing traffic so as to balance traffic demand relative to the available highway capacity to the extent possible.

See Appendices B through D for further discussion.

The routing of transitdependent evacuees from the EPZ boundary to reception centers is designed to minimize the amount of travel outside the EPZ, from the points where these routes cross the EPZ boundary.

Figure 101 presents a map showing the general population reception centers and school pick up points for evacuees. The major evacuation routes for the EPZ are presented in Figure 102.

It is assumed that all school evacuees will be taken to the appropriate pickup point outside the EPZ and subsequently picked up by parents or guardians. Transitdependent evacuees are transported to the nearest reception center for each county.

As per the public information calendar for 2011, school children not picked up at their school pickup point within 5 hours5.787037e-5 days <br />0.00139 hours <br />8.267196e-6 weeks <br />1.9025e-6 months <br /> will be moved to a temporary reception center at Easley High School. This study does not consider the transport of schoolchildren from pickup points to the temporary reception center.

Oconee Nuclear Station 101 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

General Population Reception Centers & School W ~E Pick-up Points ~

Taylors Wade ONS Reception Center D School Pick-up Point o PAZ

\... ./ 2, 5, 10, 15 Mile Rings oco/}

~ e~ Date ' 4!4/2012.1derson County Shadow Region QI'I'r> Ot,/},~pp/r;gHt:' ESRI ,Bas~,9,~~

Olltlty'KLD Engineering-,-.Duketnergy Figure 101. General Population Reception Centers and School Pickup Points Oconee Nuclear Station 102 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

@ \

\

\

Legend

~--

'* ONS Evacuation Route Gl

)

PAZ

..... ....- 2,5,10,15 Mile Rings

\

Shadow Region Cop y rig ~ t : ES~I Ba semap D~ ta KLO Englneerm g, Du ke Energy Figure 102. Major Evacuation Routes Oconee Nuclear Station 103 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

APPENDIX A Glossary of Traffic Engineering Terms

A. GLOSSARY OF TRAFFIC ENGINEERING TERMS Table A1. Glossary of Traffic Engineering Terms Term Definition Analysis Network A graphical representation of the geometric topology of a physical roadway system, which is comprised of directional links and nodes.

Link A network link represents a specific, onedirectional section of roadway. A link has both physical (length, number of lanes, topology, etc.) and operational (turn movement percentages, service rate, freeflow speed) characteristics.

Measures of Effectiveness Statistics describing traffic operations on a roadway network.

Node A network node generally represents an intersection of network links. A node has control characteristics, i.e., the allocation of service time to each approach link.

Origin A location attached to a network link, within the EPZ or Shadow Region, where trips are generated at a specified rate in vehicles per hour (vph). These trips enter the roadway system to travel to their respective destinations.

Prevailing Roadway and Relates to the physical features of the roadway, the nature (e.g.,

Traffic Conditions composition) of traffic on the roadway and the ambient conditions (weather, visibility, pavement conditions, etc.).

Service Rate Maximum rate at which vehicles, executing a specific turn maneuver, can be discharged from a section of roadway at the prevailing conditions, expressed in vehicles per second (vps) or vehicles per hour (vph).

Service Volume Maximum number of vehicles which can pass over a section of roadway in one direction during a specified time period with operating conditions at a specified Level of Service (The Service Volume at the upper bound of Level of Service, E, equals Capacity).

Service Volume is usually expressed as vehicles per hour (vph).

Signal Cycle Length The total elapsed time to display all signal indications, in sequence.

The cycle length is expressed in seconds.

Signal Interval A single combination of signal indications. The interval duration is expressed in seconds. A signal phase is comprised of a sequence of signal intervals, usually green, yellow, red.

Oconee Nuclear Station A1 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Term Definition Signal Phase A set of signal indications (and intervals) which services a particular combination of traffic movements on selected approaches to the intersection. The phase duration is expressed in seconds.

Traffic (Trip) Assignment A process of assigning traffic to paths of travel in such a way as to satisfy all trip objectives (i.e., the desire of each vehicle to travel from a specified origin in the network to a specified destination) and to optimize some stated objective or combination of objectives. In general, the objective is stated in terms of minimizing a generalized "cost". For example, "cost" may be expressed in terms of travel time.

Traffic Density The number of vehicles that occupy one lane of a roadway section of specified length at a point in time, expressed as vehicles per mile (vpm).

Traffic (Trip) Distribution A process for determining the destinations of all traffic generated at the origins. The result often takes the form of a Trip Table, which is a matrix of origindestination traffic volumes.

Traffic Simulation A computer model designed to replicate the realworld operation of vehicles on a roadway network, so as to provide statistics describing traffic performance. These statistics are called Measures of Effectiveness.

Traffic Volume The number of vehicles that pass over a section of roadway in one direction, expressed in vehicles per hour (vph). Where applicable, traffic volume may be stratified by turn movement.

Travel Mode Distinguishes between private auto, bus, rail, pedestrian and air travel modes.

Trip Table or Origin A rectangular matrix or table, whose entries contain the number Destination Matrix of trips generated at each specified origin, during a specified time period, that are attracted to (and travel toward) each of its specified destinations. These values are expressed in vehicles per hour (vph) or in vehicles.

Turning Capacity The capacity associated with that component of the traffic stream which executes a specified turn maneuver from an approach at an intersection.

Oconee Nuclear Station A2 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

APPENDIX B DTRAD: Dynamic Traffic Assignment and Distribution Model

B. DYNAMIC TRAFFIC ASSIGNMENT AND DISTRIBUTION MODEL This section describes the integrated dynamic trip assignment and distribution model named DTRAD (Dynamic Traffic Assignment and Distribution) that is expressly designed for use in analyzing evacuation scenarios. DTRAD employs logitbased pathchoice principles and is one of the models of the DYNEVII System. The DTRAD module implements pathbased Dynamic Traffic Assignment (DTA) so that time dependent OriginDestination (OD) trips are assigned to routes over the network based on prevailing traffic conditions.

To apply the DYNEV II System, the analyst must specify the highway network, link capacity information, the timevarying volume of traffic generated at all origin centroids and, optionally, a set of accessible candidate destination nodes on the periphery of the EPZ for selected origins.

DTRAD calculates the optimal dynamic trip distribution (i.e., trip destinations) and the optimal dynamic trip assignment (i.e., trip routing) of the traffic generated at each origin node traveling to its set of candidate destination nodes, so as to minimize evacuee travel cost.

Overview of Integrated Distribution and Assignment Model The underlying premise is that the selection of destinations and routes is intrinsically coupled in an evacuation scenario. That is, people in vehicles seek to travel out of an area of potential risk as rapidly as possible by selecting the best routes. The model is designed to identify these best routes in a manner that realistically distributes vehicles from origins to destinations and routes them over the highway network, in a consistent and optimal manner, reflecting evacuee behavior.

For each origin, a set of candidate destination nodes is selected by the software logic and by the analyst to reflect the desire by evacuees to travel away from the power plant and to access major highways. The specific destination nodes within this set that are selected by travelers and the selection of the connecting paths of travel, are both determined by DTRAD. This determination is made by a logitbased path choice model in DTRAD, so as to minimize the trip cost, as discussed later.

The traffic loading on the network and the consequent operational traffic environment of the network (density, speed, throughput on each link) vary over time as the evacuation takes place.

The DTRAD model, which is interfaced with the DYNEV simulation model, executes a succession of sessions wherein it computes the optimal routing and selection of destination nodes for the conditions that exist at that time.

Interfacing the DYNEV Simulation Model with DTRAD The DYNEV II system reflects NRC guidance that evacuees will seek to travel in a general direction away from the location of the hazardous event. An algorithm was developed to support the DTRAD model in dynamically varying the Trip Table (OD matrix) over time from one DTRAD session to the next. Another algorithm executes a mapping from the specified geometric network (linknode analysis network) that represents the physical highway system, to a path network that represents the vehicle [turn] movements. DTRAD computations are performed on the path network: DYNEV simulation model, on the geometric network.

Oconee Nuclear Station B1 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

DTRAD Description DTRAD is the DTA module for the DYNEV II System.

When the road network under study is large, multiple routing options are usually available between trip origins and destinations. The problem of loading traffic demands and propagating them over the network links is called Network Loading and is addressed by DYNEVII using macroscopic traffic simulation modeling. Traffic assignment deals with computing the distribution of the traffic over the road network for given OD demands and is a model of the route choice of the drivers. Travel demand changes significantly over time, and the road network may have time dependent characteristics, e.g., timevarying signal timing or reduced road capacity because of lane closure, or traffic congestion. To consider these time dependencies, DTA procedures are required.

The DTRAD DTA module represents the dynamic route choice behavior of drivers, using the specification of dynamic origindestination matrices as flow input. Drivers choose their routes through the network based on the travel cost they experience (as determined by the simulation model). This allows traffic to be distributed over the network according to the timedependent conditions. The modeling principles of DTRAD include:

It is assumed that drivers not only select the best route (i.e., lowest cost path) but some also select less attractive routes. The algorithm implemented by DTRAD archives several efficient routes for each OD pair from which the drivers choose.

The choice of one route out of a set of possible routes is an outcome of discrete choice modeling. Given a set of routes and their generalized costs, the percentages of drivers that choose each route is computed. The most prevalent model for discrete choice modeling is the logit model. DTRAD uses a variant of PathSizeLogit model (PSL). PSL overcomes the drawback of the traditional multinomial logit model by incorporating an additional deterministic path size correction term to address path overlapping in the random utility expression.

DTRAD executes the Traffic Assignment (TA) algorithm on an abstract network representation called "the path network" which is built from the actual physical link node analysis network. This execution continues until a stable situation is reached: the volumes and travel times on the edges of the path network do not change significantly from one iteration to the next. The criteria for this convergence are defined by the user.

Travel cost plays a crucial role in route choice. In DTRAD, path cost is a linear summation of the generalized cost of each link that comprises the path. The generalized cost for a link, a, is expressed as ca ta la sa ,

where ca is the generalized cost for link a, and , , and are cost coefficients for link travel time, distance, and supplemental cost, respectively. Distance and supplemental costs are defined as invariant properties of the network model, while travel time is a dynamic property dictated by prevailing traffic conditions. The DYNEV simulation model Oconee Nuclear Station B2 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

computes travel times on all edges in the network and DTRAD uses that information to constantly update the costs of paths. The route choice decision model in the next simulation iteration uses these updated values to adjust the route choice behavior. This way, traffic demands are dynamically reassigned based on time dependent conditions.

The interaction between the DTRAD traffic assignment and DYNEV II simulation models is depicted in Figure B1. Each round of interaction is called a Traffic Assignment Session (TA session). A TA session is composed of multiple iterations, marked as loop B in the figure.

The supplemental cost is based on the survival distribution (a variation of the exponential distribution).The Inverse Survival Function is a cost term in DTRAD to represent the potential risk of travel toward the plant:

sa = ln (p), 0 p l ; 0 p=

dn = Distance of node, n, from the plant d0 =Distance from the plant where there is zero risk

= Scaling factor The value of do = 15 miles, the outer distance of the shadow region. Note that the supplemental cost, sa, of link, a, is (high, low), if its downstream node, n, is (near, far from) the power plant.

Oconee Nuclear Station B3 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Network Equilibrium In 1952, John Wardrop wrote:

Under equilibrium conditions traffic arranges itself in congested networks in such a way that no individual tripmaker can reduce his path costs by switching routes.

The above statement describes the User Equilibrium definition, also called the Selfish Driver Equilibrium. It is a hypothesis that represents a [hopeful] condition that evolves over time as drivers search out alternative routes to identify those routes that minimize their respective costs. It has been found that this equilibrium objective to minimize costs is largely realized by most drivers who routinely take the same trip over the same network at the same time (i.e.,

commuters). Effectively, such drivers learn which routes are best for them over time. Thus, the traffic environment settles down to a nearequilibrium state.

Clearly, since an emergency evacuation is a sudden, unique event, it does not constitute a long term learning experience which can achieve an equilibrium state. Consequently, DTRAD was not designed as an equilibrium solution, but to represent drivers in a new and unfamiliar situation, who respond in a flexible manner to realtime information (either broadcast or observed) in such a way as to minimize their respective costs of travel.

Oconee Nuclear Station B4 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Start of next DTRAD Session A

Set T0 Clock time.

Archive System State at T0 Define latest Link Turn Percentages Execute Simulation Model from B time, T0 to T1 (burn time)

Provide DTRAD with link MOE at time, T1 Execute DTRAD iteration; Get new Turn Percentages Retrieve System State at T0 ;

Apply new Link Turn Percents DTRAD iteration converges?

No Yes Next iteration Simulate from T0 to T2 (DTA session duration)

Set Clock to T2 B A Figure B1. Flow Diagram of SimulationDTRAD Interface Oconee Nuclear Station B5 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

APPENDIX C DYNEV Traffic Simulation Model

C. DYNEV TRAFFIC SIMULATION MODEL The DYNEV traffic simulation model is a macroscopic model that describes the operations of traffic flow in terms of aggregate variables: vehicles, flow rate, mean speed, volume, density, queue length, on each link, for each turn movement, during each Time Interval (simulation time step). The model generates trips from sources and from Entry Links and introduces them onto the analysis network at rates specified by the analyst based on the mobilization time distributions. The model simulates the movements of all vehicles on all network links over time until the network is empty. At intervals, the model outputs Measures of Effectiveness (MOE) such as those listed in Table C1.

Model Features Include:

Explicit consideration is taken of the variation in density over the time step; an iterative procedure is employed to calculate an average density over the simulation time step for the purpose of computing a mean speed for moving vehicles.

Multiple turn movements can be serviced on one link; a separate algorithm is used to estimate the number of (fractional) lanes assigned to the vehicles performing each turn movement, based, in part, on the turn percentages provided by the DTRAD model.

At any point in time, traffic flow on a link is subdivided into two classifications: queued and moving vehicles. The number of vehicles in each classification is computed. Vehicle spillback, stratified by turn movement for each network link, is explicitly considered and quantified. The propagation of stopping waves from link to link is computed within each time step of the simulation. There is no vertical stacking of queues on a link.

Any link can accommodate source flow from PAZs via side streets and parking facilities that are not explicitly represented. This flow represents the evacuating trips that are generated at the source.

The relation between the number of vehicles occupying the link and its storage capacity is monitored every time step for every link and for every turn movement. If the available storage capacity on a link is exceeded by the demand for service, then the simulator applies a metering rate to the entering traffic from both the upstream feeders and source node to ensure that the available storage capacity is not exceeded.

A path network that represents the specified traffic movements from each network link is constructed by the model; this path network is utilized by the DTRAD model.

A twoway interface with DTRAD: (1) provides link travel times; (2) receives data that translates into link turn percentages.

Provides MOE to animation software, EVAN Calculates ETE statistics Oconee Nuclear Station C1 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

All traffic simulation models are dataintensive. Table C2 outlines the necessary input data elements.

To provide an efficient framework for defining these specifications, the physical highway environment is represented as a network. The unidirectional links of the network represent roadway sections: rural, multilane, urban streets or freeways. The nodes of the network generally represent intersections or points along a section where a geometric property changes (e.g. a lane drop, change in grade or free flow speed).

Figure C1 is an example of a small network representation. The freeway is defined by the sequence of links, (20,21), (21,22), and (22,23). Links (8001, 19) and (3, 8011) are Entry and Exit links, respectively. An arterial extends from node 3 to node 19 and is partially subsumed within a grid network. Note that links (21,22) and (17,19) are gradeseparated.

Table C1. Selected Measures of Effectiveness Output by DYNEV II Measure Units Applies To Vehicles Discharged Vehicles Link, Network, Exit Link Speed Miles/Hours (mph) Link, Network Density Vehicles/Mile/Lane Link Level of Service LOS Link Content Vehicles Network Travel Time Vehiclehours Network Evacuated Vehicles Vehicles Network, Exit Link Trip Travel Time Vehicleminutes/trip Network Capacity Utilization Percent Exit Link Attraction Percent of total evacuating vehicles Exit Link Max Queue Vehicles Node, Approach Time of Max Queue Hours:minutes Node, Approach Length (mi); Mean Speed (mph); Travel Route Statistics Route Time (min)

Mean Travel Time Minutes Evacuation Trips; Network Oconee Nuclear Station C2 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Table C2. Input Requirements for the DYNEV II Model HIGHWAY NETWORK Links defined by upstream and downstream node numbers Link lengths Number of lanes (up to 6) and channelization Turn bays (1 to 3 lanes)

Destination (exit) nodes Network topology defined in terms of downstream nodes for each receiving link Node Coordinates (X,Y)

Nuclear Power Plant Coordinates (X,Y)

GENERATED TRAFFIC VOLUMES On all entry links and source nodes (origins), by Time Period TRAFFIC CONTROL SPECIFICATIONS Traffic signals: linkspecific, turn movement specific Signal control treated as fixed time or actuated Location of traffic control points (these are represented as actuated signals)

Stop and Yield signs Rightturnonred (RTOR)

Route diversion specifications Turn restrictions Lane control (e.g. lane closure, movementspecific)

DRIVERS AND OPERATIONAL CHARACTERISTICS Drivers (vehiclespecific) response mechanisms: freeflow speed, discharge headway Bus route designation.

DYNAMIC TRAFFIC ASSIGNMENT Candidate destination nodes for each origin (optional)

Duration of DTA sessions Duration of simulation burn time Desired number of destination nodes per origin INCIDENTS Identify and Schedule of closed lanes Identify and Schedule of closed links Oconee Nuclear Station C3 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

8011 8009 2 3 8104 8107 6 5 8008 8010 8 9 10 8007 8012 12 11 8006 8005 13 14 8014 15 25 8004 16 24 8024 17 8003 23 22 21 20 8002 Entry, Exit Nodes are 19 numbered 8xxx 8001 Figure C1. Representative Analysis Network Oconee Nuclear Station C4 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

C.1 Methodology C.1.1 The Fundamental Diagram It is necessary to define the fundamental diagram describing flowdensity and speeddensity relationships. Rather than settling for a triangular representation, a more realistic representation that includes a capacity drop, (IR)Qmax, at the critical density when flow conditions enter the forced flow regime, is developed and calibrated for each link. This representation, shown in Figure C2, asserts a constant free speed up to a density, k , and then a linear reduction in speed in the range, k k k 45 vpm, the density at capacity. In the flowdensity plane, a quadratic relationship is prescribed in the range, k k 95 vpm which roughly represents the stopandgo condition of severe congestion. The value of flow rate, Q , corresponding to k , is approximated at 0.7 RQ . A linear relationship between k and k completes the diagram shown in Figure C2. Table C3 is a glossary of terms.

The fundamental diagram is applied to moving traffic on every link. The specified calibration values for each link are: (1) Free speed, v ; (2) Capacity, Q  ; (3) Critical density, k 45 vpm ; (4) Capacity Drop Factor, R = 0.9 ; (5) Jam density, k . Then, v , k k

. Setting k k k , then Q RQ k for 0 k k 50 . It can be shown that Q 0.98 0.0056 k RQ for k k k , where k 50 and k 175.

C.1.2 The Simulation Model The simulation model solves a sequence of unit problems. Each unit problem computes the movement of traffic on a link, for each specified turn movement, over a specified time interval (TI) which serves as the simulation time step for all links. Figure C3 is a representation of the unit problem in the timedistance plane. Table C3 is a glossary of terms that are referenced in the following description of the unit problem procedure.

Oconee Nuclear Station C5 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Volume, vph Capacity Drop Qmax R Qmax Qs Density, vpm Flow Regimes Speed, mph Free Forced vf R vc Density, vpm kf kc kj ks Figure C2. Fundamental Diagrams Oconee Nuclear Station C6 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Distance OQ OM OE Down Qb vQ Qe v

v L

Mb Me Up t1 t2 Time E1 E2 TI Figure C3. A UNIT Problem Configuration with t1 > 0 Oconee Nuclear Station C7 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Table C3. Glossary The maximum number of vehicles, of a particular movement, that can discharge Cap from a link within a time interval.

The number of vehicles, of a particular movement, that enter the link over the E

time interval. The portion, ETI, can reach the stopbar within the TI.

The green time: cycle time ratio that services the vehicles of a particular turn G/C movement on a link.

h The mean queue discharge headway, seconds.

k Density in vehicles per lane per mile.

The average density of moving vehicles of a particular movement over a TI, on a k

link.

L The length of the link in feet.

The queue length in feet of a particular movement, at the [beginning, end] of a L ,L time interval.

The number of lanes, expressed as a floating point number, allocated to service a LN particular movement on a link.

L The mean effective length of a queued vehicle including the vehicle spacing, feet.

M Metering factor (Multiplier): 1.

The number of moving vehicles on the link, of a particular movement, that are M ,M moving at the [beginning, end] of the time interval. These vehicles are assumed to be of equal spacing, over the length of link upstream of the queue.

The total number of vehicles of a particular movement that are discharged from a O

link over a time interval.

The components of the vehicles of a particular movement that are discharged from a link within a time interval: vehicles that were Queued at the beginning of O ,O ,O the TI; vehicles that were Moving within the link at the beginning of the TI; vehicles that Entered the link during the TI.

The percentage, expressed as a fraction, of the total flow on the link that P

executes a particular turn movement, x.

Oconee Nuclear Station C8 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

The number of queued vehicles on the link, of a particular turn movement, at the Q ,Q

[beginning, end] of the time interval.

The maximum flow rate that can be serviced by a link for a particular movement Q in the absence of a control device. It is specified by the analyst as an estimate of link capacity, based upon a field survey, with reference to the HCM.

R The factor that is applied to the capacity of a link to represent the capacity drop when the flow condition moves into the forced flow regime. The lower capacity at that point is equal to RQ .

RCap The remaining capacity available to service vehicles of a particular movement after that queue has been completely serviced, within a time interval, expressed as vehicles.

S Service rate for movement x, vehicles per hour (vph).

t Vehicles of a particular turn movement that enter a link over the first t seconds of a time interval, can reach the stopbar (in the absence of a queue down stream) within the same time interval.

TI The time interval, in seconds, which is used as the simulation time step.

v The mean speed of travel, in feet per second (fps) or miles per hour (mph), of moving vehicles on the link.

v The mean speed of the last vehicle in a queue that discharges from the link within the TI. This speed differs from the mean speed of moving vehicles, v.

W The width of the intersection in feet. This is the difference between the link length which extends from stopbar to stopbar and the block length.

Oconee Nuclear Station C9 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

The formulation and the associated logic presented below are designed to solve the unit problem for each sweep over the network (discussed below), for each turn movement serviced on each link that comprises the evacuation network, and for each TI over the duration of the evacuation.

Given Q , M , L , TI , E , LN , G C , h , L , R , L , E , M Compute O , Q , M Define O O O O ; E E E

1. For the first sweep, s = 1, of this TI, get initial estimates of mean density, k , the R - factor, R and entering traffic, E , using the values computed for the final sweep of the prior TI.

For each subsequent sweep, s 1 , calculate E P O S where P , O are the relevant turn percentages from feeder link, i , and its total outflow (possibly metered) over this TI; S is the total source flow (possibly metered) during the current TI.

Set iteration counter, n = 0, k k , and E E .

2. Calculate v k such that k 130 using the analytical representations of the fundamental diagram.

Q TI G Calculate Cap 3600 C LN , in vehicles, this value may be reduced due to metering Set R 1.0 if G C 1 or if k k ; Set R 0.9 only if G C 1 and k k L

Calculate queue length, L Q LN

3. Calculate t TI . If t 0 , set t E O 0 ; Else, E E .

4. Then E E E ; t TI t

5. If Q Cap , then O Cap , O O 0 If t 0 , then Q Q M E Cap Else Q Q Cap End if Calculate Q and M using Algorithm A below

6. Else Q Cap O Q , RCap Cap O

7. If M RCap , then Oconee Nuclear Station C10 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

t Cap

8. If t 0, O M ,O min RCap M , 0 TI Q E O If Q 0 , then Calculate Q , M with Algorithm A Else Q 0, M E End if Else t 0 O M and O 0 M M O E; Q 0 End if

9. Else M O 0 If t 0 , then O RCap , Q M O E Calculate Q and M using Algorithm A

10. Else t 0 M M If M ,

O RCap Q M O Apply Algorithm A to calculate Q and M Else O M M M O E and Q 0 End if End if End if End if

11. Calculate a new estimate of average density, k k 2k k ,

where k = density at the beginning of the TI k = density at the end of the TI k = density at the midpoint of the TI All values of density apply only to the moving vehicles.

If k k and n N where N max number of iterations, and is a convergence criterion, then Oconee Nuclear Station C11 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

12. set n n 1 , and return to step 2 to perform iteration, n, using k k .

End if Computation of unit problem is now complete. Check for excessive inflow causing spillback.

13. If Q M , then The number of excess vehicles that cause spillback is: SB Q M ,

where W is the width of the upstream intersection. To prevent spillback, meter the outflow from the feeder approaches and from the source flow, S, during this TI by the amount, SB. That is, set SB M 1 0 , where M is the metering factor over all movements .

E S This metering factor is assigned appropriately to all feeder links and to the source flow, to be applied during the next network sweep, discussed later.

Algorithm A This analysis addresses the flow environment over a TI during which moving vehicles can join a standing or discharging queue. For the case Qb vQ shown, Q Cap, with t 0 and a queue of Qe Qe length, Q , formed by that portion of M and E that reaches the stopbar within the TI, but could v not discharge due to inadequate capacity. That is, Mb Q M E . This queue length, v Q Q M E Cap can be extended to Q L3 by traffic entering the approach during the current TI, traveling at speed, v, and reaching the rear of the t1 t3 queue within the TI. A portion of the entering TI vehicles, E E , will likely join the queue. This analysis calculates t , Q and M for the input values of L, TI, v, E, t, L , LN, Q .

When t 0 and Q Cap:

L L Define: L Q . From the sketch, L v TI t t L Q E .

LN LN Substituting E E yields: vt E L v TI t L . Recognizing that the first two terms on the right hand side cancel, solve for t to obtain:

Oconee Nuclear Station C12 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

L t such that 0 t TI t E L v

TI LN If the denominator, v 0, set t TI t .

t t t Then, Q Q E , M E 1 TI TI The complete Algorithm A considers all flow scenarios; space limitation precludes its inclusion, here.

C.1.3 Lane Assignment The unit problem is solved for each turn movement on each link. Therefore it is necessary to calculate a value, LN , of allocated lanes for each movement, x. If in fact all lanes are specified by, say, arrows painted on the pavement, either as full lanes or as lanes within a turn bay, then the problem is fully defined. If however there remain unchannelized lanes on a link, then an analysis is undertaken to subdivide the number of these physical lanes into turn movement specific virtual lanes, LNx.

C.2 Implementation C.2.1 Computational Procedure The computational procedure for this model is shown in the form of a flow diagram as Figure C4. As discussed earlier, the simulation model processes traffic flow for each link independently over TI that the analyst specifies; it is usually 60 seconds or longer. The first step is to execute an algorithm to define the sequence in which the network links are processed so that as many links as possible are processed after their feeder links are processed, within the same network sweep. Since a general network will have many closed loops, it is not possible to guarantee that every link processed will have all of its feeder links processed earlier.

The processing then continues as a succession of time steps of duration, TI, until the simulation is completed. Within each time step, the processing performs a series of sweeps over all network links; this is necessary to ensure that the traffic flow is synchronous over the entire network. Specifically, the sweep ensures continuity of flow among all the network links; in the context of this model, this means that the values of E, M, and S are all defined for each link such that they represent the synchronous movement of traffic from each link to all of its outbound links. These sweeps also serve to compute the metering rates that control spillback.

Within each sweep, processing solves the unit problem for each turn movement on each link.

With the turn movement percentages for each link provided by the DTRAD model, an algorithm Oconee Nuclear Station C13 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

allocates the number of lanes to each movement serviced on each link. The timing at a signal, if any, applied at the downstream end of the link, is expressed as a G/C ratio, the signal timing needed to define this ratio is an input requirement for the model. The model also has the capability of representing, with macroscopic fidelity, the actions of actuated signals responding to the timevarying competing demands on the approaches to the intersection.

The solution of the unit problem yields the values of the number of vehicles, O, that discharge from the link over the time interval and the number of vehicles that remain on the link at the end of the time interval as stratified by queued and moving vehicles: Q and M . The procedure considers each movement separately (multipiping). After all network links are processed for a given network sweep, the updated consistent values of entering flows, E; metering rates, M; and source flows, S are defined so as to satisfy the no spillback condition.

The procedure then performs the unit problem solutions for all network links during the following sweep.

Experience has shown that the system converges (i.e. the values of E, M and S settle down for all network links) in just two sweeps if the network is entirely undersaturated or in four sweeps in the presence of extensive congestion with link spillback. (The initial sweep over each link uses the final values of E and M, of the prior TI). At the completion of the final sweep for a TI, the procedure computes and stores all measures of effectiveness for each link and turn movement for output purposes. It then prepares for the following time interval by defining the values of Q and M for the start of the next TI as being those values of Q and M at the end of the prior TI. In this manner, the simulation model processes the traffic flow over time until the end of the run. Note that there is no spacediscretization other than the specification of network links.

Oconee Nuclear Station C14 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Sequence Network Links Next Timestep, of duration, TI A

Next sweep; Define E, M, S for all B

Links C Next Link D Next Turn Movement, x Get lanes, LNx Service Rate, Sx ; G/Cx Get inputs to Unit Problem:

Q b , Mb , E Solve Unit Problem: Q e , Me , O No D Last Movement ?

Yes No Last Link ? C Yes No B Last Sweep ?

Yes Calc., store all Link MOE Set up next TI :

No A Last Time - step ?

Yes DONE Figure C4. Flow of Simulation Processing (See Glossary: Table C3)

Oconee Nuclear Station C15 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

C.2.2 Interfacing with Dynamic Traffic Assignment (DTRAD)

The DYNEV II system reflects NRC guidance that evacuees will seek to travel in a general direction away from the location of the hazardous event. Thus, an algorithm was developed to identify an appropriate set of destination nodes for each origin based on its location and on the expected direction of travel. This algorithm also supports the DTRAD model in dynamically varying the Trip Table (OD matrix) over time from one DTRAD session to the next.

Figure B1 depicts the interaction of the simulation model with the DTRAD model in the DYNEV II system. As indicated, DYNEV II performs a succession of DTRAD sessions; each such session computes the turn link percentages for each link that remain constant for the session duration, T , T , specified by the analyst. The end product is the assignment of traffic volumes from each origin to paths connecting it with its destinations in such a way as to minimize the networkwide cost function. The output of the DTRAD model is a set of updated link turn percentages which represent this assignment of traffic.

As indicated in Figure B1, the simulation model supports the DTRAD session by providing it with operational link MOE that are needed by the path choice model and included in the DTRAD cost function. These MOE represent the operational state of the network at a time, T T , which lies within the session duration, T , T . This burn time, T T , is selected by the analyst. For each DTRAD iteration, the simulation model computes the change in network operations over this burn time using the latest set of link turn percentages computed by the DTRAD model. Upon convergence of the DTRAD iterative procedure, the simulation model accepts the latest turn percentages provided by the DTA model, returns to the origin time, T , and executes until it arrives at the end of the DTRAD session duration at time, T . At this time the next DTA session is launched and the whole process repeats until the end of the DYNEV II run.

Additional details are presented in Appendix B.

Oconee Nuclear Station C16 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

APPENDIX D Detailed Description of Study Procedure

D. DETAILED DESCRIPTION OF STUDY PROCEDURE This appendix describes the activities that were performed to compute Evacuation Time Estimates. The individual steps of this effort are represented as a flow diagram in Figure D1.

Each numbered step in the description that follows corresponds to the numbered element in the flow diagram.

Step 1 The first activity was to obtain EPZ boundary information and create a GIS base map. The base map extends beyond the Shadow Region which extends approximately 15 miles (radially) from the power plant location. The base map incorporates the local roadway topology, a suitable topographic background and the EPZ and PAZ boundaries.

Step 2 2010 Census block information was obtained in GIS format. This information was used to estimate the resident population within the EPZ and Shadow Region and to define the spatial distribution and demographic characteristics of the population within the study area. Employee data were estimated using data provided by Oconee County, Pickens County, and Duke Energy.

Transient data were obtained from local/state emergency management agencies and from phone calls to transient attractions. Information concerning schools, medical and other types of special facilities within the EPZ was obtained from county and municipal sources, augmented by telephone contacts with the identified facilities.

Step 3 A kickoff meeting was conducted with major stakeholders (state and local emergency managers, onsite and offsite utility emergency managers, local and state law enforcement agencies). The purpose of the kickoff meeting was to present an overview of the work effort, identify key agency personnel, and indicate the data requirements for the study. Specific requests for information were presented to local emergency managers. Unique features of the study area were discussed to identify the local concerns that should be addressed by the ETE study.

Step 4 Next, a physical survey of the roadway system in the study area was conducted to determine the geometric properties of the highway sections, the channelization of lanes on each section of roadway, whether there are any turn restrictions or special treatment of traffic at intersections, the type and functioning of traffic control devices, gathering signal timings for pretimed traffic signals, and to make the necessary observations needed to estimate realistic values of roadway capacity.

Step 5 A telephone survey of households within the EPZ was conducted to identify household dynamics, trip generation characteristics, and evacuationrelated demographic information of the EPZ population. This information was used to determine important study factors including Oconee Nuclear Station D1 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

the average number of evacuating vehicles used by each household, and the time required to perform preevacuation mobilization activities.

Step 6 A computerized representation of the physical roadway system, called a linknode analysis network, was developed using the UNITES software developed by KLD. Once the geometry of the network was completed, the network was calibrated using the information gathered during the road survey (Step 4). Estimates of highway capacity for each link and other linkspecific characteristics were introduced to the network description. Traffic signal timings were input accordingly. The linknode analysis network was imported into a GIS map. 2010 Census data were overlaid in the map, and origin centroids where trips would be generated during the evacuation process were assigned to appropriate links.

Step 7 The EPZ is subdivided into 13 PAZs. Based on wind direction and speed, Regions (groupings of PAZ) that may be advised to evacuate, were developed.

The need for evacuation can occur over a range of timeofday, dayofweek, seasonal and weatherrelated conditions. Scenarios were developed to capture the variation in evacuation demand, highway capacity and mobilization time, for different time of day, day of the week, time of year, and weather conditions.

Step 8 The input stream for the DYNEV II model, which integrates the dynamic traffic assignment and distribution model, DTRAD, with the evacuation simulation model, was created for a prototype evacuation case - the evacuation of the entire EPZ for a representative scenario.

Step 9 After creating this input stream, the DYNEV II System was executed on the prototype evacuation case to compute evacuating traffic routing patterns consistent with the appropriate NRC guidelines. DYNEV II contains an extensive suite of data diagnostics which check the completeness and consistency of the input data specified. The analyst reviews all warning and error messages produced by the model and then corrects the database to create an input stream that properly executes to completion.

The model assigns destinations to all origin centroids consistent with a (general) radial evacuation of the EPZ and Shadow Region. The analyst may optionally supplement and/or replace these modelassigned destinations, based on professional judgment, after studying the topology of the analysis highway network. The model produces link and networkwide measures of effectiveness as well as estimates of evacuation time.

Step 10 The results generated by the prototype evacuation case are critically examined. The examination includes observing the animated graphics (using the EVAN software which operates on data produced by DYNEV II) and reviewing the statistics output by the model. This Oconee Nuclear Station D2 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

is a laborintensive activity, requiring the direct participation of skilled engineers who possess the necessary practical experience to interpret the results and to determine the causes of any problems reflected in the results.

Essentially, the approach is to identify those bottlenecks in the network that represent locations where congested conditions are pronounced and to identify the cause of this congestion. This cause can take many forms, either as excess demand due to high rates of trip generation, improper routing, a shortfall of capacity, or as a quantitative flaw in the way the physical system was represented in the input stream. This examination leads to one of two conclusions:

The results are satisfactory; or The input stream must be modified accordingly.

This decision requires, of course, the application of the user's judgment and experience based upon the results obtained in previous applications of the model and a comparison of the results of the latest prototype evacuation case iteration with the previous ones. If the results are satisfactory in the opinion of the user, then the process continues with Step 13. Otherwise, proceed to Step 11.

Step 11 There are many "treatments" available to the user in resolving apparent problems. These treatments range from decisions to reroute the traffic by assigning additional evacuation destinations for one or more sources, imposing turn restrictions where they can produce significant improvements in capacity, changing the control treatment at critical intersections so as to provide improved service for one or more movements, or in prescribing specific treatments for channelizing the flow so as to expedite the movement of traffic along major roadway systems. Such "treatments" take the form of modifications to the original prototype evacuation case input stream. All treatments are designed to improve the representation of evacuation behavior.

Step 12 As noted above, the changes to the input stream must be implemented to reflect the modifications undertaken in Step 11. At the completion of this activity, the process returns to Step 9 where the DYNEV II System is again executed.

Step 13 Evacuation of transitdependent evacuees and special facilities are included in the evacuation analysis. Fixed routing for transit buses and for school buses, ambulances, and other transit vehicles are introduced into the final prototype evacuation case data set. DYNEV II generates routespecific speeds over time for use in the estimation of evacuation times for the transit dependent and special facility population groups.

Step 14 The prototype evacuation case was used as the basis for generating all region and scenario specific evacuation cases to be simulated. This process was automated through the UNITES user Oconee Nuclear Station D3 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

interface. For each specific case, the population to be evacuated, the trip generation distributions, the highway capacity and speeds, and other factors are adjusted to produce a customized casespecific data set.

Step 15 All evacuation cases are executed using the DYNEV II System to compute ETE. Once results were available, quality control procedures were used to assure the results were consistent, dynamic routing was reasonable, and traffic congestion/bottlenecks were addressed properly.

Step 16 Once vehicular evacuation results are accepted, average travel speeds for transit and special facility routes were used to compute evacuation time estimates for transitdependent permanent residents, schools, hospitals, and other special facilities.

Step 17 The simulation results are analyzed, tabulated and graphed. The results were then documented, as required by NUREG/CR7002.

Step 18 Following the completion of documentation activities, the ETE criteria checklist was completed.

An appropriate report reference is provided for each criterion provided in the checklist.

Oconee Nuclear Station D4 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

A Step 1 Step 10 Create GIS Base Map Examine Results of Prototype Evacuation Case using EVAN and DYNEV II Output Step 2 Gather Census Block and Demographic Data for Results Satisfactory Study Area Step 11 Step 3 Modify Evacuation Destinations and/or Develop Conduct Kickoff Meeting with Stakeholders Traffic Control Treatments Step 4 Step 12 Field Survey of Roadways within Study Area Modify Database to Reflect Changes to Prototype Evacuation Case Step 5 Conduct Telephone Survey and Develop Trip Generation Characteristics B

Step 13 Step 6 Establish Transit and Special Facility Evacuation Create and Calibrate LinkNode Analysis Network Routes and Update DYNEV II Database Step 14 Step 7 Generate DYNEV II Input Streams for All Evacuation Cases Develop Evacuation Regions and Scenarios Step 15 Step 8 Execute DYNEV II to Compute ETE for All Create and Debug DYNEV II Input Stream Evacuation Cases Step 16 Step 9 Use DYNEV II Average Speed Output to Compute ETE for Transit and Special Facility Routes B Execute DYNEV II for Prototype Evacuation Case Step 17 Documentation A Step 18 Complete ETE Criteria Checklist Figure D1. Flow Diagram of Activities Oconee Nuclear Station D5 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

APPENDIX E Facility Data

E. FACILITY DATA The following tables list population information, as of November 2011, for facilities within the Oconee Nuclear Station EPZ. Special facilities are defined as schools, preschools, hospitals and other medical care facilities, and correctional facilities. Transient population data is included in the tables for recreational areas and lodging facilities. Employment data is included in the tables for major employers. Each table is grouped by county. The location of the facility is defined by its straightline distance (miles) and direction (magnetic bearing) from the center point of the plant. Maps of each school, preschool, medical facility, major employer, recreational area, lodging facility, and correctional facility are also provided. Some facilities included in the counties emergency plans are located in the Shadow Region (SR) as indicated in the PAZ column in the following tables.

Oconee Nuclear Station E1 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Table E1. Schools within the EPZ Distance Dire Enroll PAZ (miles) ction School Name Street Address Municipality ment OCONEE COUNTY, SC D2 9.0 SSW Blue Ridge Elementary School 995 South Oak St Seneca 340 D2 8.1 SSW Code Learning Center 315B Holland Ave Seneca 100 D2 7.7 SW Fred P Hamilton Career Center 100 Vocational Drive Seneca 575 D2 7.6 SSW Northside Elementary School 710 North Townville St Seneca 520 D2 7.5 S Oconee Christian Academy 150 His Way Cir Seneca 213 D2 9.1 SSW Ravenel Elementary School 150 Ravenel School Rd Seneca 540 D2 9.3 SSW Seneca High School 100 Bobcat Ridge Seneca 1,010 D2 3.5 W Seneca Middle School 810 West South Fourth St Seneca 735 E1 11.1 W Keowee Elementary School 7051 Keowee School Rd Seneca 310 E2 10.5 W Faith Training Center Academy 115 Worley Lane Walhalla 36 James M Brown Elementary E2 7.4 SW School 225 Coffee Rd Walhalla 625 E2 9.0 W Walhalla Middle School 177 Razorback Lane Walhalla 735 E2 7.7 W Walhalla Elementary School 508 Fowler Rd West Union 535 E2 9.0 W Walhalla High School 151 Razorback Lane Walhalla 780 Salem Seventh Day Adventist F2 7.6 NNW Elementary School 240 W Main St Salem 8 TamasseeSalem Elementary F2 9.2 NW School 9950 North Hwy 11 Tamassee 263 TamasseeSalem Middle/High F2 8.0 NNW School 4 Eagle Lane Salem 284 Oconee County Subtotals: 7,609 PICKENS COUNTY, SC A2 9.5 NE A. R. Lewis Elementary School 1755 Shady Grove Rd Pickens 264 B1 5.3 ENE Six Mile Elementary School 777 N Main St Six Mile 500 C2 8.1 ESE Central Elementary School 608 Johnson Rd Central 416 C2 9.3 SE Clemson Elementary School 581 Berkeley Dr Clemson 650 C2 8.7 SSE Clemson University1 209 Martin St Clemson 15,247 Clemson University Graduate C2 8.7 SSE School1 209 Martin St Clemson 3,471 C2 5.4 SE D. W. Daniel High School 1819 Six Mile Hwy Central 975 C2 6.3 SE R. C. Edwards Middle School 1157 Madden Bridge Rd Central 814 C2 9.0 ESE Southern Wesleyan University 907 Wesleyan Dr Central 2,414 SR 9.65 SSE Clemson Montessori School 207 Pendleton Road Clemson 116 Pickens County Subtotals: 24,867 TOTAL: 32,476

1. 14,641 students live in the EPZ. 4,077 students at Clemson University commute from outside the EPZ. These students were treated as transients in this study because of their comparable behavior. See Section 3.3 for additional information.

Oconee Nuclear Station E2 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Table E2. Preschools within the EPZ Distance Dire Enroll PAZ (miles) ction School Name Street Address Municipality ment OCONEE COUNTY, SC Cambridge Child D2 7.5 SSW Development Center 200 Lee Lane Seneca 70 D2 9.4 SSW Kreative Kids Childcare 1328 S Walnut St Seneca 28 D2 8.6 SSW Maxie Mom's Daycare 501 Fairplay St Seneca 126 D2 9.2 SW Our Club House 101 Nelson Lane Seneca 70 St. Mark Child Development D2 9.0 SSW Center 616 Quincy Rd Seneca 100 E2 8.8 WSW Kids Kampus 899 S Highway 11 West Union 45 E2 9.9 W St. John's Lutheran Preschool 301 West Main St Walhalla 200 E2 9.0 WSW Tender Loving Child Care 905 E Main St Walhalla 155 E2 7.6 WSW Tots and Toddlers 441 Burns Mill Rd West Union 6 Oconee County Subtotals: 800 PICKENS COUNTY, SC B2 8.6 ESE Amy Campbell 114 First S Central 6 B2 5.8 ENE Mt. Tot Day Care Center 233 Spur Rd Six Mile 29 B2 5.7 ENE Sandra C. Saylors 269 Belle Soals Rd Six Mile 6 B2 7.8 E Sonja Tate 956 Liberty Hwy Liberty 6 B2 7.0 ENE Terreca W. Merck 766 Kelly Mill Rd Six Mile 6 C2 9.1 SE Beverly Cureton 426 Patterson St Clemson 12 Clemson Child Development C2 8.7 SSE Center 216 Butler Street Clemson 120 644 Old Greenville C2 8.7 SE Clemson Head Start Hwy Clemson 40 193 Old Greenville C2 8.4 SSE Episcopal Day School Highway Clemson 57 Fort Hill Presbyterian C2 8.3 SSE Preschool 101 Edgewood Ave Clemson 50 First Baptist Church of C2 8.3 SSE Clemson 397 College Ave Clemson 94 C2 7.9 SSE Kid's Stuff Academy 700 College Ave Clemson 116 C2 9.2 SE Little Lights Child Care 300 Frontage Rd Clemson 130 C2 8.7 SE The Growing Place 807 Wesleyan Dr Central 99 207 Pendleton SR 9.6 SSE Clemson Montessori School Road Clemson 67 Playtime: The Learning SR 9.9 SSE Center 231 Pendleton Rd Clemson 89 Pickens County Subtotals: 927 TOTAL: 1,727 Oconee Nuclear Station E3 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Table E3. Medical Facilities within the EPZ Ambul Wheel Bed Distance Dire Current atory chair ridden PAZ (miles) ction Facility Name Street Address Municipality Census Patients Patients Patients OCONEE COUNTY, SC D2 7.1 SSW For a Season Assisted Living 927 East North 1st Street Seneca 3 3 0 0 D2 8.4 SW Lila Doyle Nursing Care Facility 101 Lila Doyle Drive Seneca 120 82 27 11 D2 7.8 SW Tribble Activity Center 298 State Road S37347 Seneca 100 68 23 9 D2 7.7 SW Oconee Hospice of the Foothills 390 Keowee School Rd Seneca 15 10 4 1 D2 8.5 SW Oconee Memorial Hospital 298 SR S37347 Seneca 165 112 38 15 D2 5.8 SSW The Inn at Seneca 475 Rochester Highway Seneca 39 24 15 0 E2 7.3 SW Belvedere Commons 515 Benton St Seneca 67 67 0 0 E2 8.4 WSW Foothills Retirement Center 999 W Union Rd West Union 63 63 0 0 SR 9.1 SW Morningside of Seneca 15855 Wells Hwy Seneca 65 44 15 6 SR 10.3 SSW Seneca Health and Rehabilitation 140 Tokeena Rd Seneca 125 25 80 20 SR 10.2 SSW Seneca Residential Care Center 126 Tokeena Rd Seneca 33 32 1 0 Oconee County Subtotals: 795 530 203 62 PICKENS COUNTY, SC A1 5.2 NE Heritage Healthcare of Pickens 163 Love and Care Road Six Mile 42 17 15 10 B1 4.6 E Six Mile Retirement Center 114 South Main Street Six Mile 40 40 0 0 C2 10.0 SE Clemson Downs Health Center 500 Downs Loop Clemson 41 8 30 3 Pickens County Subtotals: 123 65 45 13 TOTAL: 918 595 248 75 Oconee Nuclear Station E4 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Table E4. Major Employers within the EPZ Distance Dire Employees  % Non Employees PAZ (miles) ction Facility Name Street Address Municipality (max shift) EPZ (Non EPZ)

OCONEE COUNTY, SC A0 1.7 NE Oconee Nuclear Station 7812 Rochester Hwy Seneca 1,396 46% 642 D1 2.7 SSW Duke Energy 309 Oakleaf Court Seneca 249 46% 115 D2 8.0 SW Covidien 1448 Blue Ridge Blvd Seneca 401 46% 184 D2 7.1 S Greenfield Industries Inc. 2501 SR S37439 Seneca 195 46% 90 D2 6.8 SSW Ingles 211 Ingles Pl Seneca 50 46% 23 D2 7.3 SSE Jacobs Manufacturing Co 1 SR S37320 Seneca 120 46% 55 D2 8.1 SW Jantzen Inc. 101 Mountain View Drive Seneca 100 46% 46 D2 7.5 SSW Johnson Controls Warehouse 320 Shiloh Rd Seneca 60 46% 28 D2 8.5 SW Oconee Medical Center 298 SR S37347 Seneca 1,370 46% 630 D2 8.0 SW Parkway Products 1642 Blue Ridge Blvd Seneca 100 46% 46 D2 8.2 SW Schneider Electric 2321 Blue Ridge Blvd Seneca 655 46% 301 D2 9.2 SW WalMart Supercenter 1636 Sandifer Blvd Seneca 272 46% 125 E2 8.3 WSW Itron 313 N Hwy 11 #B West Union 752 46% 346 E2 8.4 W Koyo Bearings USA 430 Torrington Rd West Union 399 46% 183 E2 9.8 WSW Nason 1307 S Highway 11 Walhalla 60 46% 28 SR 9.9 SSW Borg Warner Inc. 15545 Wells Hwy Seneca 500 46% 230 SR 9.5 SW Ideal Steel 120 Halpers Drive Seneca 99 46% 46 SR 9.2 SW SNS South Inc. 1631B Sandifer Blvd Seneca 100 46% 46 Oconee County Subtotals: 6,878 3,164 PICKENS COUNTY, SC B2 9.9 E Champion Aerospace Inc. 1230 Old Norris Rd Liberty 250 46% 115 B2 10.0 E Richmond Gear 1208 Old Norris Rd Liberty 215 46% 99 C2 8.4 ESE BASF Corporation 1215 Greenville Hwy Central 225 46% 103 C2 8.4 SE Bellsouth 100 West Ln Clemson 99 46% 46 C2 8.7 SSE BiLo 501 Old Greenville Hwy Clemson 99 46% 46 Oconee Nuclear Station E5 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Distance Dire Employees  % Non Employees PAZ (miles) ction Facility Name Street Address Municipality (max shift) EPZ (Non EPZ)

C2 8.6 SE Central Textiles Inc. 237 Mill Ave Central 250 46% 115 C2 8.7 SSE Clemson University 209 Martin St Clemson 4,735 46% 2,178 Milliken & Company Defore C2 9.0 SE Plant U.S. 123 Clemson 500 46% 230 C2 9.9 SE WalMart Supercenter 1286 Eighteen Mile Road Central 272 46% 125 E2 9.0 WSW Ingles 180 Scenic Plaza Dr West Union 50 46% 23 Pickens County Subtotals: 6,695 3,080 TOTAL: 13,573 6,244 Oconee Nuclear Station E6 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Table E5. Parks and Transient Attractions within the EPZ Distance Dire PAZ (miles) ction Facility Name Street Address Municipality Transients Vehicles OCONEE COUNTY, SC A0 1.8 W High Falls County Park 671 High Falls Rd Seneca 1548 505 A0 1.9 NW Keowee Key Marina 275 Marina Dr Salem 115 107 D2 6.3 SSW Lake Keowee Marina 150 Keowee Marina Dr Seneca 54 50 D2 8.3 SSW Oconee Community Theater 8001 Utica St Seneca 282 150 D2 9.8 SW Oconee Country Club 781 Richland Rd Seneca 6 3 D2 6.8 SW South Cove County Park 1031 South Cove Rd Seneca 204 189 E1 4.2 W High Falls RV Park 2753 Pickens Highway Seneca 232 300 E2 8.3 SW Blue Ridge Golf 2499 Blue Ridge Blvd Walhalla 13 8 E2 4.9 WSW Crooked Creek RV Park Inc. 777 Arvee Lane West Union 262 339 E2 7.6 WNW Falcon's Lair Golf Course 1308 Falcons Dr Walhalla 2 2 E2 7.5 WSW Keowee Falls RV Park Keowee Camp Rd Union 180 100 E2 9.7 W Walhalla Civic Auditorium 101 E North Broad St Walhalla 300 100 F1 3.1 NNW Keowee Key 1 Country Club Dr Salem 1 1 Oconee County Subtotals: 3,199 1,854 PICKENS COUNTY, SC A1 4.2 N Mile Creek County Park 757 Keowee Baptist Church Rd Six Mile 160 148 A2 9.2 N Keowee Toxaway State Park 108 Residence Dr Sunset 87 81 A2 7.3 NNE Reserve at Lake Keowee 200 South Lawn Dr Sunset 51 26 C2 6.8 SSE 12 Mile Army Corps Recreation Area 113 Twelve Mile Park Clemson 300 188 C2 9.6 SSE Bob Campbell Geology Museum 209 Martin St Clemson 100 75 1

C2 8.7 SSE Clemson University 209 Martin St Clemson 4,077 3,810 C2 8.0 SSE Larry W. Abernathy Waterfront Park 207 Keowee Trail Clemson 16 15 C2 9.3 SSE South Carolina Botanical Garden 150 Discovery Land Clemson 75 45 C2 9.3 SSE Walker Golf Course at Clemson University 210 Madren Center Dr Clemson 30 30 D1 4.3 SSE Lawrence Bridge Army Corps Recreation Area Lawrence Bridge Rd Central 300 50 Pickens County Subtotals: 5,196 4,468 TOTAL: 8,395 6,322

1. 4,077 students at Clemson University commute from outside the EPZ. These students were treated as transients in this study because of their comparable behavior. See Section 3.3 for additional information.

Oconee Nuclear Station E7 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Table E6. Lodging Facilities within the EPZ Distance Dire PAZ (miles) ction Facility Name Street Address Municipality Transients Vehicles OCONEE COUNTY, SC D2 7.4 SSW Best Western Executive Inn 511 By Pass 123 Seneca 138 46 D2 8.6 SW Days Inn 11015 North Radio Station Road Seneca 275 110 D2 7.5 SSW Town and Country Motel 320 By Pass 123 Seneca 52 26 F2 7.4 NNW Sunrise Farm Bed & Breakfast 325 SR S37234 Salem 48 6 Oconee County Subtotals: 513 188 PICKENS COUNTY, SC C2 8.7 SSE Courtyard by Marriott Clemson 201 Canoy Lane Clemson 220 110 C2 8.9 SSE Americas Best Inn 106 Liberty Dr Clemson 168 56 C2 8.6 SE Clemson Motel 835 Old Greenville Hwy Clemson 28 28 C2 8.3 SSE Comfort Inn 1305 US 76 Clemson 242 121 C2 8.6 SSE Days Inn 1387 Tiger Blvd Clemson 138 46 C2 9.7 SSE Dutch Treat Bed and Breakfast 208 Pendleton Rd Clemson 12 4 C2 7.5 SSE Hampton Inn Clemson 851 Tiger Blvd Clemson 135 68 C2 8.7 SSE Holiday Inn Express Hotel & Suites 1381 Tiger Blvd Clemson 120 60 C2 9.5 SSE James F Martin Inn 240 Madren Center Dr Seneca 258 86 C2 8.3 SSE Sleep Inn 1303 Tiger Boulevard Clemson 150 50 C2 10.4 SSE Sleepy Hollow Bed and Breakfast Issaqueena Trail Clemson 8 4 C2 8.4 SSE University Inn 1310 Tiger Boulevard Clemson 524 262 Pickens County Subtotals: 2,003 895 TOTAL: 2,516 1,083 Oconee Nuclear Station E8 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Table E7. Correctional Facilities within the EPZ Distance Dire Cap PAZ (miles) ction Facility Name Street Address Municipality acity OCONEE COUNTY, SC E2 9.9 W Oconee County Detention Center 300 South Church St Walhalla 122 Oconee County Subtotal: 122 PICKENS COUNTY, SC There are no correctional facilities within the EPZ.

Pickens County Subtotal: 0 TOTAL: 122 Oconee Nuclear Station E9 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Map No. Facility Name

-0)

Schools within the ~ ~ l $1 l~~ I 83 Tamassee-Salem Elementary School 84 Tamassee-Salem Middle/High School 85 A.R. Lewis Elementary School

/~~~~ "!

N I

86 Six Mile Elementary School w-<r E

(" 88 Keowee Elementary School 89 Walhalla Elementary School 90 Walhalla Middle School 91 Walhalla High School 92 James M Brown Elementary School 93 Oconee Christian Academy 94 Fred P Hamilton Career Center 95 Seneca Middle School 97 Northside Elementary School 99 Code Learning Center 100 Blue Ridge Elementary School 102 Ravenel Elementary School 104 Clemson University Graduate School 105 Clemson University 106 Clemson Elementary School 107 Southern Wesleyan University 108 Central Elementary School 109 R.C. Edwards Middle School 111 D.W. Daniel High School 113 Seneca High School

~\ Y' / / / / / / /; I .!~)O ;::' -~ _L..I . "" { ~~<tAJ\\ \. / I""""" 'IV "- 114 Salem Seventh Day Adventist Elementary S Faith Training Center Academy

[ill Legend ONS School I' _ -.,I 2,5,10 Mile Rings GJ PAZ

~ Shadow Region Miles Figure E1. Schools within the EPZ Oconee Nuclear Station E10 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

'/////////// ////

Facility Name Preschools and Oaycares within the Clemson Montessori Daycare Oconee Nuclear Station EPZ AmyCampbel1 Terreca W . Merck Mt. Tot DayCare Center Sandra C. Saylors Sonja Tate Clemson Head Sta rt First Baptist Church of Clemson Beverly Cureton 176 I Little Lights Child Care 177 I Playtime: The Learning Center 178 I The Growing Place 180 I St. John's Lutheran Preschool 182 I Episcopal Day School 183 I Ki d 's Stuff Aca de my 184 I Clemson Child Development Center 185 I Tender Loving Child Care 169 186 I Ki d s Ka m pus

~ 172 187 I Tots and Toddlers

~

188 l Our Club House 189 I Cambridge Child Development Center 190 I Maxie Mom's Daycare 191 I St. Mark Child Development Center

~F~;'

/~

/~

Legend

/1*

/1 ONS

~ Preschool/Daycare I' _ -.,I 2,5,10 Mile Rings GJ PAZ

~ Shadow Region 10 Miles Figure E2. Preschools within the EPZ Oconee Nuclear Station E11 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Medical Facilities within th: / ~

Oconee NuciearS~~ti~~ ,E~Z ~

61 I Belvedere Commons

/~ 62 Oconee Hospice of the Foothills

~ 63 Tri bble Activity Center

o~/ ~ 64 Morningside of Seneca

// ~<S'~ 65 Lila Doyle Nursing Care Facility 66 Seneca Health and Rehabilitation 67 I Seneca Residential Care Center 68 I For a Season Assisted Living 69 I The I nn at Seneca 200 I Heritage Healthcare of Pickens 201 I Six Mile Retirement Center Legend

• rn ONS Hospital o Medical Facility I' _ -.,I 2,5,10 Mile Rings GJ PAZ

~ Shadow Region 10 Miles Figure E3. Medical Facilities within the EPZ Oconee Nuclear Station E12 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Figure E4. Major Employers within the EPZ Oconee Nuclear Station E13 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Map No. I Facility Name 4 I Crooked Creek RV Park Inc High Falls RV Park Keowee Falls RV Park 70 I Keowee Toxaway State Pa rk 71 1 Mile Creek County Park 72 I High Falls County Park 73 I South Cove County Park 74 I La rry W. Abernathy Waterfront Pa rk 75 112 Mile Army Corps Recreation Area 76 1 Lawrence Bridge Army Corps Recreation Area 117 I Oconee Community Theater 119 I Bob Campbell Geology Museum 123 I South Carolina Botanical Garden 124 1 Walhalla Civic Auditorium 127 I Keowee Key Marina 128 I La ke Keowee Ma ri na 129 I Blue Ridge Golf 130 I Reserve at Lake Keowee 131 I Keowee Key 132 1 Falcon's LairGolfCourse 133 I Oconee Country CI ub 134 I Wa I ker Golf Course at Clemson Univers ity

• ~

ONS Campground

~ Park

• Other (I) Marina

~ Golf I' _ -.,I 2,5,10 Mile Rings ;V GJ PAZ

~

Date : 4/ 10/ 20 12 Shadow Region C~~yright: ESRI Basemap Dl ta KLD Engineering, Duke En_ergy I>

Figure E5. Recreational Areas within the EPZ Oconee Nuclear Station E14 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

'/ / ///0~

Lodging within the Oconee Nuclear Station EPZ W

~

42 I Comfort Inn 43 I Un i ve rs i ty Inn 44 I Holiday Inn Express Hotel & Suites 45 I Courtyard by Marriott Clemson 46 I Clemson Motel 47 I Days Inn 48 I Americas Best Inn 49 I Dutch Treat Bed and Breakfast 50 I Sleepy Hollow Bed and Breakfast Conero~s

, Creek /

~-

Legend

• o ONS Lodging I' _ -.,I 2,5,10 Mile Rings GJ PAZ

~ Shadow Region Figure E6. Lodging within the EPZ Oconee Nuclear Station E15 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

////~

j/ /

Correctional Facilities within the Oconee Nuclear Station EPZ Conero.~s

, Creek /

~-

Legend

• B ONS Correctional I' _ -.,I 2,5,10 Mile Rings GJ PAZ

~ Shadow Region 10 Miles Figure E7. Correctional Facilities within the EPZ Oconee Nuclear Station E16 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

APPENDIX F Telephone Survey

F. TELEPHONE SURVEY F.1 Introduction The development of evacuation time estimates for the EPZ of the Oconee Nuclear Station requires the identification of travel patterns, car ownership and household size of the population within the EPZ. Demographic information can be obtained from Census data. The use of this data has several limitations when applied to emergency planning. First, the Census data do not encompass the range of information needed to identify the time required for preliminary activities (mobilization) that must be undertaken prior to evacuating the area.

Secondly, Census data do not contain attitudinal responses needed from the population of the EPZ and consequently may not accurately represent the anticipated behavioral characteristics of the evacuating populace.

These concerns are addressed by conducting a telephone survey of a representative sample of the EPZ population. The survey is designed to elicit information from the public concerning family demographics and estimates of response times to well defined events. The design of the survey includes a limited number of questions of the form What would you do if ? and other questions regarding activities with which the respondent is familiar (How long does it take you to ?)

F.2 Survey Instrument and Sampling Plan Attachment A presents the final survey instrument used in this study. A draft of the instrument was submitted to stakeholders for comment. Comments were received and the survey instrument was modified accordingly, prior to conducting the survey.

Following the completion of the instrument, a sampling plan was developed. A sample size of approximately 500 completed survey forms yields results with a sampling error of +/-4.4% at the 95% confidence level. The sample must be drawn from the EPZ population. Consequently, a list of zip codes in the EPZ was developed using GIS software. This list is shown in Table F1. Along with each zip code, an estimate of the population and number of households in each area was determined by overlaying Census data and the EPZ boundary, again using GIS software. The proportional number of desired completed survey interviews for each area was identified, as shown in Table F1. Note that the average household size computed in Table F1 was an estimate for sampling purposes and was not used in the ETE study.

The completed survey adhered to the sampling plan.

Oconee Nuclear Station F1 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Table F1. Oconee Telephone Survey Sampling Plan Population within Zip Code EPZ (2010) Households Required Sample 29630 13,159 5,217 80 29631 12,480 5,071 78 296321 5,595 97 0 29657 3,193 1,221 19 29667 305 125 2 29671 2,490 934 14 29672 11,722 5,028 78 29676 4,794 2,284 35 29678 13,387 5,546 88 29682 3,832 1,447 22 29685 390 170 3 29686 687 283 4 29691 8,831 3,434 53 29693 20 9 0 29696 3,838 1,552 24 Total 84,7232 32,418 500 Average Household Size: 2.61 Total Sample Required: 500 F.3 Survey Results The results of the survey fall into two categories. First, the household demographics of the area can be identified. Demographic information includes such factors as household size, automobile ownership, and automobile availability. The distributions of the time to perform certain pre evacuation activities are the second category of survey results. These data are processed to develop the trip generation distributions used in the evacuation modeling effort, as discussed in Section 5.

A review of the survey instrument reveals that several questions have a dont know (DK) or refused entry for a response. It is accepted practice in conducting surveys of this type to accept the answers of a respondent who offers a DK response for a few questions or who refuses to answer a few questions. To address the issue of occasional DK/refused responses from a large sample, the practice is to assume that the distribution of these responses is the 1

Clemson University is located in Zip Code 29632. The one required sample for this zip code was relocated to Zip Code 29678 with the most households so that survey answers would not be skewed by the student population.

2 The total EPZ population of 84,723 shown in Table F1 differs slightly (0.7% higher) from the total shown in Table 31. The telephone survey sampling plan was developed early in the project based on GIS digitization of the EPZ boundary from a paper map. Later in the project, GIS shapefiles of the EPZ boundary were provided by the offsite agencies, which differed slightly from the digitized boundaries.

Oconee Nuclear Station F2 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

same as the underlying distribution of the positive responses. In effect, the DK/refused responses are ignored and the distributions are based upon the positive data that is acquired.

F.3.1 Household Demographic Results Household Size Figure F1 presents the distribution of household size within the EPZ. The average household contains 2.32 people. The estimated household size (2.61 persons) used to determine the survey sample (Table F1) was drawn from raw 2010 Census data. This value is an overestimation because the raw Census data includes Clemson University and the Oconee County Detention Center and several other facilities that are not homes. When census blocks with households sizes of zero (as is the case for Clemson University) or 10 or higher (Oconee County Detention Center) are ignored, the adjusted average household size is 2.41, which is within the aforementioned 4.4% sampling error. The close agreement between the average household size obtained from the survey and from the Census is an indication of the reliability of the survey.

Oconee Household Size 60%

50%

% of Households 40%

30%

20%

10%

0%

1 2 3 4 5 6 7 8 9 10+

Household Size Figure F1. Household Size in the EPZ Oconee Nuclear Station F3 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Automobile Ownership The average number of automobiles available per household in the EPZ is 2.15. It should be noted that approximately 1.5 percent of households do not have access to an automobile. The distribution of automobile ownership is presented in Figure F2. Figure F3 and Figure F4 present the automobile availability by household size. Note that the households without access to a car are single person or two person households. As expected, nearly all households of 2 or more people have access to at least one vehicle.

Oconee Vehicle Availability 50%

40%

% of Households 30%

20%

10%

0%

0 1 2 3 4 5 6 7 8 9+

Number of Vehicles Figure F2. Household Vehicle Availability Oconee Nuclear Station F4 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Distribution of Vehicles by HH Size 15 Person Households 1 Person 2 People 3 People 4 People 5 People 100%

80%

% of Households 60%

40%

20%

0%

0 1 2 3 4 5 6 7 8 9+

Vehicles Figure F3. Vehicle Availability 1 to 5 Person Households Distribution of Vehicles by HH Size 69+ Person Households 6 People 7 People 8 People 9+ People 100%

80%

% of Households 60%

40%

20%

0%

1 2 3 4 5 6 7 8 9 10 Vehicles Figure F4. Vehicle Availability 6 to 9+ Person Households Oconee Nuclear Station F5 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Ridesharing The majority (57%) of households surveyed (who do not own a vehicle) responded that they would share a ride with a neighbor, relative, or friend if a car was not available to them when advised to evacuate in the event of an emergency. Figure F5 presents this response. Note, however, that only those households with no access to a vehicle - 8 total out of the sample size of 500 - answered this question. Thus, the results are not statistically significant. As such, the NRC recommendation of 50% ridesharing is used throughout this study.

Oconee Rideshare with Neighbor/Friend 60%

% of Households 40%

20%

0%

Yes No Figure F5. Household Ridesharing Preference Commuters Figure F6 presents the distribution of the number of commuters in each household.

Commuters are defined as household members who travel to work or college on a daily basis.

The data shows an average of 0.88 commuters in each household in the EPZ. 50% of households have at least 1 commuter.

Oconee Nuclear Station F6 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Oconee Commuters 60%

50%

% of Households 40%

30%

20%

10%

0%

0 1 2 3 4+

Number of Commuters Figure F6. Commuters in Households in the EPZ Oconee Nuclear Station F7 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Commuter Travel Modes Figure F7 presents the mode of travel that commuters use on a daily basis. The vast majority of commuters use their private automobiles to travel to work. The data shows an average of 1.07 employees per vehicle, assuming 2 people per vehicle - on average - for carpools.

Oconee Travel Mode to Work 100%

89.4%

80%

% of Households 60%

40%

20%

6.7%

0.0% 2.1% 1.8%

0%

Rail Bus Walk/Bike Drive Alone Carpool (2+)

Mode of Travel Figure F7. Modes of Travel in the EPZ F.3.2 Evacuation Response Several questions were asked to gauge the populations response to an emergency. These are now discussed:

How many of the vehicles would your household use during an evacuation? The response is shown in Figure F8. On average, evacuating households would use 1.37 vehicles.

Would your family await the return of other family members prior to evacuating the area?

Of the survey participants who responded, 48 percent said they would await the return of other family members before evacuating and 52 percent indicated that they would not await the return of other family members.

If you had a household pet, would you take your pet with you if you were asked to evacuate the area? Based on the responses to the survey, 23 percent of households do not have a family pet. Of the households with pets, 91 percent of them indicated that they would take their pets with them, as shown in Figure F9.

Oconee Nuclear Station F8 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Vehicles Used for Evacuation 100%

80%

60%

% of Households 40%

20%

0%

0 1 2 3 4 5 6 7 8 9+

Number of Vehicles Figure F8. Number of Vehicles Used for Evacuation Households Evacuating with Pets 100%

80%

% of Households 60%

40%

20%

0%

Yes No Figure F9. Households Evacuating with Pets Oconee Nuclear Station F9 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Emergency officials advise you to take shelter at home in an emergency. Would you? This question is designed to elicit information regarding compliance with instructions to shelter in place. The results indicate that 83 percent of households who are advised to shelter in place would do so; the remaining 17 percent would choose to evacuate the area. Note the baseline ETE study assumes 20 percent of households will not comply with the shelter advisory, as per Section 2.5.2 of NUREG/CR7002. Thus, the data obtained above is in good agreement with the federal guidance.

Emergency officials advise you to take shelter at home now in an emergency and possibly evacuate later while people in other areas are advised to evacuate now. Would you? This question is designed to elicit information specifically related to the possibility of a staged evacuation. That is, asking a population to shelter in place now and then to evacuate after a specified period of time. Results indicate that 70 percent of households would follow instructions and delay the start of evacuation until so advised, while the balance of 30 percent would choose to begin evacuating immediately.

F.3.3 Time Distribution Results The survey asked several questions about the amount of time it takes to perform certain pre evacuation activities. These activities involve actions taken by residents during the course of their daytoday lives. Thus, the answers fall within the realm of the responders experience.

The mobilization distributions provided below are the result of having applied the analysis described in Section 5.4.1 on the component activities of the mobilization.

Oconee Nuclear Station F10 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

How long does it take the commuter to complete preparation for leaving work? Figure F10 presents the cumulative distribution; in all cases, the activity is completed by 60 minutes. Eighty nine percent can leave within 30 minutes.

Time to Prepare to Leave Work 100%

80%

% of Commuters 60%

40%

20%

0%

0 10 20 30 40 50 60 70 Preparation Time (min)

Figure F10. Time Required to Prepare to Leave Work/School How long would it take the commuter to travel home? Figure F11 presents the work to home travel time for the EPZ. About 89 percent of commuters can arrive home within 30 minutes of leaving work; all within 60 minutes.

Work to Home Travel 100%

80%

% of Commuters 60%

40%

20%

0%

0 10 20 30 40 50 60 70 Travel Time (min)

Figure F11. Work to Home Travel Time Oconee Nuclear Station F11 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

How long would it take the family to pack clothing, secure the house, and load the car?

Figure F12 presents the time required to prepare for leaving on an evacuation trip. In many ways this activity mimics a familys preparation for a short holiday or weekend away from home. Hence, the responses represent the experience of the responder in performing similar activities.

The distribution shown in Figure F12 has a long tail. About 63 percent of households can be ready to leave home within 45 minutes; the remaining households require up to an additional 21/2 hours.

Time to Prepare to Leave Home 100%

80%

% of Households 60%

40%

20%

0%

0 60 120 180 Preparation Time (min)

Figure F12. Time to Prepare Home for Evacuation Oconee Nuclear Station F12 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

How long would it take you to clear 6 to 8 inches of snow from your driveway? During adverse, snowy weather conditions, an additional activity must be performed before residents can depart on the evacuation trip. Although snow scenarios assume that the roads and highways have been plowed and are passable (albeit at lower speeds and capacities), it may be necessary to clear a private driveway prior to leaving the home so that the vehicle can access the street. Figure F13 presents the time distribution for removing 6 to 8 inches of snow from a driveway. The time distribution for clearing the driveway has a long tail; about 92 percent of driveways are passable within 120 minutes. The last driveway is cleared 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> after the start of this activity. Note that those respondents (44%) who answered that they would not take time to clear their driveway were assumed to be ready immediately at the start of this activity.

Essentially they would drive through the snow on the driveway to access the roadway and begin their evacuation trip.

Time to Remove Snow from Driveway 100%

80%

% of Households 60%

40%

20%

0%

0 30 60 90 120 150 180 210 240 270 Time (min)

Figure F13. Time to Clear Driveway of 6"8" of Snow F.4 Conclusions The telephone survey provides valuable, relevant data associated with the EPZ population, which have been used to quantify demographics specific to the EPZ, and mobilization time which can influence evacuation time estimates.

Oconee Nuclear Station F13 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

ATTACHMENT A Telephone Survey Instrument Oconee Nuclear Station F14 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Telephone Survey Instrument Hello, my name is ___________ and Im working on a survey for COL. 1 Unused local county emergency management agencies to identify local COL. 2 Unused behavior during emergency situations. This information will be COL. 3 Unused used for emergency planning and will be shared with local officials COL. 4 Unused to enhance emergency response plans in your area for all hazards; emergency planning for some hazards may require evacuation. COL. 5 Unused Your responses will greatly contribute to local emergency Sex COL. 8 preparedness. I will not ask for your name and the survey shall take 1 Male no more than 10 minutes to complete. 2 Female INTERVIEWER: ASK TO SPEAK TO THE HEAD OF HOUSEHOLD OR THE SPOUSE OF THE HEAD OF HOUSEHOLD.

(Terminate call if not a residence.)

DO NOT ASK:

1A. Record area code. To Be Determined COL. 911 1B. Record exchange number. To Be Determined COL. 1214

2. What is your home zip code? COL. 1519 3A. In total, how many running cars, or other running COL. 20 SKIP TO vehicles are usually available to the household? 1 ONE Q. 4 (DO NOT READ ANSWERS) 2 TWO Q. 4 3 THREE Q. 4 4 FOUR Q. 4 5 FIVE Q. 4 6 SIX Q. 4 7 SEVEN Q. 4 8 EIGHT Q. 4 9 NINE OR MORE Q. 4 0 ZERO (NONE) Q. 3B X DONT KNOW/REFUSED Q. 3B 3B. In an emergency, could you get a ride out of the COL. 21 area with a neighbor or friend? 1 YES 2 NO X DONT KNOW/REFUSED

4. How many people usually live in this household? COL. 22 COL. 23 (DO NOT READ ANSWERS) 1 ONE 0 TEN 2 TWO 1 ELEVEN 3 THREE 2 TWELVE 4 FOUR 3 THIRTEEN 5 FIVE 4 FOURTEEN Oconee Nuclear Station F15 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

6 SIX 5 FIFTEEN 7 SEVEN 6 SIXTEEN 8 EIGHT 7 SEVENTEEN 9 NINE 8 EIGHTEEN 9 NINETEEN OR MORE X DONT KNOW/REFUSED

5. How many adults in the household commute to a COL. 24 SKIP TO job, or to college on a daily basis? 0 ZERO Q. 9 1 ONE Q. 6 2 TWO Q. 6 3 THREE Q. 6 4 FOUR OR MORE Q. 6 5 DONT KNOW/REFUSED Q. 9 INTERVIEWER: For each person identified in Question 5, ask Questions 6, 7, and 8.

6. Thinking about commuter #1, how does that person usually travel to work or college? (REPEAT QUESTION FOR EACH COMMUTER)

Commuter #1 Commuter #2 Commuter #3 Commuter #4 COL. 25 COL. 26 COL. 27 COL. 28 Rail 1 1 1 1 Bus 2 2 2 2 Walk/Bicycle 3 3 3 3 Drive Alone 4 4 4 4 Carpool2 or more people 5 5 5 5 Dont know/Refused 6 6 6 6

7. How much time on average, would it take Commuter #1 to travel home from work or college? (REPEAT QUESTION FOR EACH COMMUTER) (DO NOT READ ANSWERS)

COMMUTER #1 COMMUTER #2 COL. 29 COL. 30 COL. 31 COL. 32 1 5 MINUTES OR LESS 1 4650 MINUTES 1 5 MINUTES OR LESS 1 4650 MINUTES 2 610 MINUTES 2 5155 MINUTES 2 610 MINUTES 2 5155 MINUTES 3 1115 MINUTES 3 56 - 1 HOUR 3 1115 MINUTES 3 56 - 1 HOUR OVER 1 HOUR, BUT OVER 1 HOUR, BUT 4 1620 MINUTES 4 LESS THAN 1 HOUR 15 4 1620 MINUTES 4 LESS THAN 1 HOUR MINUTES 15 MINUTES BETWEEN 1 HOUR 16 BETWEEN 1 HOUR 16 5 2125 MINUTES 5 MINUTES AND 1 HOUR 5 2125 MINUTES 5 MINUTES AND 1 30 MINUTES HOUR 30 MINUTES 6 2630 MINUTES 6 BETWEEN 1 HOUR 31 6 2630 MINUTES 6 BETWEEN 1 HOUR 31 Oconee Nuclear Station F16 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

MINUTES AND 1 HOUR MINUTES AND 1 45 MINUTES HOUR 45 MINUTES BETWEEN 1 HOUR 46 BETWEEN 1 HOUR 46 7 3135 MINUTES 7 MINUTES AND 2 7 3135 MINUTES 7 MINUTES AND 2 HOURS HOURS OVER 2 HOURS OVER 2 HOURS 8 3640 MINUTES 8 8 3640 MINUTES 8 (SPECIFY ______) (SPECIFY ______)

9 4145 MINUTES 9 9 4145 MINUTES 9 0 0 DONT KNOW DONT KNOW X X

/REFUSED /REFUSED COMMUTER #3 COMMUTER #4 COL. 33 COL. 34 COL. 35 COL. 36 1 5 MINUTES OR LESS 1 4650 MINUTES 1 5 MINUTES OR LESS 1 4650 MINUTES 2 610 MINUTES 2 5155 MINUTES 2 610 MINUTES 2 5155 MINUTES 3 1115 MINUTES 3 56 - 1 HOUR 3 1115 MINUTES 3 56 - 1 HOUR OVER 1 HOUR, BUT OVER 1 HOUR, BUT 4 1620 MINUTES 4 LESS THAN 1 HOUR 15 4 1620 MINUTES 4 LESS THAN 1 HOUR MINUTES 15 MINUTES BETWEEN 1 HOUR 16 BETWEEN 1 HOUR 16 5 2125 MINUTES 5 MINUTES AND 1 HOUR 5 2125 MINUTES 5 MINUTES AND 1 30 MINUTES HOUR 30 MINUTES BETWEEN 1 HOUR 31 BETWEEN 1 HOUR 31 6 2630 MINUTES 6 MINUTES AND 1 HOUR 6 2630 MINUTES 6 MINUTES AND 1 45 MINUTES HOUR 45 MINUTES BETWEEN 1 HOUR 46 BETWEEN 1 HOUR 46 7 3135 MINUTES 7 MINUTES AND 2 7 3135 MINUTES 7 MINUTES AND 2 HOURS HOURS OVER 2 HOURS OVER 2 HOURS 8 3640 MINUTES 8 8 3640 MINUTES 8 (SPECIFY ______) (SPECIFY ______)

9 4145 MINUTES 9 9 4145 MINUTES 9 0 0 DONT KNOW DONT KNOW X X

/REFUSED /REFUSED

8. Approximately how much time does it take Commuter #1 to complete preparation for leaving work or college prior to starting the trip home? (REPEAT QUESTION FOR EACH COMMUTER) (DO NOT READ ANSWERS)

COMMUTER #1 COMMUTER #2 COL. 37 COL. 38 COL. 39 COL. 40 1 5 MINUTES OR LESS 1 4650 MINUTES 1 5 MINUTES OR LESS 1 4650 MINUTES 2 610 MINUTES 2 5155 MINUTES 2 610 MINUTES 2 5155 MINUTES 3 1115 MINUTES 3 56 - 1 HOUR 3 1115 MINUTES 3 56 - 1 HOUR 4 1620 MINUTES 4 OVER 1 HOUR, BUT 4 1620 MINUTES 4 OVER 1 HOUR, BUT LESS THAN 1 HOUR 15 LESS THAN 1 HOUR Oconee Nuclear Station F17 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

MINUTES 15 MINUTES BETWEEN 1 HOUR 16 BETWEEN 1 HOUR 16 5 2125 MINUTES 5 MINUTES AND 1 HOUR 5 2125 MINUTES 5 MINUTES AND 1 30 MINUTES HOUR 30 MINUTES BETWEEN 1 HOUR 31 BETWEEN 1 HOUR 31 6 2630 MINUTES 6 MINUTES AND 1 HOUR 6 2630 MINUTES 6 MINUTES AND 1 45 MINUTES HOUR 45 MINUTES BETWEEN 1 HOUR 46 BETWEEN 1 HOUR 46 7 3135 MINUTES 7 MINUTES AND 2 7 3135 MINUTES 7 MINUTES AND 2 HOURS HOURS OVER 2 HOURS OVER 2 HOURS 8 3640 MINUTES 8 8 3640 MINUTES 8 (SPECIFY ______) (SPECIFY ______)

9 4145 MINUTES 9 9 4145 MINUTES 9 0 0 X DONT KNOW /REFUSED X DONT KNOW /REFUSED COMMUTER #3 COMMUTER #4 COL. 41 COL. 42 COL. 43 COL. 44 1 5 MINUTES OR LESS 1 4650 MINUTES 1 5 MINUTES OR LESS 1 4650 MINUTES 2 610 MINUTES 2 5155 MINUTES 2 610 MINUTES 2 5155 MINUTES 3 1115 MINUTES 3 56 - 1 HOUR 3 1115 MINUTES 3 56 - 1 HOUR OVER 1 HOUR, BUT OVER 1 HOUR, BUT LESS 4 1620 MINUTES 4 LESS THAN 1 HOUR 15 4 1620 MINUTES 4 THAN 1 HOUR 15 MINUTES MINUTES BETWEEN 1 HOUR 16 BETWEEN 1 HOUR 16 5 2125 MINUTES 5 MINUTES AND 1 HOUR 5 2125 MINUTES 5 MINUTES AND 1 HOUR 30 30 MINUTES MINUTES BETWEEN 1 HOUR 31 BETWEEN 1 HOUR 31 6 2630 MINUTES 6 MINUTES AND 1 HOUR 6 2630 MINUTES 6 MINUTES AND 1 HOUR 45 45 MINUTES MINUTES BETWEEN 1 HOUR 46 BETWEEN 1 HOUR 46 7 3135 MINUTES 7 MINUTES AND 2 7 3135 MINUTES 7 MINUTES AND 2 HOURS HOURS OVER 2 HOURS OVER 2 HOURS (SPECIFY 8 3640 MINUTES 8 8 3640 MINUTES 8 (SPECIFY ______) ______)

9 4145 MINUTES 9 9 4145 MINUTES 9 0 0 X DONT KNOW /REFUSED X DONT KNOW /REFUSED

9. If you were advised by local authorities to evacuate, how much time would it take the household to pack clothing, medications, secure the house, load the car, and complete preparations prior to evacuating the area? (DO NOT READ ANSWERS)

COL. 45 COL. 46 1 LESS THAN 15 MINUTES 1 3 HOURS TO 3 HOURS 15 MINUTES Oconee Nuclear Station F18 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

2 1530 MINUTES 2 3 HOURS 16 MINUTES TO 3 HOURS 30 MINUTES 3 3145 MINUTES 3 3 HOURS 31 MINUTES TO 3 HOURS 45 MINUTES 4 46 MINUTES - 1 HOUR 4 3 HOURS 46 MINUTES TO 4 HOURS 5 1 HOUR TO 1 HOUR 15 MINUTES 5 4 HOURS TO 4 HOURS 15 MINUTES 6 1 HOUR 16 MINUTES TO 1 HOUR 30 MINUTES 6 4 HOURS 16 MINUTES TO 4 HOURS 30 MINUTES 7 1 HOUR 31 MINUTES TO 1 HOUR 45 MINUTES 7 4 HOURS 31 MINUTES TO 4 HOURS 45 MINUTES 8 1 HOUR 46 MINUTES TO 2 HOURS 8 4 HOURS 46 MINUTES TO 5 HOURS 9 2 HOURS TO 2 HOURS 15 MINUTES 9 5 HOURS TO 5 HOURS 30 MINUTES 0 2 HOURS 16 MINUTES TO 2 HOURS 30 MINUTES 0 5 HOURS 31 MINUTES TO 6 HOURS X 2 HOURS 31 MINUTES TO 2 HOURS 45 MINUTES X OVER 6 HOURS (SPECIFY _______)

Y 2 HOURS 46 MINUTES TO 3 HOURS COL. 47 1 DONT KNOW/REFUSED

10. If there is 68 of snow on your driveway or curb, would you need to shovel out to evacuate? If yes, how much time, on average, would it take you to clear the 68 of snow to move the car from the driveway or curb to begin the evacuation trip? Assume the roads are passable. (DO NOT READ RESPONSES)

COL. 48 COL. 49 1 LESS THAN 15 MINUTES 1 OVER 3 HOURS (SPECIFY _______)

2 1530 MINUTES 2 DONT KNOW/REFUSED 3 3145 MINUTES 4 46 MINUTES - 1 HOUR 5 1 HOUR TO 1 HOUR 15 MINUTES 6 1 HOUR 16 MINUTES TO 1 HOUR 30 MINUTES 7 1 HOUR 31 MINUTES TO 1 HOUR 45 MINUTES 8 1 HOUR 46 MINUTES TO 2 HOURS 9 2 HOURS TO 2 HOURS 15 MINUTES 0 2 HOURS 16 MINUTES TO 2 HOURS 30 MINUTES X 2 HOURS 31 MINUTES TO 2 HOURS 45 MINUTES Y 2 HOURS 46 MINUTES TO 3 HOURS Z NO, WILL NOT SHOVEL OUT

11. Please choose one of the following (READ COL. 50 ANSWERS): 1 A If you were at home and were asked to evacuate, 2 B A. I would await the return of household commuters to evacuate together.

B. I would evacuate independently and meet X DONT KNOW/REFUSED other household members later.

12. How many vehicles would your household use during an evacuation? (DO NOT READ ANSWERS)

Oconee Nuclear Station F19 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

COL. 51 1 ONE 2 TWO 3 THREE 4 FOUR 5 FIVE 6 SIX 7 SEVEN 8 EIGHT 9 NINE OR MORE 0 ZERO (NONE)

X DONT KNOW/REFUSED 13A. Emergency officials advise you to take shelter at home in COL. 52 an emergency. Would you: (READ ANSWERS) 1 A A. SHELTER; or 2 B B. EVACUATE X DONT KNOW/REFUSED 13B. Emergency officials advise you to take shelter at home COL. 53 now in an emergency and possibly evacuate later while 1 A people in other areas are advised to evacuate now. Would 2 B you: (READ ANSWERS)

X DONT KNOW/REFUSED A. SHELTER; or B. EVACUATE

14. If you have a household pet, would you take your pet with you if you were asked to evacuate the area?

(READ ANSWERS)

COL. 54 1 DONT HAVE A PET 2 YES 3 NO X DONT KNOW/REFUSED Thank you very much. _______________________________

(TELEPHONE NUMBER CALLED)

IF REQUESTED:

For additional information, contact your County Emergency Management Agency during normal business hours.

County EMA Phone Oconee (864) 6384200 Pickens (864) 8985945 Oconee Nuclear Station F20 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

APPENDIX G Traffic Management Plan

G. TRAFFIC MANAGEMENT PLAN NUREG/CR7002 indicates that the existing TCPs and ACPs identified by the offsite agencies should be used in the evacuation simulation modeling. The traffic and access control plans for the EPZ were provided by each county. These plans were reviewed and the TCPs and ACPs were modeled accordingly.

G.1 Traffic and Access Control Points As discussed in Section 9, traffic and access control points at intersections (which are controlled) are modeled as actuated signals. If an intersection has a pretimed signal, stop, or yield control, and the intersection is identified as a traffic control point, the control type was changed to an actuated signal in the DYNEV II system. Table K2 provides the control type and node number for those nodes which are controlled. If the existing control was changed due to the point being a TCP/ACP, the control type is indicated as Traffic and Access Control Point in Table K2.

As discussed in Section 9, there is significant traffic congestion in competing directions (east west and northsouth) at intersections within the study area. Assigning police officers to perform traffic control at these intersections will have no benefit due to the heavy congestion along competing approaches.

Table G1 lists the TCPs/ACPs identified in the state and both county emergency plans, while Figure G1 maps each of the control points. These traffic and access control points would be manned during an evacuation by traffic guides who would direct evacuees in the proper direction and facilitate the flow of traffic out of the EPZ.

Table G1. Existing Traffic and Access Control Points TCP/ACP ID Location ST01/A1 Intersection of Gap Hill Road and SC 183 ST02/B1 Intersection of Ridgedale Road and Dan Ross Road ST03/C1 Intersection of Seneca Road and Toby Hills Road ST04/B2 Intersection of Seneca Road and Jones Mill Rd ST05/D1 Intersection of SC 130 and Katelynn Lane ST06/E1 Intersection of SC 130 and SC 183 Oconee Nuclear Station G1 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

It is assumed that access control points will be established within 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> of the advisory to evacuate to discourage through travelers from using major through routes which traverse the EPZ. As discussed in Section 3.6, external traffic was only considered on three routes which traverse the EPZ - US Highways 76, 123 and 178 - in this analysis. The generation of these external trips ceased at 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> after the advisory to evacuate in the simulation.

As discussed in Section 7.3, the animation of the evacuation traffic conditions indicates several areas of congestion during the evacuation. Specifically, US 76/123 is congested for nearly 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br />. External to external traffic traveling through the EPZ on US 123 and US 76 should be diverted to avoid more congestion. The following additional access control points could be considered to reduce the amount of external traffic along these routes:

US 123 & US 178 (Liberty) - divert US 123 westbound traffic onto US 178 southbound toward I85 US 123 & US 76 (Westminster) - divert US 123 eastbound traffic onto US 76 westbound and divert US 76 eastbound traffic onto US 123 westbound US 76 & I85 (Northlake) - divert US 76 westbound traffic onto I85 in either direction Oconee Nuclear Station G2 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

N w -\rE S

,c@

c@)

Legend ONS Traffic and Access Control Point Intersection of Gap Mill Road and SC183 Intersection of Ridgedale Road and Dan Ross Road Intersection of Seneca Road and TobyHills Road Intersection of Seneca Road and Jones Mill Road

~ PAZ I ntersection of SC 130 and Katelynn Ln

\... ./ 2,5, 10 Mile Rings Intersection ofSC130and SC183

~ Shadow Region 10 Miles Figure G1. Traffic and Access Control Points within the ONS EPZ Oconee Nuclear Station G3 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

APPENDIX H Evacuation Regions

H EVACUATION REGIONS This appendix presents the evacuation percentages for each Evacuation Region (Table H1) and maps of all Evacuation Regions. The percentages presented in Table H1 are based on the methodology discussed in assumption 5 of Section 2.2 and shown in Figure 21.

Note the baseline ETE study assumes 20 percent of households will not comply with the shelter advisory, as per Section 2.5.2 of NUREG/CR7002.

Oconee Nuclear Station H1 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Table H1. Percent of Protective Action Area Population Evacuating for Each Region PAZ Region Description A0 A1 B1 C1 D1 E1 F1 A2 B2 C2 D2 E2 F2 R01 2Mile Ring 100% 20% 20% 20% 20% 20% 20% 20% 20% 20% 20% 20% 20%

R02 5Mile Ring 100% 100% 100% 100% 100% 100% 100% 20% 20% 20% 20% 20% 20%

R03 Full EPZ 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%

Evacuate 2Mile Radius and Downwind to 5 Miles Wind PAZ Region Direction Toward: A0 A1 B1 C1 D1 E1 F1 A2 B2 C2 D2 E2 F2 R04 N 100% 100% 20% 20% 20% 20% 100% 20% 20% 20% 20% 20% 20%

R05 NNE 100% 100% 100% 20% 20% 20% 100% 20% 20% 20% 20% 20% 20%

R06 NE, ENE 100% 100% 100% 20% 20% 20% 20% 20% 20% 20% 20% 20% 20%

R07 E, ESE, SE 100% 20% 100% 100% 20% 20% 20% 20% 20% 20% 20% 20% 20%

R08 SSE, S, SSW 100% 20% 20% 100% 100% 20% 20% 20% 20% 20% 20% 20% 20%

R09 SW, WSW 100% 20% 20% 20% 100% 100% 20% 20% 20% 20% 20% 20% 20%

R10 W 100% 20% 20% 20% 20% 100% 20% 20% 20% 20% 20% 20% 20%

WNW, NW, R11 100% 20% 20% 20% 20% 100% 100% 20% 20% 20% 20% 20% 20%

NNW Evacuate 5Mile Radius and Downwind to the EPZ Boundary Wind PAZ Region Direction Toward: A0 A1 B1 C1 D1 E1 F1 A2 B2 C2 D2 E2 F2 R12 N, NNE 100% 100% 100% 100% 100% 100% 100% 100% 20% 20% 20% 20% 100%

R13 NE, ENE 100% 100% 100% 100% 100% 100% 100% 100% 100% 20% 20% 20% 20%

R14 E, ESE 100% 100% 100% 100% 100% 100% 100% 20% 100% 100% 20% 20% 20%

R15 SE 100% 100% 100% 100% 100% 100% 100% 20% 100% 100% 100% 20% 20%

R16 SSE, S 100% 100% 100% 100% 100% 100% 100% 20% 20% 100% 100% 20% 20%

SSW, SW, R17 100% 100% 100% 100% 100% 100% 100% 20% 20% 20% 100% 100% 20%

WSW R18 W, WNW, NW 100% 100% 100% 100% 100% 100% 100% 20% 20% 20% 20% 100% 100%

Staged Evacuation 2Mile Radius Evacuates, then Evacuate Downwind to 5 Miles Wind PAZ Region Direction Toward: A0 A1 B1 C1 D1 E1 F1 A2 B2 C2 D2 E2 F2 R19 5Mile Ring 100% 100% 100% 100% 100% 100% 100% 20% 20% 20% 20% 20% 20%

R20 N 100% 100% 20% 20% 20% 20% 100% 20% 20% 20% 20% 20% 20%

R21 NNE 100% 100% 100% 20% 20% 20% 100% 20% 20% 20% 20% 20% 20%

R22 NE, ENE 100% 100% 100% 20% 20% 20% 20% 20% 20% 20% 20% 20% 20%

R23 E, ESE, SE 100% 20% 100% 100% 20% 20% 20% 20% 20% 20% 20% 20% 20%

R24 SSE, S, SSW 100% 20% 20% 100% 100% 20% 20% 20% 20% 20% 20% 20% 20%

R25 SW, WSW 100% 20% 20% 20% 100% 100% 20% 20% 20% 20% 20% 20% 20%

R26 W 100% 20% 20% 20% 20% 100% 20% 20% 20% 20% 20% 20% 20%

WNW, NW, R27 100% 20% 20% 20% 20% 100% 100% 20% 20% 20% 20% 20% 20%

NNW ShelterinPlace until 90% ETE for R01, then Evacuate PAZ(s) ShelterinPlace PAZ(s) Evacuate Oconee Nuclear Station H2 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

cw Coneross Creek Reservoir l

Legend GJ ONS PAZ

~ Evacu ate

~

I..

- - Sect o r Bou ndaries 10 Mi les Figure H1. Region R01 Oconee Nuclear Station H3 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~~)

Coneross Creek Reservoir Legend ONS GJ PAZ

~ Evacuate

~

I.- ..;

- - Sector Boundaries 10 Miles Figure H2. Region R02 Oconee Nuclear Station H4 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~~)

Coneross Creek Reservoir Legend ONS GJ PAZ

~ Evacuate

~

I.- ..;

- - Sector Boundaries 10 Miles Figure H3. Region R03 Oconee Nuclear Station H5 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

cw Coneross Creek Reservoir l

Legend GJ ONS PAZ

~ Evacu ate

~

I..

- - Sect o r Bou ndaries 10 Mi les Figure H4. Region R04 Oconee Nuclear Station H6 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

cw Coneross Creek Reservoir l

Legend GJ ONS PAZ

~ Evacu ate

~

I..

- - Sect o r Bou ndaries 10 Mi les Figure H5. Region R05 Oconee Nuclear Station H7 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

cw Coneross Creek Reservoir l

Legend GJ ONS PAZ

~ Evacu ate

~

I..

- - Sect o r Bou ndaries 10 Mi les Figure H6. Region R06 Oconee Nuclear Station H8 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

cw Coneross Creek Reservoir l

Legend GJ ONS PAZ

~ Evacu ate

~

I..

- - Sect o r Bou ndaries 10 Mi les Figure H7. Region R07 Oconee Nuclear Station H9 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

cw Coneross Creek Reservoir l

Legend GJ ONS PAZ

~ Evacu ate

~

I..

- - Sect o r Bou ndaries 10 Mi les Figure H8. Region R08 Oconee Nuclear Station H10 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

cw Coneross Creek Reservoir l

Legend GJ ONS PAZ

~ Evacu ate

~

I..

- - Sect o r Bou ndaries 10 Mi les Figure H9. Region R09 Oconee Nuclear Station H11 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

cw Coneross Creek Reservoir l

Legend GJ ONS PAZ

~ Evacu ate

~

I..

- - Sect o r Bou ndaries 10 Mi les Figure H10. Region R10 Oconee Nuclear Station H12 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

cw Coneross Creek Reservoir l

Legend GJ ONS PAZ

~ Evacu ate

~

I..

- - Sect o r Bou ndaries 10 Mi les Figure H11. Region R11 Oconee Nuclear Station H13 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

fi&1 Coneross Creek Reservoir

~

legend ONS GJ PAZ

~ Evacu ate

~

- - Sector Boundaries 10 Mi les Figure H12. Region R12 Oconee Nuclear Station H14 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~~)

Coneross Creek Reservoir Legend ONS GJ PAZ

~ Evacuate

~

I.- ..;

- - Sector Boundaries 10 Miles Figure H13. Region R13 Oconee Nuclear Station H15 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~~)

Coneross Creek Reservoir Legend ONS GJ PAZ

~ Evacuate

~

I.- ..;

- - Sector Boundaries 10 Miles Figure H14. Region R14 Oconee Nuclear Station H16 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~~)

Coneross Creek Reservoir Legend ONS GJ PAZ

~ Evacuate

~

I.- ..;

- - Sector Boundaries 10 Miles Figure H15. Region R15 Oconee Nuclear Station H17 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~~)

Coneross Creek Reservoir Legend ONS GJ PAZ

~ Evacuate

~

I.- ..;

- - Sector Boundaries 10 Miles Figure H16. Region R16 Oconee Nuclear Station H18 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~~)

Coneross Creek Reservoir Legend ONS GJ PAZ

~ Evacuate

~

I.- ..;

- - Sector Boundaries 10 Miles Figure H17. Region R17 Oconee Nuclear Station H19 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~~)

Coneross Creek Reservoir Legend ONS GJ PAZ

~ Evacuate

~

I.- ..;

- - Sector Boundaries 10 Miles Figure H18. Region R18 Oconee Nuclear Station H20 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~

Coneross Creek Reservoir l

Legend

~ PAZ ONS t

1221 Evacuate

~ Shelter, then Evacuate

, -=:. 2,5, 10 Mile Rings

- - Sector Boundaries 10 Miles Figure H19. Region R19 Oconee Nuclear Station H21 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~

Coneross Creek Reservoir l

Legend

~ PAZ ONS t

1221 Evacuate

~ Shelter, then Evacuate

, -=:. 2,5, 10 Mile Rings

- - Sector Boundaries 10 Miles Figure H20. Region R20 Oconee Nuclear Station H22 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~

Coneross Creek Reservoir l

Legend

~ PAZ ONS t

1221 Evacuate

~ Shelter, then Evacuate

, -=:. 2,5, 10 Mile Rings

- - Sector Boundaries 10 Miles Figure H21. Region R21 Oconee Nuclear Station H23 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~

Coneross Creek Reservoir l

Legend

~ PAZ ONS t

1221 Evacuate

~ Shelter, then Evacuate

, -=:. 2,5, 10 Mile Rings

- - Sector Boundaries 10 Miles Figure H22. Region R22 Oconee Nuclear Station H24 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~

Coneross Creek Reservoir l

Legend

~ PAZ ONS t

1221 Evacuate

~ Shelter, then Evacuate

, -=:. 2,5, 10 Mile Rings

- - Sector Boundaries 10 Miles Figure H23. Region R23 Oconee Nuclear Station H25 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~

Coneross Creek Reservoir l

Legend

~ PAZ ONS t

1221 Evacuate

~ Shelter, then Evacuate

, -=:. 2,5, 10 Mile Rings

- - Sector Boundaries 10 Miles Figure H24. Region R24 Oconee Nuclear Station H26 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~

Coneross Creek Reservoir l

Legend

~ PAZ ONS t

1221 Evacuate

~ Shelter, then Evacuate

, -=:. 2,5, 10 Mile Rings

- - Sector Boundaries 10 Miles Figure H25. Region R25 Oconee Nuclear Station H27 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~

Coneross Creek Reservoir l

Legend

~ PAZ ONS t

1221 Evacuate

~ Shelter, then Evacuate

, -=:. 2,5, 10 Mile Rings

- - Sector Boundaries 10 Miles Figure H26. Region R26 Oconee Nuclear Station H28 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

~

Coneross Creek Reservoir l

Legend

~ PAZ ONS t

1221 Evacuate

~ Shelter, then Evacuate

, -=:. 2,5, 10 Mile Rings

- - Sector Boundaries 10 Miles Figure H27. Region R27 Oconee Nuclear Station H29 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1