ML13007A117

Kld TR-481, Rev. 2, Perry Nuclear Power Plant Development of Evacuation Time Estimates, Part 3 of 6

ML13007A117
Person / Time
Site:	Perry
Issue date:	10/31/2012
From:	KLD Engineering, PC
To:	Office of Nuclear Reactor Regulation
References
L-12-441 KLD TR-481, Rev 2
Download: ML13007A117 (70)

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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.Perry Nuclear Power Plant 9-1 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 The traffic management plan is the outcome of the following process: 1. The existing mandatory 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 as mandatory TCPs and ACPs are suggested as additional TCPs and ACPs in Appendix G.3. A field survey of the highway network within 15 miles of the power plant. The suggested additional TCPs and ACPs, which are presented in Appendix G, are based on data collected during field surveys, upon large scale maps, and on overhead photos.4. Consultation with emergency management and law enforcement personnel.

Trained personnel who are experienced in controlling traffic and are aware of the likely evacuation traffic patterns have reviewed the control tactics at the suggested additional TCPs and ACPs.5. 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 during an emergency based on the nature of the emergency and on the manpower/equipment available.

The suggested additional TCP identified in Appendix G has been reviewed by the state and county emergency planners, and local and state police.The use of Intelligent Transportation Systems (ITS) technologies can reduce manpower and equipment needs, while still facilitating the evacuation process. Dynamic Message Signs (DMS)can be placed within the EPZ to provide information to travelers regarding traffic conditions, route selection, and care center information.

DMS can 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) can be used to broadcast information to evacuees en route through their vehicle stereo systems. Automated Traveler Information Systems (ATIS)can also be used to provide evacuees with information.

Internet websites can provide traffic and evacuation route information before the evacuee begins his trip, while on board navigation systems (GPS units), cell phones, and pagers can be used to provide information en route.These are only several examples of how ITS technologies can benefit the evacuation process.Consideration should be given that ITS technologies be used to facilitate the evacuation process, and any additional signage placed should consider evacuation needs.Perry Nuclear Power Plant 9-2 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 The ETE analysis treated all controlled intersections that are existing TCP locations in the offsite agency plans as being controlled by actuated signals.Chapters 2N and 5G, and Part 6 of the 2009 MUTCD are particularly relevant and should 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 advisory to evacuate (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.

Perry Nuclear Power Plant Evacuation Time Estimate 9-3 KLD Engineering, P.C.Rev. 2 10 EVACUATION ROUTES Evacuation routes are comprised of two distinct components:

• Routing from a subarea 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 care 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 care centers or host facilities is designed to minimize the amount of travel outside the EPZ, from the points where these routes cross the EPZ boundary.The county radiological emergency plans identify primary and alternate care centers. In the event that a primary care center is nearing capacity, evacuees will be taken to alternate care centers.Figure 10-1 through Figure 10-4 present maps showing the general population care centers and receiving schools for evacuees.

The major evacuation routes for the EPZ are presented in Figure 10-5 through Figure 10-6.It is assumed that all school evacuees will be taken to the appropriate receiving school and subsequently picked up by parents or guardians.

Transit-dependent evacuees are transported to the nearest primary care center for each county. This study does not consider the transport of evacuees from care centers to congregate care centers, if the counties do make the decision to relocate evacuees.10-1 KLD Engineering, p.c.Perry Nuclear Power Plant Evacuation Time Estimate 10-1 KLD Engineering, P.C.Rev. 2 Figure 10-1. General Population Care Centers and Receiving Schools 10-2 KLD Engineering, P.C.Perry Nuclear Power Plant Evacuation Time Estimate 10-2 KLD Engineering, P.C.Rev. 2 Figure 10-2. General Population Care Centers and Receiving Schools -East Perry Nuclear Power Plant Evacuation Time Estimate 10-3 KLD Engineering, P.C.Rev. 2 Figure 10-3. General Population Care Centers and Receiving Schools -South Perry Nuclear Power Plant Evacuation Time Estimate 10-4 KLD Engineering, P.C.Rev. 2 Figure 10-4. General Population Care Centers and Receiving Schools -West Perry Nuclear Power Plant Evacuation Time Estimate 10-5 KLD Engineering, P.C.Rev. 2 Figure 10-5. Evacuation Route Map -East Perry Nuclear Power Plant Evacuation Time Estimate 10-6 KLD Engineering, P.C.Rev. 2 Evacuation Routes for the Western EPZ I > I--._____________

I" "" U Fadft Name o North and South High Schools are 3 Andrews Osborne Academy also Care Cenlers 5 E e y oKirtland High School Is also Bellflower Elementary School ian Alternate Ca~re Center \ ",,..7 Center for Pastoral LeadershipanAtrteCl ctr 8 Chardon Healthcare Center 9 High School LA.10 Chardon Middle School E-,-12 Eastlake Jefferson Elementary School I \ -- _.4"...13 Grant ElementarySchool 3 18 Lonrtland Elementary School '-19 Kirtland Middle School 20 Kirtond High School -0 \ incs.dk 221 Lake Catholic High School .it / 4 N Lake Elementary School /I \-v\28 Longfellow Elementary School A;30 Mentor High School A 31 North High School 9 A -"".j 30 k "4 32 Mentor Ridge Junior High School E\Mio 34 South High School I A \.36 Thomnes A Edi son Eleamenta ry School 33&-'~ '~38 Willoughby Eastlake Tech Center 13, A: 6I 39 Willloughby Middle School Eamdake -. A- 0 52 Wickliffe Middle School 3 03 53 Wickliffe Elementary School I / W " oghb " 54 RoyalvIew Elementary School 57 WilloughbyEdison ElementarySchool I/... !--59 WilIoughbycIVnley Eltementary Scool A 60 Willoushby Grant Elementar School 4 4/3 Evacuation Route 1Subarea i'Shadow Region 5-Figure 10-6. Evacuation Route Map -West Perry Nuclear Power Plant 10-7 KLD Engineering, P.C.Evacuation Time Estimate 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.

Perry Nuclear Power Plant 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.

The EPZ county radiological emergency plans do not discuss a procedure for confirming evacuation.

Should procedures not already exist, we suggest an alternative or complementary approach.The procedure we suggest 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 21/2 hours after the Advisory to Evacuate, which is when 90 percent of evacuees have completed their mobilization activities (see Table 5-9). 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 7Y person hours are needed to complete the telephone survey. If six people are assigned to this task, each dialing a different set of telephone exchanges (e.g., each person can be assigned a different set of subareas), then the confirmation process will extend over a time frame of about 75 minutes. Thus, the confirmation should be completed 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 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 offsite agencies, consideration should be given to maintain a list of telephone numbers within the EPZ in the Emergency Operations Center (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 2%-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.

Other techniques should also be considered.

After traffic volumes decline, the personnel manning TCPs can be redeployed to travel through residential areas to observe and to confirm evacuation activities.

Perry Nuclear Power Plant 12-1 KLD Engineering, P.C.Evacuation Time Estimate 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.) = 44,500* 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=l-p=0.75 A 2 pq + e =n --308 e2 Finite population correction:

nN nF -- = 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 Perry Nuclear Power Plant 12-2 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 Term~I Deiito 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 Perry Nuclear Power Plant Evacuation Time Estimate A-1 KLD Engineering, P.C.Rev. 2 I TermDefiniio 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.

Perry Nuclear Power Plant Evacuation Time Estimate A-2 KLD Engineering, P.C.Rev. 2 APPENDIX B DTRAD: Dynamic Traffic Assignment and Distribution Model B. DTRAD: 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 DYNEV II, 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 and the optimal dynamic trip assignment (i.e., 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.Perry Nuclear Power Plant 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 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 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, c, for a link, a, is expressed as ca = at,+ +/-il + ys., where ca is the generalized cost for link a, and a ,8J, and y 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 Perry Nuclear Power Plant 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 potential risk of travel toward the plant: Sa 13 In(p), 05 p:5; 3 >0 d, pdo dn= Distance of node, n, from the plant do = Distance from the plant where there is zero risk 3 = 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.Perry Nuclear Power Plant Evacuation Time Estimate 8-3 KLD Engineering, P.c.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 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.Perry Nuclear Power Plant Evacuation Time Estimate B-4 KLD Engineering, P.C.Rev. 2 Start of next DTRAD Session Set To = Clock time.Archive System State at To I Define latest Link Turn Percentages B Execute Simulation Model from time, To to T 1 (burn time)I 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 I I DTRAD iteration converges?

I I No Yes Next iteration 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.Perry Nuclear Power Plant 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 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 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 Perry Nuclear Power Plant 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-i 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 Measur Unt ppisT 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 Perry Nuclear Power Plant 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 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: 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 Perry Nuclear Power Plant C-3 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 Entry, Exit Nodes are numbered 8xxx Figure C-1. Representative Analysis Network C-4 KLD Engineering, P.C.Perry Nuclear Power Plant Evacuation Time Estimate C-4 KLD Engineering, P.C.Rev. 2 METHODOLOGY 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 __ kc = 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, Q 5 , 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, Qmax; (3) Critical density, kc =45 vpm; (4) Capacity Drop Factor, R = 0.9 ; (5) Jam density, kj. Then, vc -Qmax , kf = kc -(vf-vc) k-. Setting k= k-k,, thenQ= RQmax RQmax k 2 for 0< k< ks = 50. Itcan be Qmax 8333 shown that Q = (0.98 -0.0056 k) RQmax for k, -k -kj, where k, = 50 and W = 175.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.

Perry Nuclear Power Plant C-5 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 Volume, vph R.-Qs vf R vc I Density, vpm.- Density, vpm kf Figure C-2. Fundamental Diagrams Distance 6T Qb OQ OM OE L Mb Qe Me Y Down Up-pTime El E2 TI Figure C-3. A UNIT Problem Configuration with tj > 0 C-6 KLD Engineering, P.C.Perry Nuclear Power Plant 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 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 link.L The length of the link in feet.Lb , Le The queue length in feet of a particular movement, at the [beginning, end] of a 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 OQ, OM, OE from a link within a time interval:

vehicles that were Queued at the beginning of M' 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.Perry Nuclear Power Plant C-7 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 The number of queued vehicles on the link, of a particular turn movement, at the Qb, Qe [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 RQmax.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 1 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.Perry Nuclear Power Plant 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, Ro, L, E,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 = Zi 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 = 3 (G/c) LN, in vehicles, this value may be reduced due to metering SetR= 1.0 if G/C<1 orifk! ;kc; Set R=0.9onlyif G/C=l and k>kc Calculate queue length, Lb = Qb v 3. Calculate tI =TI If tl <0, settI E 1 = E=0; Else, El = E tl v TI 4. Then E 2 =E-E 1 ; t 2=TI-tl 5. If Qb -Cap, then OQ = Cap,OM = OE= 0 If t 1>0,then Q'e = Qb + Mb + E 1 -Cap Else Q'e = 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 Perry Nuclear Power Plant C-9 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2

8. If t 1 > 0, OM = Mb,OOE = min RCap- Mb, TI ) >_0 Q' =E -OE If Q'e > 0,then Calculate Qe, Me with Algorithm A Else Qe= 0, Me = E2 End if Else (t, = 0)0M (V(TI)-Lb)

Mb and 0 E = 0\L-Lb )Me= Mb -OM + E; Qe= 0 End if 9. Else (Mb > RCap)OE = 0 If tj > 0, then OM = RCap, Qe = Mb -OM + El Calculate Qe and Me using Algorithm A 10. Else (tl = 0)Md=[v(TI)-Lb)

Mb]Md K L-Lb )]If Md > RCap, then m= RCap Qe -Md -OM Apply Algorithm A to calculate Qe and Me Else 0 M = Md Me=Mb-OM+E and Qe=O 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 kknkn-l > E and n < N where N = max number of iterations, and E is a convergence criterion, then Perry Nuclear Power Plant C-10 KLD 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.

13. If Qe + Me > (L-W)LN then The number of excess vehicles that cause spillback is: SB = Qe + Me (L-W) .LN LV 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 Q.b VFe shown, Qb <Cap, witht 1 > 0 anda queue of Q~e 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, v .L Qe = Qb + Mb + El -Cap can be extended to Qe by traffic entering the approach during the current t3 TI, traveling at speed, v, and reaching the rear of tI t. the queue within the TI. A portion of the entering T I vehicles, E 3 = E 1, will likely join the queue. This-~TI'analysis calculates t 3 , Qe and Me for the input values of L, TI, v, E, t, Lv, LN, Qe.When t, > 0 and Qb Cap: Define: L'e = Q'e .From the sketch, L 3 = v(TI- t 1 -t 3) = L -(Q'e + E 3)-LN Substituting E 3 = 1 E yields: -vt 3 + ! E -- = L -v(TI -t,) -Le. Recognizing that TI TI LN the first two terms on the right hand side cancel, solve for t 3 to obtain: Perry Nuclear Power Plant C-li KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 I t3 E L such that O<t 3_<TI-tj E L If the denominator, v "v 5 0, sett 3 = TI -t.t3 11t + Then, Qe = Q' + E T--j Me = E (1 T-It The complete Algorithm A considers all flow scenarios; space limitation precludes its inclusion, here.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.IMPLEMENTATION 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 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 Perry Nuclear Power Plant C-12 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 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.Perry Nuclear Power Plant 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.Perry Nuclear Power Plant Evacuation Time Estimate C-14 KLD Engineering, P.C.Rev. 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-1 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, T 2], 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 ! T 2 , 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.Perry Nuclear Power Plant 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 Evacuation Time Estimates (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 subarea 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 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 were 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.1 http://lehdmap.did.census.gov/

Perry Nuclear Power Plant 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.

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 Census data was 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 7 subareas.

Based on wind direction and speed, regions (grouping of subareas that may be advised to evacuate) were developed.

The need for evacuation can occur over a range of seasonal and weather-related conditions.

Scenarios were developed to capture the variation in evacuation demand 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 model 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 model produces link and network-wide 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 EVAN) produced by DYNEV II and Perry Nuclear Power Plant D-2 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 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.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 model is again executed.Step 13 Evacuation of transit-dependents 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 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 Perry Nuclear Power Plant D-3 KLD Engineering, P.C.Evacuation Time Estimate Rev. 2 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 were executed using the DYNEV II model 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 were 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 were 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 was provided for each criterion provided in the checklist.

D-4 KLD Engineering, P.c.Perry Nuclear Power Plant Evacuation Time Estimate D-A KLD Engineering, P.C.Rev. 2 Step 1 Figure D-1. Flow Diagram of Activities Perry Nuclear Power Plant Evacuation Time Estimate D-5 KLD Engineering, P.C.Rev. 2 APPENDIX E Special Facility Data E. SPECIAL FACILITY DATA The following tables list population information, as of February 2012, for special facilities that are located within the PNPP EPZ. Special facilities are defined as schools, day care centers, 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 straight-line distance (miles) and direction (magnetic bearing) from the center point of the plant. Maps of each special facility, recreational area, lodging facility, and major employer are also provided.Perry Nuclear Power Plant Evacuation Time Estimate E-1 KLD Engineering, P.C.Rev. 2 Table E-1. Schools within the EPZ Assumption of the Blessed Virgin Mary School 4 9.6 E 30 Lockwood St Geneva (4401-466-2l04 130 4 11.1 E Geneva High School 1301 South Ridge East Geneva (440) 466- 4831 921 4 10.4 E Geneva Middle School 839 Sherman St Geneva (440)-466-4831 429 4 10.7 E Spencer Elementary School 755 Austin Rd Geneva (440) 415-9325 428 5 10.9 ESE Cork Elementary School 341 STHY 534 North Geneva (440) 466-4831 276 Ashtabula County Subtotals:

2,184 5__ {9.2 SE Ledgemont High School 16700 Thompson Rd Thompson N/A 200 Geauga Count Subtotals:

200 1 1.6 S Perry High School 1 Success Blvd Perry (440) 259-3511 625 2 5.3 ESE Homer Nash Kimball Elementary School 94 River St Madison (440) 428-5121 511 2 4.0 E Madison High School 3100 Burns Rd Madison (440) 428-9357 1,115 2 4.4 ENE Madison Middle School 1941 Red Bird Rd Madison (440) 428-1196 814 2 4.4 ENE Red Bird Elementary School 1956 Red Bird Rd Madison (440) 428-2151 519 3 4.6 SW Hale Road Elementary School 56 Hale Rd Painesville (440) 352-2300 271 3 2.6 SSE New Life Christian Academy 4080 Call Rd Perry (440)-259-3850 20 4 5.0 E North Madison Elementary School 6735 North Ridge Rd Madison (440) 428-2155 390 6 11.6 SSW Auburn Career Center 8140 Auburn Rd Concord (440) 357-7542 665 6 9.4 S Leroy Elementary School 13613 Painesville-Warren Rd Painesville (440) 358-8750 277 7 9.3 SW Buckeye Elementary School 175 Buckeye Rd Painesville (440) 352-2191 442 Perry Nuclear Power Plant Evacuation Time Estimate E-2 KLD Engineering, P.C.Rev. 2 7 9.2 SW Chestnut Elementary School 341 Chestnut St Painesville (440) 392-5350 545 7 10.3 SW Clyde C. Hadden Elementary School 1800 Mentor Ave Painesville (440) 354-4414 268 7 9.7 SW Elm Street Elementary School 585 Elm St Painesville (440)-392-5520 477 Fairport 7 7.4 WSW Harding High School 329 Vine St Harbor (440) 354-3592 297 7 7.9 SW Harvey High School 200 West Walnut Ave Painesville (440) 392-5110 823 7 9.3 SSW Henry F. LaMuth Middle School 6700 Auburn Rd Painesville (440) 354-4394 817 7 8.1 SW Heritage Middle School 135 Cedarbrook Dr Painesville (440) 392-5259 678 7 10.7 SW Hershey Montessori 10229 Prouty Rd Concord (440) 357-0918 250 7 7.0 SSW J.R. Williams Junior High School 625 Riverside Dr Painesville (440) 352-3345 1,711 7 6.5 SW Madison Avenue Elementary School 845 Madison Ave Painesville (440) 357-6171 373 7 8.2 SW Maple Elementary School 560 West Jackson Painesville (440) 392-5440 550 Fairport 7 7.6 WSW McKinley Elementary School 602 Plum St Harbor (440) 354-4982 236 7 10.0 SW Melridge Elementary School 6689 Melridge Dr Concord (440) 352-3854 458 7 8.2 SW Our Shepherd Lutheran 508 Mentor Ave Painesville (440) 357-7776 138 7 7.2 SSW Riverside High School 585 Riverside Dr Painesville (440) 352-3341 1,178 7 11.2 SW St. Gabriel 9935 Johnnycake Ridge Rd Concord (440) 352-8282 760 7 9.2 WSW Sterling Morton Elementary School 9292 Jordan Dr Mentor (440) 257-5954 280 7 7.1 SW Summit Academy 268 North State St Painesville (440) 358-0877 100 Lake County Subtotals:

15,588 Perry Nuclear Power Plant Evacuation Time Estimate E-3 KLD Engineering, P.C.Rev. 2 Table E-2. Medical Facilities within the EPZ Am l Whel Bed-(Geneva IPoint Skilled Nursing &Rehabilitation Center 66 52 10 31 10 4 9.4 E 60 West Main St Geneva (440) 466-1181 Geneva Pointe 4 9.4 E Nursing Home 60 West Street Geneva (440) 466-1181 See above.Geneva Village Retirement 1140 South 4 10.3 E Community Broadway Geneva (440) 466-5809 80 76 15 46 15 Homestead Nursing 599 West Main 4 9.6 E Home Street Geneva (440) 357-1142 53 51 10 31 10 Manor Home -246 North 4 10.2 E Nursing Home Broadway Geneva (440) 466-1808 54 53 11 32 11 Pine Grove Nursing 840 Sherman 4 7.2 E Home Street Geneva (440) 415-0502 63 54 11 32 11 Rae Ann Nursing 839 West Main 4 9.4 E Facilities Street Geneva (440) 953-8524 84 77 15 46 15 Richwood Residential Centers 4 10.1 E Inc. 81 Walnut Street Geneva (440) 466-0733 8 8 2 5 2 University Hospitals Geneva Medical 4 9.4 E Center 870 West Main St Geneva (440) 466-1141 25 25 5 15 5 Walden Residential 750 Eastlawn 4 10.8 E Center Street Geneva (440) 466-3942 8 8 2 5 2 Ashtabula County Subtotals:

441 404 81 243 81 Perry Nuclear Power Plant Evacuation Time Estimate E-4 KLD Engineering, P.C.Rev. 2 Manor 4 7.2 E I Nursing Rd Madison (440) 466-3702 88 82 16 49 16 Cardinal Woods Skilled Nursing 6831 Chapel 4 5.2 ENE Home Road Madison (440) 428-5103 120 115 23 69 23 Madison Health 7600 South Ridge 4 6.8 ESE Care Inc. Road Madison (440) 428-1492 130 110 22 66 22 Madison Village 148 East Main 4 5.4 ESE Manor Street Madison (440) 428-4958 8 8 2 5 2 7774 Warner 5 7.5 ESE Stewart Lodge Road Madison (440) 428-7121 54 54 11 32 11 TriPoint Medical 6 10.9 SSW Center 7590 Auburn Rd Concord (440) 375-8100 155 110 22 66 22 Altercare of Mentor Center- 9901 Johnnycake 7 11.2 SW Rehabilitation Ridge Road Mentor (440) 357-7900 143 135 27 81 27 Homestead II 7 7.7 SW Nursing Home 60 Wood Street Painesville (440) 352-1114 52 50 10 30 10 Ivy House 308 South State 7 7.4 SW Residential Care Street Painesville (440) 354-2131 22 22 4 13 4 Lakemed Nursing and Rehabilitation 70 Normandy 7 9.8 SW Center Drive Painesville (440) 357-1311 100 85 17 51 17 Lake County Subtotals:

872 771 154 462 154 Perry Nuclear Power Plant Evacuation Time Estimate E-5 KLD Engineering, P.C.Rev. 2 Table E-3. Major Employers within the EPZ Hadlock Plastics 4 9.9 E Corporation 110 North Eagle St Geneva (440) 466-4876 115 20.0%23 4 10.4 ESE Third Dimension Inc. 636 Pleasant Ave Geneva (440) 466-4040 50 10.0% 5 5 9.6 E HDT EP Inc. 5455 State Route 307 Geneva (440) 466-6640 149 52.6% 78 Ashtabula County Subtotals:

314 106 Perry Nuclear Power 1 0.0 -Plant Perry 491 50.0% 246 2 3.7 E Wal-Mart 6067 North Ridge Rd Madison (440) 417-0010 175 25.0% 44 3322 South Ridge 3 4.5 SSW Klyn Nurseries Inc. Road Perry (440) 259-3811 58 52.6% 31 3 3.8 WSW Pet Processors LLC 1350 Bacon Rd Painesville (440) 354-4321 50 85.0% 43 6 11.4 SW Ranpak Corp. 7990 Auburn Rd Concord (440) 354-4445 57 52.6% 30 Avery Dennison 7 7.3 SW Corp. 250 Chester St Painesville (440) 358-3700 264 52.6% 139 787 Renaissance 7 8.7 SW Core Systems LLC Parkway Painesville (440) 357-8000 86 5.0% 4 7 8.5 SW Dyson Corporation 53 Freedom Rd Painesville (440) 352-2700 115 70.0% 81 9615 Diamond Centre 7 9.9 SW Home Depot Dr Mentor (440) 357-0428 70 50.0% 35 7 8.7 WSW Laketran 555 Lake Shore Blvd Painesville (440) 428-2460 188 52.6% 99 7 8.7 SW Lubrizol Corporation 155 Freedom Rd Painesville (440) 357-7064 160 75.0% 120 7 7.6 WSW MJM Industries Inc. 1200 East Street Fairport Harbor (440) 350-1230 34 52.6% 18 7 8.1 WSW Morton Salt 570 Headlands Rd Painesville (440) 354-9901 60 80.0% 48 7 9.9 SW Sam's Club 5600 Emerald Ct Mentor (440) 352-7430 62 30.0% 19 Lake County Subtotals:

1,870 -957 Perry Nuclear Power Plant Evacuation Time Estimate E-6 KLD Engineering, P.C.Rev. 2 Table E-4. Campgrounds within the EPZ ueneva Ntate rarK Campground 4 8.9 ENE 6400 Lake Rd West Geneva (440) 466-5069 400 200 NASCAR RV Resorts at Indian 4 11.5 ENE Creek 4710 Lake Rd East Geneva (440) 466-9191 1,000 250 4 11.4 ENE Ralph's Camping and Motel 4905 Lake Rd East Geneva (440) 466-8091 30 23 4 10.0 ENE Willow Lake Campground 3935 North Broadway Geneva (440) 466-0150 375 225 5 9.1 SE Camp Koinonia 6810 Cork Cold Springs Rd Geneva (440) 466-1278 150 20 Ashtobula County Subtotals:

1,955 718 5 j9.0 SE JHeritage Hills Campgrounds

-1 644-5 Ledge Rd [Thompson 1(440),298-1311 300 180 Geauga County Subtotals:

300 180'g-?Perry Nuclear Power Plant Evacuation Time Estimate E-7 KLD Engineering, P.C.Rev. 2 Table E-5. Golf Courses within the EPZ 4 I 9.0 I ENE I Deer Lake Golf Course I 6300 Lake Rd West I Geneva 1 (440) 466-8450 26 17 Geneva-on-the-Lake Municipal 4 10.7 ENE Golf Course 4902 Al Mraz Dr Geneva (440) 466-8797 57 23 Ashtabula Count Subtotals:

83 40-EG -ONY OH -F40 -983-1 5 9.7 SE Hidden Valley Golf Course 17261 Thompson Rd Thompson (440) 298-3912 21 13 Geauga County Subtotals:

2 13 2 4.0 ENE Madison Country Club' 6131 Chapel Rd Madison (440)428-2888 0 0 4 6.8 ENE Erie Shores Golf Course 7298 Lake Rd Madison (440) 428-3164 80 60 4 5.2 E Pepperidge Tree Golf Course 6825 North Ridge Rd Madison (440) 428-1398 15 9 4 6.3 ESE Powderhorn Golf Course 3991 Bates Rd Madison (440) 428-5951 33 21 5 6.6 SE Little Thunder Hill Golf Club 5037 South Madison Rd Madison (440) 298-3474 30 24 5 7.1 SE Thunder Hill Golf Club 7050 Griswold Rd Madison (440) 298-3474 30 24 6 11.4 SSW Little Mountain Country Club 7667 Hermitage Rd Painesville (440) 358-7888 73 46 7 7.5 SSW Painesville Country Club 84 Golf Dr Painesville (440) 354-3469 52 33 Lake County Subtotals:

313 217 Madison Golf Club indicated that no golfers are transients at this location.E-8 KLD Engineering.

P.C.Perry Nuclear Power Plant Evacuation Time Estimate E-8 KLD Engineering, P.C.Rev. 2 Table E-6. Parks/Recreational Attractions within the EPZ SAaventure tone I-amiiy I-un 4 10.6 ENE Center 5600 Lake Rd East Geneva (440) 466-3555 600 250 10.2 E GaREAT Sports Complex j1822 South Broadway Geneva (440) 466-1002 1,000 800 4_ 9.4 ENE I Geneva State Park 4499 Padanarum Rd Geneva (440) 466-5069 300 200 Ashtabula County Subtotals.:

1,9 1,250 Fairport 7 7.4 WSW Fairport Harbor Lakefront Park 301 Huntington Beach Dr Harbor (440) 639-9972 2,500 1,000 7 9.6 SW Lake County Fair Grounds 1301 Mentor Ave Painesville (440) 354-3339 1,667 833 7 5.6 SW I Lake County Speedway 500 Fairport Nursery Rd Painesville (440) 354-3505 900 700 7 8.4 WSW I Headlands Beach State Park 9601 Headlands Rd Mentor (216) 881-8141 3,912 1,125 Lake County Subtotals:

8,979 3,658 Perry Nuclear Power Plant Evacuation Time Estimate E-9 KLD Engineering, P.C.Rev. 2 Table E-7. Marinas within the EPZ 4 9.4 ENE Geneva State Park Marina 4599 Padlanarumn RdGeva(4)6-75625 Ashtabula County Subtotals:

62 25 7 7.9 IWSW IFairport Harbor Yacht Club I1177 High St IFairport Harbor (440) 354-9083 78 32 7 7.4 WSW HTP Rack& Marina 625 Prospect St Fairport Harbor (440) 357-0269 49 20 Lake County Subtotals:

127 52 Perry Nuclear Power Plant Evacuation Time Estimate E-10 KLD Engineering, P.C.Rev. 2 Table E-8. Lodging Facilities within the EPZ 4 11.0 ENE Allen Court Cottages & Motel 5317 Lake Rd East Geneva (440) 466-8747 36 6 4 11.1 ENE Anchor Motel & Cottage 5196 Lake Rd East Geneva (440) 446-0726 37 20 4 10.7 ENE Beulah's Lakeside Inn 5013 New St Geneva (440) 466-0075 7 4 4 10.7 ENE Dian's Poolside Motel 5169 Lake Rd East Geneva (440) 466-8770 19 10 4 11.1 ENE Eagle Cliff Inn Bed & Breakfast 5254 Lake Rd East Geneva (440) 466-1110 11 5 4 11.7 E Geneva Motel 4829 N Ridge Rd East Geneva (440) 466-0872 19 12 Geneva-on-4 11.0 ENE Godina Cottages Log Cabin Inn 5295 Lake Rd East the-Lake (440) 466-8953 19 10 4 10.7 ENE Golfview Motel 4938 Golfview Dr Geneva (440) 466-2828 4 4 4 10.7 ENE King Arthur Courts 4960 Golfview Dr Geneva (440) 466-8961 56 30 4 11.2 ENE Lake Erie Motel 5184 Lake Rd East Geneva (440) 466-6420 12 6 Geneva-on-4 10.4 ENE Lake House Inn & Winery 5653 Lake Rd East the-Lake (440) 466-8668 14 8 4 11.0 ENE Lakeview Resorts 5287 Lake Rd East Geneva (440) 466-8773 96 51 4 10.2 E Motel 6 1715 South Broadway Geneva (440) 466-1168 101 51 4 11.6 E North Ridge Motel 4654 N Ridge Rd East Geneva (440) 466-5279 56 24 Geneva-on-4 11.2 ENE North Wind Motel 5170 Lake Rd East the-Lake (440) 466-8750 15 8 4 11.2 ENE Park Gate Motel 5144 Lake Rd East Geneva (440) 466-8654 8 4 4 10.7 ENE Pera's Motel 4944 Golf Ave Geneva (440) 466-8675 67 50 Geneva-on-4 10.4 ENE Poplar Breeze Cottages 5733 Lake Rd East the-Lake (440) 466-8715 19 10 4 11.2 ENE Sand Beach Motel 5225 Old Lake Rd Geneva (440) 466-5444 56 30 4 11.0 ENE Surf Motel 5276 Lake Rd East Geneva (440) 466-3283 27 14 Perry Nuclear Power Plant Evacuation Time Estimate E-11 KLD Engineering, P.C.Rev. 2 The Lodge & Conference Center at Geneva-on-the-Lake Gen eva-on-the-Lake 4 10.0 ENE 4888 STHY 534 North (440) 415-1519 56 30 4 11.0 ENE Uncle Tom's Cottages 5266 Lake Rd East Geneva (440) 466-8791 25 13 4 8.0 E Warner-Concord Farms 6585 South Ridge Rd West Geneva (440) 428-4485 5 3 5 9.6 ESE Polly Harper Inn 6308 South River Rd West Geneva (440) 466-6183 4 2 Ashtabula County Subtotals:

769 405 2 5.3 ESE His Majesty's Bed & Breakfast 25 Park St Madison (440) 428-7767 6 5 2 2.4 ESE Locust Grove Motel 5363 North Ridge Rd Madison (440) 428-1311 22 12 2 5.4 ESE Winans House Bed & Breakfast 143 River St Madison (440) 339-5161 3 2 3 4.0 SW Limberlost Motel 8 North Springlake Blvd Painesville (440) 352-2666 28 15 3 4.4 SW Villa Rose Motel 2140 North Ridge Rd Painesville (440) 357-7502 39 21 4 5.8 E Vogue Inn Motel & Apartment 7231 North Ridge Rd Madison (440) 428-2842 51 26 Quail Hollow Resort & 11080 Concord-Hambden 6 10.3 SSW Conference Rd Concord (440) 497-1100 220 92 7 7.3 SW Bank Street Bed & Breakfast 340 Bank St Painesville (440) 357-1662 5 2 7 7.2 SW E & D International 257 Main St Painesville (440) 354-4054 56 30 Fitzgerald's Irish Bed &7 7.6 SW Breakfast 47 Mentor Ave Painesville (440) 357-0845 4 2 7 9.9 SW Hampton Inn & Suites 5675 Emerald Ct Mentor (440) 358-1441 213 113 7 9.8 SW Residence Inn 5660 Emerald Ct Mentor (440) 392-0800 130 87 7 8.6 SW Rider's 1812 Inn 792 Mentor Ave Painesville (440) 354-8200 19 10 7 9.8 SW Value Place 5640 Emerald Ct Mentor (440) 210-4700 230 115 Lake County Subtotals:

1,026 532-7 Perry Nuclear Power Plant Evacuation Time Estimate E-12 KLD Engineering, P.C.Rev. 2 Table E-9. Correctional Facilities within the EPZ 7 7.4 SW Juvenile Justice Center 53 East Erie St Painesville (440) 350-3000 32 7 7.4 SW Lake County Jail 104 East Erie St Painesville (440) 350-5601 350 Lake County Subtotals:

382 Perry Nuclear Power Plant Evacuation Time Estimate E-13 KLD Engineering, P.C.Rev. 2 Figure E-1. Schools within the EPZ Perry Nuclear Power Plant Evacuation Time Estimate E-14 KLD Engineering, P.C.Rev. 2 Figure E-2. Schools within the Subareas 1, 3, 6 and 7 E-15 KLD Engineering, P.C.Perry Nuclear Power Plant Evacuation Time Estimate E-15 KLD Engineering, P.C.Rev. 2 Figure E-3. Schools within Subareas 2, 4 and 5 Perry Nuclear Power Plant Evacuation Time Estimate E-16 KLD Engineering, P.C.Rev. 2 Figure E-4. Medical Facilities within the EPZ Perry Nuclear Power Plant Evacuation Time Estimate E-17 KLD Engineering, P.C.Rev. 2 Figure E-5. Major Employers within the EPZ Perry Nuclear Power Plant Evacuation Time Estimate E-18 KLD Engineering, P.C.Rev. 2 Figure E-6. Campgrounds within the EPZ E-19 KLD Engineering, P.C.Perry Nuclear Power Plant Evacuation Time Estimate E-19 KLD Engineering, P.C.Rev. 2 Figure E-7. Golf Courses and Parks within the EPZ Perry Nuclear Power Plant Evacuation Time Estimate E-20 KLD Engineering, P.C.Rev. 2 Figure E-8. Marinas within the EPZ Perry Nuclear Power Plant Evacuation Time Estimate E-21 KLD Engineering, P.C.Rev. 2 Figure E-9. Lodging Facilities within Subareas 1, 3, 6 and 7 E-22 KLD Engineering, P.C.Perry Nuclear Power Plant Evacuation Time Estimate E-22 KLD Engineering, P.C.Rev. 2 Figure E-1O. Lodging Facilities within Subareas 2, 4 and 5 Perry Nuclear Power Plant Evacuation Time Estimate E-23 KLD Engineering, P.C.Rev. 2 Lodging within Geneva-on-th Perry Nuclear Power P e-Lake for the lant EPZ I w~./I'I vrview Geneva-on-the-Lake 6 63 49 Legend PNPP* Lodging D Subarea ( Mile Rings 2, 5, 10 U)

• Fadyli Name 59 North Wind Motel 50 Pera's Motel 51 Allen Court Cottages &Motel 52 Lakeview Resorts 53 Surf Motel 54 Uncle Tom's Cottages 55 Sand Beach Motel S6 Eagle Cliff Inn Bed & Breakfast Subarea: 4 AOiTh. In4o C'ont~rat .n.,asnn~th.a*

S8 Lake Erie Motel 84 Poplar Breeze Cottages 60 Park Gate Motel 61 Dian's Poolside Motel 62 King Arthur Courts 63 Golfview Motel 64 Beulah's Lakeside Inn 82 Godlna Cottages Log Cabin Inn 83 Lake House Inn &Winery 57 i Anchor Motel & Cottage thadna, Rasinn Ct.wrftt SRBasman5,1 1o 0.25 0.5__ _ __ _ _ j gln..m'e First Enme I ý MIle Figure E-11. Lodging Facilities within Geneva-on-the-Lake Perry Nuclear Power Plant Evacuation Time Estimate E-24 KLD Engineering, P.C.Rev. 2 Figure E-12. Correctional Facilities within the EPZ Perry Nuclear Power Plant Evacuation Time Estimate E-25 KLD Engineering, P.C.Rev. 2