ML13007A081

Kld TR-495, Rev. 2, Beaver Valley Power Station Development of Evacuation Time Estimates, Page 9-1 Through E-21

ML13007A081
Person / Time
Site:	Beaver Valley
Issue date:	12/20/2012
From:	KLD Engineering, PC
To:	Office of Nuclear Reactor Regulation
References
L-12-441 KLD TR-495, Rev 2
Download: ML13007A081 (62)

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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).

• Traffic Control Devices to assist these personnel in the performance of their tasks. These devices should comply with the guidance of the Manual of Uniform Traffic Control Devices (MUTCD) published by the Federal Highway Administration (FHWA) of the U.S.D.O.T.

All state and most county transportation agencies have access to the MUTCD, which is available on-line: 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.We employ the terms "facilitate" and "discourage" rather than "enforce" and "prohibit" 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.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/CR-7002.

2. Computer analysis of the evacuation traffic flow environment.

This analysis identifies the best routing and those critical intersections that experience pronounced congestion.

Any critical intersections that are not identified in the existing offsite plans are suggested as additional TCPs and ACPs 3. The existing TCP and ACP, and how they were applied in the ETE study, is presented in Appendix G.Beaver Valley Power Station 9-1 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2

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 plant could have a more beneficial effect on minimizing potential exposure to radioactivity than those TCPs located far from the power plant. These priorities should be assigned by state/county emergency management representatives and by law enforcement personnel.

The use of Intelligent Transportation Systems (ITS) technologies could reduce manpower and equipment needs, while still facilitating the evacuation process. Dynamic Message Signs (DMS)could be placed within the EPZ to provide information to travelers regarding traffic conditions, route selection, and reception center information.

DMS could also be placed outside of the EPZ to warn motorists to avoid using routes that may conflict with the flow of evacuees away from the power plant. Highway Advisory Radio (HAR) could be used to broadcast information to evacuees en route through their vehicle stereo systems. Automated Traveler Information Systems (ATIS) could also be used to provide evacuees with information.

Internet websites could provide traffic and evacuation route information before the evacuee begins his trip, while on board navigation systems (GPS units), cell phones, and pagers could be used to provide information en route. These are only several examples of how ITS technologies could benefit the evacuation process. Consideration could be given that ITS technologies be used to facilitate the evacuation process, and any additional signage placed should consider evacuation needs.The ETE analysis treated all controlled intersections that are existing TCP and ACP locations in the offsite agency plans as being controlled by actuated signals. No additional TCPs or ACPs are identified as a result of this study.Chapters 2N and 5G, and Part 6 of the 2009 MUTCD are particularly relevant and could be reviewed during emergency response training.The ETE calculations reflect the assumption that all "external-external" 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.

Beaver Valley Power Station 9-2 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 10 EVACUATION ROUTES Evacuation routes are comprised of two distinct components:

• Routing from a sub-area being evacuated to the boundary of the evacuation region and thence out of the EPZ.* Routing of transit-dependent 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 transit-dependent 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 10-1 present maps showing the general population and school reception centers for evacuees.

The major evacuation routes for the EPZ are presented in Figure 10-2.Due to concerns with reception center capacity, evacuees were not routed across state borders, including: " No traffic flow across the Newell Toll Bridge between Ohio and West Virginia" No traffic flow on Ohio State Route 39 and Pennsylvania State Route 68 across the state borders* No traffic flow on Ohio State Route 154 and Pennsylvania State Route 251 across the state borders" No traffic flow along US Route 30 between Pennsylvania and West Virginia It is assumed that all school evacuees will be taken to the appropriate host school and subsequently picked up by parents or guardians.

Transit-dependent evacuees are transported to the nearest reception center for each county. This study does not consider the transport of evacuees from reception centers to congregate care centers, if the counties do make the decision to relocate evacuees.Beaver Valley Power Station 10-1 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 Reception Centers and Host Schools i. Mohawk, Ro1 ,Et ,-Uno Ara4 -Rc "7 Aiversity fýHig ,HgSchoAi," , -pe c;1.-,"k~~~gf SbchI r.Sroot cho dip~ ~ Ii'a'I AM f- j "Ikbsa-Hhi Uorrol +,- Ier g:u- Scoo eintoo BI c ookSu-Aea1 (b---w Fai 4)-.3t Piklv~i I~rt -" -1 W lg Figure ~ ~ ~ ~ ~ ~ ~ B4 c0-1. Geea oplto ecpinCntr n os col Bevr aly o erSaion 0- hKLD (1,uerng P.Evac ati n Ti e E tima e R v.

Figure 10-2. Evacuation Route Map 10-3 KLD Engineering, P.C.Beaver Valley Power Station Evacuation Time Estimate 10-3 KLD Engineering, P.C.Rev. 2 11 SURVEILLANCE OF EVACUATION OPERATIONS There is a need for surveillance of traffic operations during the evacuation.

There is also a need to clear any blockage of roadways arising from accidents or vehicle disablement.

Surveillance can take several forms.1. Traffic control personnel, located at Traffic Control and Access Control points, provide fixed-point surveillance.

2. Ground patrols may be undertaken along well-defined paths to ensure coverage of those highways that serve as major evacuation routes.3. Aerial surveillance of evacuation operations may also be conducted using helicopter or fixed-wing aircraft, if available.

4. Cellular phone calls (if cellular coverage exists) from motorists may also provide direct field reports of road blockages.

These concurrent surveillance procedures are designed to provide coverage of the entire EPZ as well as the area around its periphery.

It is the responsibility of the counties to support an emergency response system that can receive messages from the field and be in a position to respond to any reported problems in a timely manner. This coverage should quickly identify, and expedite the response to any blockage caused by a disabled vehicle.Tow Vehicles In a low-speed traffic environment, any vehicle disablement is likely to arise due to a low-speed collision, mechanical failure or the exhaustion of its fuel supply. In any case, the disabled vehicle can be pushed onto the shoulder, thereby restoring traffic flow. Past experience in other emergencies indicates that evacuees who are leaving an area often perform activities such as pushing a disabled vehicle to the side of the road without prompting.

While the need for tow vehicles is expected to be low under the circumstances described above, it is still prudent to be prepared for such a need. Consideration should be given that tow trucks with a supply of gasoline be deployed at strategic locations within, or just outside, the EPZ. These locations should be selected so that: " They permit access to key, heavily loaded, evacuation routes.* Responding tow trucks would most likely travel counter-flow relative to evacuating traffic.Consideration should also be given that the state and local emergency management agencies encourage gas stations to remain open during the evacuation.

Beaver Valley Power Station 11-1 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 12 CONFIRMATION TIME It is necessary to confirm that the evacuation process is effective in the sense that the public is complying with the Advisory to Evacuate.

Appendix H, section 2.9, of the Hancock County Radiological Emergency Preparedness Plan, indicates the following regarding confirmation of evacuation:

This involves a one-time effort to drive through the affected areas at a moderate speed and report the location of residences which have not been evacuated.

The County EOC will dispatch teams to these locations to verify evacuation and/or provide relocation assistance.

Section II, Part J, of the Columbiana County Radiological Emergency Preparedness Plan, indicates the following regarding confirmation of evacuation:

Upon receipt of notification, Ohio residents are to place a previously provided "I Have Been Notified" sign in a front window or doorway. As an alternative, or backup, a white cloth may be tied to a door handle. Fire departments will drive assigned routes or territories and look for confirmation sign.Both county methods would require additional manpower.

In Hancock County, teams would be dispatched to affected residential areas to observe whether or not homes are vacant. There are approximately 200 roadway miles in the Hancock County portion of the EPZ. Assuming each person, on a 10 person team, would travel at 20 mph down each road, confirmation would take one hour per person. In the Columbiana County portion of the EPZ, fire departments would be dispatched to affected residential areas to observe whether households received notification of evacuation.

There are approximately 300 roadway miles in the Hancock County portion of the EPZ. Making an assumption that 10 firefighters would be assigned to this task, each traveling at 20 mph down each road, confirmation would take 1 , hours per person.Should there be insufficient manpower to confirm evacuation using either of the methods discussed above, the following alternative or complementary approach is suggested.

The suggested procedure employs a stratified random sample and a telephone survey. The size of the sample is dependent on the expected number of households that do not comply with the Advisory to Evacuate.

We believe it is reasonable to assume, for the purpose of estimating sample size that at least 80 percent of the population within the EPZ will comply with the Advisory to Evacuate.

On this basis, an analysis could be undertaken (see Table 12-1) to yield an estimated sample size of approximately 300.The confirmation process should start at about 2, hours after the Advisory to Evacuate, which is when 90 percent of evacuees have completed their mobilization activities (see Figure 5-4). At this time, virtually all evacuees will have departed on their respective trips and the local telephone system will be largely free of traffic.As indicated in Table 12-1, approximately 7A person hours are needed to complete the telephone survey. If six people are assigned to this task, each dialing a different set of Beaver Valley Power Station 12-1 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 telephone exchanges (e.g., each person can be assigned a different set of sub-areas), then the confirmation process will extend over a time frame of about 75 minutes. Thus, the confirmation should be completed well before the evacuated area is cleared. Of course, fewer people would be needed for this survey if the evacuation region were only a portion of the EPZ.Use of modern automated computer controlled dialing equipment or other technologies (e.g., reverse 911 or equivalent) can significantly reduce the manpower requirements and the time required to undertake this type of confirmation survey.If this method is indeed used by the county, consideration should be given to maintain a list of telephone numbers within the EPZ in the EOC at all times. Such a list could be purchased from vendors and should be periodically updated. As indicated above, the confirmation process should not begin until 21/2 hours after the Advisory to Evacuate, to ensure that households have had enough time to mobilize.

This 21/22-hour timeframe will enable telephone operators to arrive at their workplace, obtain a call list and prepare to make the necessary phone calls.Should the number of telephone responses (i.e., people still at home) exceed 20 percent, then the telephone survey should be repeated after an hour's interval until the confirmation process is completed.

Beaver Valley Power Station Evacuation Time Estimate 12-2 KLD Engineering, P.C.Rev. 2 Table 12-1. Estimated Number of Telephone Calls Required for Confirmation of Evacuation Problem Definition Estimate number of phone calls, n, needed to ascertain the proportion, F of households that have not evacuated.

Reference:

Burstein, H., Attribute Sampling McGraw Hill, 1971 Given:* No. of households plus other facilities, N, within the EPZ (est.) = 47,500* Est. proportion, F, of households that will not evacuate = 0.20" Allowable error margin, e: 0.05* Confidence level, a: 0.95 (implies A = 1.96)Applying Table 10 of cited reference, p = F+e = 0.25; q =1 -p = 0.75 A 2 pq + e 3 n -=-308 e2 Finite population correction:

nN nF -- -N 306 Thus, some 300 telephone calls will confirm that approximately 20 percent of the population has not evacuated.

If only 10 percent of the population does not comply with the Advisory to Evacuate, then the required sample size, nF = 215.Est. Person Hours to complete 300 telephone calls Assume: " Time to dial using touch tone (random selection of listed numbers):

30 seconds* Time for 6 rings (no answer): 36 seconds" Time for 4 rings plus short conversation:

60 sec.* Interval between calls: 20 sec.Person Hours: 300[30 + 0.8(36) + 0.2(60) + 20]3600 7.6 3600 Beaver Valley Power Station 12-3 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 APPENDIX A Glossary of Traffic Engineering Terms A. GLOSSARY OF TRAFFIC ENGINEERING TERMS Table A-i. Glossary of Traffic Engineering Terms TermDefiitio Analysis Network Link Measures of Effectiveness Node Origin Prevailing Roadway and Traffic Conditions A graphical representation of the geometric topology of a physical roadway system, which is comprised of directional links and nodes.A network link represents a specific, one-directional section of roadway. A link has both physical (length, number of lanes, topology, etc.) and operational (turn movement percentages, service rate, free-flow speed) characteristics.

Statistics describing traffic operations on a roadway network.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.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.

Relates to the physical features of the roadway, the nature (e.g., composition) of traffic on the roadway and the ambient conditions (weather, visibility, pavement conditions, etc.).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).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).The total elapsed time to display all signal indications, in sequence.The cycle length is expressed in seconds.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.Service Rate Service Volume Signal Cycle Length Signal Interval Beaver Valley Power Station Evacuation Time Estimate A-1 KLD Engineering, P.C.Rev. 2 Term Definiio Signal Phase Traffic (Trip) Assignment Traffic Density Traffic (Trip) Distribution Traffic Simulation Traffic Volume Travel Mode Trip Table or Origin-Destination Matrix Turning Capacity 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.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.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).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 origin-destination traffic volumes.A computer model designed to replicate the real-world operation of vehicles on a roadway network, so as to provide statistics describing traffic performance.

These statistics are called Measures of Effectiveness.

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.Distinguishes between private auto, bus, rail, pedestrian and air travel modes.A rectangular matrix or table, whose entries contain the number 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.The capacity associated with that component of the traffic stream which executes a specified turn maneuver from an approach at an intersection.

Beaver Valley Power Station Evacuation Time Estimate A-2 KLD Engineering, P.C.Rev. 2 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 logit-based path-choice principles and is one of the models of the DYNEV II System. The DTRAD module implements path-based Dynamic Traffic Assignment (DTA) so that time dependent Origin-Destination (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 time-varying 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 logit-based 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 (O-D matrix) over time from one DTRAD session to the next. Another algorithm executes a "mapping" from the specified"geometric" network (link-node 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.Beaver Valley Power Station B-1 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 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 DYNEV II using macroscopic traffic simulation modeling.

Traffic assignment deals with computing the distribution of the traffic over the road network for given O-D 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., time-varying 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 origin-destination 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 time-dependent conditions.

The modeling principles of D-TRAD 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 O-D 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 Path-Size-Logit 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 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 c,, = at,, + flll +ys, whereca is the generalized cost for link a, and a,fl, and rare 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 Beaver Valley Power Station B-2 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 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 re-assigned based on time dependent conditions.

The interaction between the DTRAD traffic assignment and DYNEV II simulation models is depicted in Figure B-1. 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 = -P3 In (p), 0:< p <1; 03 >0 Pdo d,,= Distance of node, n, from the plant do=Distance from the plant where there is zero risk 03 = 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.Beaver Valley Power Station Evacuation Time Estimate B-3 KLD Engineering, P.C.Rev. 2 Network Equilibrium In 1952, John Wardrop wrote: Under equilibrium conditions traffic arranges itself in congested networks in such a way that no individual trip-maker 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 near-equilibrium 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 real-time information (either broadcast or observed) in such a way as to minimize their respective costs of travel.Beaver Valley Power Station Evacuation Time Estimate B-4 KLD Engineering, P.C.Rev. 2 0 Start of next DTRAD Session Set To = Clock time.Archive System State at TO I Define latest Link Turn Percentages I B Execute Simulation Model from time, To to T 1 (burn time)!Provide DTRAD with link MOE at time, T 1 Execute DTRAD iteration; Get new Turn Percentages Retrieve System State at To;Apply new Link Turn Percents DTRAD iteration converges?

No Yes Simulate from To to T 2 (DTA session duration)Set Clock to T 2 Figure B-1. Flow Diagram of Simulation-DTRAD Interface B-S KLD Engineering, P.C.Beaver Valley Power Station Evacuation Time Estimate B-5 KLD Engineering, P.C.Rev. 2 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 C-1.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 percents 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 zones 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 two-way 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 Beaver Valley Power Station C-1 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 All traffic simulation models are data-intensive.

Table C-2 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, multi-lane, 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 C-1 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 grade-separated.

Table C-1. Selected Measures of Effectiveness Output by DYNEV II 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 Vehicle-hours Network Evacuated Vehicles Vehicles Network, Exit Link Trip Travel Time Vehicle-minutes/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 Route Statistics Length (mi); Mean Speed (mph); Travel Route Time (min)Mean Travel Time Minutes Evacuation Trips; Network Beaver Valley Power Station Evacuation Time Estimate C-2 KLD Engineering, P.C.Rev. 2 Table C-2. Input Requirements for the DYNEV II Model HIGHWAY NETWORK* Links defined by upstream and downstream node numbers* Link lengths* Number of lanes (up to 9) 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 0 On all entry links and source nodes (origins), by Time Period TRAFFIC CONTROL SPECIFICATIONS

• Traffic signals: link-specific, 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" Right-turn-on-red (RTOR)* Route diversion specifications" Turn restrictions

• Lane control (e.g., lane closure, movement-specific)

DRIVER'S AND OPERATIONAL CHARACTERISTICS" Driver's (vehicle-specific) response mechanisms:

free-flow 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 Beaver Valley Power Station C-3 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 Entry, Exit Nodes are numbered 8xxx Figure C-1. Representative Analysis Network Beaver Valley Power Station Evacuation Time Estimate C-4 KLD Engineering, P.C.Rev. 2 C.1 Methodology C.1.1 The Fundamental Diagram It is necessary to define the fundamental diagram describing flow-density and speed-density relationships.

Rather than "settling for" a triangular representation, a more realistic representation that includes a "capacity drop," (I-R)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 C-2, asserts a constant free speed up to a density, kf, and then a linear reduction in speed in the range, kf < k : k, = 45 vpm, the density at capacity.

In the flow-density plane, a quadratic relationship is prescribed in the range, kc < k < k, = 95 vpm which roughly represents the "stop-and-go" condition of severe congestion.

The value of flow rate, Qs, corresponding to ks, is approximated at 0.7RQmax.

A linear relationship between ks and kj completes the diagram shown in Figure C-2. Table C-3 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, vf ; (2) Capacity, Q m ax; (3) Critical density, k, =Qmax I kf = k, 45 vpm ; (4) Capacity Drop Factor, R = 0.9 ; (5) Jam density, kj. Then, vc = k kcC R(maxkCf014 RS lt Setting k,=k-kc, thenQ=RQmax

-z"' k for 0<k<k-s =50 It can be Qrnax 8333 -- an " shown that Q = (0.98 -0.0056 k) RQmax for ks < k -< kj, where ks = 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 C-3 is a representation of the unit problem in the time-distance plane. Table C-3 is a glossary of terms that are referenced in the following description of the unit problem procedure.

Beaver Valley Power Station C-5 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 Volume, vph-Qs k Vf R vc Density, vpm-* Density, vpm I kf ks kj Figure C-2. Fundamental Diagrams Distance I OQ OM OE C-L L-I I e Qb VQ Qe V V Mb Me ti t2 El E2 TI Figure C-3. A UNIT Problem Configuration with tl > 0 Down Up-*Time C-6 KLD Engineering, P.C.Beaver Valley Power Station Evacuation Time Estimate C-6 KLD Engineering, P.C.Rev. 2 Table C-3. 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 time interval.

The portion, ETI, can reach the stop-bar within the TI.The green time: cycle time ratio that services the vehicles of a particular turn movement on a link.h The mean queue discharge headway, seconds.k Density in vehicles per lane per mile.k The average density of moving vehicles of a particular movement over a TI, on a link.L The length of the link in feet.The queue length in feet of a particular movement, at the [beginning, end] of a Lb' e time interval.The number of lanes, expressed as a floating point number, allocated to service a particular movement on a link.LV 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 Mb, Me 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 link over a time interval.The components of the vehicles of a particular movement that are discharged 0Q, OM OE from a link within a time interval:

vehicles that were Queued at the beginning of 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 executes a particular turn movement, x.Beaver Valley Power Station C-7 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 Qb, Qe The number of queued vehicles on the link, of a particular turn movement, at the[beginning, end] of the time interval.The maximum flow rate that can be serviced by a link for a particular movement Qmax 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 (10).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 RQma.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.Sx Service rate for movement x, vehicles per hour (vph).tj Vehicles of a particular turn movement that enter a link over the first t, seconds of a time interval, can reach the stop-bar (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.VQ 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 stop-bar to stop-bar and the block length.C-8 KLD Engineering, P.C.Beaver Valley Power Station Evacuation Time Estimate C-8 KLD Engineering, P.C.Rev. 2 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= Qb,Mb,L,TI,Eo,LN,G/C ,h,Lv,RoLE,M Compute = O, Qe, Me Define O=OQ+OM+OE

E=E 1+E 2 1. For the first sweep, s = 1, of this TI, get initial estimates of mean density, ko , the R -factor, Ro and entering traffic, Eo, using the values computed for the final sweep of the prior TI.For each subsequent sweep, s > 1, calculate E = .i Pi Oi + S where Pi, Oi 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 = ko and E = Eo .2. Calculate v (k) such that k _ 130 using the analytical representations of the fundamental diagram.Qmax(TI)Calculate Cap = QmaxC3600 ) LN, in vehicles, this value may be reduced due to metering SetR=1.0ifG/C<l orifk<kc; Set and k>kc Calculate queue length, Lb = Qb L-LtN te =TI -L If t 1<0, settl=El=OE=0

Else, Ej=E--v TI 4. Then E 2=E-E 1 ; t 2=TI-tl 5. If Qb > Cap, then OQ = Cap,OM = OE = 0 If tj > 0,then Qe = Qb + Mb + E 1 -Cap Else Qe = Qb -Cap End if Calculate Qe and Me using Algorithm A (below)6. Else (Qb -< Cap)OQ = Qb, RCap = Cap -OQ 7. If Mb < RCap,then Beaver Valley Power Station C-9 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2

8. If tL > 0, M Mb OE )min/RCap

-0Mb,tj Ca >_p' ~TI /Q' =El-OE If Q'e > 0, then Calculate Qe, Me with Algorithm A Else Qe= 0, Me = E 2 End if Else (t, = 0)OM= (v(TI)-Lb)

Mb and OE = 0 Me =Mb -OM + E; Qe = 0 End if 9. Else (Mb > RCap)E= 0 If tj > 0, then OM = RCap, Qe = Mb -OM + El Calculate Qe and Me using Algorithm A 10. Else (t, = 0)[(v(TI)-Lb Mb Md Ku L-/ Mb I If Md > RCap, then M= RCap Q'e =Md -OM Apply Algorithm A to calculate Qe and Me Else OM = Md Me=Mb-OM-E and Qe=0 End if End if End if End if 11. Calculate a new estimate of average density, kn [kb + 2 km + ke 4 where kb = density at the beginning of the TI ke = density at the end of the TI km = density at the mid-point of the TI All values of density apply only to the moving vehicles.If Ikn-kn- Il >Eandn< N where N = max number of iterations, and E is a convergence criterion, then Beaver Valley Power Station C-10 KL.D Engineering, P.C.Evacuation Time Estimate Rev. 2

12. set n = n + 1 , and return to step 2 to perform iteration, n, using k -kn.End if Computation of unit problem is now complete.

Check for excessive inflow causing spillback.

((L-W) LN 13. If Qe +- Me > (-)Nthen The number of excess vehicles that cause spillback is: SB = Qe + Me (L-W) .LN 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 S -> 0, where M is the metering factor (over all movements).

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 P e shown, Qb-Cap,withtI>Oanda queue of Qe length, Q'e, formed by that portion of Mb and E that reaches the stop-bar within the TI, but could v not discharge due to inadequate capacity.

That is, Mb Qb + Mb + E 1 > Cap. This queue length, v3 Q'e = Qb + Mb + El -Cap can be extended to Qe by traffic entering the approach during the current TI, traveling at speed, v, and reaching the rear of the i t3queue within the TI. A portion of the entering T I vehicles, E 3 = E L, will likely join the queue. This analysis calculates t 3 ,Qe and Me for the input values of L, TI, v, E, t, LV, LN, Q'e When t, > 0 and Qb -< Cap: Define: Le = Q'e -!. From the sketch, L 3 = v(TI -t 1-t 3) =L-(Q'e +E 3) >-eLN e LN Substituting E 3 = L E yields: -Vt 3 + L E L = L -v(TI -t 1) -Le. Recognizing that TI TI LN the first two terms on the right hand side cancel, solve for t 3 to obtain: Beaver Valley Power Station C-li KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 t3=v L]e such that 0 :_t3___ TI -t If the denominator, V E Lj < 0,sett 3= TI-t.Then, Qe = Q' +E TI Me=E (i 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, LNx, 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 C-4. 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 Beaver Valley Power Station C-12 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 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 time-varying competing demands on the approaches to the intersection.

The solution of the unit problem yields the values of the number of vehicles, 0, 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:

Qe and Me. The procedure considers each movement separately (multi-piping).

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 Qb and Mb for the start of the next TI as being those values of Qe and Me 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 space-discretization other than the specification of network links.c-13 KLD Engineering, p.c.Beaver Valley Power Station Evacuation Time Estimate C-13 KLD Engineering, P.C.Rev. 2 Figure C-4. Flow of Simulation Processing (See Glossary:

Table C-3)C-14 KLD Engineering, P.C.Beaver Valley Power Station Evacuation Time Estimate C-14 KLD Engineering, P.C.Rev. 2 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 (O-D matrix) over time from one DTRAD session to the next.Figure B-i 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,[TO, T2], 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 network-wide 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 B-i, 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 1-T2 , which lies within the session duration, [TO, T 2] .This "burn time," T 1 -To, 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, To, and executes until it arrives at the end of the DTRAD session duration at time, T 2 .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.Beaver Valley Power Station C-15 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 APPENDIX D Detailed Description of Study Procedure D. DETAILED DESCRIPTION OF STUDY PROCEDURE This appendix describes the activities that were performed to compute ETE. The individual steps of this effort are represented as a flow diagram in Figure D-1. 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 sub-area boundaries.

Step 2 2010 U.S. 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 the U.S. Census Bureau's Longitudinal Employer-Household Dynamics interactive website', and from phone calls to major employers..

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, on-site and off-site 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 pre-timed traffic signals, and to make the necessary observations needed to estimate realistic values of roadway capacity.'http://lehdmap.did.census.gov/

Beaver Valley Power Station D-1 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 Step 5 A telephone survey of households within the EPZ was conducted to identify household dynamics, trip generation characteristics, and evacuation-related demographic information of the EPZ population.

This information was used to determine important study factors including the average number of evacuating vehicles used by each household, and the time required to perform pre-evacuation mobilization activities.

Step 6 A computerized representation of the physical roadway system, called a link-node 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 link-specific characteristics were introduced to the network description.

Traffic signal timings were input accordingly.

The link-node analysis network was imported into a GIS map. 2010 U.S. 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 19 sub-areas.

Based on wind direction and speed, regions (groupings of sub-areas) that may be advised to evacuate, were developed.

The need for evacuation can occur over a range of time-of-day, day-of-week, seasonal and weather-related 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 model-assigned destinations, based on professional judgment, after studying the topology of the analysis highway network. The model produces link and network-wide measures of effectiveness as well as estimates of evacuation time.Beaver Valley Power Station D-2 KID Engineering, P.C.Evacuation Time Estimate Rev. 2 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 is a labor-intensive 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 transit-dependent 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 route-specific speeds over time for use in the estimation of evacuation times for the transit Beaver Valley Power Station D-3 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 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 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 case-specific 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 transit-dependent 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/CR-7002.

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.

D-4 KLD Engineering, p.c.Beaver Valley Power Station Evacuation Time Estimate D-4 KLD Engineering, P.C.Rev. 2 Step 1 Step 13 Step 6 S Establish Transit and Special Facility Evacuation Create and Calibrate Link-Node Network Routes and Update DYNEV II Database Is Step 14 Step 7 Generate DYNEV II Input Streams forAll Develop Evacuation Re sand Scenarios Evacuation Cases Reios Step 8 Step 15 S =Execute DYNEV II to Compute ETE for All I Create and Debug DYNEV II Input Stream Evacuation Cases Step 916 Use DYNEV II Average Speed Output to Compute BExecute DYNEV 1 for Prototype Evacuation Case ETE for Transit and Special Facility Routes Step 17 Documentation A Step 18 Complete ETE Criteria Checklist Figure D-1. Flow Diagram of Activities Beaver Valley Power Station D-5 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 APPENDIX E Special Facility Data E. SPECIAL FACILITY DATA The following tables list population information, as of April 2012, for special facilities that are located within the Beaver Valley Power Station EPZ. Special facilities are defined as schools, day care centers, hospitals and other medical care facilities, and a correctional facility.Transient population data is included in the tables for recreational areas, golf course and lodging facilities.

Employment data is included in the table for major employers.

Each table is grouped by county. The location of each facility is defined by its straight-line distance (miles)and direction (magnetic bearing) from the center point of the plant. Maps of each special facility, recreational area, golf course, lodging facility, and major employer are also provided.Beaver Valley Power Station Evacuation Time Estimate E-1 KLD Engineering, P.C.Rev. 2 Table E-1. Schools within the EPZ P-1 1.6 NW Elementary/Middle School 173 7th St Midland 724-643-8650 375 23 Lincoln Park Performing Arts P-1 1.3 NW Charter School 1 Lincoln Park Midland 724-764-7200 600 32 P-1 0.9 NW Prima Learning Center One 13th Street Midland 724-643-8184 120 22 Western Beaver Junior-Senior P-3 3.2 NNE High School 216 Engle Rd Industry 724-643-8500 385 37 P-4 4.5 SSE Bethel Christian School 4549 Pennsylvania 151 West Aliquippa 724-375-5800 50 9 P-5 3.7 S South Side Elementary School 4949 Pennsylvania 151 Hookstown 724-573-9581 604 44 P-5 3.7 S South Side High School 4949 Pennsylvania 151 Hookstown 724-573-9581 463 36 P-5 3.7 S South Side Middle School 4949 Pennsylvania 151 Hookstown 724-573-9581 333 25 P-7 10.6 NNE Blackhawk Intermediate School 635 Shenango Rd Beaver Falls 724-843-5050 625 39 P-7 5.3 NNW Fairview Elementary School 343 Ridgemont Drive Midland 724-643-9680 365 32 P-7 10.0 NNE Highland Middle School 402 Shenango Rd Beaver Falls 724-843-1700 483 36 Beaver Area Academic Charter P-8 7.9 NE School Gypsy Glen Rd Beaver 724-774-0250 79 3 P-8 8.0 NE Beaver Area High School 1 Gypsy Glen Rd Beaver 724-774-0250 735 32 P-8 7.5 NE Beaver Area Middle School Gypsy Glen Rd Beaver 724-774-4010 336 29 College Square Elementary P-8 8.4 NE School 375 College Ave Beaver 724-774-9126 442 24 P-8 8.0 NE Dutch Ridge Elementary 2220 Dutch Ridge Rd Beaver 724-774-1017 610 39 P-8 10.1 NNE Patterson Primary School 701 Darlington Rd Beaver Falls 724-843-1268 221 16 P-8 8.9 NE Sts. Peter and Paul School 546 Melrose Ave Ambridge 724-266-5059 195 11 Beaver County Career &P-9 6.9 ENE Technology Center 145 Poplar Ave Monaca 724-728-5800 317 22 P-9 7.2 ENE Center Grange Primary School 225 Center Grange Rd West Aliquippa 724-775-8201 615 33 P-9 7.3 ENE Central Valley High School 160 Baker Rd Ext Monaca 724-775-4300 853 57 P-9 7.3 ENE Central Valley Middle School 160 Baker Rd Ext Monaca 724-775-8200 630 42 Community College of Beaver Commuter colleges have same travel patterns as transients.

See Table E-4.P-9 7.1 ENE County Beaver Valley Power Station Evacuation Time Estimate E-2 KLD Engineering, P.C.Rev. 2 Commuter colleges have same travel patterns as transients.

P-9 9.6 ENE St. John the Baptist School 1501 Virginia Ave Monaca 724-775-5774 233 11 P-9 7.6 ENE Todd Lane Elementary School 113 Todd Lane Monaca 724-775-1050 541 32 P-10 8.2 E Aliquippa Elementary School 840 21st St West Aliquippa 724- 857-7550 472 44 P-1O 9.2 E Aliquippa Jr./Sr. High School 100 Harding Ave West Aliquippa 724-857-7515 728 39 P-1O 9.8 E Hope Christian Academy 434 Franklin Ave West Aliquippa 724-375-1016 22 9 P-10 8.7 ESE Hopewell Elementary School 3000 Kane Rd West Aliquippa 724-375-1111 345 21 P-1O 9.3 ESE Hopewell Junior High School 2354 Brodhead Rd West Aliquippa 724-375-7765 740 51 P-10 9.8 ESE Hopewell Senior High School 1215 Longvue Ave West Aliquippa 724-378-8565 880 57 Margaret Ross Elementary P-10 9.3 ESE School 1955 Maratta Rd West Aliquippa 724-375-2956 200 14 P-10 9.5 ESE Our Lady of Fatima School 3005 Fatima Dr West Aliquippa 724-375-7565 202 11 Independence Elementary P-11 7.7 SE School 103 School Rd West Aliquippa 724-375-3201 310 17 Pleasant Hills Wesleyan P-12 5.1 S Academy 466 Pleasant Hill Rd Hookstown 724-573-9182 12 2 0-2 7.8 W American Spirit Academy 46682 Florence St East Liverpool 330-385-5588 151 22 0-2 7.1 W East Liverpool High School 100 Maine Blvd East Liverpool 330-386-8777 975 81 0-2 7.1 W East Liverpool Jr. High School 100 Maine Blvd East Liverpool 330-386-8750 742 62 0-2 7.6 W Kent State University Commuter colleges have same travel patterns as transients.

See Table E-4.0-2 8.7 WNW LaCroft Elementary School 2460 Boring Lane East Liverpool 330-386-8774 504 50 0-2 7.1 W North Elementary School 90 Maine Blvd East Liverpool 330-386-8772 439 40 0-2 7.8 W Westgate Middle School 810 West 8th St East Liverpool 330-386-8765 327 60 0-3 8.3 WNW Calcutta Elementary School 15482 State Route170 Calcutta 330-386-8709 390 30 Employment Development 0-3 8.4 WNW Center 15529 Sprucevale Rd East Liverpool 330-385-2970 80 20 W-1 6.8 W Allison Elementary School 600 Railroad Street Chester 304-387-1915 439 26 W-2 8.7 SW Oak Glen High School 195 Golden Bear Dr New Cumberland 304-564-3500 600 39 Beaver Valley Power Station Evacuation Time Estimate E-3 KLD Engineering, P.C.Rev. 2

-Z 1 0.0-3 1 9.9 UaK wien Miuaae acnoolO [New Manchester Elementary School it 391 24 S.R. 11.1 ESE Ambridge Sr. High School 909 Duss Ave Ambridge 724-266-2833 762 51 S.R. 12.0 ENE Ambridge Jr. High School 401 First Street Freedom 724-266-2833 411 28 S.R. 10.0 N Blackhawk High School 500 Blackhawk Rd Beaver Falls 724-846-9600 1,073 81 S.R. 11.9 ENE Economy Elementary School 1000 1st Street Freedom 724-266-2833 636 43 S.R. 11.7 ESE Highland Elementary School 1101 Highland Avenue Ambridge 724-266-2833 606 41 New Brighton Area Elementary S.R. 10.4 NE School 3200 43rd St New Brighton 724-843-1194 729 49 New Brighton Area Middle S.R. 10.3 NE School 901 Penn Ave New Brighton 724-846-8100 408 28 S.R. 10.5 NE New Brighton Area High School 3200 43rd St # 2 New Brighton 724-846-1050 553 37 S.R. 14.0 E North Hills Christian School 3151 Conway Wall Rose Rd Baden 724-266-1922 81 6 S.R. 13.1 N Northwestern Primary School 256 Elmwood Blvd Darlington 724-827-2116 331 23 S.R. 11.1 E Quigley Catholic High School 200 Quigley Dr Baden 724-869-2188 220 15 S.R. 11.0 E State Street Elementary School 600 Harmony Rd Baden 724-266-2833 308 21 John D. Rockefeller Career S.R. 11.6 WSW Center 95 Rockyside Rd New Cumberland 304-564-4058 460 22 Shdoego Totals:_ _ 6,578 445j Beaver Valley Power Station Evacuation Time Estimate E-4 KLD Engineering, P.C.Rev. 2 Table E-2. Medical Facilities within the EPZ V.-U NIt Ieaver Meacaows :)L.u I uscarawas KOa heaver /L4494)-1bUU l I /U 4b Z4 U Beaver Valley Nursing P-7 5.9 NNE & Rehabilitation 5130 Tuscarawas Rd Beaver 724-495-1600 83 69 60 9 0 Lakeview Personal P-7 8.0 NNW Care 498 Lisbon Rd Darlington 724-495-6139 70 69 66 3 0 P-8 10.6 NNE Cambridge Village 1600 Darlington Rd Beaver Falls 724-846-1400 100 78 58 20 0 P-8 8.0 NE Friendship Ridge 246 Friendship Circle Beaver 724-775-7100 589 548 352 163 33 Heritage Valley -1000 Dutch Ridge P-8 8.5 NE Beaver Road Beaver 724-728-7000 250 220 140 66 14 Trinity Oaks Care P-8 7.1 NNE Center 160 Chapel Rd Beaver 724-728-6257 24 18 13 5 0 Gateway P-9 5.8 E Rehabilitation Center 100 Moffett Run Rd Aliquippa 724-378-4461 148 132 132 0 0 Gateway Rehabilitation Center P-9 5.8 E -Moffett House 1215 7th Ave Beaver Falls 724-846-6145 25 24 24 0 0 Beaver Elder Care & West P-10 7.4 E Rehabilitation Center 616 Golf Course Rd Aliquippa 724-375-0345 67 53 35 16 2 Hunter's Personal West P-10 8.4 E Care 1916 Main St Aliquippa 724-378-1205 21 15 12 1 2 S. R. 11.0 NE Elcroftof Chppewa 104 Pappan Business7285 0 5310 S.R 1.0 NE Elmrot o Cippwa Dr Beaver Falls 72-891-3333 85 75370 East Liverpool City East 0-2 8.1 W Hospital 425 West 5th St Liverpool 330-385-7200 154 67 42 15 10 East Liverpool Convalescent Center East 0-2 7.4 WNW #1 709 Armstrong La Liverpool 330-385-3600 50 37 15 19 3 Beaver Valley Power Station Evacuation Time Estimate E-5 KLD Engineering, P.C.Rev. 2 0-2 I INentwick Nursing 6.9 Home East Liverpool 330-385-5001 500 Selfridge St 100 71 1 45 1 22 1 4 1 I I Cirniutt++

w I East I A , I The Orchard at Fox Crest 125 Fox Ln I Chester 304-E-6 KLD Engineering, P.C.Beaver Valley Power Station Evacuation Time Estimate E-6 KLD Engineering, P.C.Rev. 2 Table E-3. Major Employers within the EPZ Aliegnany LUalUm, Jewei Acquisition, LLC P-1 1.2 NW 950 10th St Midland 724-773-2700 293 41.3%121 P-1 0.0 -Beaver Valley Power Station Shippingport Rd Shippingport 412-393-5424 556 60.0% 334 P-1 1.2 NE Bruce Mansfield Plant 165 SR 3016 Shippingport 724-643-5000 250 74.0% 185 P-1 1.6 NNE Kinder Morgan 2701 Midland Beaver Rd Industry 724-840-9792 12 41.3% 5 P-1 0.5 E National Gypsum 168 Shippingport Rd Shippingport 724-643-3440 44 41.3% 18 P-4 4.6 ENE Horsehead Corp. 300 Frankfort Rd Monaca 724-773-9003 521 60.0% 313 P-8 8.2 NE Beaver County Courthouse 810 3rd St Beaver 724-728-5700 350 70.0% 245 P-8 8.9 NE Beaver County Times 400 Fair Ave Beaver 724-775-3200 120 50.0% 60 P-8 9.6 NE Col-Fin Specialty Steel Co. 100 Front St Fallston 724-843-7315 60 41.3% 25 P-8 8.0 NE Friendship Ridge 246 Friendship Circle Beaver 724-775-7100 243 41.3% 101 P-8 8.5 NE Heritage Valley -Beaver 1000 Dutch Ridge Road Beaver 724-728-7000 41 41.3% 17 P-9 7.0 ENE AES Beaver Valley 394 Frankfort Rd Monaca 724-728-9155 54 41.3% 22 Anchor Hocking Specialty P-9 9.3 ENE Glass Co. 400 9th St Midland 724-775-0010 70 41.3% 29 P-9 5.4 ENE BASF Corporation 370 Frankfort Rd Monaca 724-728-6900 15 41.3% 6 570 Beaver Valley Mall P-9 7.2 ENE Beaver Valley Mall Blvd Monaca 724-774-5573 400 41.3% 166 Community College of P-9 7.1 ENE Beaver County One Campus Dr Monaca 724-775-8561 250 90.0% 225 P-9 9.7 ENE Datatel 1729 Pennsylvania Ave Monaca 724-775-5300 20 10.0% 2 P-9 8.0 ENE Kohl's 97 Wagner Rd Monaca 724-774-0434 40 41.3% 17 P-9 7.0 ENE NOVA Chemical 400Frankfort Rd Monaca 727-774-1000 150 50.0% 75 P-9 8.1 ENE Penn State -Beaver Campus 100 University Dr Monaca 724-773-3500 188 41.3% 78 P-9 5.4 ENE PGT Trucking Inc. One PGT Way Monaca 724-728-3500 100 40.0% 40 P-9 8.0 ENE Target 87 Wagner Rd Monaca 724-728-7258 50 41.3% 21 PA Rt 18/ Walmart Plaza P-9 8.6 ENE Walmart Supercenter Shopping Center Monaca 724-773-2929 100 41.3% 42 E-7 KLD Engineering, P.C.Beaver Valley Power Station Evacuation Time Estimate E-7 KLD Engineering, P.C.Rev. 2 I P-10 1 9.0 I E I Selectrode Industries, Inc. 1 100 Commerce Way I Aliquippa 1 631-547-5470 1 so 1 41.3% 1 21 1 I Pb I 90 I E I SeetoeIdsreIc I 10"omec a I "li i"" I 63-4-40 I 50 I4 3 i 2 I IP-b0 West Industrial Blvd AliquittD, A i;,-,.." 1 724-857-5890 700 1 41.3%330-385-2900 40 330-385-7200 124 301-387-4343 150 330-386-9813 100 10-2 I 7.1 I w I Ergon Inc.I 9995 Ohio River Blvd I Newell I W-1 I 10.3 I W I Bellofram Co.I 8019 Ohio River Blvd I Newell I 304-387-1200 1 375 I 56.6% I 212 I W-1 The Homer Laughlin China Company 672 Fiesta Dr 125 Fox Ln 304-387-1300 60 56.6% 340 r 30-38R7-0101 95S sr6r 312 Beaver Valley Power Station Evacuation Time Estimate E-8 KLD Engineering, P.C.Rev. 2 Table E-4. Recreational Areas within the EPZ Lincoln Park Performing Arts Center P-1 1.3 NW 1 Lincoln Park Midland 724-643-9004 750 313 P-2 3.9 NNW State Gamelands No 173 N/A Industry 717-787-4250 778 324 P-7 5.2 N Orchard Grove Campsites 6138 Tuscarawas Rd Industry 724-495-7828 9 4 P-8 9.2 NE Bridgewater Landings Marina 404 Brkich Way Beaver 724-728-2880 39 32 P-8 9.1 ENE Captain's Quarters Marina 101 Wolfe Ln Beaver 724-728-3891 44 18 P-8 9.3 NE Jeffries Landing 1440 Riverside Dr Beaver 724-728-7878 15 10 P-8 9.3 NE River Harbour Pennsylvania 51 Beaver 724-775-3010 5 4 P-8 8.9 NNE Brady's Run County Park 526 Bradys Run Rd Beaver Falls 724-770-2060 300 200 Community College of Beaver P-9 7.1 ENE County One Campus Dr Monaca 724-775-8561 2,800 1,112 P-9 8.1 ENE Penn State -Beaver Campus 100 University Dr Monaca 724-773-3500 870 346 P-11 7.6 SSE State Gamelands No 189 189 Allison Rd Clinton 717-787-4250 304 127 P-12 8.2 SSW Linsly Outdoor Center 2425 Pennsylvania Ave Georgetown 724-899-2100 50 20 Promise Camp & Conference P-2 6.7 SE Center 227 Lance Rd Clinton 724-899-2402 150 so P-2 7.2 S Raccoon State Park 3000 State Route 18 Hookstown 1 2-9-20 1,000 600 02 7.6 W Kent State University 400 East 4th St East Liverpool 1330-385-3805 1,400 524 110 Kennedy Marina Park W-1 9.9 W Kennedy Marina & Campground Rd Newell 304-387-3063 664 248 W-1 7.4 W Smith's Landing Campground 163 Ferry Road Chester 304-552-2918 25 24 I W-7 I Q -4 1 ; I Tnmlinc~nn Rim rtntp Pnrk I RA r~c=a Rd 1 rrnnt Beaver Valley Power Station Evacuation Time Estimate E-9 KLD Engineering, P.C.Rev. 2 Table E-5. Golf Courses within the EPZ P-3 3.4 NE Deer Trails Country Club 311 Engle Rd Industry 724-643-4710 92 38 P-3 3.2 N Rivers Edge Golf Club 1326 Ohio View Dr Industry 724-643-4110 5 5 P-7 9.7 N Black Hawk Golf Course 644 Blackhawk Road Beaver Falls 724-843-5512 360 150 P-7 8.5 NE Rolling Acres Golf Course 350 Anchortown Rd Beaver Falls 724-843-6736 180 75 P-8 9.4 E Beaver Valley Golf Club 725 6th Ave Beaver Falls 724-846-2211 137 57 P-9 6.9 E Ironwood Golf Center 3036 Broadhead Rd IAliquippa 724-378-6600 15 11 E-10 KLD Engineering, P.C.Beaver Valley Power Station Evacuation Time Estimate E-10 KLD Engineering, P.C.Rev. 2 Table E-6. Lodging Facilities within the EPZ I P-8 I 7.8 I NE I Felicity Farms Bed & Breakfast 2075 Dutch Ridge Rd I Beaver 1724-775-0735 P9 7.5 EE Comfort Suites 1523 Old Broadhead Rd Monaca 724-728-9480 78 39 P9 7.1 EN]Hampton inn 202 Fairview Dr Monaca 724-774-5580 86 86 P9 7.3 EEIHoliday Inn Express Hotel & Suites 105 Stone Quarry Rd Monaca 724-728-5121 58 46 0-2 8.2 WNW East Liverpool Motor Lodge 2340 Dresden Ave East Liverpool 330-386-5858 150 100 0-2 6.4 W Granny's Shanty B & B 921 Ohio Ave East Liverpool 330-385-7722 4 2 0-2 7.8 W Sturgis House 122 West 5th St East Liverpool 304-387-8000 18 12 0-2 8.4 W Vista Motel 721 Edwards St East Liverpool 330-385-2881 22 22 0-3 8.2 WNW Comfort Inn 15860 St. Clair Ave East Liverpool 330-386-3800 132 66 Co4~n 5onySbo 202, W-1 7.6 W Andrews Inn Town Motel 411 Chester Newell Rd Chester 304-387-2800 48 48 W-1 9.5 W Holiday Inn Express Hotel 1181 Washington St Newell 304-740-2300 150 100 HauncockCut Subtotals.

Ik W Beaver Valley Power Station Evacuation Time Estimate E-11 KLD Engineering, P.C.Rev. 2 Table E-7. Correctional Facility within the EPZ I --I .I I ....--... ..-...- I ... ...I ......... .E-12 KLD Engineering, P.C.Beaver Valley Power Station Evacuation Time Estimate E-12 KLD Engineering, P.C.Rev. 2 Figure E-1. Schools within the EPZ -Overview E-13 KID Engineering, P.C.Beaver Valley Power Station Evacuation Time Estimate E-13 KLD Engineering, P.C.Rev. 2 J.-T Map No.FaclUty Nam 127 American Spirit Academy 129 East Uverpool High School 130 North Elementary School 133 Uncoln Park Performing Arts CharterSchool 136 Midland Neel Elementary/Middle School 137 LaCroft ElementarySchool 140 Western Beaver Junior-Senior High School 142 Calcutta Elementary School 147 College Square ElementarySchool 148 Beaver Area High School 149 Sts. Peter and Paul School 152 BeaverArea Middle School 153 Dutch Ridge Elementary 154 Patterson Primary School 155 Highland Middle School 156 Blackhawk Intermediate School 164 Employment Development Center 165 Westgate Middle School 176 New Brighton Area High School 181 Blackhawk High School 182 Northwestern PrimarySchool 199 New Brighton Area Elementary School 204 Beaver Area Academic Charter School 205 Fairview ElementarySchool 206 New Brighton Area Middle School 214 Prima Learning Center 222 East Uverpool Jr. High School 225 Kent State University

• East Liverpool High School'& East Liverpool Jr. High Scho 0ol " of ....e ~r bthloatd t 00Ma~eBld Schools North of the Ohio River within the ,are both located at 100 Mai Blvd '18i Beaver Valley Power Station EPZ-0* .44 4 0x 1317"VP Brady R i-153a/ "chool Shdo Legion d 02.5 5 Figure E-2. Schools North of the Ohio River within the EPZ Beaver Valley Power Station Evacuation Time Estimate E-14 KLD Engineering, P.C.Rev. 2 Schools South and East of the Ohio River within the , Ma No.1 " 186 Economy Beaver Valley Power Station EPZ /187 State Stre..._ ..I.... .. .. ... ý1O -O04e. .189 Ambrdge Map NoN"190 Hope Chr 112 New ManchesterElementarySchool 194 Aliquipp 113 Oak Glen High School 195 South Sid 114 Oak Glen Middle School 196 South Sid 115 Independence Elementary School 197 Ambridge 116 Pleasant Hills Wesleyan Academy 200 Central V 117 Bethel Christian School P-7 R2 118 Hopewell Elementary School 226 Penn Sta 120 Our Ladyof Fatima SchoolCommun 121 Hopewell Senior High School 122 Hopewell Junior High School 123 Margaret Ross ElementarySchool located 125 Aliquippa Jr./Sr. High School 138 Center Grange Primary School -139 Beaver County Career & Technology Center-146 St. John the Ba ptist School P-3 161 Highland Elementary School P- 80 22o 169 John D. Rockefeller Career Center 200,P 173 Allison Elementary School 39.;2 201 175 South Side Elementary School 180 Todd Lane Elementary School 183 QuigleyCatholic High School 184 North Hills Christian School P _W-1 P-6 P-1 P-4 Z 9\ -P -15 2"IJM 122 12 " ~~ ~9 1195" 120 19 13W-3 : 0 510Miles M. Facility Name Elementary School et Elementary School Sr. High School Istian Academy a Elementary School le Middle School de High School* Jr. High School alleyMiddle School alley High School te -Beaver Campus ity College of BeaverCounty South Side Schools are all at 4949 Perinsilvania 151 1 83 186 S1114-187 Legend PSEG School I2,5, 10 i Mile Rings Sub-Area E Shadow Region I Figure E-3. Schools South of the Ohio River within the EPZ Beaver Valley Power Station Evacuation Time Estimate E-15 KLD Engineering, P.C.Rev. 2 Figure E-4. Medical Facilities within the EPZ E-16 KLD Engineering, P.C.Beaver Valley Power Station Evacuation Time Estimate E-16 KLD Engineering, P.C.Rev. 2 Major Employers within the M.o No. Facility Name BevrVle/oe tto P 21 Service Unk UP Beaver ValleyPower Station0EPZ to -22 Bellofram Co.N 24 Selectrode Industries, Inc.0 -25 Ergon Inc.26 The HomerLaughlin China Company dy R- 28 United States Gypsum Co P 31 Bruce Mansfield Plant 219 ~ 33 Alleghany Ludlum, Jewel Acquisition, LLC: 134 The Hall China Company 37 KInder Morgan 2 38 Horsehead Corp.-3 5 39 BASF Corporation 40 Walmart Supercenter 9 -41 AES Beaver Valley P_ 4, 42 NOVA Chemical ,0 46 Target 3322 47 Kohl's 2247 ) 48 Datatel 52 Anchor Hocking SpecialtyGlass Co.2i SI3 Beaver County Courthouse Wl 21 5 Beaver County Times W4 217e55 Coi-Fin SpecialtySteei Co.P4 24 56 Beaver-Valley4Mall

/P=;I .1 57 Beaver Valley Power Station A P10 60 PGTTrucking Inc.209 WaImart Super enter-5 217 The Orchard at Fox Crest 218 Friendship Ridge 219 Heritage Valley- Beaver-/ \1 East Uverpool City Hospital P 1,', / 40 / 221 Penn State -Beaver Campus.224 Community College of BeaverCounty

/1 / ' // , -'Jo- .Legend X BVPSý/42Empioyer S41 -- "--2, 5,10 Mile Rings g 'II -0 D-: /18/M012 C0 --Ei Shadow Region Mil..s ,wi gn ...Figure E-5. Major Employers within the EPZ Beaver Valley Power Station Evacuation Time Estimate E-17 KLD Engineering, P.C.Rev. 2 Figure E-6. Recreational Areas within the EPZ Beaver Valley Power Station Evacuation Time Estimate E-18 KLD Engineering, P.C.Rev. 2 Figure E-7. Golf Courses within the EPZ Beaver Valley Power Station Evacuation Time Estimate E-19 KLD Engineering, P.C.Rev. 2 Figure E-8. Lodging Facilities within the EPZ Beaver Valley Power Station Evacuation Time Estimate E-20 KLD Engineering, P.C.Rev. 2 Figure E-9. Correctional Facility within the EPZ E-21 KID Engineering, P.C.Beaver Valley Power Station Evacuation Time Estimate E-21 KLD Engineering, P.C.Rev. 2