ML13037A619

Kld TR-514, Final Report, Rev. 1, Development of Evacuation Tine Estimates

ML13037A619
Person / Time
Site:	Kewaunee
Issue date:	11/30/2012
From:	KLD Engineering, PC
To:	Office of Nuclear Material Safety and Safeguards, Office of Nuclear Reactor Regulation
References
12-727 KLD TR-514, Rev 1
Download: ML13037A619 (390)

Text

Kewaunee Power Station Development of Evacuation Time Estimates Work performed for Dominion, by:

KLD Engineering, P.C.

43 Corporate Drive Hauppauge, NY 11788 mailto:kweinisch@kldcompanies.com November 2012 Final Report, Rev. 1 KLD TR - 514

Table of Contents 1 INTRODUCTION .................................................................................................................................. 11 1.1 Overview of the ETE Process...................................................................................................... 11 1.2 The Kewaunee Power Plant Location ........................................................................................ 13 1.3 Preliminary Activities ................................................................................................................. 15 1.4 Comparison with Prior ETE Study .............................................................................................. 19 2 STUDY ESTIMATES AND ASSUMPTIONS............................................................................................. 21 2.1 Data Estimates ........................................................................................................................... 21 2.2 Study Methodological Assumptions .......................................................................................... 22 2.3 Study Assumptions ..................................................................................................................... 25 3 DEMAND ESTIMATION ....................................................................................................................... 31 3.1 Permanent Residents ................................................................................................................. 32 3.2 Shadow Population .................................................................................................................... 37 3.3 Transient Population ................................................................................................................ 310 3.4 Employees ................................................................................................................................ 315 3.5 Medical Facilities ...................................................................................................................... 319 3.6 Total Demand in Addition to Permanent Population .............................................................. 319 3.7 Special Event ............................................................................................................................ 319 3.8 Summary of Demand ............................................................................................................... 321 4 ESTIMATION OF HIGHWAY CAPACITY................................................................................................ 41 4.1 Capacity Estimations on Approaches to Intersections .............................................................. 42 4.2 Capacity Estimation along Sections of Highway ........................................................................ 44 4.3 Application to the Kewaunee Power Station Study Area .......................................................... 46 4.3.1 TwoLane Roads ................................................................................................................. 46 4.3.2 MultiLane Highway ........................................................................................................... 46 4.3.3 Freeways ............................................................................................................................ 47 4.3.4 Intersections ...................................................................................................................... 48 4.4 Simulation and Capacity Estimation .......................................................................................... 48 5 ESTIMATION OF TRIP GENERATION TIME .......................................................................................... 51 5.1 Background ................................................................................................................................ 51 5.2 Fundamental Considerations ..................................................................................................... 53 5.3 Estimated Time Distributions of Activities Preceding Event 5 ................................................... 56 5.4 Calculation of Trip Generation Time Distribution .................................................................... 512 5.4.1 Statistical Outliers ............................................................................................................ 513 5.4.2 Staged Evacuation Trip Generation ................................................................................. 517 5.4.3 Trip Generation for Waterways and Recreational Areas ................................................. 518 6 DEMAND ESTIMATION FOR EVACUATION SCENARIOS ..................................................................... 61 7 GENERAL POPULATION EVACUATION TIME ESTIMATES (ETE) .......................................................... 71 7.1 Voluntary Evacuation and Shadow Evacuation ......................................................................... 71 7.2 Staged Evacuation ...................................................................................................................... 71 7.3 Patterns of Traffic Congestion during Evacuation ..................................................................... 72 7.4 Evacuation Rates ........................................................................................................................ 73 7.5 Evacuation Time Estimate (ETE) Results .................................................................................... 74 7.6 Staged Evacuation Results ......................................................................................................... 75 7.7 Guidance on Using ETE Tables ................................................................................................... 75 8 TRANSITDEPENDENT AND SPECIAL FACILITY EVACUATION TIME ESTIMATES ................................. 81 Kewaunee Power Station i KLD Engineering, P.C.

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8.1 Transit Dependent People Demand Estimate ............................................................................ 82 8.2 School Population - Transit Demand ......................................................................................... 84 8.3 Medical Facility Demand ............................................................................................................ 84 8.4 Evacuation Time Estimates for Transit Dependent People ....................................................... 85 8.5 Special Needs Population......................................................................................................... 811 9 TRAFFIC MANAGEMENT STRATEGY ................................................................................................... 91 10 EVACUATION ROUTES .................................................................................................................. 101 11 SURVEILLANCE OF EVACUATION OPERATIONS ........................................................................... 111 12 CONFIRMATION TIME .................................................................................................................. 121 13 RECOMMENDATIONS................................................................................................................... 131 List of Appendices A. GLOSSARY OF TRAFFIC ENGINEERING TERMS .................................................................................. A1 B. DYNAMIC TRAFFIC ASSIGNMENT AND DISTRIBUTION MODEL ......................................................... B1 C. DYNEV TRAFFIC SIMULATION MODEL ............................................................................................... C1 C.1 Methodology .............................................................................................................................. C5 C.1.1 The Fundamental Diagram ................................................................................................. C5 C.1.2 The Simulation Model ........................................................................................................ C5 C.1.3 Lane Assignment .............................................................................................................. C13 C.2 Implementation ....................................................................................................................... C13 C.2.1 Computational Procedure ................................................................................................ C13 C.2.2 Interfacing with Dynamic Traffic Assignment (DTRAD) ................................................... C16 D. DETAILED DESCRIPTION OF STUDY PROCEDURE .............................................................................. D1 E. SPECIAL FACILITY DATA ...................................................................................................................... E1 F. TELEPHONE SURVEY ........................................................................................................................... F1 F.1 Introduction ............................................................................................................................... F1 F.2 Survey Instrument and Sampling Plan ....................................................................................... F2 F.3 Survey Results ............................................................................................................................ F3 F.3.1 Household Demographic Results ........................................................................................... F3 F.3.2 Evacuation Response ............................................................................................................. F8 F.3.3 Time Distribution Results ..................................................................................................... F10 F.4 Conclusions .............................................................................................................................. F13 G. TRAFFIC MANAGEMENT PLAN .......................................................................................................... G1 G.1 Traffic Control Points ................................................................................................................ G1 H EVACUATION REGIONS ..................................................................................................................... H1 J. REPRESENTATIVE INPUTS TO AND OUTPUTS FROM THE DYNEV II SYSTEM ..................................... J1 K. EVACUATION ROADWAY NETWORK .................................................................................................. K1 L. ZONE BOUNDARIES ............................................................................................................................ L1 M. EVACUATION SENSITIVITY STUDIES ............................................................................................. M1 M.1 Effect of Changes in Trip Generation Times ............................................................................ M1 M.2 Effect of Changes in the Number of People in the Shadow Region Who Relocate ................. M2 M.3 Effect of Changes in EPZ Resident Population ......................................................................... M3 N. ETE CRITERIA CHECKLIST ................................................................................................................... N1 Note: Appendix I intentionally skipped Kewaunee Power Station ii KLD Engineering, P.C.

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List of Figures Figure 11. Kewaunee Power Station Location ......................................................................................... 14 Figure 12. KPS LinkNode Analysis Network ............................................................................................ 17 Figure 21. Voluntary Evacuation Methodology ....................................................................................... 24 Figure 31. Kewaunee Power Station EPZ ................................................................................................. 33 Figure 32. Permanent Resident Population by Sector ............................................................................. 35 Figure 33. Permanent Resident Vehicles by Sector ................................................................................. 36 Figure 34. Shadow Population by Sector ................................................................................................. 38 Figure 35. Shadow Vehicles by Sector ..................................................................................................... 39 Figure 36. Transient Population by Sector............................................................................................. 313 Figure 37. Transient Vehicles by Sector ................................................................................................. 314 Figure 38. Employee Population by Sector ............................................................................................ 317 Figure 39. Employee Vehicles by Sector ................................................................................................ 318 Figure 41. Fundamental Diagrams .......................................................................................................... 410 Figure 51. Events and Activities Preceding the Evacuation Trip .............................................................. 55 Figure 52. Evacuation Mobilization Activities ........................................................................................ 511 Figure 53. Comparison of Data Distribution and Normal Distribution....................................................... 515 Figure 54. Comparison of Trip Generation Distributions....................................................................... 521 Figure 55. Comparison of Staged and Unstaged Trip Generation Distributions in the 5 to 10 Mile Region .................................................................................................................................. 523 Figure 61. KPS EPZ Zones ......................................................................................................................... 64 Figure 71. Voluntary Evacuation Methodology ..................................................................................... 713 Figure 72. Kewaunee Power Station Shadow Region ............................................................................ 714 Figure 73. Congestion Patterns at 45 Minutes after the Advisory to Evacuate .................................... 715 Figure 74. Congestion Patterns at 1 Hour, 15 Minutes after the Advisory to Evacuate........................ 716 Figure 75. Congestion Patterns at 1 Hour, 30 Minutes after the Advisory to Evacuate........................ 717 Figure 76. Congestion Patterns at 1 Hour, 55 Minutes after the Advisory to Evacuate........................ 718 Figure 77. Evacuation Time Estimates Scenario 1 for Region R02 ...................................................... 719 Figure 78. Evacuation Time Estimates Scenario 2 for Region R02 ...................................................... 719 Figure 79. Evacuation Time Estimates Scenario 3 for Region R02 ...................................................... 720 Figure 710. Evacuation Time Estimates Scenario 4 for Region R02 .................................................... 720 Figure 711. Evacuation Time Estimates Scenario 5 for Region R02 .................................................... 721 Figure 712. Evacuation Time Estimates Scenario 6 for Region R02 .................................................... 721 Figure 713. Evacuation Time Estimates Scenario 7 for Region R02 .................................................... 722 Figure 714. Evacuation Time Estimates Scenario 8 for Region R02 .................................................... 722 Figure 715. Evacuation Time Estimates Scenario 9 for Region R02 .................................................... 723 Figure 716. Evacuation Time Estimates Scenario 10 for Region R02 .................................................. 723 Figure 717. Evacuation Time Estimates Scenario 11 for Region R02 .................................................. 724 Figure 718. Evacuation Time Estimates Scenario 12 for Region R02 .................................................. 724 Figure 719. Evacuation Time Estimates Scenario 13 for Region R02 .................................................. 725 Figure 720. Evacuation Time Estimates Scenario 14 for Region R02 .................................................. 725 Figure 81. Chronology of Transit Evacuation Operations ...................................................................... 812 Figure 82. TransitDependent Bus Routes ............................................................................................. 813 Figure 101. General Population Reception Centers and School Host Facilities..................................... 102 Figure 102. Evacuation Route Map ........................................................................................................ 103 Figure B1. Flow Diagram of SimulationDTRAD Interface........................................................................ B5 Kewaunee Power Station iii KLD Engineering, P.C.

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Figure C1. Representative Analysis Network ........................................................................................... C4 Figure C2. Fundamental Diagrams ........................................................................................................... C6 Figure C3. A UNIT Problem Configuration with t1 > 0 .............................................................................. C7 Figure C4. Flow of Simulation Processing (See Glossary: Table C3) .................................................... C15 Figure D1. Flow Diagram of Activities ..................................................................................................... D5 Figure E1. Schools within the EPZ ............................................................................................................ E7 Figure E2. Medical Facilities within the EPZ ............................................................................................ E8 Figure E3. Major Employers within the EPZ ............................................................................................. E9 Figure E4. Recreational Areas within the EPZ ........................................................................................ E10 Figure E5. Lodging within the EPZ .......................................................................................................... E11 Figure F1. Household Size in the EPZ ....................................................................................................... F3 Figure F2. Household Vehicle Availability ................................................................................................ F4 Figure F3. Vehicle Availability 1 to 5 Person Households ...................................................................... F5 Figure F4. Vehicle Availability 6 to 9+ Person Households .................................................................... F5 Figure F5. Household Ridesharing Preference......................................................................................... F6 Figure F6. Commuters in Households in the EPZ ..................................................................................... F7 Figure F7. Modes of Travel in the EPZ ..................................................................................................... F8 Figure F8. Number of Vehicles Used for Evacuation ............................................................................... F9 Figure F9. Households Evacuating with Pets ........................................................................................... F9 Figure F10. Time Required to Prepare to Leave Work/School .............................................................. F11 Figure F11. Work to Home Travel Time ................................................................................................. F11 Figure F12. Time to Prepare Home for Evacuation................................................................................ F12 Figure F13. Time to Clear Driveway of 6"8" of Snow ........................................................................... F13 Figure G1. Traffic Control Points for the Kewaunee Power Station ....................................................... G2 Figure H1. Region R01 ............................................................................................................................. H3 Figure H2. Region R02 ............................................................................................................................. H4 Figure H3. Region R03 ............................................................................................................................. H5 Figure H4. Region R04 ............................................................................................................................. H6 Figure H5. Region R05 ............................................................................................................................. H7 Figure H6. Region R06 ............................................................................................................................. H8 Figure H7. Region R07 ............................................................................................................................. H9 Figure H8. Region R08 ........................................................................................................................... H10 Figure H9. Region R09 ........................................................................................................................... H11 Figure H10. Region R10 ......................................................................................................................... H12 Figure H11. Region R11 ......................................................................................................................... H13 Figure H12. Region R12 ......................................................................................................................... H14 Figure H13. Region R13 ......................................................................................................................... H15 Figure H14. Region R14 ......................................................................................................................... H16 Figure H15. Region R15 ......................................................................................................................... H17 Figure H16. Region R16 ......................................................................................................................... H18 Figure H17. Region R17 ......................................................................................................................... H19 Figure J1. ETE and Trip Generation: Summer, Midweek, Midday, Good Weather (Scenario 1) .............. J8 Figure J2. ETE and Trip Generation: Summer, Midweek, Midday, Rain (Scenario 2) ............................... J8 Figure J3. ETE and Trip Generation: Summer, Weekend, Midday, Good Weather (Scenario 3).............. J9 Figure J4. ETE and Trip Generation: Summer, Weekend, Midday, Rain (Scenario 4) .............................. J9 Figure J5. ETE and Trip Generation: Summer, Midweek, Weekend, Evening, Good Weather (Scenario 5) ..................................................................................................................... J10 Kewaunee Power Station iv KLD Engineering, P.C.

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Figure J6. ETE and Trip Generation: Winter, Midweek, Midday, Good Weather (Scenario 6) .............. J10 Figure J7. ETE and Trip Generation: Winter, Midweek, Midday, Rain (Scenario 7) ............................... J11 Figure J8. ETE and Trip Generation: Winter, Midweek, Midday, Snow (Scenario 8) ............................. J11 Figure J9. ETE and Trip Generation: Winter, Weekend, Midday, Good Weather (Scenario 9) .............. J12 Figure J10. ETE and Trip Generation: Winter, Weekend, Midday, Rain (Scenario 10) ........................... J12 Figure J11. ETE and Trip Generation: Winter, Weekend, Midday, Snow (Scenario 11) ......................... J13 Figure J12. ETE and Trip Generation: Winter, Midweek, Weekend, Evening, Good Weather (Scenario 12) ................................................................................................................... J13 Figure J13. ETE and Trip Generation: Summer, Weekend, Evening, Good Weather, Special Event (Scenario 13) ............................................................................................ J14 Figure J14. ETE and Trip Generation: Summer, Midweek, Midday, Good Weather, Roadway Impact (Scenario 14) ...................................................................................... J14 Figure K1. Kewaunee LinkNode Analysis Network ................................................................................. K2 Figure K2. LinkNode Analysis Network - Grid 1 ..................................................................................... K3 Figure K3. LinkNode Analysis Network - Grid 2 ..................................................................................... K4 Figure K4. LinkNode Analysis Network - Grid 3 ..................................................................................... K5 Figure K5. LinkNode Analysis Network - Grid 4 ..................................................................................... K6 Figure K6. LinkNode Analysis Network - Grid 5 ..................................................................................... K7 Figure K7. LinkNode Analysis Network - Grid 6 ..................................................................................... K8 Figure K8. LinkNode Analysis Network - Grid 7 ..................................................................................... K9 Figure K9. LinkNode Analysis Network - Grid 8 ................................................................................... K10 Figure K10. LinkNode Analysis Network - Grid 9 ................................................................................. K11 Figure K11. LinkNode Analysis Network - Grid 10 ............................................................................... K12 Figure K12. LinkNode Analysis Network - Grid 11 ............................................................................... K13 Figure K13. LinkNode Analysis Network - Grid 12 ............................................................................... K14 Figure K14. LinkNode Analysis Network - Grid 13 ............................................................................... K15 Figure K15. LinkNode Analysis Network - Grid 14 ............................................................................... K16 Figure K16. LinkNode Analysis Network - Grid 15 ............................................................................... K17 Figure K17. LinkNode Analysis Network - Grid 16 ............................................................................... K18 Figure K18. LinkNode Analysis Network - Grid 17 ............................................................................... K19 Figure K19. LinkNode Analysis Network - Grid 18 ............................................................................... K20 Figure K20. LinkNode Analysis Network - Grid 19 ............................................................................... K21 Figure K21. LinkNode Analysis Network - Grid 20 ............................................................................... K22 Figure K22. LinkNode Analysis Network - Grid 21 ............................................................................... K23 Figure K23. LinkNode Analysis Network - Grid 22 ............................................................................... K24 Figure K24. LinkNode Analysis Network - Grid 23 ............................................................................... K25 Figure K25. LinkNode Analysis Network - Grid 24 ............................................................................... K26 Figure K26. LinkNode Analysis Network - Grid 25 ............................................................................... K27 Figure K27. LinkNode Analysis Network - Grid 26 ............................................................................... K28 Figure K28. LinkNode Analysis Network - Grid 27 ............................................................................... K29 Figure K29. LinkNode Analysis Network - Grid 28 ............................................................................... K30 Figure K30. LinkNode Analysis Network - Grid 29 ............................................................................... K31 Figure K31. LinkNode Analysis Network - Grid 30 ............................................................................... K32 Figure K32. LinkNode Analysis Network - Grid 31 ............................................................................... K33 Figure K33. LinkNode Analysis Network - Grid 32 ............................................................................... K34 Figure K34. LinkNode Analysis Network - Grid 33 ............................................................................... K35 Figure K35. LinkNode Analysis Network - Grid 34 ............................................................................... K36 Kewaunee Power Station v KLD Engineering, P.C.

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List of Tables Table 11. Stakeholder Interaction ........................................................................................................... 11 Table 12. Highway Characteristics ........................................................................................................... 15 Table 13. ETE Study Comparisons ............................................................................................................ 19 Table 21. Evacuation Scenario Definitions............................................................................................... 23 Table 22. Model Adjustment for Adverse Weather................................................................................. 27 Table 31. EPZ Permanent Resident Population ....................................................................................... 34 Table 32. Permanent Resident Population and Vehicles by Zone ........................................................... 34 Table 33. Shadow Population and Vehicles by Sector ............................................................................. 37 Table 34. Summary of Transients and Transient Vehicles ..................................................................... 312 Table 35. Summary of NonEPZ Resident Employees and Employee Vehicles...................................... 316 Table 36. Kewaunee Power Station EPZ External Traffic ....................................................................... 320 Table 37. Summary of Population Demand ........................................................................................... 322 Table 38. Summary of Vehicle Demand ................................................................................................. 323 Table 51. Event Sequence for Evacuation Activities ................................................................................ 53 Table 52. Time Distribution for Notifying the Public ............................................................................... 56 Table 53. Time Distribution for Employees to Prepare to Leave Work ................................................... 57 Table 54. Time Distribution for Commuters to Travel Home .................................................................. 58 Table 55. Time Distribution for Population to Prepare to Evacuate ....................................................... 59 Table 56. Time Distribution for Population to Clear 6"8" of Snow ...................................................... 510 Table 57. Mapping Distributions to Events ............................................................................................ 512 Table 58. Description of the Distributions ............................................................................................. 513 Table 59. Trip Generation Histograms for the EPZ Population for Unstaged Evacuation ..................... 520 Table 510. Trip Generation Histograms for the EPZ Population for Staged Evacuation ....................... 522 Table 61. Description of Evacuation Regions........................................................................................... 63 Table 62. Evacuation Scenario Definitions............................................................................................... 65 Table 63. Percent of Population Groups Evacuating for Various Scenarios ............................................ 66 Table 64. Vehicle Estimates by Scenario.................................................................................................. 67 Table 71. Time to Clear the Indicated Area of 90 Percent of the Affected Population ........................... 78 Table 72. Time to Clear the Indicated Area of 100 Percent of the Affected Population ......................... 79 Table 73. Time to Clear 90 Percent of the 5Mile Area within the Indicated Region ............................ 710 Table 74. Time to Clear 100 Percent of the 5Mile Area within the Indicated Region .......................... 711 Table 75. Description of Evacuation Regions......................................................................................... 712 Table 81. TransitDependent Population Estimates .............................................................................. 814 Table 82. School Population Demand Estimates ................................................................................... 815 Table 83. School Reception Centers ...................................................................................................... 816 Table 84. Medical Facility Transit Demand ............................................................................................ 817 Table 85. Summary of Transportation Resources .................................................................................. 818 Table 86. Bus Route Descriptions .......................................................................................................... 819 Table 87. School Evacuation Time Estimates Good Weather .............................................................. 820 Table 88. School Evacuation Time Estimates - Rain .............................................................................. 821 Table 89. School Evacuation Time Estimates - Snow ............................................................................ 822 Table 810. Summary of TransitDependent Bus Routes ........................................................................ 823 Table 811. TransitDependent Evacuation Time Estimates Good Weather ........................................ 824 Table 812. TransitDependent Evacuation Time Estimates - Rain ........................................................ 825 Table 813. Transit Dependent Evacuation Time Estimates Snow ....................................................... 826 Kewaunee Power Station vi KLD Engineering, P.C.

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Table 814. Medical Facility Evacuation Time Estimates Good Weather ............................................. 827 Table 815. Medical Facility Evacuation Time Estimates Rain .............................................................. 828 Table 816. Medical Facility Evacuation Time Estimates Snow ............................................................ 829 Table 817. Homebound Special Needs Population Evacuation Time Estimates .................................... 830 Table 121. Estimated Number of Telephone Calls Required for Confirmation of Evacuation .............. 122 Table A1. Glossary of Traffic Engineering Terms .................................................................................... A1 Table C1. Selected Measures of Effectiveness Output by DYNEV II ........................................................ C2 Table C2. Input Requirements for the DYNEV II Model ........................................................................... C3 Table C3. Glossary ....................................................................................................................................C8 Table E1. Schools within the EPZ ............................................................................................................. E2 Table E2. Medical Facilities within the EPZ .............................................................................................. E3 Table E3. Major Employers within the EPZ .............................................................................................. E4 Table E4. Parks/Recreational Attractions within the EPZ ........................................................................ E5 Table E5. Lodging Facilities within the EPZ .............................................................................................. E6 Table F1. Kewaunee Telephone Survey Sampling Plan ........................................................................... F2 Table H1. Percent of Zone Population Evacuating for Each Region ....................................................... H2 Table J1. Characteristics of the Ten Highest Volume Signalized Intersections........................................ J2 Table J2. Sample Simulation Model Input ............................................................................................... J3 Table J3. Selected Model Outputs for the Evacuation of the Entire EPZ (Region R02) ........................... J4 Table J4. Average Speed (mph) and Travel Time (min) for Major Evacuation Routes (Region R02, Scenario 1) ................................................................................................................................................. J5 Table J5. Simulation Model Outputs at Network Exit Links for Region R02, Scenario 1 ......................... J6 Table K1. Evacuation Roadway Network Characteristics ....................................................................... K37 Table K2. Nodes in the LinkNode Analysis Network which are Controlled ........................................... K84 Table M1. Evacuation Time Estimates for Trip Generation Sensitivity Study ....................................... M1 Table M2. Evacuation Time Estimates for Shadow Sensitivity Study .................................................... M2 Table M3. ETE Variation with Population Change ................................................................................. M4 Table N1. ETE Review Criteria Checklist ................................................................................................. N1 Kewaunee Power Station vii KLD Engineering, P.C.

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EXECUTIVE

SUMMARY

This report describes the analyses undertaken and the results obtained by a study to develop Evacuation Time Estimates (ETE) for the Kewaunee Power Station (KPS) located in Kewaunee County, Wisconsin. ETE are part of the required planning basis and provide Dominion and State and local governments with sitespecific information needed for Protective Action decision making.

In the performance of this effort, guidance is provided by documents published by Federal Governmental agencies. Most important of these are:

Criteria for Development of Evacuation Time Estimate Studies, NUREG/CR7002, November 2011.

Criteria for Preparation and Evaluation of Radiological Emergency Response Plans and Preparedness in Support of Nuclear Power Plants, NUREG0654/FEMAREP1, Rev. 1, November 1980.

Development of Evacuation Time Estimates for Nuclear Power Plants, NUREG/CR6863, January 2005.

10CFR50, Appendix E - Emergency Planning and Preparedness for Production and Utilization Facilities Overview of Project Activities This project began in November, 2011 and extended over a period of 12 months. The major activities performed are briefly described in chronological sequence:

Attended kickoff meetings with Dominion personnel and emergency management personnel representing state and county governments.

Accessed U.S. Census Bureau data files for the year 2010. Studied Geographical Information Systems (GIS) maps of the area in the vicinity of the Kewaunee Power Station, then conducted a detailed field survey of the highway network.

Synthesized this information to create an analysis network representing the highway system topology and capacities within the Emergency Planning Zone (EPZ), plus a Shadow Region covering the region between the EPZ boundary and approximately 15 miles radially from the plant.

Designed and sponsored a telephone survey of residents within the EPZ to gather focused data needed for this ETE study that were not contained within the census database. The survey instrument was reviewed and modified by the licensee and offsite response organization (ORO) personnel prior to the survey.

Data collection forms (provided to the OROs at the kickoff meeting) were returned with data pertaining to employment, transients, and special facilities in each county.

Kewaunee Power Station ES1 KLD Engineering, P.C.

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Telephone calls to specific facilities supplemented the data provided.

The traffic demand and tripgeneration rates of evacuating vehicles were estimated from the gathered data. The trip generation rates reflected the estimated mobilization time (i.e., the time required by evacuees to prepare for the evacuation trip) computed using the results of the telephone survey of EPZ residents.

Following federal guidelines, the EPZ is subdivided into 5 zones. These zones are then grouped within circular areas or keyhole configurations (circles plus radial sectors) that define a total of 17 Evacuation Regions.

The timevarying external circumstances are represented as Evacuation Scenarios, each described in terms of the following factors: (1) Season (Summer, Winter); (2) Day of Week (Midweek, Weekend); (3) Time of Day (Midday, Evening); and (4) Weather (Good, Rain, Snow) as shown in Table 62. One special event scenario involving an outage and KPS was considered. One roadway impact scenario was considered wherein a section of SR 42 was closed between Miller St and Peterson St.

Staged evacuation was considered for those regions wherein the 2 mile radius and sectors downwind to 5 miles were evacuated.

As per NUREG/CR7002, the Planning Basis for the calculation of ETE is:

A rapidly escalating accident at the KPS that quickly assumes the status of General Emergency such that the Advisory to Evacuate is virtually coincident with the siren alert, and no early protective actions have been implemented.

While an unlikely accident scenario, this planning basis will yield ETE, measured as the elapsed time from the Advisory to Evacuate until the stated percentage of the population exits the impacted Region, that represent upper bound estimates. This conservative Planning Basis is applicable for all initiating events.

If the emergency occurs while schools are in session, the ETE study assumes that the children will be evacuated by bus directly to reception centers or host schools located outside the EPZ. Parents, relatives, and neighbors are advised to not pick up their children at school prior to the arrival of the buses dispatched for that purpose. The ETE for schoolchildren are calculated separately.

Evacuees who do not have access to a private vehicle will either rideshare with relatives, friends or neighbors, or be evacuated by buses provided as specified in the county evacuation plans. Those in special facilities will likewise be evacuated with public transit, as needed: bus, van, or ambulance, as required. Separate ETE are calculated for the transitdependent evacuees, for homebound special needs population, and for those evacuated from special facilities.

Computation of ETE A total of 238 ETE were computed for the evacuation of the general public. Each ETE quantifies the aggregate evacuation time estimated for the population within one of the 17 Evacuation Kewaunee Power Station ES2 KLD Engineering, P.C.

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Regions to evacuate from that Region, under the circumstances defined for one of the 14 Evacuation Scenarios (17 x 14 = 238). Separate ETE are calculated for transitdependent evacuees, including schoolchildren for applicable scenarios.

Except for Region R02, which is the evacuation of the entire EPZ, only a portion of the people within the EPZ would be advised to evacuate. That is, the Advisory to Evacuate applies only to those people occupying the specified impacted region. It is assumed that 100 percent of the people within the impacted region will evacuate in response to this Advisory. The people occupying the remainder of the EPZ outside the impacted region may be advised to take shelter.

The computation of ETE assumes that 20% of the population within the EPZ but outside the impacted region, will elect to voluntarily evacuate. In addition, 20% of the population in the Shadow Region will also elect to evacuate. These voluntary evacuees could impede those who are evacuating from within the impacted region. The impedance that could be caused by voluntary evacuees is considered in the computation of ETE for the impacted region.

Staged evacuation is considered wherein those people within the 2mile region evacuate immediately, while those beyond 2 miles, but within the EPZ, shelterinplace. Once 90% of the 2mile region is evacuated, those people beyond 2 miles begin to evacuate. As per federal guidance, 20% of people beyond 2 miles will evacuate (noncompliance) even though they are advised to shelterinplace.

The computational procedure is outlined as follows:

A linknode representation of the highway network is coded. Each link represents a unidirectional length of highway; each node usually represents an intersection or merge point. The capacity of each link is estimated based on the field survey observations and on established traffic engineering procedures.

The evacuation trips are generated at locations called zonal centroids located within the EPZ and Shadow Region. The trip generation rates vary over time reflecting the mobilization process, and from one location (centroid) to another depending on population density and on whether a centroid is within, or outside, the impacted area.

The evacuation model computes the routing patterns for evacuating vehicles that are compliant with federal guidelines (outbound relative to the location of the plant), then simulate the traffic flow movements over space and time. This simulation process estimates the rate that traffic flow exits the impacted region.

The ETE statistics provide the elapsed times for 90 percent and 100 percent, respectively, of the population within the impacted region, to evacuate from within the impacted region. These statistics are presented in tabular and graphical formats. The 90th percentile ETE have been identified as the values that should be considered when making protective action decisions because the 100th percentile ETE are prolonged by those relatively few people who take longer to mobilize. This is referred to as the evacuation tail in Section 4.0 of NUREG/CR7002.

The use of a public outreach (information) program to emphasize the need for evacuees to Kewaunee Power Station ES3 KLD Engineering, P.C.

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minimize the time needed to prepare to evacuate (secure the home, assemble needed clothes, medicines, etc.) should also be considered.

Traffic Management This study references the comprehensive traffic management plan provided by Kewaunee and Manitowoc Counties. Due to the limited traffic congestion within the EPZ, no additional traffic or access control measures have been identified as a result of this study.

Selected Results A compilation of selected information is presented on the following pages in the form of Figures and Tables extracted from the body of the report; these are described below.

Figure 61 displays a map of the KPS EPZ showing the layout of the 5 zones that comprise, in aggregate, the EPZ.

Table 31 presents the estimates of permanent resident population in each zone based on the 2010 Census data.

Table 61 defines each of the 17 Evacuation Regions in terms of their respective groups of zones.

Table 62 lists the Evacuation Scenarios.

Table 71 and Table 72 are compilations of ETE. These data are the times needed to clear the indicated regions of 90 and 100 percent of the population occupying these regions, respectively. These computed ETE include consideration of mobilization time and of estimated voluntary evacuations from other regions within the EPZ and from the Shadow Region.

Table 73 and Table 74 present ETE for the 5mile region for unstaged and staged evacuations for the 90th and 100th percentiles, respectively.

Table 87 presents ETE for the schoolchildren in good weather.

Table 811 presents ETE for the transitdependent population in good weather.

Figure H8 presents an example of an Evacuation Region (Region R08) to be evacuated under the circumstances defined in Table 61. Maps of all regions are provided in Appendix H.

Conclusions General population ETE were computed for 238 unique cases - a combination of 17 unique Evacuation Regions and 14 unique Evacuation Scenarios. Table 71 and Table 72 document these ETE for the 90th and 100th percentiles. These ETE range from 1:35 (hr:min) to 2:10 (slightly higher for snow) at the 90th percentile.

Inspection of Table 71 and Table 72 indicates that the ETE for the 100th percentile are significantly longer than those for the 90th percentile. This is the result of the long trip generation tail. As these stragglers mobilize, the aggregate rate of egress slows since many vehicles have already left the EPZ. Towards the end of the process, relatively few evacuation routes service the remaining demand. See Figures 77 through 720.

Inspection of Table 73 and Table 74 indicates that a staged evacuation provides no Kewaunee Power Station ES4 KLD Engineering, P.C.

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benefits to evacuees from within the 5 mile region (compare Regions R02 through R09 with Regions R17 and R10 through R16, respectively, in Tables 71 and 72). See Section 7.6 for additional discussion.

Comparison of Scenarios 6 (winter, midweek, midday) and 13 (winter, midweek, midday, special event) in Table 72 indicates that the special event does not materially affect the ETE. See Section 7.5 for additional discussion.

Comparison of Scenarios 1 and 14 in Table 71 indicates that the roadway closure - a section of SR 42 was closed between Miller St and Peterson St has no impact on the 90th or 100th percentile ETE. Sufficient reserve highway capacity mitigates the impacts of the capacity reduction considered.

There is minimal traffic congestion within the EPZ. All congestion within the EPZ clears by 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br /> and 15 minutes after the Advisory to Evacuate. See Section 7.3 and Figures 73 through 76.

Separate ETE were computed for schools, medical facilities, transitdependent persons and homebound special needs persons. The average singlewave ETE for schools and medical facilities are within a similar range as the general population ETE at the 90th percentile. The average singlewave ETE for transit dependent persons and homebound special needs persons are approximately 30 minutes longer than the 90th percentile ETE for the general population. See Section 8.

Table 85 indicates that there are enough buses and wheelchair accessible vans and ambulances available to evacuate the transitdependent population within the EPZ in a single wave.

The general population ETE at the 90th percentile is insensitive to reductions in the base trip generation time of 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br />, 30 minutes. The general population ETE at the 100th percentile, however, closely mirrors trip generation time. See Table M1.

The general population ETE is insensitive to the voluntary evacuation of vehicles in the Shadow Region (tripling the shadow evacuation percentage results in no change in the 90th percentile ETE). See Table M2.

An increase in permanent resident population of 350% or more, or a decrease in population of 90% or more results in ETE changes which meet the NRC criteria for updating ETE between decennial Censuses. See Section M.3.

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Figure 61. KPS EPZ Zones Kewaunee Power Station ES6 KLD Engineering, P.C.

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Table 31. EPZ Permanent Resident Population 2000 2010 Zone Population Population 5 1,841 1,728 10N 4,207 4,367 10S 2,507 2,748 10SW 1,785 1,349 10W 1,385 1,404 TOTAL 11,725 11,596 EPZ Population 1.10%

Growth:

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Table 61. Description of Evacuation Regions Zone Region Description 5 10N 10W 10SW 10S R01 2Mile Radius X N/A 5Mile Radius Refer to R01 R02 Full EPZ X X X X X Evacuate 2Mile Radius and Downwind to 5 Miles Zone Region Wind From ° 5 10N 10W 10SW 10S N/A Full 360 Refer to R01 Evacuate 5Mile Radius and Downwind to 10 Miles Zone Region Wind From ° 5 10N 10W 10SW 10S R03 324 9 X X R04 9 - 54 X X X R05 54 - 80.5 X X X X R06 80.5 - 99 X X X R07 99 - 103 X X X X R08 103 - 170.5 X X X R09 170.5 - 215.5 X X N/A 215.5 - 324 Refer to R01 Staged Evacuation 5Mile Radius Evacuates, then Evacuate Downwind to 10 Miles Zone Region Wind From ° 5 10N 10W 10SW 10S R10 324 9 X X R11 9 - 54 X X X R12 54 - 80.5 X X X X R13 80.5 - 99 X X X R14 99 - 103 X X X X R15 103 - 170.5 X X X R16 170.5 - 215.5 X X N/A 215.5 - 324 Refer to R01 R17 Full EPZ X X X X X Zone(s) ShelterinPlace until 90% ETE for Zone(s) ShelterinPlace Zone(s) Evacuate R01, then Evacuate Kewaunee Power Station ES8 KLD Engineering, P.C.

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Table 62. Evacuation Scenario Definitions Scenario Season1 Day of Week Time of Day Weather Special 1 Summer Midweek Midday Good None 2 Summer Midweek Midday Rain None 3 Summer Weekend Midday Good None 4 Summer Weekend Midday Rain None 5 Summer Midweek, Weekend Evening Good None 6 Winter Midweek Midday Good None 7 Winter Midweek Midday Rain None 8 Winter Midweek Midday Snow None 9 Winter Weekend Midday Good None 10 Winter Weekend Midday Rain None 11 Winter Weekend Midday Snow None 12 Winter Midweek, Weekend Evening Good None Plant outage at 13 Winter Midweek Midday Good Kewaunee Power Station Roadway Impact -

14 Summer Midweek Midday Good Close NB lane on SR 42 1

Winter means that school is in session (also applies to spring and autumn). Summer means that school is not in session.

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Table 71. Time to Clear the Indicated Area of 90 Percent of the Affected Population Summer Summer Summer Winter Winter Winter Winter Summer Midweek Midweek Midweek Weekend Midweek Weekend Midweek Midweek Weekend Weekend Scenario: (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)

Midday Midday Evening Midday Midday Evening Midday Midday Region Good Good Good Good Good Good Special Roadway Rain Rain Rain Snow Rain Snow Weather Weather Weather Weather Weather Weather Event Impact Entire 5Mile Region and EPZ R01 1:35 1:35 1:40 1:40 1:40 1:35 1:35 2:05 1:40 1:40 2:15 1:40 1:30 1:35 R02 1:50 1:50 1:40 1:40 1:40 1:55 1:55 2:25 1:40 1:40 2:15 1:45 1:50 1:50 5Mile Region and Keyhole to EPZ Boundary R03 1:40 1:45 1:35 1:35 1:35 1:45 1:50 2:15 1:35 1:40 2:10 1:40 1:40 1:40 R04 1:45 1:45 1:35 1:35 1:40 1:50 1:50 2:20 1:40 1:40 2:15 1:40 1:45 1:45 R05 1:50 1:50 1:40 1:40 1:40 1:50 1:55 2:20 1:40 1:40 2:15 1:40 1:50 1:50 R06 1:50 1:50 1:45 1:45 1:45 1:50 1:50 2:20 1:45 1:45 2:20 1:45 1:45 1:50 R07 1:50 1:50 1:40 1:40 1:40 1:55 1:55 2:25 1:45 1:45 2:20 1:45 1:50 1:50 R08 1:50 1:50 1:40 1:40 1:40 1:55 1:55 2:25 1:45 1:45 2:20 1:45 1:50 1:50 R09 1:50 1:50 1:40 1:40 1:40 1:50 1:50 2:20 1:40 1:40 2:15 1:40 1:45 1:50 Staged Evacuation 5Mile Region and Keyhole to EPZ Boundary R10 2:00 2:00 2:00 2:00 2:00 2:00 2:00 2:30 2:00 2:00 2:30 2:00 2:00 2:00 R11 2:00 2:00 2:00 2:00 2:00 2:00 2:00 2:35 2:00 2:00 2:35 2:00 2:00 2:00 R12 2:00 2:05 2:00 2:00 2:00 2:05 2:05 2:35 2:05 2:05 2:35 2:05 2:00 2:00 R13 2:00 2:05 2:00 2:05 2:05 2:00 2:05 2:35 2:05 2:05 2:35 2:05 2:00 2:00 R14 2:05 2:05 2:05 2:05 2:05 2:05 2:05 2:40 2:05 2:05 2:40 2:05 2:05 2:05 R15 2:05 2:05 2:05 2:05 2:05 2:05 2:10 2:40 2:05 2:05 2:40 2:05 2:05 2:05 R16 2:05 2:05 2:05 2:05 2:05 2:05 2:05 2:40 2:05 2:05 2:40 2:05 2:05 2:05 R17 2:05 2:05 2:05 2:05 2:05 2:05 2:05 2:40 2:05 2:05 2:40 2:05 2:05 2:05 Kewaunee Power Station ES10 KLD Engineering, P.C.

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Table 72. Time to Clear the Indicated Area of 100 Percent of the Affected Population Summer Summer Summer Winter Winter Winter Winter Summer Midweek Midweek Midweek Weekend Midweek Weekend Midweek Midweek Weekend Weekend Scenario: (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)

Midday Midday Evening Midday Midday Evening Midday Midday Region Good Good Good Good Good Good Special Roadway Rain Rain Rain Snow Rain Snow Weather Weather Weather Weather Weather Weather Event Impact Entire 5Mile Region, and EPZ R01 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R02 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 5Mile Region and Keyhole to EPZ Boundary R03 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R04 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R05 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R06 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R07 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R08 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R09 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 Staged Evacuation 5Mile Region and Keyhole to EPZ Boundary R10 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R11 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R12 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R13 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R14 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R15 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R16 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R17 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 Kewaunee Power Station ES11 KLD Engineering, P.C.

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Table 73. Time to Clear 90 Percent of the 5Mile Area within the Indicated Region Summer Summer Summer Winter Winter Winter Winter Summer Midweek Midweek Midweek Weekend Midweek Weekend Midweek Midweek Weekend Weekend Scenario: (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)

Midday Midday Evening Midday Midday Evening Midday Midday Region Good Good Good Good Good Good Special Roadway Rain Rain Rain Snow Rain Snow Weather Weather Weather Weather Weather Weather Event Impact Entire 5Mile Region, and EPZ R01 1:35 1:35 1:40 1:40 1:40 1:35 1:35 2:05 1:40 1:40 2:15 1:40 1:30 1:35 R02 1:40 1:40 1:40 1:40 1:40 1:40 1:40 2:05 1:40 1:40 2:15 1:40 1:30 1:40 Unstaged Evacuation 5Mile Region and Keyhole to EPZ Boundary R03 1:35 1:40 1:40 1:40 1:40 1:35 1:35 2:05 1:40 1:40 2:15 1:40 1:30 1:35 R04 1:40 1:40 1:40 1:40 1:40 1:40 1:40 2:05 1:40 1:40 2:15 1:40 1:30 1:40 R05 1:40 1:40 1:40 1:40 1:40 1:40 1:40 2:05 1:40 1:40 2:15 1:40 1:30 1:40 R06 1:40 1:40 1:40 1:40 1:40 1:40 1:40 2:05 1:40 1:40 2:15 1:40 1:30 1:40 R07 1:40 1:40 1:40 1:40 1:40 1:40 1:40 2:05 1:40 1:40 2:15 1:40 1:30 1:40 R08 1:40 1:40 1:40 1:40 1:40 1:35 1:40 2:05 1:40 1:40 2:15 1:40 1:30 1:40 R09 1:35 1:35 1:40 1:40 1:40 1:35 1:35 2:05 1:40 1:40 2:15 1:40 1:30 1:35 Staged Evacuation 5Mile Region and Keyhole to EPZ Boundary R10 1:45 1:45 1:50 1:50 1:50 1:45 1:45 2:15 1:50 1:50 2:25 1:50 1:35 1:45 R11 1:50 1:50 1:55 1:55 1:55 1:50 1:50 2:20 1:55 1:55 2:25 1:55 1:40 1:50 R12 1:50 1:50 1:55 1:55 1:55 1:50 1:50 2:20 1:55 1:55 2:30 1:55 1:45 1:50 R13 1:50 1:50 1:55 1:55 1:55 1:50 1:50 2:20 1:55 1:55 2:25 1:55 1:40 1:50 R14 1:50 1:50 1:55 1:55 1:55 1:50 1:50 2:20 1:55 1:55 2:25 1:55 1:40 1:50 R15 1:45 1:45 1:50 1:50 1:50 1:45 1:45 2:15 1:50 1:50 2:25 1:50 1:35 1:45 R16 1:40 1:40 1:50 1:50 1:50 1:40 1:40 2:10 1:50 1:50 2:20 1:50 1:30 1:40 R17 1:50 1:50 1:55 1:55 1:55 1:50 1:50 2:20 1:55 1:55 2:30 1:55 1:45 1:50 Kewaunee Power Station ES12 KLD Engineering, P.C.

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Table 74. Time to Clear 100 Percent of the 5Mile Area within the Indicated Region Summer Summer Summer Winter Winter Winter Winter Summer Midweek Midweek Midweek Weekend Midweek Weekend Midweek Midweek Weekend Weekend Scenario: (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)

Midday Midday Evening Midday Midday Evening Midday Midday Region Good Good Good Good Good Good Special Roadway Rain Rain Rain Snow Rain Snow Weather Weather Weather Weather Weather Weather Event Impact Entire 5Mile Region, and EPZ R01 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R02 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 5Mile Region and Keyhole to EPZ Boundary R03 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R04 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R05 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R06 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R07 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R08 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R09 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 Staged Evacuation 5Mile Region and Keyhole to EPZ Boundary R10 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R11 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R12 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R13 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R14 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R15 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R16 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R17 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 Kewaunee Power Station ES13 KLD Engineering, P.C.

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Table 87. School Evacuation Time Estimates Good Weather Travel Time Travel Dist. from Dist. To Time to EPZ EPZ Driver Loading EPZ Average EPZ Bdry to Bdry to ETE to Mobilization Time Bdry Speed Bdry ETE H.S. H.S. H.S.

School Time (min) (min) (mi) (mph) (min) (hr:min) (mi.) (min) (hr:min)

KEWAUNEE COUNTY SCHOOLS Holy Rosary Catholic School 90 15 6.2 52.5 8 1:55 8.8 12 2:05 Kewaunee Grade School 90 15 5.6 52.0 7 1:55 8.8 12 2:05 Kewaunee High School 90 15 5.6 52.0 7 1:55 8.8 12 2:05 Kewaunee Intermediate School 90 15 5.6 52.0 7 1:55 8.8 12 2:05 Lakeshore Alternative School 90 15 6.0 49.4 8 1:55 8.8 12 2:05 MANITOWOC COUNTY SCHOOLS East Twin Lutheran School 90 15 3.3 50.2 4 1:50 14.7 20 2:10 Mishicot High School 90 15 4.8 49.1 6 1:55 18.9 26 2:20 Mishicot Middle School 90 15 4.8 49.1 6 1:55 18.9 26 2:20 Schultz Elementary School 90 15 5.0 47.0 7 1:55 18.9 26 2:20 Maximum for EPZ: 1:55 Maximum: 2:20 Average for EPZ: 1:55 Average: 2:10 Kewaunee Power Station ES14 KLD Engineering, P.C.

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Table 811. TransitDependent Evacuation Time Estimates Good Weather OneWave TwoWave Route Travel Route Route Travel Pickup Distance Time to Driver Travel Pickup Route Bus Mobilization Length Speed Time Time ETE to R. C. R. C. Unload Rest Time Time ETE Number Number (min) (miles) (mph) (min) (min) (hr:min) (miles) (min) (min) (min) (min) (min) (hr:min) 1 90 7.5 54.6 8 30 2:10 8.0 11 5 10 29 30 3:35 13 2 110 7.5 55.0 8 30 2:30 8.0 11 5 10 29 30 3:55 14 1 90 14.9 55.0 16 30 2:20 23.8 32 5 10 68 30 4:45 15 1 90 12.5 55.0 14 30 2:15 8.0 11 5 10 42 30 3:55 16 1 90 6.1 54.0 7 30 2:10 7.2 10 5 10 24 30 3:30 1 90 4.3 52.0 5 30 2:05 5.2 7 5 10 18 30 3:15 17 2 110 4.3 52.7 5 30 2:25 5.2 7 5 10 17 30 3:35 Maximum ETE: 2:30 Maximum ETE: 4:45 Average ETE: 2:20 Average ETE: 3:50 Kewaunee Power Station ES15 KLD Engineering, P.C.

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Figure H8. Region R08 Kewaunee Power Station ES16 KLD Engineering, P.C.

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1 INTRODUCTION This report describes the analyses undertaken and the results obtained by a study to develop Evacuation Time Estimates (ETE) for the Kewaunee Power Station (KPS), located in Kewaunee County, Wisconsin. ETE provide State and local governments with sitespecific information needed for Protective Action decisionmaking.

In the performance of this effort, guidance is provided by documents published by Federal Governmental agencies. Most important of these are:

• Criteria for Development of Evacuation Time Estimate Studies, NUREG/CR7002, November 2011.

• Criteria for Preparation and Evaluation of Radiological Emergency Response Plans and Preparedness in Support of Nuclear Power Plants, NUREG 0654/FEMA REP 1, Rev. 1, November 1980.

• Analysis of Techniques for Estimating Evacuation Times for Emergency Planning Zones, NUREG/CR 1745, November 1980.

• Development of Evacuation Time Estimates for Nuclear Power Plants, NUREG/CR 6863, January 2005.

The work effort reported herein was supported and guided by local stakeholders who contributed suggestions, critiques, and the local knowledge base required. Table 11 presents a summary of stakeholders and interactions.

Table 11. Stakeholder Interaction Stakeholder Nature of Stakeholder Interaction Meetings to define data requirements and set up Dominion emergency planning personnel contacts with local government agencies Kewaunee County Department of Emergency Meetings to define data requirements and set up Management contacts with local government agencies. Obtain local emergency plans, special facility data, major Manitowoc County Division of Emergency Services employment data Wisconsin Department of Military Affairs Division Obtain state emergency plan of Emergency Management Local and State Police Agencies Obtain existing traffic management plans 1.1 Overview of the ETE Process The following outline presents a brief description of the work effort in chronological sequence:

1. Information Gathering:

a. Defined the scope of work in discussions with representatives from Dominion.

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b. Attended meetings with emergency planners from the Wisconsin Department of Military Affairs Division of Emergency Management, Kewaunee County Department of Emergency Management, and Manitowoc County Division of Emergency Services to identify issues to be addressed and resources available.

c. Conducted a detailed field survey of the highway system and of area traffic conditions within the Emergency Planning Zone (EPZ) and Shadow Region.

d. Obtained demographic data from the 2010 census, and local agencies.

e. Conducted a random sample telephone survey of EPZ residents.

f. Conducted a data collection effort to identify and describe schools, special facilities, major employers, transportation providers, and other important information.

2. Estimated distributions of Trip Generation times representing the time required by various population groups (permanent residents, employees, and transients) to prepare (mobilize) for the evacuation trip. These estimates are primarily based upon the random sample telephone survey.

3. Defined Evacuation Scenarios. These scenarios reflect the variation in demand, in trip generation distribution and in highway capacities, associated with different seasons, day of week, time of day and weather conditions.

4. Reviewed the existing traffic management plan to be implemented by local and state police in the event of an incident at the plant. Traffic control is applied at specified Traffic Control Points (TCP) located within the EPZ.

5. Used existing zones to define Evacuation Regions. The EPZ is partitioned into 5 zones along jurisdictional and geographic boundaries. Regions are groups of contiguous zones for which ETE are calculated. The configurations of these Regions reflect wind direction and the radial extent of the impacted area. Each Region, other than those that approximate circular areas, approximates a keyhole section within the EPZ as recommended by NUREG/CR7002.

6. Estimated demand for transit services for persons at Special Facilities and for transit dependent persons at home.

7. Prepared the input streams for the DYNEV II system.

a. Estimated the evacuation traffic demand, based on the available information derived from Census data, and from data provided by local and state agencies, Dominion and from the telephone survey.

b. Applied the procedures specified in the 2010 Highway Capacity Manual (HCM1) to the data acquired during the field survey, to estimate the capacity of all highway segments comprising the evacuation routes.

1 Highway Capacity Manual (HCM 2010), Transportation Research Board, National Research Council, 2010.

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c. Developed the linknode representation of the evacuation network, which is used as the basis for the computer analysis that calculates the ETE.

d. Calculated the evacuating traffic demand for each Region and for each Scenario.

e. Specified selected candidate destinations for each origin (location of each source where evacuation trips are generated over the mobilization time) to support evacuation travel consistent with outbound movement relative to the location of the Kewaunee Power Station.

8. Executed the DYNEV II model to determine optimal evacuation routing and compute ETE for all residents, transients and employees (general population) with access to private vehicles. Generated a complete set of ETE for all specified Regions and Scenarios.

9. Documented ETE in formats in accordance with NUREG/CR7002.

10. Calculated the ETE for all transit activities including those for special facilities (schools, medical facilities, etc.), for the transitdependent population and for homebound special needs population.

1.2 The Kewaunee Power Plant Location The KPS is located along the shores of Lake Michigan in Carlton, Kewaunee County, Wisconsin.

The site is approximately 30 miles southeast of Green Bay, WI. The Emergency Planning Zone (EPZ) consists of parts of Kewaunee, and Manitowoc Counties in Wisconsin. Figure 11 displays the area surrounding the KPS. This map identifies the communities in the area and the major roads.

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Figure 11. Kewaunee Power Station Location Kewaunee Power Station 14 KLD Engineering, P.C.

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1.3 Preliminary Activities These activities are described below.

Field Surveys of the Highway Network KLD personnel drove the entire highway system within the EPZ and the Shadow Region which consists of the area between the EPZ boundary and approximately 15 miles radially from the plant. The characteristics of each section of highway were recorded. These characteristics are shown in Table 12:

Table 12. Highway Characteristics Number of lanes Posted speed Lane width Actual free speed Shoulder type & width Abutting land use Interchange geometries Control devices Lane channelization & queuing Intersection configuration (including capacity (including turn bays/lanes) roundabouts where applicable)

Geometrics: curves, grades (>4%) Traffic signal type Unusual characteristics: Narrow bridges, sharp curves, poor pavement, flood warning signs, inadequate delineations, toll booths, etc.

Video and audio recording equipment were used to capture a permanent record of the highway infrastructure. No attempt was made to meticulously measure such attributes as lane width and shoulder width; estimates of these measures based on visual observation and recorded images were considered appropriate for the purpose of estimating the capacity of highway sections. For example, Exhibit 157 in the HCM indicates that a reduction in lane width from 12 feet (the base value) to 10 feet can reduce free flow speed (FFS) by 1.1 mph - not a material difference - for twolane highways. Exhibit 1530 in the HCM shows little sensitivity for the estimates of Service Volumes at Level of Service (LOS) E (near capacity), with respect to FFS, for twolane highways.

The data from the audio and video recordings were used to create detailed geographical information systems (GIS) shapefiles and databases of the roadway characteristics and of the traffic control devices observed during the road survey; this information was referenced while preparing the input stream for the DYNEV II System.

As documented on page 155 of the HCM 2010, the capacity of a twolane highway is 1700 passenger cars per hour in one direction. For freeway sections, a value of 2250 vehicles per hour per lane is assigned, as per Exhibit 1117 of the HCM 2010. The road survey has identified several segments which are characterized by adverse geometrics on twolane highways which are reflected in reduced values for both capacity and speed. These estimates are consistent with the service volumes for LOS E presented in HCM Exhibit 1530. These links may be Kewaunee Power Station 15 KLD Engineering, P.C.

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identified by reviewing Appendix K. Link capacity is an input to DYNEV II which computes the ETE. Further discussion of roadway capacity is provided in Section 4 of this report.

Traffic signals are either pretimed (signal timings are fixed over time and do not change with the traffic volume on competing approaches), or are actuated (signal timings vary over time based on the changing traffic volumes on competing approaches). Actuated signals require detectors to provide the traffic data used by the signal controller to adjust the signal timings.

These detectors are typically magnetic loops in the roadway, or video cameras mounted on the signal masts and pointed toward the intersection approaches. If detectors were observed on the approaches to a signalized intersection during the road survey, detailed signal timings were not collected as the timings vary with traffic volume. TCPs at locations which have control devices are represented as actuated signals in the DYNEV II system.

If no detectors were observed, the signal control at the intersection was considered pretimed, and detailed signal timings were gathered for several signal cycles. These signal timings were input to the DYNEV II system used to compute ETE, as per NUREG/CR7002 guidance.

Figure 12 presents the linknode analysis network that was constructed to model the evacuation roadway network in the EPZ and Shadow Region. The directional arrows on the links and the node numbers have been removed from Figure 12 to clarify the figure. The detailed figures provided in Appendix K depict the analysis network with directional arrows shown and node numbers provided. The observations made during the field survey were used to calibrate the analysis network.

Telephone Survey A telephone survey was undertaken to gather information needed for the evacuation study.

Appendix F presents the survey instrument, the procedures used and tabulations of data compiled from the survey returns.

These data were utilized to develop estimates of vehicle occupancy to estimate the number of evacuating vehicles during an evacuation and to estimate elements of the mobilization process.

This database was also referenced to estimate the number of transitdependent residents.

Computing the Evacuation Time Estimates The overall study procedure is outlined in Appendix D. Demographic data were obtained from several sources, as detailed later in this report. These data were analyzed and converted into vehicle demand data. The vehicle demand was loaded onto appropriate source links of the analysis network using GIS mapping software. The DYNEV II system was then used to compute ETE for all Regions and Scenarios.

Analytical Tools The DYNEV II System that was employed for this study is comprised of several integrated computer models. One of these is the DYNEV (DYnamic Network EVacuation) macroscopic simulation model, a new version of the IDYNEV model that was developed by KLD under contract with the Federal Emergency Management Agency (FEMA).

Kewaunee Power Station 16 KLD Engineering, P.C.

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Figure 12. KPS LinkNode Analysis Network Kewaunee Power Station 17 KLD Engineering, P.C.

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DYNEV II consists of four submodels:

A macroscopic traffic simulation model (for details, see Appendix C).

A Trip Distribution (TD), model that assigns a set of candidate destination (D) nodes for each origin (O) located within the analysis network, where evacuation trips are generated over time. This establishes a set of OD tables.

A Dynamic Traffic Assignment (DTA), model which assigns trips to paths of travel (routes) which satisfy the OD tables, over time. The TD and DTA models are integrated to form the DTRAD (Dynamic Traffic Assignment and Distribution) model, as described in Appendix B.

A Myopic Traffic Diversion model which diverts traffic to avoid intense, local congestion, if possible.

Another software product developed by KLD, named UNITES (UNIfied Transportation Engineering System) was used to expedite data entry and to automate the production of output tables.

The dynamics of traffic flow over the network are graphically animated using the software product, EVAN (EVacuation ANimator), developed by KLD. EVAN is GIS based, and displays statistics such as LOS, vehicles discharged, average speed, and percent of vehicles evacuated, output by the DYNEV II System. The use of a GIS framework enables the user to zoom in on areas of congestion and query road name, town name and other geographical information.

The procedure for applying the DYNEV II System within the framework of developing ETE is outlined in Appendix D. Appendix A is a glossary of terms.

For the reader interested in an evaluation of the original model, IDYNEV, the following references are suggested:

NUREG/CR4873 - Benchmark Study of the IDYNEV Evacuation Time Estimate Computer Code NUREG/CR4874 - The Sensitivity of Evacuation Time Estimates to Changes in Input Parameters for the IDYNEV Computer Code The evacuation analysis procedures are based upon the need to:

Route traffic along paths of travel that will expedite their travel from their respective points of origin to points outside the EPZ.

Restrict movement toward the plant to the extent practicable, and disperse traffic demand so as to avoid focusing demand on a limited number of highways.

Move traffic in directions that are generally outbound, relative to the location of the Kewaunee Power Station.

DYNEV II provides a detailed description of traffic operations on the evacuation network. This description enables the analyst to identify bottlenecks and to develop countermeasures that Kewaunee Power Station 18 KLD Engineering, P.C.

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are designed to represent the behavioral responses of evacuees. The effects of these countermeasures may then be tested with the model.

1.4 Comparison with Prior ETE Study Table 13 presents a comparison of the present ETE study with the 2005 study. The major factors contributing to the differences between the ETE values obtained in this study and those of the previous study can be summarized as follows:

A slight decrease in permanent resident population.

Vehicle occupancy and Tripgeneration rates are based on the results of a telephone survey of EPZ residents.

Voluntary and shadow evacuations are considered.

The highway representation is far more detailed.

Dynamic evacuation modeling.

Table 13. ETE Study Comparisons Topic Previous ETE Study Current ETE Study ArcGIS Software using 2010 US Resident Population 2000 US Census Data; Census blocks; area ratio method Basis Population = 11,775 used.

Population = 11,596 Vehicle occupancy based upon the average number of registered vehicles per household and average household size for each county.

It was assumed all vehicles registered to a 2.30 persons/household, 1.22 Resident Population household would be used during the evacuating vehicles/household Vehicle Occupancy evacuation. yielding: 1.89 persons/vehicle.

Kewaunee County: 2.05 persons/vehicle Manitowoc County: 1.99 persons/vehicle Employee estimates based on Employee estimates based on information information provided about provided about major employers in EPZ. 1.0 Employee major employers in EPZ. 1.04 employees/vehicle was used for all major Population employees per vehicle based on employers.

telephone survey results.

Employees = 1,288 Employees = 1,071 Kewaunee Power Station 19 KLD Engineering, P.C.

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Topic Previous ETE Study Current ETE Study Estimates based upon U.S.

Census data and the results of the telephone survey. A total of 207 people who do not have access to a vehicle, requiring 7 TransitDependent buses to evacuate. An additional N/A Population 7 homebound special needs persons needed special transportation to evacuate (7 required a bus, none required a wheelchairaccessible vehicle, or an ambulance).

Populations and vehicle estimates for parks and recreational facilities based on telephone conversations, Internet searches Transient estimates based upon and available parking spaces along with the information provided about transient attractions in EPZ as assumption of 4 persons/parking space.

well as telephone calls to Transient facilities, supplemented by Population Populations and vehicle estimates for motels observations during the road and hotels were based on the following survey and from aerial assumptions:

photography.

2 persons/room 1 vehicle/room Transients = 3,119 Transients = 1,339 Special facility population based Special facility population based on on information provided by each information provided by each facility within county within the EPZ.

Special Facilities the EPZ as well as from each county.

Current census = 90 Population Special Facility Population = 110 Buses Required = 4 Vehicles originating at special facilities = 25 Wheelchair Vans Required = 5 ambulances Ambulances Required = 13 School population based on information provided by each county within the EPZ. School population based on Included in Special Facilities Population. information provided by each School Population county within the EPZ.

School enrollment = 2,420 School enrollment = 1,984 Bus capacity of 72 students/bus.

Buses required = 36 Voluntary 20 percent of the population evacuation from within the EPZ, but not within within EPZ in areas Not considered the Evacuation Region (see outside region to be Figure 21) evacuated Kewaunee Power Station 110 KLD Engineering, P.C.

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Topic Previous ETE Study Current ETE Study 20% of people outside of the EPZ Shadow Evacuation Not considered within the Shadow Region (see Figure 72)

Network Size Not provided 870 links; 584 nodes Field surveys conducted in November 2011. Roads and Roadway Geometric Used data from the prior ETE study. intersections were video Data Road capacities based on 2000 HCM. archived.

Road capacities based on 2010 HCM.

Direct evacuation to designated Reception Direct evacuation to designated School Evacuation Center/Host School. Reception Center/Host School.

50 percent of transitdependent Ridesharing Not considered persons will evacuate with a neighbor or friend.

Based on residential telephone survey of specific pretrip mobilization activities:

Trip Generation curves based on a series of Residents with commuters assumptions. Permanent residents evacuate returning leave between 15 and between 30 and 150 minutes after the 210 minutes.

Trip Generation for advisory to evacuate. Residents without commuters Evacuation Employees and transients leave between 30 returning leave between 0 and and 60 minutes. 180 minutes.

Employees and transients leave between 15 and 120 minutes.

All times measured from the Advisory to Evacuate.

Normal, Rain, or Snow. The Normal, Rain, or Snow. The capacity and free capacity and free flow speed of flow speed of all links in the network are Weather all links in the network are reduced by 20% in the event of rain and 25%

reduced by 10% in the event of for snow.

rain and 20% for snow.

DYNEV II System - Version Modeling Traffic Software Integrated System (TSIS) 4.0.8.0 Kewaunee Trout Festival Plant outage at Kewaunee Power 10,400 persons Station Special Events 3 persons/vehicle Special Event Population = 800 3,467 vehicles additional employees Kewaunee Power Station 111 KLD Engineering, P.C.

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Topic Previous ETE Study Current ETE Study Considered only the updated 5 Considered a 7 zone EPZ with the 5 mile zone EPZ with the 5 mile region EPZ Definition region broken into three separate Zones: 2, consolidated into a single zone 5N and 5S.

(Zone 5).

17 Regions (central sector wind 22 Regions and 17 Scenarios (16 Scenarios direction and each adjacent Evacuation Cases with results reported) producing 352 unique sector technique used) and 14 cases. Scenarios producing 238 unique cases.

ETE reported for 90th and 100th ETE reported for the 100th percentile Evacuation Time percentile population. Results population for all regions. Results presented Estimates Reporting presented by Region and by Region and Scenario.

Scenario.

Winter Weekday Midday, Winter Weekday Midday, Evacuation Time Good Weather: 3:40 Good Weather: 3:40 Estimates for the entire EPZ, 100th percentile Summer Weekend, Midday, Summer Weekend, Midday, Good Weather: 2:40 Good Weather: 3:40 Kewaunee Power Station 112 KLD Engineering, P.C.

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2 STUDY ESTIMATES AND ASSUMPTIONS This section presents the estimates and assumptions utilized in the development of the evacuation time estimates.

2.1 Data Estimates

1. Population estimates are based upon Census 2010 data.

2. Estimates of employees who reside outside the EPZ and commute to work within the EPZ are based upon surveys of major employers in the EPZ.

3. Population estimates at special facilities are based on available data from county emergency management departments and from phone calls to specific facilities.

4. Roadway capacity estimates are based on field surveys and the application of the Highway Capacity Manual 2010.

5. Population mobilization times are based on a statistical analysis of data acquired from a random sample telephone survey of EPZ residents (see Section 5 and Appendix F).

6. The relationship between resident population and evacuating vehicles is developed from the telephone survey. Average values of 2.30 persons per household and 1.22 evacuating vehicles per household are used. The relationship between persons and vehicles for transients and employees is as follows:

a. Employees: 1.04 employees per vehicle (telephone survey results) for all major employers.

b. Parks: Vehicle occupancy varies based upon data gathered from local transient facilities.

c. Special Event: Additional outage staff at Kewaunee Power Station will use the average employee vehicle occupancy of 1.04 persons per vehicle, taken from the telephone survey results.

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2.2 Study Methodological Assumptions

1. ETE are presented for the evacuation of the 90th and 100th percentiles of population for each Region and for each Scenario. The percentile ETE is defined as the elapsed time from the Advisory to Evacuate issued to a specific Region of the EPZ, to the time that Region is clear of the indicated percentile of evacuees. A Region is defined as a group of zones that is issued an Advisory to Evacuate. A scenario is a combination of circumstances, including time of day, day of week, season, and weather conditions.

2. The ETE are computed and presented in tabular format and graphically, in a format compliant with NUREG/CR7002.

3. Evacuation movements (paths of travel) are generally outbound relative to the plant to the extent permitted by the highway network. All major evacuation routes are used in the analysis.

4. Regions are defined by the underlying keyhole or circular configurations as specified in Section 1.4 of NUREG/CR7002. These Regions, as defined, display irregular boundaries reflecting the geography of the zones included within these underlying configurations.

Due to the geographic boundaries of the EPZ, there is no 2mile region downwind to 10 miles; instead there is a 5mile region downwind to the EPZ boundary.

5. As indicated in Figure 22 of NUREG/CR7002, 100% of people within the impacted keyhole evacuate. 20% of those people within the EPZ, not within the impacted keyhole, will voluntarily evacuate. 20% of those people within the Shadow Region will voluntarily evacuate. See Figure 21 for a graphical representation of these evacuation percentages. Sensitivity studies explore the effect on ETE of increasing the percentage of voluntary evacuees in the Shadow Region (see Appendix M).

6. A total of 14 Scenarios representing different temporal variations (season, time of day, day of week) and weather conditions are considered. These Scenarios are outlined in Table 21.

7. Scenario 14 considers the closure of a northbound segment of SR 42 north of the intersection with Miller St in the town of Kewaunee.

8. The models of the IDYNEV System were recognized as state of the art by the Atomic Safety & Licensing Board (ASLB) in past hearings. (Sources: Atomic Safety & Licensing Board Hearings on Seabrook and Shoreham; Urbanik1). The models have continuously been refined and extended since those hearings and were independently validated by a consultant retained by the NRC. The new DYNEV II model incorporates the latest technology in traffic simulation and in dynamic traffic assignment.

1 Urbanik, T., et. al. Benchmark Study of the IDYNEV Evacuation Time Estimate Computer Code, NUREG/CR4873, Nuclear Regulatory Commission, June, 1988.

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Table 21. Evacuation Scenario Definitions Day of Time of Scenario Season2 Week Day Weather Special 1 Summer Midweek Midday Good None 2 Summer Midweek Midday Rain None 3 Summer Weekend Midday Good None 4 Summer Weekend Midday Rain None Midweek, 5 Summer Weekend Evening Good None 6 Winter Midweek Midday Good None 7 Winter Midweek Midday Rain None 8 Winter Midweek Midday Snow None 9 Winter Weekend Midday Good None 10 Winter Weekend Midday Rain None 11 Winter Weekend Midday Snow None Midweek, 12 Winter Weekend Evening Good None Plant outage at 13 Winter Midweek Midday Good Kewaunee Power Station Roadway Impact -

14 Summer Midweek Midday Good Closure on SR 42 NB 2

Winter assumes that school is in session (also applies to spring and autumn). Summer assumes that school is not in session.

Kewaunee Power Station 23 KLD Engineering, P.C.

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Figure 21. Voluntary Evacuation Methodology Kewaunee Power Station 24 KLD Engineering, P.C.

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2.3 Study Assumptions

1. The Planning Basis Assumption for the calculation of ETE is a rapidly escalating accident that requires evacuation, and includes the following:

a. Advisory to Evacuate is announced coincident with the siren notification.

b. Mobilization of the general population will commence within 15 minutes after siren notification.

c. ETE are measured relative to the Advisory to Evacuate.

2. It is assumed that everyone within the group of zones forming a Region that is issued an Advisory to Evacuate will, in fact, respond and evacuate in general accord with the planned routes.

3. 56 percent of the households in the EPZ have at least 1 commuter; 46 percent of those households with commuters will await the return of a commuter before beginning their evacuation trip, based on the telephone survey results. Therefore 26 percent (56% x 46% = 26%) of EPZ households will await the return of a commuter, prior to beginning their evacuation trip.

4. The ETE will also include consideration of through (ExternalExternal) trips during the time that such traffic is permitted to enter the evacuated Region. Normal traffic flow is assumed to be present within the EPZ at the start of the emergency.

5. Traffic Control Points (TCP) will be staffed within approximately 120 minutes following the siren notifications, to divert traffic attempting to enter the EPZ. Earlier activation of TCP locations could delay returning commuters. It is assumed that no through traffic will enter the EPZ after this 120 minute time period.

6. Traffic Control Points (TCP) within the EPZ will be staffed over time, beginning at the Advisory to Evacuate. Their number and location will depend on the Region to be evacuated and resources available. The objectives of these TCP are:

a. Facilitate the movements of all (mostly evacuating) vehicles at the location.

b. Discourage inadvertent vehicle movements towards the plant.

c. Provide assurance and guidance to any traveler who is unsure of the appropriate actions or routing.

d. Act as local surveillance and communications center.

e. Provide information to the emergency operations center (EOC) as needed, based on direct observation or on information provided by travelers.

In calculating ETE, it is assumed that evacuees will drive safely, travel in directions identified in the plan, and obey all control devices and traffic guides.

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7. Buses will be used to transport those without access to private vehicles:

a. If schools are in session, transport (buses) will evacuate students directly to the designated host facilities.

b. Transport (buses) will evacuate children at day care centers directly to the designated host facility.

c. Buses, wheelchair vans and ambulances will evacuate patients at medical facilities and at any senior facilities within the EPZ, as needed.

d. Transitdependent general population will be evacuated to Reception Centers.

e. Schoolchildren, if school is in session, are given priority in assigning transit vehicles.

f. Bus mobilization time is considered in ETE calculations.

g. Analysis of the number of required roundtrips (waves) of evacuating transit vehicles is presented.

h. Transport of transitdependent evacuees from reception centers to congregate care centers is not considered in this study.

8. Provisions are made for evacuating the transitdependent portion of the general population to reception centers by bus, based on the assumption that some of these people will rideshare with family, neighbors, and friends, thus reducing the demand for buses. We assume that the percentage of people who rideshare is 50 percent. This assumption is based upon reported experience for other emergencies3, and on guidance in Section 2.2 of NUREG/CR7002.

9. Two types of adverse weather scenarios are considered. Rain may occur for either winter or summer scenarios; snow occurs in winter scenarios only. It is assumed that the rain or snow begins earlier or at about the same time the evacuation advisory is issued.

No weatherrelated reduction in the number of transients who may be present in the EPZ is assumed. It is assumed that roads are passable and that the appropriate agencies are plowing the roads as they would normally when snowing.

Adverse weather scenarios affect roadway capacity and the free flow highway speeds.

The factors applied for the ETE study are based on recent research on the effects of weather on roadway operations4; the factors are shown in Table 22.

3 Institute for Environmental Studies, University of Toronto, THE MISSISSAUGA EVACUATION FINAL REPORT, June 1981. The report indicates that 6,600 people of a transitdependent population of 8,600 people shared rides with other residents; a ride share rate of 76% (Page 510).

4 Agarwal, M. et. Al. Impacts of Weather on Urban Freeway Traffic Flow Characteristics and Facility Capacity, Proceedings of the 2005 MidContinent Transportation Research Symposium, August, 2005. The results of this paper are included as Exhibit 1015 in the HCM 2010.

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10. School buses used to transport students are assumed to transport 70 students per bus for elementary schools and 50 students per bus for middle and high schools, based on discussions with county offices of emergency management. Transit buses used to transport the transitdependent general population are assumed to transport 30 people per bus.

Table 22. Model Adjustment for Adverse Weather Highway Free Flow Scenario Capacity* Speed* Mobilization Time for General Population Rain 90% 90% No Effect Clear driveway before leaving home Snow 80% 80%

(See Figure F13)

• Adverse weather capacity and speed values are given as a percentage of good weather conditions. Roads are assumed to be passable.

Kewaunee Power Station 27 KLD Engineering, P.C.

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3 DEMAND ESTIMATION The estimates of demand, expressed in terms of people and vehicles, constitute a critical element in developing an evacuation plan. These estimates consist of three components:

1. An estimate of population within the EPZ, stratified into groups (resident, employee, transient).

2. An estimate, for each population group, of mean occupancy per evacuating vehicle. This estimate is used to determine the number of evacuating vehicles.

3. An estimate of potential doublecounting of vehicles.

Appendix E presents much of the source material for the population estimates. Our primary source of population data, the 2010 Census, however, is not adequate for directly estimating some transient groups.

Throughout the year, vacationers and tourists enter the EPZ. These nonresidents may dwell within the EPZ for a short period (e.g. a few days or one or two weeks), or may enter and leave within one day. Estimates of the size of these population components must be obtained, so that the associated number of evacuating vehicles can be ascertained.

The potential for doublecounting people and vehicles must be addressed. For example:

A resident who works and shops within the EPZ could be counted as a resident, again as an employee and once again as a shopper.

A visitor who stays at a hotel and spends time at a park, then goes shopping could be counted three times.

Furthermore, the number of vehicles at a location depends on time of day. For example, motel parking lots may be full at dawn and empty at noon. Similarly, parking lots at area parks, which are full at noon, may be almost empty at dawn. Estimating counts of vehicles by simply adding up the capacities of different types of parking facilities will tend to overestimate the number of transients and can lead to ETE that are too conservative.

Analysis of the population characteristics of the Kewaunee Power Station EPZ indicates the need to identify three distinct groups:

Permanent residents people who are year round residents of the EPZ.

Transients people who reside outside of the EPZ who enter the area for a specific purpose (shopping, recreation) and then leave the area.

Employees people who reside outside of the EPZ and commute to businesses within the EPZ on a daily basis.

Estimates of the population and number of evacuating vehicles for each of the population groups are presented for each zone and by polar coordinate representation (population rose).

The Kewaunee Power Station EPZ is subdivided into 5 zones. The EPZ is shown in Figure 31.

Kewaunee Power Station 31 KLD Engineering, P.C.

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3.1 Permanent Residents The primary source for estimating permanent population is the latest U.S. Census data. The average household size (2.30 persons/household - See Figure F1) and the number of evacuating vehicles per household (1.22 vehicles/household - See Figure F8) were adapted from the telephone survey results.

Population estimates are based upon Census 2010 data. The estimates are created by cutting the census block polygons by the zone and EPZ boundaries. A ratio of the original area of each census block and the updated area (after cutting) is multiplied by the total block population to estimate what the population is within the EPZ. This methodology assumes that the population is evenly distributed across a census block. Table 31 provides the permanent resident population within the EPZ, by zone based on this methodology.

The year 2010 permanent resident population is divided by the average household size and then multiplied by the average number of evacuating vehicles per household in order to estimate number of vehicles. Permanent resident population and vehicle estimates are presented in Figure 32 and Figure 33 present the permanent resident population and permanent resident vehicle estimates by sector and distance from Kewaunee Power Station.

This rose was constructed using GIS software.

It can be argued that this estimate of permanent residents overstates, somewhat, the number of evacuating vehicles, especially during the summer. It is certainly reasonable to assert that some portion of the population would be on vacation during the summer and would travel elsewhere. A rough estimate of this reduction can be obtained as follows:

Assume 50 percent of all households vacation for a twoweek period over the summer.

Assume these vacations, in aggregate, are uniformly dispersed over 10 weeks, i.e. 10 percent of the population is on vacation during each twoweek interval.

Assume half of these vacationers leave the area.

On this basis, the permanent resident population would be reduced by 5 percent in the summer and by a lesser amount in the offseason. Given the uncertainty in this estimate, we elected to apply no reductions in permanent resident population for the summer scenarios to account for residents who may be out of the area.

Kewaunee Power Station 32 KLD Engineering, P.C.

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Figure 31. Kewaunee Power Station EPZ Kewaunee Power Station 33 KLD Engineering, P.C.

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Table 31. EPZ Permanent Resident Population 2000 2010 Zone Population Population 5 1,841 1,728 10N 4,207 4,367 10S 2,507 2,748 10SW 1,785 1,349 10W 1,385 1,404 TOTAL 11,725 11,596 EPZ Population 1.10%

Growth:

Table 32. Permanent Resident Population and Vehicles by Zone 2010 2010 Zone Resident Population Vehicles 5 1,728 922 10N 4,367 2,322 10S 2,748 1,459 10SW 1,349 719 10W 1,404 745 TOTAL 11,596 6,167 Kewaunee Power Station 34 KLD Engineering, P.C.

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Figure 32. Permanent Resident Population by Sector Kewaunee Power Station 35 KLD Engineering, P.C.

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Figure 33. Permanent Resident Vehicles by Sector Kewaunee Power Station 36 KLD Engineering, P.C.

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3.2 Shadow Population A portion of the population living outside the evacuation area extending to 15 miles radially from the Kewaunee Power Station (in the Shadow Region) may elect to evacuate without having been instructed to do so. Based upon NUREG/CR7002 guidance, it is assumed that 20 percent of the permanent resident population, based on U.S. Census Bureau data, in this Shadow Region will elect to evacuate.

Shadow population characteristics (household size, evacuating vehicles per household, mobilization time) are assumed to be the same as that for the EPZ permanent resident population. Table 33, Figure 34, and Figure 35 present estimates of the shadow population and vehicles, by sector.

Table 33. Shadow Population and Vehicles by Sector Evacuating Sector Population Vehicles N 509 270 NNE 0 0 NE 0 0 ENE 0 0 E 0 0 ESE 0 0 SE 0 0 SSE 0 0 S 11,303 6,002 SSW 2,523 1,341 SW 1,480 787 WSW 834 446 W 2,933 1,554 WNW 795 423 NW 720 381 NNW 944 497 TOTAL 22,041 11,701 Kewaunee Power Station 37 KLD Engineering, P.C.

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Figure 34. Shadow Population by Sector Kewaunee Power Station 38 KLD Engineering, P.C.

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Figure 35. Shadow Vehicles by Sector Kewaunee Power Station 39 KLD Engineering, P.C.

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3.3 Transient Population Transient population groups are defined as those people (who are not permanent residents, nor commuting employees) who enter the EPZ for a specific purpose (shopping, recreation).

Transients may spend less than one day or stay overnight at camping facilities, hotels and motels. The Kewaunee Power Station EPZ has a number of areas and facilities that attract transients, including:

Lodging Facilities Marinas Campgrounds Golf Courses Surveys of lodging facilities within the EPZ were conducted to determine the number of rooms, percentage of occupied rooms at peak times, and the number of people and vehicles per room for each facility. These data were used to estimate the number of transients and evacuating vehicles at each of these facilities. A total of 1,329 transients in 741 vehicles are assigned to lodging facilities in the EPZ.

Surveys of marinas within the EPZ were conducted to determine average daily attendance, and peak season. These data were used to estimate the number of transients and evacuating vehicles at each of these facilities. A total of 414 transients and 273 vehicles are assigned to marinas in the EPZ.

A survey of the Kewaunee Village RV Park was conducted to determine the number of campsites, peak occupancy, and the number of vehicles and people per campsite for this facility. This data was used to estimate the number of evacuating vehicles for transients at this facility. A total of 170 transients and 74 vehicles are assigned to this campground.

A survey of Point Beach State Forrest was conducted to determine the peak number of vehicles and people that visit for this facility. This data was used to estimate the number of evacuating vehicles for transients at this facility. A total of 1,000 transients and 250 vehicles are assigned to this park.

There is one golf course within the EPZ, Fox Hills Resort & Country Club. A survey was conducted to determine the number of golfers and vehicles at this facility on a typical peak day, and the number of golfers that travels from outside the area. A total of 120 transients and 50 vehicles are assigned to this golf course.

Supplemented by data provided by Kewaunee County, surveys of the hunting grounds and public fishing areas were conducted to determine the peak season, the number of vehicles and people these facilities attract. A total of 86 transients and 36 vehicles are assigned to these natural areas.

Appendix E summarizes the transient data that was estimated for the EPZ. Table E4 presents the number of transients visiting recreational areas, while Table E5 presents the number of Kewaunee Power Station 310 KLD Engineering, P.C.

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transients at lodging facilities within the EPZ.

Table 34 presents transient population and transient vehicle estimates by zone. Figure 36 and Figure 37 present these data by sector and distance from the plant.

Kewaunee Power Station 311 KLD Engineering, P.C.

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Table 34. Summary of Transients and Transient Vehicles Transient Zone Transients Vehicles 5 0 0 10N 872 480 10S 2,247 944 10SW 0 0 10W 0 0 TOTAL 3,119 1,424 Kewaunee Power Station 312 KLD Engineering, P.C.

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Figure 36. Transient Population by Sector Kewaunee Power Station 313 KLD Engineering, P.C.

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Figure 37. Transient Vehicles by Sector Kewaunee Power Station 314 KLD Engineering, P.C.

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3.4 Employees Employees who work within the EPZ fall into two categories:

Those who live and work in the EPZ Those who live outside of the EPZ and commute to jobs within the EPZ.

Those of the first category are already counted as part of the permanent resident population. To avoid double counting, we focus only on those employees commuting from outside the EPZ who will evacuate along with the permanent resident population.

In Table E3, the Employees (Max Shift) is multiplied by the percent NonEPZ factor to determine the number of employees who are not residents of the EPZ. A vehicle occupancy of 1.04 employees per vehicle obtained from the telephone survey (See Figure F7) was used to determine the number of evacuating employee vehicles for all major employers.

Table 35 presents nonEPZ Resident employee and vehicle estimates by zone. Figure 38 and Figure 39 present these data by sector.

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Table 35. Summary of NonEPZ Resident Employees and Employee Vehicles Employee Zone Employees Vehicles 5 918 882 10N 153 147 10S 0 0 10SW 0 0 10W 0 0 TOTAL 1,071 1,029 Kewaunee Power Station 316 KLD Engineering, P.C.

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Figure 38. Employee Population by Sector Kewaunee Power Station 317 KLD Engineering, P.C.

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Figure 39. Employee Vehicles by Sector Kewaunee Power Station 318 KLD Engineering, P.C.

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3.5 Medical Facilities Data were provided by the counties for each of the medical facilities within the EPZ. Table E2 in Appendix E summarizes the data gathered. Section 8 details the evacuation of medical facilities and their patients. The number and type of evacuating vehicles that need to be provided depend on the patients' state of health. It is estimated that buses can transport up to 30 people; wheelchair accessible vans, up to 2 people; and ambulances, up to 2 people.

3.6 Total Demand in Addition to Permanent Population Vehicles will be traveling through the EPZ (externalexternal trips) at the time of an accident.

After the Advisory to Evacuate is announced, these throughtravelers will also evacuate. These through vehicles are assumed to travel on the major route traversing the study area - I 43. It is assumed that this traffic will continue to enter the study area during the first 120 minutes following the Advisory to Evacuate.

Average Annual Daily Traffic (AADT) data was obtained from Federal Highway Administration to estimate the number of vehicles per hour on the aforementioned routes. The AADT was multiplied by the KFactor, which is the proportion of the AADT on a roadway segment or link during the design hour, resulting in the design hour volume (DHV). The design hour is usually the 30th highest hourly traffic volume of the year, measured in vehicles per hour (vph). The DHV is then multiplied by the DFactor, which is the proportion of the DHV occurring in the peak direction of travel (also known as the directional split). The resulting values are the directional design hourly volumes (DDHV), and are presented in Table 36, for each of the routes considered. The DDHV is then multiplied by 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> (traffic control points - TCP - are assumed to be activated at 120 minutes after the advisory to evacuate) to estimate the total number of external vehicles loaded on the analysis network. As indicated, there are 4,384 vehicles entering the study area as externalexternal trips prior to the activation of the TCP and the diversion of this traffic. This number is reduced by 60% for evening scenarios (Scenarios 5 and 12) as discussed in Section 6.

3.7 Special Event One special event (Scenario 13) is considered for the ETE study - a plant outage at Kewaunee Power Station. Outages may occur in spring (March/April) or fall (September/October) and typically last a month. Data obtained from emergency management personnel at Kewaunee Power Station indicate there are 800 additional employees onsite during an outage, of which nearly all commute from outside the EPZ. Using a vehicle occupancy factor of 1.04 obtained from the telephone survey, there are a total of 769 additional vehicles at the plant during an outage. The special event vehicle trips were generated utilizing the same mobilization distributions as employees.

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Table 36. Kewaunee Power Station EPZ External Traffic Up Dn Road HPMS1 K D Hourly External Node Node Name Direction AADT Factor2 Factor2 Volume Traffic 8022 22 I 43 South 18,901 0.116 0.5 1,096 2,192 8311 311 I 43 North 18,901 0.116 0.5 1,096 2,192 TOTAL: 4,384 1

Highway Performance Monitoring System (HPMS), Federal Highway Administration (FHWA), Washington, D.C., 2011 2

HCM 2010 Kewaunee Power Station 320 KLD Engineering, P.C.

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3.8 Summary of Demand A summary of population and vehicle demand is summarized in Table 37 and Table 38, respectively. This summary includes all population groups described in this section. Additional population groups - transitdependent, special facility and school population - are described in greater detail in Section 8. A total of 22,475 people and 15,456 vehicles are considered in this study.

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Table 37. Summary of Population Demand Transit Special Shadow External Zone Residents Dependent Transients Employees Facilities Schools Population Traffic Total 5 1,728 31 0 918 0 0 0 0 2,677 10N 4,367 77 872 153 90 1,099 0 0 6,658 10S 2,748 50 2,247 0 0 885 0 0 5,930 10SW 1,349 24 0 0 0 0 0 0 1,373 10W 1,404 25 0 0 0 0 0 0 1,429 Shadow 0 0 0 0 0 0 4,408 0 4,408 Total 11,596 207 3,119 1,071 90 1,984 4,408 0 22,475 NOTE: Shadow Population has been reduced to 20%. Refer to Figure 21 for additional information.

NOTE: Special Facilities include both medical facilities and correctional facilities.

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Table 38. Summary of Vehicle Demand Transit Special Shadow External Zone Residents Dependent Transients Employees Facilities Schools Vehicles Traffic Total 5 922 2 0 882 0 0 0 0 1,806 10N 2,322 4 480 147 26 40 0 0 3,019 10S 1,459 4 944 0 0 32 0 0 2,439 10SW 719 2 0 0 0 0 0 0 721 10W 745 2 0 0 0 0 0 0 747 Shadow 0 0 0 0 0 0 2,340 4,384 6,724 Total 6,167 14 1,424 1,029 26 72 2,340 4,384 15,456 NOTE: Buses represented as two passenger vehicles. Refer to Section 8 for additional information.

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4 ESTIMATION OF HIGHWAY CAPACITY The ability of the road network to service vehicle demand is a major factor in determining how rapidly an evacuation can be completed. The capacity of a road is defined as the maximum hourly rate at which persons or vehicles can reasonably be expected to traverse a point or uniform section of a lane of roadway during a given time period under prevailing roadway, traffic and control conditions, as stated in the 2010 Highway Capacity Manual (HCM 2010).

In discussing capacity, different operating conditions have been assigned alphabetical designations, A through F, to reflect the range of traffic operational characteristics. These designations have been termed "Levels of Service" (LOS). For example, LOS A connotes freeflow and highspeed operating conditions; LOS F represents a forced flow condition. LOS E describes traffic operating at or near capacity.

Another concept, closely associated with capacity, is Service Volume (SV). Service volume is defined as The maximum hourly rate at which vehicles, bicycles or persons reasonably can be expected to traverse a point or uniform section of a roadway during an hour under specific assumed conditions while maintaining a designated level of service. This definition is similar to that for capacity. The major distinction is that values of SV vary from one LOS to another, while capacity is the service volume at the upper bound of LOS E, only.

This distinction is illustrated in Exhibit 1117 of the HCM 2010. As indicated there, the SV varies with Free Flow Speed (FFS), and LOS. The SV is calculated by the DYNEV II simulation model, based on the specified link attributes, FFS, capacity, control device and traffic demand.

Other factors also influence capacity. These include, but are not limited to:

Lane width Shoulder width Pavement condition Horizontal and vertical alignment (curvature and grade)

Percent truck traffic Control device (and timing, if it is a signal)

Weather conditions (rain, snow, fog, wind speed, ice)

These factors are considered during the road survey and in the capacity estimation process; some factors have greater influence on capacity than others. For example, lane and shoulder width have only a limited influence on Base Free Flow Speed (BFFS1) according to Exhibit 157 of the HCM. Consequently, lane and shoulder widths at the narrowest points were observed during the road survey and these observations were recorded, but no detailed measurements of lane or shoulder width were taken. Horizontal and vertical alignment can influence both FFS and capacity. The estimated FFS were measured using the survey vehicles speedometer and observing local traffic, under free flow conditions. Capacity is estimated from the procedures of 1

A very rough estimate of BFFS might be taken as the posted speed limit plus 10 mph (HCM 2010 Page 1515)

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the 2010 HCM. For example, HCM Exhibit 71(b) shows the sensitivity of Service Volume at the upper bound of LOS D to grade (capacity is the Service Volume at the upper bound of LOS E).

As discussed in Section 2.3, it is necessary to adjust capacity figures to represent the prevailing conditions during inclement weather. Based on limited empirical data, weather conditions such as rain reduce the values of free speed and of highway capacity by approximately 10 percent. Over the last decade new studies have been made on the effects of rain on traffic capacity. These studies indicate a range of effects between 5 and 20 percent depending on wind speed and precipitation rates. As indicated in Section 2.3, we employ a reduction in free speed and in highway capacity of 10 percent and 20 percent for rain and snow, respectively.

Since congestion arising from evacuation may be significant, estimates of roadway capacity must be determined with great care. Because of its importance, a brief discussion of the major factors that influence highway capacity is presented in this section.

Rural highways generally consist of: (1) one or more uniform sections with limited access (driveways, parking areas) characterized by uninterrupted flow; and (2) approaches to at grade intersections where flow can be interrupted by a control device or by turning or crossing traffic at the intersection. Due to these differences, separate estimates of capacity must be made for each section. Often, the approach to the intersection is widened by the addition of one or more lanes (turn pockets or turn bays), to compensate for the lower capacity of the approach due to the factors there that can interrupt the flow of traffic. These additional lanes are recorded during the field survey and later entered as input to the DYNEV II system.

4.1 Capacity Estimations on Approaches to Intersections Atgrade intersections are apt to become the first bottleneck locations under local heavy traffic volume conditions. This characteristic reflects the need to allocate access time to the respective competing traffic streams by exerting some form of control. During evacuation, control at traffic control points will often be provided by traffic control personnel assigned for that purpose, whose directions may supersede traffic control devices. The existing traffic management plans documented in the county emergency plans are extensive and were adopted without change.

The perlane capacity of an approach to a signalized intersection can be expressed (simplistically) in the following form:

3600 3600 where:

Qcap,m = Capacity of a single lane of traffic on an approach, which executes Kewaunee Power Station 42 KLD Engineering, P.C.

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movement, m, upon entering the intersection; vehicles per hour (vph) hm = Mean queue discharge headway of vehicles on this lane that are executing movement, m; seconds per vehicle G = Mean duration of GREEN time servicing vehicles that are executing movement, m, for each signal cycle; seconds L = Mean "lost time" for each signal phase servicing movement, m; seconds C = Duration of each signal cycle; seconds Pm = Proportion of GREEN time allocated for vehicles executing movement, m, from this lane. This value is specified as part of the control treatment.

m = The movement executed by vehicles after they enter the intersection: through, leftturn, rightturn, and diagonal.

The turnmovementspecific mean discharge headway hm, depends in a complex way upon many factors: roadway geometrics, turn percentages, the extent of conflicting traffic streams, the control treatment, and others. A primary factor is the value of "saturation queue discharge headway", hsat, which applies to through vehicles that are not impeded by other conflicting traffic streams. This value, itself, depends upon many factors including motorist behavior.

Formally, we can write, where:

hsat = Saturation discharge headway for through vehicles; seconds per vehicle F1,F2 = The various known factors influencing hm fm( ) = Complex function relating hm to the known (or estimated) values of hsat, F1, F2, The estimation of hm for specified values of hsat, F1, F2, ... is undertaken within the DYNEV II simulation model by a mathematical model2. The resulting values for hm always satisfy the condition:

2 Lieberman, E., "Determining Lateral Deployment of Traffic on an Approach to an Intersection", McShane, W. &

Lieberman, E., "Service Rates of Mixed Traffic on the far Left Lane of an Approach". Both papers appear in Transportation Research Record 772, 1980. Lieberman, E., Xin, W., Macroscopic Traffic Modeling For LargeScale Evacuation Planning, presented at the TRB 2012 Annual Meeting, January 2226, 2012 Kewaunee Power Station 43 KLD Engineering, P.C.

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That is, the turnmovementspecific discharge headways are always greater than, or equal to the saturation discharge headway for through vehicles. These headways (or its inverse equivalent, saturation flow rate), may be determined by observation or using the procedures of the HCM 2010.

The above discussion is necessarily brief given the scope of this ETE report and the complexity of the subject of intersection capacity. In fact, Chapters 18, 19 and 20 in the HCM 2010 address this topic. The factors, F1, F2,, influencing saturation flow rate are identified in equation (185) of the HCM 2010.

The traffic signals within the EPZ and Shadow Region are modeled using representative phasing plans and phase durations obtained as part of the field data collection. Traffic responsive signal installations allow the proportion of green time allocated (Pm) for each approach to each intersection to be determined by the expected traffic volumes on each approach during evacuation circumstances. The amount of green time (G) allocated is subject to maximum and minimum phase duration constraints; 2 seconds of yellow time are indicated for each signal phase and 1 second of allred time is assigned between signal phases, typically. If a signal is pre timed, the yellow and allred times observed during the road survey are used. A lost time (L) of 2.0 seconds is used for each signal phase in the analysis.

4.2 Capacity Estimation along Sections of Highway The capacity of highway sections as distinct from approaches to intersections is a function of roadway geometrics, traffic composition (e.g. percent heavy trucks and buses in the traffic stream) and, of course, motorist behavior. There is a fundamental relationship which relates service volume (i.e. the number of vehicles serviced within a uniform highway section in a given time period) to traffic density. The top curve in Figure 41 illustrates this relationship.

As indicated, there are two flow regimes: (1) Free Flow (left side of curve); and (2) Forced Flow (right side). In the Free Flow regime, the traffic demand is fully serviced; the service volume increases as demand volume and density increase, until the service volume attains its maximum value, which is the capacity of the highway section. As traffic demand and the resulting highway density increase beyond this "critical" value, the rate at which traffic can be serviced (i.e. the service volume) can actually decline below capacity (capacity drop). Therefore, in order to realistically represent traffic performance during congested conditions (i.e. when demand exceeds capacity), it is necessary to estimate the service volume, VF, under congested conditions.

The value of VF can be expressed as:

where:

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We have employed a value of R=0.90. The advisability of such a capacity reduction factor is based upon empirical studies that identified a falloff in the service flow rate when congestion occurs at bottlenecks or choke points on a freeway system. Zhang and Levinson3 describe a research program that collected data from a computerbased surveillance system (loop detectors) installed on the Interstate Highway System, at 27 active bottlenecks in the twin cities metro area in Minnesota over a 7week period. When flow breakdown occurs, queues are formed which discharge at lower flow rates than the maximum capacity prior to observed breakdown. These queue discharge flow (QDF) rates vary from one location to the next and also vary by day of week and time of day based upon local circumstances. The cited reference presents a mean QDF of 2,016 passenger cars per hour per lane (pcphpl). This figure compares with the nominal capacity estimate of 2,250 pcphpl estimated for the ETE and indicated in Appendix K for freeway links. The ratio of these two numbers is 0.896 which translates into a capacity reduction factor of 0.90.

Since the principal objective of evacuation time estimate analyses is to develop a realistic estimate of evacuation times, use of the representative value for this capacity reduction factor (R=0.90) is justified. This factor is applied only when flow breaks down, as determined by the simulation model.

Rural roads, like freeways, are classified as uninterrupted flow facilities. (This is in contrast with urban street systems which have closely spaced signalized intersections and are classified as interrupted flow facilities.) As such, traffic flow along rural roads is subject to the same effects as freeways in the event traffic demand exceeds the nominal capacity, resulting in queuing and lower QDF rates. As a practical matter, rural roads rarely break down at locations away from intersections. Any breakdowns on rural roads are generally experienced at intersections where other model logic applies, or at lane drops which reduce capacity there.

Therefore, the application of a factor of 0.90 is appropriate on rural roads, but rarely, if ever, activated.

The estimated value of capacity is based primarily upon the type of facility and on roadway geometrics. Sections of roadway with adverse geometrics are characterized by lower freeflow speeds and lane capacity. Exhibit 1530 in the Highway Capacity Manual was referenced to estimate saturation flow rates. The impact of narrow lanes and shoulders on freeflow speed and on capacity is not material, particularly when flow is predominantly in one direction as is the case during an evacuation.

The procedure used here was to estimate "section" capacity, VE, based on observations made traveling over each section of the evacuation network, based on the posted speed limits and travel behavior of other motorists and by reference to the 2010 HCM. The DYNEV II simulation model determines for each highway section, represented as a network link, whether its capacity would be limited by the "sectionspecific" service volume, VE, or by the intersectionspecific capacity. For each link, the model selects the lower value of capacity.

3 Lei Zhang and David Levinson, Some Properties of Flows at Freeway Bottlenecks, Transportation Research Record 1883, 2004.

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4.3 Application to the Kewaunee Power Station Study Area As part of the development of the linknode analysis network for the study area, an estimate of roadway capacity is required. The source material for the capacity estimates presented herein is contained in:

2010 Highway Capacity Manual (HCM)

Transportation Research Board National Research Council Washington, D.C.

The highway system in the study area consists primarily of three categories of roads and, of course, intersections:

TwoLane roads: Local, State MultiLane Highways (atgrade)

Freeways Each of these classifications will be discussed.

4.3.1 TwoLane Roads Ref: HCM Chapter 15 Two lane roads comprise the majority of highways within the EPZ. The perlane capacity of a twolane highway is estimated at 1700 passenger cars per hour (pc/h). This estimate is essentially independent of the directional distribution of traffic volume except that, for extended distances, the twoway capacity will not exceed 3200 pc/h. The HCM procedures then estimate Level of Service (LOS) and Average Travel Speed. The DYNEV II simulation model accepts the specified value of capacity as input and computes average speed based on the timevarying demand: capacity relations.

Based on the field survey and on expected traffic operations associated with evacuation scenarios:

Most sections of twolane roads within the EPZ are classified as Class I, with "level terrain"; some are rolling terrain.

Class II highways are mostly those within urban and suburban centers.

4.3.2 MultiLane Highway Ref: HCM Chapter 14 Exhibit 142 of the HCM 2010 presents a set of curves that indicate a perlane capacity ranging from approximately 1900 to 2200 pc/h, for freespeeds of 45 to 60 mph, respectively. Based on observation, the multilane highways outside of urban areas within the EPZ service traffic with freespeeds in this range. The actual timevarying speeds computed by the simulation model reflect the demand: capacity relationship and the impact of control at intersections. A Kewaunee Power Station 46 KLD Engineering, P.C.

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conservative estimate of perlane capacity of 1900 pc/h is adopted for this study for multilane highways outside of urban areas, as shown in Appendix K.

4.3.3 Freeways Ref: HCM Chapters 10, 11, 12, 13 Chapter 10 of the HCM 2010 describes a procedure for integrating the results obtained in Chapters 11, 12 and 13, which compute capacity and LOS for freeway components. Chapter 10 also presents a discussion of simulation models. The DYNEV II simulation model automatically performs this integration process.

Chapter 11 of the HCM 2010 presents procedures for estimating capacity and LOS for Basic Freeway Segments". Exhibit 1117 of the HCM 2010 presents capacity vs. free speed estimates, which are provided below.

Free Speed (mph): 55 60 65 70+

PerLane Capacity (pc/h): 2250 2300 2350 2400 The inputs to the simulation model are highway geometrics, freespeeds and capacity based on field observations. The simulation logic calculates actual timevarying speeds based on demand:

capacity relationships. A conservative estimate of perlane capacity of 2250 pc/h is adopted for this study for freeways, as shown in Appendix K.

Chapter 12 of the HCM 2010 presents procedures for estimating capacity, speed, density and LOS for freeway weaving sections. The simulation model contains logic that relates speed to demand volume: capacity ratio. The value of capacity obtained from the computational procedures detailed in Chapter 12 depends on the "Type" and geometrics of the weaving segment and on the "Volume Ratio" (ratio of weaving volume to total volume).

Chapter 13 of the HCM 2010 presents procedures for estimating capacities of ramps and of "merge" areas. There are three significant factors to the determination of capacity of a ramp freeway junction: The capacity of the freeway immediately downstream of an onramp or immediately upstream of an offramp; the capacity of the ramp roadway; and the maximum flow rate entering the ramp influence area. In most cases, the freeway capacity is the controlling factor. Values of this merge area capacity are presented in Exhibit 138 of the HCM 2010, and depend on the number of freeway lanes and on the freeway free speed. Ramp capacity is presented in Exhibit 1310 and is a function of the ramp free flow speed. The DYNEV II simulation model logic simulates the merging operations of the ramp and freeway traffic in accord with the procedures in Chapter 13 of the HCM 2010. If congestion results from an excess of demand relative to capacity, then the model allocates service appropriately to the two entering traffic streams and produces LOS F conditions (The HCM does not address LOS F explicitly).

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4.3.4 Intersections Ref: HCM Chapters 18, 19, 20, 21 Procedures for estimating capacity and LOS for approaches to intersections are presented in Chapter 18 (signalized intersections), Chapters 19, 20 (unsignalized intersections) and Chapter 21 (roundabouts). The complexity of these computations is indicated by the aggregate length of these chapters. The DYNEV II simulation logic is likewise complex.

The simulation model explicitly models intersections: Stop/yield controlled intersections (both 2way and allway) and traffic signal controlled intersections. Where intersections are controlled by fixed time controllers, traffic signal timings are set to reflect average (non evacuation) traffic conditions. Actuated traffic signal settings respond to the timevarying demands of evacuation traffic to adjust the relative capacities of the competing intersection approaches.

The model is also capable of modeling the presence of manned traffic control. At specific locations where it is advisable or where existing plans call for overriding existing traffic control to implement manned control, the model will use actuated signal timings that reflect the presence of traffic guides. At locations where a special traffic control strategy (continuous left turns, contraflow lanes) is used, the strategy is modeled explicitly. Where applicable, the location and type of traffic control for nodes in the evacuation network are noted in Appendix K. The characteristics of the ten highest volume signalized intersections are detailed in Appendix J.

4.4 Simulation and Capacity Estimation Chapter 6 of the HCM is entitled, HCM and Alternative Analysis Tools. The chapter discusses the use of alternative tools such as simulation modeling to evaluate the operational performance of highway networks. Among the reasons cited in Chapter 6 to consider using simulation as an alternative analysis tool is:

The system under study involves a group of different facilities or travel modes with mutual interactions invoking several procedural chapters of the HCM. Alternative tools are able to analyze these facilities as a single system.

This statement succinctly describes the analyses required to determine traffic operations across an area encompassing an EPZ operating under evacuation conditions. The model utilized for this study, DYNEV II, is further described in Appendix C. It is essential to recognize that simulation models do not replicate the methodology and procedures of the HCM - they replace these procedures by describing the complex interactions of traffic flow and computing Measures of Effectiveness (MOE) detailing the operational performance of traffic over time and by location. The DYNEV II simulation model includes some HCM 2010 procedures only for the purpose of estimating capacity.

All simulation models must be calibrated properly with field observations that quantify the performance parameters applicable to the analysis network. Two of the most important of Kewaunee Power Station 48 KLD Engineering, P.C.

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these are: (1) Free flow speed (FFS); and (2) saturation headway, hsat. The first of these is estimated by direct observation during the road survey; the second is estimated using the concepts of the HCM 2010, as described earlier. These parameters are listed in Appendix K, for each network link.

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Volume, vph Capacity Drop Qmax R Qmax Qs Density, vpm Flow Regimes Speed, mph Free Forced vf R vc Density, vpm kf kopt kj ks Figure 41. Fundamental Diagrams Kewaunee Power Station 410 KLD Engineering, P.C.

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5 ESTIMATION OF TRIP GENERATION TIME Federal Government guidelines (see NUREG CR7002) specify that the planner estimate the distributions of elapsed times associated with mobilization activities undertaken by the public to prepare for the evacuation trip. The elapsed time associated with each activity is represented as a statistical distribution reflecting differences between members of the public.

The quantification of these activitybased distributions relies largely on the results of the telephone survey. We define the sum of these distributions of elapsed times as the Trip Generation Time Distribution.

5.1 Background In general, an accident at a nuclear power plant is characterized by the following Emergency Classification Levels (see Appendix 1 of NUREG 0654 for details):

1. Unusual Event

2. Alert

3. Site Area Emergency

4. General Emergency At each level, the Federal guidelines specify a set of Actions to be undertaken by the Licensee, and by State and Local offsite authorities. As a Planning Basis, we will adopt a conservative posture, in accordance with Section 1.2 of NUREG/CR7002, that a rapidly escalating accident will be considered in calculating the Trip Generation Time. We will assume:

1. The Advisory to Evacuate will be announced coincident with the siren notification.

2. Mobilization of the general population will commence within 15 minutes after the siren notification.

3. ETE are measured relative to the Advisory to Evacuate.

We emphasize that the adoption of this planning basis is not a representation that these events will occur within the indicated time frame. Rather, these assumptions are necessary in order to:

1. Establish a temporal framework for estimating the Trip Generation distribution in the format recommended in Section 2.13 of NUREG/CR6863.

2. Identify temporal points of reference that uniquely define "Clear Time" and ETE.

It is likely that a longer time will elapse between the various classes of an emergency.

For example, suppose one hour elapses from the siren alert to the Advisory to Evacuate. In this case, it is reasonable to expect some degree of spontaneous evacuation by the public during this onehour period. As a result, the population within the EPZ will be lower when the Advisory to Evacuate is announced, than at the time of the siren alert. In addition, many will engage in preparation activities to evacuate, in anticipation that an Advisory will be broadcast.

Thus, the time needed to complete the mobilization activities and the number of people Kewaunee Power Station 51 KLD Engineering, P.C.

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remaining to evacuate the EPZ after the Advisory to Evacuate, will both be somewhat less than the estimates presented in this report. Consequently, the ETE presented in this report are higher than the actual evacuation time, if this hypothetical situation were to take place.

The notification process consists of two events:

1. Transmitting information using the alert notification systems available within the EPZ (e.g. sirens, tone alerts, EAS broadcasts, loud speakers).

2. Receiving and correctly interpreting the information that is transmitted.

The population within the EPZ is dispersed over an area of approximately 160 square miles and is engaged in a wide variety of activities. It must be anticipated that some time will elapse between the transmission and receipt of the information advising the public of an accident.

The amount of elapsed time will vary from one individual to the next depending on where that person is, what that person is doing, and related factors. Furthermore, some persons who will be directly involved with the evacuation process may be outside the EPZ at the time the emergency is declared. These people may be commuters, shoppers and other travelers who reside within the EPZ and who will return to join the other household members upon receiving notification of an emergency.

As indicated in Section 2.13 of NUREG/CR6863, the estimated elapsed times for the receipt of notification can be expressed as a distribution reflecting the different notification times for different people within, and outside, the EPZ. By using time distributions, it is also possible to distinguish between different population groups and different dayofweek and timeofday scenarios, so that accurate ETE may be computed.

For example, people at home or at work within the EPZ will be notified by siren, and/or tone alert and/or radio (if available). Those well outside the EPZ will be notified by telephone, radio, TV and wordofmouth, with potentially longer time lags. Furthermore, the spatial distribution of the EPZ population will differ with time of day families will be united in the evenings, but dispersed during the day. In this respect, weekends will differ from weekdays.

As indicated in Section 4.1 of NUREG/CR7002, the information required to compute trip generation times is typically obtained from a telephone survey of EPZ residents. Such a survey was conducted in support of this ETE study. Appendix F presents the survey sampling plan, survey instrument, and raw survey results. It is important to note that the shape and duration of the evacuation trip mobilization distribution is important at sites where traffic congestion is not expected to cause the evacuation time estimate to extend in time well beyond the trip generation period. The remaining discussion will focus on the application of the trip generation data obtained from the telephone survey to the development of the ETE documented in this report.

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5.2 Fundamental Considerations The environment leading up to the time that people begin their evacuation trips consists of a sequence of events and activities. Each event (other than the first) occurs at an instant in time and is the outcome of an activity.

Activities are undertaken over a period of time. Activities may be in "series" (i.e. to undertake an activity implies the completion of all preceding events) or may be in parallel (two or more activities may take place over the same period of time). Activities conducted in series are functionally dependent on the completion of prior activities; activities conducted in parallel are functionally independent of one another. The relevant events associated with the public's preparation for evacuation are:

Event Number Event Description 1 Notification 2 Awareness of Situation 3 Depart Work 4 Arrive Home 5 Depart on Evacuation Trip Associated with each sequence of events are one or more activities, as outlined below:

Table 51. Event Sequence for Evacuation Activities Event Sequence Activity Distribution 12 Receive Notification 1 23 Prepare to Leave Work 2 2,3 4 Travel Home 3 2,4 5 Prepare to Leave to Evacuate 4 N/A Snow Clearance 5 These relationships are shown graphically in Figure 51.

An Event is a state that exists at a point in time (e.g., depart work, arrive home)

An Activity is a process that takes place over some elapsed time (e.g., prepare to leave work, travel home)

As such, a completed Activity changes the state of an individual (e.g. the activity, travel home changes the state from depart work to arrive home). Therefore, an Activity can be described as an Event Sequence; the elapsed times to perform an event sequence vary from one person to the next and are described as statistical distributions on the following pages.

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An employee who lives outside the EPZ will follow sequence (c) of Figure 51. A household within the EPZ that has one or more commuters at work, and will await their return before beginning the evacuation trip will follow the first sequence of Figure 51(a). A household within the EPZ that has no commuters at work, or that will not await the return of any commuters, will follow the second sequence of Figure 51(a), regardless of day of week or time of day.

Households with no commuters on weekends or in the evening/nighttime, will follow the applicable sequence in Figure 51(b). Transients will always follow one of the sequences of Figure 51(b). Some transients away from their residence could elect to evacuate immediately without returning to the residence, as indicated in the second sequence.

It is seen from Figure 51, that the Trip Generation time (i.e. the total elapsed time from Event 1 to Event 5) depends on the scenario and will vary from one household to the next.

Furthermore, Event 5 depends, in a complicated way, on the time distributions of all activities preceding that event. That is, to estimate the time distribution of Event 5, we must obtain estimates of the time distributions of all preceding events. For this study, we adopt the conservative posture that all activities will occur in sequence.

In some cases, assuming certain events occur strictly sequential (for instance, commuter returning home before beginning preparation to leave, or removing snow only after the preparation to leave) can result in rather conservative (that is, longer) estimates of mobilization times. It is reasonable to expect that at least some parts of these events will overlap for many households, but that assumption is not made in this study.

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1 2 3 4 5 Residents Households wait 1

for Commuters Households without Residents 1 2 5 Commuters and households who do not wait for Commuters (a) Accident occurs during midweek, at midday; year round Residents, Transients 1 2 4 5 Return to residence, away from then evacuate Residence Residents, 1 2 5 Residents at home; Transients at transients evacuate directly Residence (b) Accident occurs during weekend or during the evening2 1 2 3, 5 (c) Employees who live outside the EPZ ACTIVITIES EVENTS 1 2 Receive Notification 1. Notification 2 3 Prepare to Leave Work 2. Aware of situation 2, 3 4 Travel Home 3. Depart work 2, 4 5 Prepare to Leave to Evacuate 4. Arrive home

5. Depart on evacuation trip Activities Consume Time 1

Applies for evening and weekends also if commuters are at work.

2 Applies throughout the year for transients.

Figure 51. Events and Activities Preceding the Evacuation Trip Kewaunee Power Station 55 KLD Engineering, P.C.

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5.3 Estimated Time Distributions of Activities Preceding Event 5 The time distribution of an event is obtained by "summing" the time distributions of all prior contributing activities. (This "summing" process is quite different than an algebraic sum since it is performed on distributions - not scalar numbers).

Time Distribution No. 1, Notification Process: Activity 1 2 It is assumed (based on the presence of sirens within the EPZ) that 87 percent of those within the EPZ will be aware of the accident within 30 minutes with the remainder notified within the following 15 minutes. The notification distribution is given below:

Table 52. Time Distribution for Notifying the Public Elapsed Time Percent of (Minutes) Population Notified 0 0.0%

5 7.1%

10 13.3%

15 26.5%

20 46.9%

25 66.3%

30 86.7%

35 91.8%

40 96.9%

45 100.0%

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Distribution No. 2, Prepare to Leave Work: Activity 2 3 It is reasonable to expect that the vast majority of business enterprises within the EPZ will elect to shut down following notification and most employees would leave work quickly. Commuters, who work outside the EPZ could, in all probability, also leave quickly since facilities outside the EPZ would remain open and other personnel would remain. Personnel or farmers responsible for equipment/livestock would require additional time to secure their facility. The distribution of Activity 2 3 shown in Table 53 reflects data obtained by the telephone survey. This distribution is plotted in Figure 52.

Table 53. Time Distribution for Employees to Prepare to Leave Work Cumulative Cumulative Percent Percent Elapsed Time Employees Elapsed Time Employees (Minutes) Leaving Work (Minutes) Leaving Work 0 0.0% 45 96.0%

5 49.6% 50 96.3%

10 66.0% 55 96.3%

15 76.7% 60 99.0%

20 80.6% 75 100.0%

25 82.1%

30 93.1%

35 93.5%

40 94.5%

NOTE: The survey data was normalized to distribute the "Don't know" response. That is, the sample was reduced in size to include only those households who responded to this question. The underlying assumption is that the distribution of this activity for the Dont know responders, if the event takes place, would be the same as those responders who provided estimates.

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Distribution No. 3, Travel Home: Activity 3 4 These data are provided directly by those households which responded to the telephone survey. This distribution is plotted in Figure 52 and listed in Table 54.

Table 54. Time Distribution for Commuters to Travel Home Cumulative Cumulative Elapsed Time Percent Elapsed Time Percent (Minutes) Returning Home (Minutes) Returning Home 0 0.0% 40 94.0%

5 20.4% 45 99.1%

10 39.0% 50 99.3%

15 55.9% 55 99.5%

20 73.1% 60 100.0%

25 77.7%

30 88.9%

35 90.7%

NOTE: The survey data was normalized to distribute the "Don't know" response Kewaunee Power Station 58 KLD Engineering, P.C.

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Distribution No. 4, Prepare to Leave Home: Activity 2, 4 5 These data are provided directly by those households which responded to the telephone survey. This distribution is plotted in Figure 52 and listed in Table 55.

Table 55. Time Distribution for Population to Prepare to Evacuate Cumulative Elapsed Time Percent Ready to (Minutes) Evacuate 0 0.0%

15 20.0%

30 62.4%

45 72.3%

60 88.0%

75 93.4%

90 94.6%

105 95.1%

120 97.9%

135 100.0%

NOTE: The survey data was normalized to distribute the "Don't know" response Kewaunee Power Station 59 KLD Engineering, P.C.

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Distribution No. 5, Snow Clearance Time Distribution Inclement weather scenarios involving snowfall must address the time lags associated with snow clearance. It is assumed that snow equipment is mobilized and deployed during the snowfall to maintain passable roads. The general consensus is that the snowplowing efforts are generally successful for all but the most extreme blizzards when the rate of snow accumulation exceeds that of snow clearance over a period of many hours.

Consequently, it is reasonable to assume that the highway system will remain passable - albeit at a lower capacity - under the vast majority of snow conditions. Nevertheless, for the vehicles to gain access to the highway system, it may be necessary for driveways and employee parking lots to be cleared to the extent needed to permit vehicles to gain access to the roadways.

These clearance activities take time; this time must be incorporated into the trip generation time distributions. These data are provided by those households which responded to the telephone survey. This distribution is plotted in Figure 52 and listed in Table 56.

Note that those respondents (34.9%) who answered that they would not take time to clear their driveway were assumed to be ready immediately at the start of this activity. Essentially they would drive through the snow on the driveway to access the roadway and begin their evacuation trip.

Table 56. Time Distribution for Population to Clear 6"8" of Snow Elapsed Time Completing (Minutes) Snow Removal 0 34.9%

15 49.2%

30 81.2%

45 86.6%

60 94.0%

75 96.6%

90 97.5%

105 98.0%

120 100.0%

NOTE: The survey data was normalized to distribute the "Don't know" response Kewaunee Power Station 510 KLD Engineering, P.C.

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Mobilization Activities 100%

90%

80%

70%

60%

Notification 50% Prepare to Leave Work Travel Home 40% Prepare Home

% Completing Activity Time to Clear Snow 30%

20%

10%

0%

0 15 30 45 60 75 90 105 120 135 Elapsed Time from Start of Mobilization Activity (min)

Figure 52. Evacuation Mobilization Activities Kewaunee Power Station 511 KLD Engineering, P.C.

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5.4 Calculation of Trip Generation Time Distribution The time distributions for each of the mobilization activities presented herein must be combined to form the appropriate Trip Generation Distributions. As discussed above, this study assumes that the stated events take place in sequence such that all preceding events must be completed before the current event can occur. For example, if a household awaits the return of a commuter, the worktohome trip (Activity 3 4) must precede Activity 4 5.

To calculate the time distribution of an event that is dependent on two sequential activities, it is necessary to sum the distributions associated with these prior activities. The distribution summing algorithm is applied repeatedly as shown to form the required distribution. As an outcome of this procedure, new time distributions are formed; we assign letter designations to these intermediate distributions to describe the procedure. Table 57 presents the summing procedure to arrive at each designated distribution.

Table 57. Mapping Distributions to Events Apply Summing Algorithm To: Distribution Obtained Event Defined Distributions 1 and 2 Distribution A Event 3 Distributions A and 3 Distribution B Event 4 Distributions B and 4 Distribution C Event 5 Distributions 1 and 4 Distribution D Event 5 Distributions C and 5 Distribution E Event 5 Distributions D and 5 Distribution F Event 5 Table 58 presents a description of each of the final trip generation distributions achieved after the summing process is completed.

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Table 58. Description of the Distributions Distribution Description Time distribution of commuters departing place of work (Event 3). Also applies A to employees who work within the EPZ who live outside, and to Transients within the EPZ.

B Time distribution of commuters arriving home (Event 4).

Time distribution of residents with commuters who return home, leaving home C

to begin the evacuation trip (Event 5).

Time distribution of residents without commuters returning home, leaving home D

to begin the evacuation trip (Event 5).

Time distribution of residents with commuters who return home, leaving home E

to begin the evacuation trip, after snow clearance activities (Event 5).

Time distribution of residents with no commuters returning home, leaving to F

begin the evacuation trip, after snow clearance activities (Event 5).

5.4.1 Statistical Outliers As already mentioned, some portion of the survey respondents answer dont know to some questions or choose to not respond to a question. The mobilization activity distributions are based upon actual responses. But, it is the nature of surveys that a few numeric responses are inconsistent with the overall pattern of results. An example would be a case in which for 500 responses, almost all of them estimate less than two hours for a given answer, but 3 say four hours and 4 say six or more hours.

These outliers must be considered: are they valid responses, or so atypical that they should be dropped from the sample?

In assessing outliers, there are three alternates to consider:

1) Some responses with very long times may be valid, but reflect the reality that the respondent really needs to be classified in a different population subgroup, based upon special needs;

2) Other responses may be unrealistic (6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> to return home from commuting distance, or 2 days to prepare the home for departure);

3) Some high values are representative and plausible, and one must not cut them as part of the consideration of outliers.

The issue of course is how to make the decision that a given response or set of responses are to be considered outliers for the component mobilization activities, using a method that objectively quantifies the process.

There is considerable statistical literature on the identification and treatment of outliers singly or in groups, much of which assumes the data is normally distributed and some of which uses non Kewaunee Power Station 513 KLD Engineering, P.C.

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parametric methods to avoid that assumption. The literature cites that limited work has been done directly on outliers in sample survey responses.

In establishing the overall mobilization time/trip generation distributions, the following principles are used:

1) It is recognized that the overall trip generation distributions are conservative estimates, because they assume a household will do the mobilization activities sequentially, with no overlap of activities;

2) The individual mobilization activities (prepare to leave work, travel home, prepare home, clear snow) are reviewed for outliers, and then the overall trip generation distributions are created (see Figure 51, Table 57, Table 58);

3) Outliers can be eliminated either because the response reflects a special population (e.g.

special needs, transit dependent) or lack of realism, because the purpose is to estimate trip generation patterns for personal vehicles;

4) To eliminate outliers, a) the mean and standard deviation of the specific activity are estimated from the responses, b) the median of the same data is estimated, with its position relative to the mean noted, c) the histogram of the data is inspected, and d) all values greater than 3.5 standard deviations are flagged for attention, taking special note of whether there are gaps (categories with zero entries) in the histogram display.

In general, only flagged values more than 4 standard deviations from the mean are allowed to be considered outliers, with gaps in the histogram expected.

When flagged values are classified as outliers and dropped, steps a to d are repeated.

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5) As a practical matter, even with outliers eliminated by the above, the resultant histogram, viewed as a cumulative distribution, is not a normal distribution. A typical situation that results is shown below in Figure 53.

100.0%

90.0%

80.0%

Cumulative Percentage (%)

70.0%

60.0%

50.0%

40.0%

30.0%

20.0%

10.0%

0.0%

112.5 2.5 7.5 12.5 17.5 22.5 27.5 32.5 37.5 42.5 47.5 52.5 57.5 67.5 82.5 97.5 Center of Interval (minutes)

Cumulative Data Cumulative Normal Figure 53. Comparison of Data Distribution and Normal Distribution

6) In particular, the cumulative distribution differs from the normal distribution in two key aspects, both very important in loading a network to estimate evacuation times:

Most of the real data is to the left of the normal curve above, indicating that the network loads faster for the first 8085% of the vehicles, potentially causing more (and earlier) congestion than otherwise modeled; The last 1015% of the real data tails off slower than the comparable normal curve, indicating that there is significant traffic still loading at later times.

Because these two features are important to preserve, it is the histogram of the data that is used to describe the mobilization activities, not a normal curve fit to the data. One could consider other distributions, but using the shape of the actual data curve is unambiguous and preserves these important features;

7) With the mobilization activities each modeled according to Steps 16, including preserving the features cited in Step 6, the overall (or total) mobilization times are constructed.

This is done by using the data sets and distributions under different scenarios (e.g. commuter returning, no commuter returning, no snow or snow in each). In general, these are additive, using Kewaunee Power Station 515 KLD Engineering, P.C.

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weighting based upon the probability distributions of each element; Figure 54 presents the combined trip generation distributions designated A, C, D, E and F. These distributions are presented on the same time scale. (As discussed earlier, the use of strictly additive activities is a conservative approach, because it makes all activities sequential - preparation for departure follows the return of the commuter; snow clearance follows the preparation for departure, and so forth. In practice, it is reasonable that some of these activities are done in parallel, at least to some extent - for instance, preparation to depart begins by a household member at home while the commuter is still on the road.)

The mobilization distributions that result are used in their tabular/graphical form as direct inputs to later computations that lead to the ETE.

The DYNEV II simulation model is designed to accept varying rates of vehicle trip generation for each origin centroid, expressed in the form of histograms. These histograms, which represent Distributions A, C, D, E and F, properly displaced with respect to one another, are tabulated in Table 59 (Distribution B, Arrive Home, omitted for clarity).

The final time period (15) is 600 minutes long. This time period is added to allow the analysis network to clear, in the event congestion persists beyond the trip generation period. Note that there are no trips generated during this final time period.

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5.4.2 Staged Evacuation Trip Generation As defined in NUREG/CR7002, staged evacuation consists of the prompt evacuation of the 2 mile region, while those beyond 2 miles shelterinplace. As discussed in Section 6, the KPS always evacuates at least the 5 mile radius. Thus, this study considers staged evacuation based on a 5 mile prompt evacuation as discussed below:

1. Zones comprising the 5 mile region are advised to evacuate immediately

2. Zones comprising regions extending from 5 to 10 miles downwind are advised to shelter inplace while the two mile region is cleared

3. As vehicles evacuate the 5 mile region, sheltered people from 5 to 10 miles downwind continue preparation for evacuation

4. The population sheltering in the 5 to 10 mile region are advised to begin evacuating when approximately 90% of those originally within the 5 mile region evacuate across the 5 mile region boundary

5. Noncompliance with the shelter recommendation is the same as the shadow evacuation percentage of 20%

Assumptions

1. The population in the shadow region beyond the EPZ boundary, extending to approximately 15 miles radially from the plant, will react as they do for all nonstaged evacuation scenarios. That is 20% of these households will elect to evacuate with no shelter delay.

2. The transient population will not be expected to stage their evacuation because of the limited sheltering options available to people who may be at parks, on a beach, or at other venues. Also, notifying the transient population of a staged evacuation would prove difficult.

3. Employees will also be assumed to evacuate without first sheltering.

Procedure

1. Trip generation for population groups in the 5 mile region will be as computed based upon the results of the telephone survey and analysis.

2. Trip generation for the population subject to staged evacuation will be formulated as follows:

a. Identify the 90th percentile evacuation time for Zone 5 which comprises the 5 mile region. This value, TScen*, is obtained from simulation results. It will become the time at which the region being sheltered will be told to evacuate for each scenario.

b. The resultant trip generation curves for staging are then formed as follows:

i. The nonshelter trip generation curve is followed until a maximum of 20%

of the total trips are generated (to account for shelter noncompliance).

ii. No additional trips are generated until time TScen*

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iii. Following time TScen*, the balance of trips are generated:

1. by stepping up and then following the nonshelter trip generation curve (if TScen* is < max trip generation time) or

2. by stepping up to 100% (if TScen* is > max trip generation time)

c. Note: This procedure implies that there may be different staged trip generation distributions for different scenarios. NUREG/CR7002 uses the statement approximately 90th percentile as the time to end staging and begin evacuating.

The value of TScen* is 1:35 for nonsnow scenarios and 2:05 for snow scenarios.

3. Staged trip generation distributions are created for the following population groups:

a. Residents with returning commuters

b. Residents without returning commuters

c. Residents with returning commuters and snow conditions

d. Residents without returning commuters and snow conditions Figure 55 presents the staged trip generation distributions for both residents with and without returning commuters; the 90th percentile 5 mile region evacuation time is 95 minutes for good weather and 125 minutes for snow scenarios. At the 90th percentile evacuation time, 20% of the population (who normally would have completed their mobilization activities for an un staged evacuation) advised to shelter has nevertheless departed the area. These people do not comply with the shelter advisory. Also included on the plot are the trip generation distributions for these groups as applied to the regions advised to evacuate immediately.

Since the 90th percentile evacuation time occurs before the end of the trip generation time, after the sheltered region is advised to evacuate, the shelter trip generation distribution rises to meet the balance of the nonstaged trip generation distribution. Following time TScen*, the balance of staged evacuation trips that are ready to depart are released within 30 minutes. After TScen*+30, the remainder of evacuation trips are generated in accordance with the unstaged trip generation distribution.

Table 510 provides the trip generation histograms for staged evacuation.

5.4.3 Trip Generation for Waterways and Recreational Areas Annex 1, Section 4 of the Manitowoc County Emergency Operations Plan states that warning will be accomplished by outdoor warning sirens, radio pagers, public broadcasting media (i.e., Emergency Alert SystemEAS and cable TV systems serving the 10mile EPZs and mobile public address equipment.) People fishing on Lake Michigan will be warned by the U.S. Coast Guard and if weather is favorable, by aircraft/public address system flyover. The aircraft will also notify Kewaunee County population along Lake Michigan shoreline, or as siren system backup, upon request of Kewaunee County Sheriff or designee.

As indicated in Table 52, this study assumes 100% notification in 45 minutes, consistent with the FEMA REP Program Manual. Table 59 indicates that all transients will have mobilized Kewaunee Power Station 518 KLD Engineering, P.C.

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within 75 minutes. It is assumed that this timeframe is sufficient time for boaters, campers and other transients to return to their vehicles and begin their evacuation trip.

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Table 59. Trip Generation Histograms for the EPZ Population for Unstaged Evacuation Percent of Total Trips Generated Within Indicated Time Period Residents Residents With Residents Residents with Without Commuters Without Time Duration Employees Transients Commuters Commuters Snow Commuters Snow Period (Min) (Distribution A) (Distribution A) (Distribution C) (Distribution D) (Distribution E) (Distribution F) 1 15 8% 8% 0% 1% 0% 0%

2 15 36% 36% 1% 11% 0% 5%

3 15 35% 35% 4% 27% 2% 13%

4 15 14% 14% 14% 26% 6% 18%

5 15 4% 4% 20% 14% 12% 18%

6 15 2% 2% 19% 10% 15% 16%

7 30 1% 1% 26% 6% 30% 17%

8 30 0% 0% 10% 4% 19% 7%

9 30 0% 0% 4% 1% 9% 4%

10 15 0% 0% 1% 0% 3% 1%

11 15 0% 0% 1% 0% 2% 1%

12 15 0% 0% 0% 0% 1% 0%

13 15 0% 0% 0% 0% 0% 0%

14 15 0% 0% 0% 0% 1% 0%

15 600 0% 0% 0% 0% 0% 0%

NOTE:

Shadow vehicles are loaded onto the analysis network (Figure 12) using Distributions C and E for good weather and snow, respectively.

Special event vehicles are loaded using Distribution A.

Kewaunee Power Station 520 KLD Engineering, P.C.

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Trip Generation Distributions Employees/Transients Residents with Commuters Residents with no Commuters Res with Comm and Snow Res no Comm with Snow 100 80 60

% of Population Evacuating 40 20 0

0 15 30 45 60 75 90 105 120 135 150 165 180 195 210 225 240 255 Elapsed Time from Evacuating Advisory (min)

Figure 54. Comparison of Trip Generation Distributions Kewaunee Power Station 521 KLD Engineering, P.C.

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Table 510. Trip Generation Histograms for the EPZ Population for Staged Evacuation Percent of Total Trips Generated Within Indicated Time Period*

Residents Residents Residents with Without Residents With Without Time Duration Commuters Commuters Commuters Snow Commuters Snow Period (Min) (Distribution C) (Distribution D) (Distribution E) (Distribution F) 1 15 0% 0% 0% 0%

2 15 0% 2% 0% 1%

3 15 1% 6% 0% 3%

4 15 3% 5% 2% 3%

5 15 4% 3% 2% 4%

6 15 4% 2% 3% 3%

7 30 72% 77% 6% 3%

8 30 10% 4% 71% 77%

9 30 4% 1% 9% 4%

10 15 1% 0% 3% 1%

11 15 1% 0% 2% 1%

12 15 0% 0% 1% 0%

13 15 0% 0% 0% 0%

14 15 0% 0% 1% 0%

15 600 0% 0% 0% 0%

• Trip Generation for Employees and Transients (see Table 59) is the same for Unstaged and Staged Evacuation.

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Staged and Unstaged Evacuation Trip Generation Employees / Transients Residents with Commuters Residents with no Commuters Res with Comm and Snow Res no Comm with Snow Staged Residents with Commuters Staged Residents with no Commuters Staged Residents with Commuters (Snow)

Staged Residents with no Commuters (Snow) 90 75 60 45 30

% of Population Evacuating 15 0

0 15 30 45 60 75 90 105 120 135 150 165 180 195 210 225 240 255 Elapsed Time from Evacuating Advisory (min)

Figure 55. Comparison of Staged and Unstaged Trip Generation Distributions in the 5 to 10 Mile Region Kewaunee Power Station 523 KLD Engineering, P.C.

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6 DEMAND ESTIMATION FOR EVACUATION SCENARIOS An evacuation case is defined as a combination of an Evacuation Region and an Evacuation Scenario. The definitions of Region and Scenario are as follows:

Region A grouping of contiguous evacuating zones that forms either a keyhole sectorbased area, or a circular area within the EPZ, that must be evacuated in response to a radiological emergency.

Scenario A combination of circumstances, including time of day, day of week, season, and weather conditions. Scenarios define the number of people in each of the affected population groups and their respective mobilization time distributions.

A total of 17 Regions were defined which encompass all the groupings of zones considered.

These Regions are defined in Table 61. The zone configurations are identified in Figure 61.

Each keyhole sectorbased area consists of a central circle centered at the power plant, and three adjoining sectors, each with a central angle of 22.5 degrees, as per NUREG/CR7002 guidance. The central sector coincides with the wind direction. In addition to the 3 sector keyhole, Kewaunee Power Station can make site specific Protective Action Recommendations (PAR) that entail evacuating 4 sectors if the wind direction is within 2° of a sector boundary.

These sectors extend to 5 miles from the plant (Region R01) or to the EPZ boundary (Regions R02 through R17). Regions R01 and R02 represent evacuations of circular areas with radii 5 and 10 miles, respectively. Regions R10 through R16 are identical to Regions R03 through R09 respectively and R02 is identical to R17. However, in R10 through R17, those zones between 5 miles and 10 miles are staged until 90% of the 5mile region (Region R01) has evacuated.

A total of 14 Scenarios were evaluated for all Regions. Thus, there are a total of 17x14=238 evacuation cases. Table 62 is a description of all Scenarios.

Each combination of region and scenario implies a specific population to be evacuated. Table 63 presents the percentage of each population group estimated to evacuate for each scenario.

Table 64 presents the vehicle counts for each scenario for an evacuation of Region R02 - the entire EPZ.

The vehicle estimates presented in Section 3 are peak values. These peak values are adjusted depending on the scenario and region being considered, using scenario and region specific percentages, such that the average population is considered for each evacuation case. The scenario percentages are presented in Table 63, while the regional percentages are provided in Table H1. The percentages presented in Table 63 were determined as follows:

The number of residents with commuters during the week (when workforce is at its peak) is equal to the product of 56% (the number of households with at least one commuter) and 46%

(the number of households with a commuter that would await the return of the commuter prior to evacuating). See assumption 3 in Section 2.3. It is estimated for weekend and evening Kewaunee Power Station 61 KLD Engineering, P.C.

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scenarios that 10% of households with returning commuters will have a commuter at work during those times.

Employment is assumed to be at its peak during the winter, midweek, midday scenarios.

Employment is reduced slightly (96%) for summer, midweek, midday scenarios. This is based on the estimation that 50% of the employees commuting into the EPZ will be on vacation for a week during the approximate 12 weeks of summer. It is further estimated that those taking vacation will be uniformly dispersed throughout the summer with approximately 4% of employees vacationing each week. It is further estimated that only 10% of the employees are working in the evenings and during the weekends.

Transient activity is estimated to be at its peak during summer weekends and less (75%) during the week. As shown in Appendix E, there is a significant amount of lodging and campgrounds offering overnight accommodations in the EPZ; thus, transient activity is estimated to be high during evening hours - 72% for summer and 33% for winter. Transient activity on winter weekends is estimated to be 45%.

As noted in the shadow footnote to Table 63, the shadow percentages are computed using a base of 20% (see assumption 5 in Section 2.2); to include the employees within the shadow region who may choose to evacuate, the voluntary evacuation is multiplied by a scenario specific proportion of employees to permanent residents in the shadow region. For example, using the values provided in Table 64 for Scenario 1, the shadow percentage is computed as follows:

988 20% 1 23%

4,589 1,578 One special event - Outage at Kewaunee Power Station - was considered as Scenario 13. Thus, the special event traffic is 100% evacuated for Scenario 13, and 0% for all other scenarios.

It is estimated that summer school enrollment is approximately 10% of enrollment during the regular school year for summer, midweek, midday scenarios. School is not in session during weekends and evenings, thus no buses for school children are needed under those circumstances. As discussed in Section 7, schools are in session during the winter season, midweek, midday and 100% of buses will be needed under those circumstances. Transit buses for the transitdependent population are set to 100% for all scenarios as it is assumed that the transitdependent population is present in the EPZ for all scenarios.

External traffic is estimated to be reduced by 60% during evening scenarios and is 100% for all other scenarios.

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Table 61. Description of Evacuation Regions Zone Region Description 5 10N 10W 10SW 10S R01 2Mile Radius X N/A 5Mile Radius Refer to R01 R02 Full EPZ X X X X X Evacuate 2Mile Radius and Downwind to 5 Miles Zone Region Wind From ° 5 10N 10W 10SW 10S N/A Full 360 Refer to R01 Evacuate 5Mile Radius and Downwind to 10 Miles Zone Region Wind From ° 5 10N 10W 10SW 10S R03 324 9 X X R04 9 - 54 X X X R05 54 - 80.5 X X X X R06 80.5 - 99 X X X R07 99 - 103 X X X X R08 103 - 170.5 X X X R09 170.5 - 215.5 X X N/A 215.5 - 324 Refer to R01 Staged Evacuation 5Mile Radius Evacuates, then Evacuate Downwind to 10 Miles Zone Region Wind From ° 5 10N 10W 10SW 10S R10 324 9 X X R11 9 - 54 X X X R12 54 - 80.5 X X X X R13 80.5 - 99 X X X R14 99 - 103 X X X X R15 103 - 170.5 X X X R16 170.5 - 215.5 X X N/A 215.5 - 324 Refer to R01 R17 Full EPZ X X X X X Zone(s) ShelterinPlace until 90% ETE for R01, then Zone(s) ShelterinPlace Zone(s) Evacuate Evacuate Kewaunee Power Station 63 KLD Engineering, P.C.

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Figure 61. KPS EPZ Zones Kewaunee Power Station 64 KLD Engineering, P.C.

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Table 62. Evacuation Scenario Definitions Scenario Season1 Day of Week Time of Day Weather Special 1 Summer Midweek Midday Good None 2 Summer Midweek Midday Rain None 3 Summer Weekend Midday Good None 4 Summer Weekend Midday Rain None 5 Summer Midweek, Weekend Evening Good None 6 Winter Midweek Midday Good None 7 Winter Midweek Midday Rain None 8 Winter Midweek Midday Snow None 9 Winter Weekend Midday Good None 10 Winter Weekend Midday Rain None 11 Winter Weekend Midday Snow None 12 Winter Midweek, Weekend Evening Good None Plant outage at 13 Winter Midweek Midday Good Kewaunee Power Station Roadway Impact -

14 Summer Midweek Midday Good Close NB lane on SR 42 1

Winter means that school is in session (also applies to spring and autumn). Summer means that school is not in session.

Kewaunee Power Station 65 KLD Engineering, P.C.

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Table 63. Percent of Population Groups Evacuating for Various Scenarios Households Households With Without External Returning Returning Special School Transit Through Scenario Commuters Commuters Employees Transients Shadow Events Buses Buses Traffic 1 26% 74% 96% 75% 23% 0% 10% 100% 100%

2 26% 74% 96% 75% 23% 0% 10% 100% 100%

3 3% 97% 10% 100% 20% 0% 0% 100% 100%

4 3% 97% 10% 100% 20% 0% 0% 100% 100%

5 3% 97% 10% 72% 20% 0% 0% 100% 40%

6 26% 74% 100% 34% 23% 0% 100% 100% 100%

7 26% 74% 100% 34% 23% 0% 100% 100% 100%

8 26% 74% 100% 34% 23% 0% 100% 100% 100%

9 3% 97% 10% 45% 20% 0% 0% 100% 100%

10 3% 97% 10% 45% 20% 0% 0% 100% 100%

11 3% 97% 10% 45% 20% 0% 0% 100% 100%

12 3% 97% 10% 33% 20% 0% 0% 100% 40%

13 26% 74% 100% 34% 23% 100% 100% 100% 100%

14 26% 74% 96% 75% 23% 0% 10% 100% 100%

Resident Households with Commuters .......Households of EPZ residents who await the return of commuters prior to beginning the evacuation trip.

Resident Households with No Commuters ..Households of EPZ residents who do not have commuters or will not await the return of commuters prior to beginning the evacuation trip.

Employees..................................................EPZ employees who live outside the EPZ Transients ..................................................People who are in the EPZ at the time of an accident for recreational or other (nonemployment) purposes.

Shadow ......................................................Residents and employees in the shadow region (outside of the EPZ) who will spontaneously decide to relocate during the evacuation. The basis for the values shown is a 20% relocation of shadow residents along with a proportional percentage of shadow employees.

Special Events ............................................Additional vehicles in the EPZ due to the identified special event.

School and Transit Buses ............................Vehicleequivalents present on the road during evacuation servicing schools and transitdependent people (1 bus is equivalent to 2 passenger vehicles).

External Through Traffic .............................Traffic on interstates/freeways and major arterial roads at the start of the evacuation. This traffic is stopped by access control approximately 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> after the evacuation begins.

Kewaunee Power Station 66 KLD Engineering, P.C.

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Table 64. Vehicle Estimates by Scenario Households Households With Without Total Returning Returning Special School Transit External Scenario Scenario Commuters Commuters Employees Transients Shadow Events Buses Buses Through Traffic Vehicles 1 1,578 4,589 988 1,068 2,715 7 14 4,384 15,343 2 1,578 4,589 988 1,068 2,715 7 14 4,384 15,343 3 158 6,009 103 1,424 2,379 14 4,384 14,471 4 158 6,009 103 1,424 2,379 14 4,384 14,471 5 158 6,009 103 1,025 2,379 14 1,754 11,442 6 1,578 4,589 1,029 484 2,731 72 14 4,384 14,881 7 1,578 4,589 1,029 484 2,731 72 14 4,384 14,881 8 1,578 4,589 1,029 484 2,731 72 14 4,384 14,881 9 158 6,009 103 641 2,379 14 4,384 13,688 10 158 6,009 103 641 2,379 14 4,384 13,688 11 158 6,009 103 641 2,379 14 4,384 13,688 12 158 6,009 103 470 2,379 14 1,754 10,887 13 1,578 4,589 1,029 484 2,731 769 72 14 4,384 15,650 14 1,578 4,589 988 1,068 2,715 7 14 4,384 15,343 Note: Vehicle estimates are for an evacuation of the entire EPZ (Region R02)

Kewaunee Power Station 67 KLD Engineering, P.C.

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7 GENERAL POPULATION EVACUATION TIME ESTIMATES (ETE)

This section presents the ETE results of the computer analyses using the DYNEV II System described in Appendices B, C and D. These results cover 17 regions within the KPS EPZ and the 14 Evacuation Scenarios discussed in Section 6.

The ETE for all Evacuation Cases are presented in Table 71 and Table 72. These tables present the estimated times to clear the indicated population percentages from the Evacuation Regions for all Evacuation Scenarios. The ETE of the 5mile region in both staged and unstaged regions are presented in Table 73 and Table 74. Table 75 defines the Evacuation Regions considered.

The tabulated values of ETE are obtained from the DYNEV II System outputs which are generated at 5minute intervals.

7.1 Voluntary Evacuation and Shadow Evacuation Voluntary evacuees are people within the EPZ in zones for which an Advisory to Evacuate has not been issued, yet who elect to evacuate. Shadow evacuation is the voluntary outward movement of some people from the Shadow Region (outside the EPZ) for whom no protective action recommendation has been issued. Both voluntary and shadow evacuations are assumed to take place over the same time frame as the evacuation from within the impacted Evacuation Region.

The ETE for the KPS EPZ addresses the issue of voluntary evacuees in the manner shown in Figure 71. Within the EPZ, 20 percent of people located in zones outside of the evacuation region who are not advised to evacuate, are assumed to elect to evacuate. Similarly, it is assumed that 20 percent of those people in the Shadow Region will choose to leave the area.

Figure 72 presents the area identified as the Shadow Region. This region extends radially from the plant to cover a region between the EPZ boundary and approximately 15 miles. The population and number of evacuating vehicles in the Shadow Region were estimated using the same methodology that was used for permanent residents within the EPZ (see Section 3.1). As discussed in Section 3.2, it is estimated that a total of 22,041 people reside in the Shadow Region; 20 percent of them would evacuate. See Table 64 for the number of evacuating vehicles from the Shadow Region.

Traffic generated within this Shadow Region, traveling away from the KPS location, has the potential for impeding evacuating vehicles from within the Evacuation Region. All ETE calculations include this shadow traffic movement.

7.2 Staged Evacuation For this study, staged evacuation consists of the following:

1. Zones comprising the 5 mile region are advised to evacuate immediately.

2. Zones comprising regions extending from 5 to 10 miles downwind are advised to shelter inplace while the two mile region is cleared.

Kewaunee Power Station 71 KLD Engineering, P.C.

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3. As vehicles evacuate the 5 mile region, people from 5 to 10 miles downwind continue preparation for evacuation while they shelter.

4. The population sheltering in the 5 to 10 mile region is advised to evacuate when approximately 90% of the 5 mile region evacuating traffic crosses the 5 mile region boundary.

5. Noncompliance with the shelter recommendation is the same as the shadow evacuation percentage of 20%.

See Section 5.4.2 for additional information on staged evacuation.

7.3 Patterns of Traffic Congestion during Evacuation Figure 73 through Figure 76 illustrate the patterns of traffic congestion that arise for the case when the entire EPZ (Region R02) is advised to evacuate during the summer, midweek, midday period under good weather conditions (Scenario 1).

Traffic congestion, as the term is used here, is defined as Level of Service (LOS) F. LOS F is defined as follows (HCM 2010, page 55):

The HCM uses LOS F to define operations that have either broken down (i.e., demand exceeds capacity) or have exceeded a specified service measure value, or combination of service measure values, that most users would consider unsatisfactory. However, particularly for planning applications where different alternatives may be compared, analysts may be interested in knowing just how bad the LOS F condition is. Several measures are available to describe individually, or in combination, the severity of a LOS F condition:

• Demandtocapacity ratios describe the extent to which capacity is exceeded during the analysis period (e.g., by 1%, 15%, etc.);

• Duration of LOS F describes how long the condition persists (e.g., 15 min, 1 h, 3 h); and

• Spatial extent measures describe the areas affected by LOS F conditions. These include measures such as the back of queue, and the identification of the specific intersection approaches or system elements experiencing LOS F conditions.

All highway "links" which experience LOS F are delineated in these Figures by a thick red line; all others are lightly indicated. At 45 minutes after the ATE, Figure 73 displays light traffic caused by employee vehicles evacuating from the plant. Moderate traffic (LOS C) exists on SR 42 northbound in the City of Kewaunee. The 5 mile region is essentially clear of congestion.

Congestion begins to develop in the City of Two Rivers which lies in the southern portion of the shadow region.

At 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br />, 15 minutes after the ATE, Figure 74 shows that the EPZ is essentially clear of congestion, well before the completion of trip generation (mobilization) time. LOS F is exhibited Kewaunee Power Station 72 KLD Engineering, P.C.

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at the stop sign on the CR O approach to SR 42 in the northern portion of the Shadow Region.

Congestion persists in the City of Two Rivers in the southern portion of the Shadow Region.

At 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br /> and 30 minutes after the ATE, Figure 75 shows that congestion at the intersection of CR O and SR 42 has cleared and the congestion in Two Rivers begins to dissipate.

Figure 76 shows Two Rivers is completely clear of congestion at 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br /> and 55 minutes after the ATE.

7.4 Evacuation Rates Evacuation is a continuous process, as implied by Figure 77 through Figure 720. These figures indicate the rate at which traffic flows out of the indicated areas for the case of an evacuation of the full EPZ (Region R02) under the indicated conditions. One figure is presented for each scenario considered.

As indicated in Figure 77, there is typically a long "tail" to these distributions. Vehicles begin to evacuate an area slowly at first, as people respond to the ATE at different rates. Then traffic demand builds rapidly (slopes of curves increase). When the system becomes congested, traffic exits the EPZ at rates somewhat below capacity until some evacuation routes have cleared. As more routes clear, the aggregate rate of egress slows since many vehicles have already left the EPZ. Towards the end of the process, relatively few evacuation routes service the remaining demand.

This decline in aggregate flow rate, towards the end of the process, is characterized by these curves flattening and gradually becoming horizontal. Ideally, it would be desirable to fully saturate all evacuation routes equally so that all will service traffic near capacity levels and all will clear at the same time. For this ideal situation, all curves would retain the same slope until the end - thus minimizing evacuation time. In reality, this ideal is generally unattainable reflecting the spatial variation in population density, mobilization rates and in highway capacity over the EPZ.

Kewaunee Power Station 73 KLD Engineering, P.C.

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7.5 Evacuation Time Estimate (ETE) Results Table 71 and Table 72 present the ETE values for all 17 Evacuation Regions and all 14 Evacuation Scenarios. Table 73 and Table 74 present the ETE values for the 5Mile region for both staged and unstaged keyhole regions downwind to 10 miles. The tables are organized as follows:

Table Contents ETE represents the elapsed time required for 90 percent of the 71 population within a Region, to evacuate from that Region. All Scenarios are considered, as well as Staged Evacuation scenarios.

ETE represents the elapsed time required for 100 percent of the 72 population within a Region, to evacuate from that Region. All Scenarios are considered, as well as Staged Evacuation scenarios.

ETE represents the elapsed time required for 90 percent of the 73 population within the 5mile Region, to evacuate from that Region with both Concurrent and Staged Evacuations.

ETE represents the elapsed time required for 100 percent of the 74 population within the 5mile Region, to evacuate from that Region with both Concurrent and Staged Evacuations.

The animation snapshots described above reflect the ETE statistics for the concurrent (un staged) evacuation scenarios and regions, which are displayed in Figure 73 through Figure 76.

There is minimal traffic congestion within the EPZ, which results in ETE values which parallel mobilization time; this is reflected in the ETE statistics:

The 90th percentile ETE for Region R01 (5mile area) is approximately 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br /> and 40 minutes (higher during snow scenarios). As shown in Figure 54, 90 percent of residents without commuters mobilize in about 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br /> and 45 minutes and 90 percent of residents with commuters mobilize in about 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> and 10 minutes. The 90th percentile ETE is slightly less than the mobilization time for Region R01, primarily because almost half of the evacuees from Region R01 are employees at KPS, who mobilize quickly. Figure 54 indicates that 90 percent of employees mobilize in about 55 minutes.

The 90th percentile ETE for regions which extend to the EPZ boundary are approximately 10 minutes longer, on average and range from 1:35 to 1:55 (slightly higher during snow scenarios).

The 100th percentile ETE for all regions and for all scenarios parallel mobilization time, as well.

This fact implies that the congestion within the EPZ dissipates prior to the end of mobilization, as is displayed in Figure 76.

Comparison of Scenarios 6 and 13 in Table 71 indicates that the Special Event - an outage at the plant - does not have a significant impact on the ETE for the 90th percentile. There is Kewaunee Power Station 74 KLD Engineering, P.C.

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sufficient capacity to accommodate the additional 769 employee vehicles at the KPS. For some regions, the resulting ETE is slightly (5 minutes) less during an outage because the additional workers mobilize at the same rate as employees (see Table 59).

Comparison of Scenarios 1 and 14 in Table 71 indicates that the roadway closure - the northbound segment of the SR 42 between Miller St. and Peterson St. - has no impact on 90th or 100th percentile ETE because there exists sufficient reserve capacity on other routes exiting the City of Kewaunee.

7.6 Staged Evacuation Results Table 73 and Table 74 present a comparison of the ETE compiled for the concurrent (un staged) and staged evacuation studies. Note that Regions R10 through R17 are the same geographic areas as Regions R03 through R09 and R02, respectively.

To determine whether the staged evacuation strategy is worthy of consideration, one must show that the ETE for the 5 Mile region can be reduced without significantly affecting the region between 5 miles and 10 miles. As shown in Figure 73, traffic in the 5mile region never accumulates to a point where it would become an impedance to those evacuees from within the 5mile region. In all cases, as shown in these tables, the ETE for the 5 mile region is unchanged when a staged evacuation is implemented.

While failing to provide assistance to evacuees from within 5 miles of the KPS, staging produces a negative impact on the ETE for those evacuating from within the 10mile region. A comparison of ETE between Regions R10 through R17 and R03 through R09 and R02; reveals that staging retards the 90th percentile evacuation time for those in the 5 to 10mile area by up to 25 minutes (see Table 71). This extending of ETE is due to the delay in beginning the evacuation trip experienced by those who shelter, plus the effect of the tripgeneration spike (significant volume of traffic beginning the evacuation trip at the same time) that follows the eventual ATE, in creating congestion within the EPZ beyond 2 miles.

In summary, the staged evacuation protective action strategy provides no benefits to evacuees from within 5 miles and adversely impacts many evacuees located beyond 5 miles from the KPS.

7.7 Guidance on Using ETE Tables The user first determines the percentile of population for which the ETE is sought (The NRC guidance calls for the 90th percentile). The applicable value of ETE within the chosen Table may then be identified using the following procedure:

1. Identify the applicable Scenario:

• Season Summer Winter (also Autumn and Spring)

• Day of Week Midweek Weekend Kewaunee Power Station 75 KLD Engineering, P.C.

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• Time of Day Midday Evening

• Weather Condition Good Weather Rain Snow

• Special Event Outage at Kewaunee Power Station Road Closure (a section of SR 42 NB is closed between Miller St. and Peterson St.)

• Evacuation Staging No, Staged Evacuation is not considered Yes, Staged Evacuation is considered While these Scenarios are designed, in aggregate, to represent conditions throughout the year, some further clarification is warranted:

• The conditions of a summer evening (either midweek or weekend) and rain are not explicitly identified in the Tables. For these conditions, Scenarios (2) and (4) apply.

• The conditions of a winter evening (either midweek or weekend) and rain are not explicitly identified in the Tables. For these conditions, Scenarios (7) and (10) for rain apply.

• The conditions of a winter evening (either midweek or weekend) and snow are not explicitly identified in the Tables. For these conditions, Scenarios (8) and (11) for snow apply.

• The seasons are defined as follows:

Summer assumes that public schools are not in session.

Winter (includes Spring and Autumn) considers that public schools are in session.

• Time of Day: Midday implies the time over which most commuters are at work or are travelling to/from work.

2. With the desired percentile ETE and Scenario identified, now identify the Evacuation Region:

• Determine the projected azimuth direction of the plume (coincident with the wind direction). This direction is expressed in terms of compass orientation in degrees (0° is North).

• Determine the distance that the Evacuation Region will extend from the nuclear power plant. The applicable distances and their associated candidate Regions are given below:

5 Miles (Region R01)

To EPZ Boundary (Regions R02 through R17)

• Enter Table 75 and identify the applicable group of candidate Regions based on the distance that the selected Region extends from the KPS. Select the Evacuation Kewaunee Power Station 76 KLD Engineering, P.C.

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Region identifier in that row, based on the azimuth direction of the plume, from the first column of the Table.

3. Determine the ETE Table based on the percentile selected. Then, for the Scenario identified in Step 1 and the Region identified in Step 2, proceed as follows:

• The columns of Table 71 are labeled with the Scenario numbers. Identify the proper column in the selected Table using the Scenario number defined in Step 1.

• Identify the row in this table that provides ETE values for the Region identified in Step 2.

• The unique data cell defined by the column and row so determined contains the desired value of ETE expressed in Hours:Minutes.

Example It is desired to identify the ETE for the following conditions:

• Sunday, August 10th at 4:00 AM.

• It is raining.

• Wind direction is from 50°.

• Wind speed is such that the distance to be evacuated is judged to be a 5mile radius and downwind to 10 miles (to EPZ boundary).

• The desired ETE is that value needed to evacuate 90 percent of the population from within the impacted Region.

• A staged evacuation is not desired.

Table 71 is applicable because the 90th percentile ETE is desired. Proceed as follows:

1. Identify the Scenario as summer, weekend, evening and raining. Entering Table 71, it is seen that there is no match for these descriptors. However, the clarification given above assigns this combination of circumstances to Scenario 4.

2. Enter Table 75 and locate the Region described as Evacuate 5Mile Radius and Downwind to the EPZ Boundary for wind direction from 50° and read Region R04 in the first column of that row.

3. Enter Table 71 to locate the data cell containing the value of ETE for Scenario 4 and Region R04. This data cell is in column (4) and in the row for Region R04; it contains the ETE value of 1:35.

Kewaunee Power Station 77 KLD Engineering, P.C.

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Table 71. Time to Clear the Indicated Area of 90 Percent of the Affected Population Summer Summer Summer Winter Winter Winter Winter Summer Midweek Midweek Midweek Weekend Midweek Weekend Midweek Midweek Weekend Weekend Scenario: (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)

Midday Midday Evening Midday Midday Evening Midday Midday Region Good Good Good Good Good Good Special Roadway Rain Rain Rain Snow Rain Snow Weather Weather Weather Weather Weather Weather Event Impact Entire 5Mile Region and EPZ R01 1:35 1:35 1:40 1:40 1:40 1:35 1:35 2:05 1:40 1:40 2:15 1:40 1:30 1:35 R02 1:50 1:50 1:40 1:40 1:40 1:55 1:55 2:25 1:40 1:40 2:15 1:45 1:50 1:50 5Mile Region and Keyhole to EPZ Boundary R03 1:40 1:45 1:35 1:35 1:35 1:45 1:50 2:15 1:35 1:40 2:10 1:40 1:40 1:40 R04 1:45 1:45 1:35 1:35 1:40 1:50 1:50 2:20 1:40 1:40 2:15 1:40 1:45 1:45 R05 1:50 1:50 1:40 1:40 1:40 1:50 1:55 2:20 1:40 1:40 2:15 1:40 1:50 1:50 R06 1:50 1:50 1:45 1:45 1:45 1:50 1:50 2:20 1:45 1:45 2:20 1:45 1:45 1:50 R07 1:50 1:50 1:40 1:40 1:40 1:55 1:55 2:25 1:45 1:45 2:20 1:45 1:50 1:50 R08 1:50 1:50 1:40 1:40 1:40 1:55 1:55 2:25 1:45 1:45 2:20 1:45 1:50 1:50 R09 1:50 1:50 1:40 1:40 1:40 1:50 1:50 2:20 1:40 1:40 2:15 1:40 1:45 1:50 Staged Evacuation 5Mile Region and Keyhole to EPZ Boundary R10 2:00 2:00 2:00 2:00 2:00 2:00 2:00 2:30 2:00 2:00 2:30 2:00 2:00 2:00 R11 2:00 2:00 2:00 2:00 2:00 2:00 2:00 2:35 2:00 2:00 2:35 2:00 2:00 2:00 R12 2:00 2:05 2:00 2:00 2:00 2:05 2:05 2:35 2:05 2:05 2:35 2:05 2:00 2:00 R13 2:00 2:05 2:00 2:05 2:05 2:00 2:05 2:35 2:05 2:05 2:35 2:05 2:00 2:00 R14 2:05 2:05 2:05 2:05 2:05 2:05 2:05 2:40 2:05 2:05 2:40 2:05 2:05 2:05 R15 2:05 2:05 2:05 2:05 2:05 2:05 2:10 2:40 2:05 2:05 2:40 2:05 2:05 2:05 R16 2:05 2:05 2:05 2:05 2:05 2:05 2:05 2:40 2:05 2:05 2:40 2:05 2:05 2:05 R17 2:05 2:05 2:05 2:05 2:05 2:05 2:05 2:40 2:05 2:05 2:40 2:05 2:05 2:05 Kewaunee Power Station 78 KLD Engineering, P.C.

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Table 72. Time to Clear the Indicated Area of 100 Percent of the Affected Population Summer Summer Summer Winter Winter Winter Winter Summer Midweek Midweek Midweek Weekend Midweek Weekend Midweek Midweek Weekend Weekend Scenario: (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)

Midday Midday Evening Midday Midday Evening Midday Midday Region Good Good Good Good Good Good Special Roadway Rain Rain Rain Snow Rain Snow Weather Weather Weather Weather Weather Weather Event Impact Entire 5Mile Region, and EPZ R01 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R02 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 5Mile Region and Keyhole to EPZ Boundary R03 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R04 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R05 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R06 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R07 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R08 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R09 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 Staged Evacuation 5Mile Region and Keyhole to EPZ Boundary R10 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R11 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R12 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R13 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R14 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R15 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R16 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 R17 3:40 3:40 3:40 3:40 3:40 3:40 3:40 4:25 3:40 3:40 4:25 3:40 3:40 3:40 Kewaunee Power Station 79 KLD Engineering, P.C.

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Table 73. Time to Clear 90 Percent of the 5Mile Area within the Indicated Region Summer Summer Summer Winter Winter Winter Winter Summer Midweek Midweek Midweek Weekend Midweek Weekend Midweek Midweek Weekend Weekend Scenario: (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)

Midday Midday Evening Midday Midday Evening Midday Midday Region Good Good Good Good Good Good Special Roadway Rain Rain Rain Snow Rain Snow Weather Weather Weather Weather Weather Weather Event Impact Entire 5Mile Region, and EPZ R01 1:35 1:35 1:40 1:40 1:40 1:35 1:35 2:05 1:40 1:40 2:15 1:40 1:30 1:35 R02 1:40 1:40 1:40 1:40 1:40 1:40 1:40 2:05 1:40 1:40 2:15 1:40 1:30 1:40 Unstaged Evacuation 5Mile Region and Keyhole to EPZ Boundary R03 1:35 1:40 1:40 1:40 1:40 1:35 1:35 2:05 1:40 1:40 2:15 1:40 1:30 1:35 R04 1:40 1:40 1:40 1:40 1:40 1:40 1:40 2:05 1:40 1:40 2:15 1:40 1:30 1:40 R05 1:40 1:40 1:40 1:40 1:40 1:40 1:40 2:05 1:40 1:40 2:15 1:40 1:30 1:40 R06 1:40 1:40 1:40 1:40 1:40 1:40 1:40 2:05 1:40 1:40 2:15 1:40 1:30 1:40 R07 1:40 1:40 1:40 1:40 1:40 1:40 1:40 2:05 1:40 1:40 2:15 1:40 1:30 1:40 R08 1:40 1:40 1:40 1:40 1:40 1:35 1:40 2:05 1:40 1:40 2:15 1:40 1:30 1:40 R09 1:35 1:35 1:40 1:40 1:40 1:35 1:35 2:05 1:40 1:40 2:15 1:40 1:30 1:35 Staged Evacuation 5Mile Region and Keyhole to EPZ Boundary R10 1:45 1:45 1:50 1:50 1:50 1:45 1:45 2:15 1:50 1:50 2:25 1:50 1:35 1:45 R11 1:50 1:50 1:55 1:55 1:55 1:50 1:50 2:20 1:55 1:55 2:25 1:55 1:40 1:50 R12 1:50 1:50 1:55 1:55 1:55 1:50 1:50 2:20 1:55 1:55 2:30 1:55 1:45 1:50 R13 1:50 1:50 1:55 1:55 1:55 1:50 1:50 2:20 1:55 1:55 2:25 1:55 1:40 1:50 R14 1:50 1:50 1:55 1:55 1:55 1:50 1:50 2:20 1:55 1:55 2:25 1:55 1:40 1:50 R15 1:45 1:45 1:50 1:50 1:50 1:45 1:45 2:15 1:50 1:50 2:25 1:50 1:35 1:45 R16 1:40 1:40 1:50 1:50 1:50 1:40 1:40 2:10 1:50 1:50 2:20 1:50 1:30 1:40 R17 1:50 1:50 1:55 1:55 1:55 1:50 1:50 2:20 1:55 1:55 2:30 1:55 1:45 1:50 Kewaunee Power Station 710 KLD Engineering, P.C.

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Table 74. Time to Clear 100 Percent of the 5Mile Area within the Indicated Region Summer Summer Summer Winter Winter Winter Winter Summer Midweek Midweek Midweek Weekend Midweek Weekend Midweek Midweek Weekend Weekend Scenario: (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)

Midday Midday Evening Midday Midday Evening Midday Midday Region Good Good Good Good Good Good Special Roadway Rain Rain Rain Snow Rain Snow Weather Weather Weather Weather Weather Weather Event Impact Entire 5Mile Region, and EPZ R01 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R02 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 5Mile Region and Keyhole to EPZ Boundary R03 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R04 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R05 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R06 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R07 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R08 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R09 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 Staged Evacuation 5Mile Region and Keyhole to EPZ Boundary R10 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R11 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R12 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R13 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R14 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R15 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R16 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 R17 3:35 3:35 3:35 3:35 3:35 3:35 3:35 4:20 3:35 3:35 4:20 3:35 3:35 3:35 Kewaunee Power Station 711 KLD Engineering, P.C.

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Table 75. Description of Evacuation Regions Zone Region Description 5 10N 10W 10SW 10S R01 2Mile Radius X N/A 5Mile Radius Refer to R01 R02 Full EPZ X X X X X Evacuate 2Mile Radius and Downwind to 5 Miles Zone Region Wind From ° 5 10N 10W 10SW 10S N/A Full 360 Refer to R01 Evacuate 5Mile Radius and Downwind to EPZ Boundary Zone Region Wind From ° 5 10N 10W 10SW 10S R03 324 9 X X R04 9 - 54 X X X R05 54 - 80.5 X X X X R06 80.5 - 99 X X X R07 99 - 103 X X X X R08 103 - 170.5 X X X R09 170.5 - 215.5 X X N/A 215.5 - 324 Refer to R01 Staged Evacuation 5Mile Radius Evacuates, then Evacuate Downwind to EPZ Boundary Zone Region Wind From ° 5 10N 10W 10SW 10S R10 324 9 X X R11 9 - 54 X X X R12 54 - 80.5 X X X X R13 80.5 - 99 X X X R14 99 - 103 X X X X R15 103 - 170.5 X X X R16 170.5 - 215.5 X X N/A 215.5 - 324 Refer to R01 R17 Full EPZ X X X X X Zone(s) ShelterinPlace until 90%

Zone(s) ShelterinPlace Zone(s) Evacuate ETE for R01, then Evacuate Kewaunee Power Station 712 KLD Engineering, P.C.

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Figure 71. Voluntary Evacuation Methodology Kewaunee Power Station 713 KLD Engineering, P.C.

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Figure 72. Kewaunee Power Station Shadow Region Kewaunee Power Station 714 KLD Engineering, P.C.

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Figure 73. Congestion Patterns at 45 Minutes after the Advisory to Evacuate Kewaunee Power Station 715 KLD Engineering, P.C.

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Figure 74. Congestion Patterns at 1 Hour, 15 Minutes after the Advisory to Evacuate Kewaunee Power Station 716 KLD Engineering, P.C.

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Figure 75. Congestion Patterns at 1 Hour, 30 Minutes after the Advisory to Evacuate Kewaunee Power Station 717 KLD Engineering, P.C.

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Figure 76. Congestion Patterns at 1 Hour, 55 Minutes after the Advisory to Evacuate Kewaunee Power Station 718 KLD Engineering, P.C.

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Evacuation Time Estimates Summer, Midweek, Midday, Good (Scenario 1) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 77. Evacuation Time Estimates Scenario 1 for Region R02 Evacuation Time Estimates Summer, Midweek, Midday, Rain (Scenario 2) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 78. Evacuation Time Estimates Scenario 2 for Region R02 Kewaunee Power Station 719 KLD Engineering, P.C.

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Evacuation Time Estimates Summer, Weekend, Midday, Good (Scenario 3) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 79. Evacuation Time Estimates Scenario 3 for Region R02 Evacuation Time Estimates Summer, Weekend, Midday, Rain (Scenario 4) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 710. Evacuation Time Estimates Scenario 4 for Region R02 Kewaunee Power Station 720 KLD Engineering, P.C.

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Evacuation Time Estimates Summer, Midweek, Weekend, Evening, Good (Scenario 5) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 711. Evacuation Time Estimates Scenario 5 for Region R02 Evacuation Time Estimates Winter, Midweek, Midday, Good (Scenario 6) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 712. Evacuation Time Estimates Scenario 6 for Region R02 Kewaunee Power Station 721 KLD Engineering, P.C.

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Evacuation Time Estimates Winter, Midweek, Midday, Rain (Scenario 7) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 713. Evacuation Time Estimates Scenario 7 for Region R02 Evacuation Time Estimates Winter, Midweek, Midday, Snow (Scenario 8) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 714. Evacuation Time Estimates Scenario 8 for Region R02 Kewaunee Power Station 722 KLD Engineering, P.C.

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Evacuation Time Estimates Winter, Weekend, Midday, Good (Scenario 9) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 715. Evacuation Time Estimates Scenario 9 for Region R02 Evacuation Time Estimates Winter, Weekend, Midday, Rain (Scenario 10) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 716. Evacuation Time Estimates Scenario 10 for Region R02 Kewaunee Power Station 723 KLD Engineering, P.C.

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Evacuation Time Estimates Winter, Weekend, Midday, Snow (Scenario 11) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 717. Evacuation Time Estimates Scenario 11 for Region R02 Evacuation Time Estimates Winter, Midweek, Weekend, Evening, Good (Scenario 12) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 718. Evacuation Time Estimates Scenario 12 for Region R02 Kewaunee Power Station 724 KLD Engineering, P.C.

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Evacuation Time Estimates Winter, Midweek, Midday, Good, Special Event (Scenario 13) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 719. Evacuation Time Estimates Scenario 13 for Region R02 Evacuation Time Estimates Summer, Midweek, Midday, Good, Roadway Impact (Scenario 14) 5Mile Region Entire EPZ 90% 100%

10 9

8 Vehicles Evacuating 7

6 5

(Thousands) 4 3

2 1

0 0 30 60 90 120 150 180 210 240 270 Elapsed Time After Evacuation Recommendation (min)

Figure 720. Evacuation Time Estimates Scenario 14 for Region R02 Kewaunee Power Station 725 KLD Engineering, P.C.

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8 TRANSITDEPENDENT AND SPECIAL FACILITY EVACUATION TIME ESTIMATES This section details the analyses applied and the results obtained in the form of evacuation time estimates for transit vehicles. The demand for transit service reflects the needs of three population groups: (1) residents with no vehicles available; (2) residents of special facilities such as schools and medical facilities; and (3) homebound special needs population.

These transit vehicles mix with the general evacuation traffic that is comprised mostly of passenger cars (pcs). The presence of each transit vehicle in the evacuating traffic stream is represented within the modeling paradigm described in Appendix D as equivalent to two pcs.

This equivalence factor represents the longer size and more sluggish operating characteristics of a transit vehicle, relative to those of a pc.

Transit vehicles must be mobilized in preparation for their respective evacuation missions.

Specifically:

• Bus drivers must be alerted

• They must travel to the bus depot

• They must be briefed there and assigned to a route or facility These activities consume time. Based on discussion with the offsite agencies, it is estimated that bus mobilization time will average approximately 90 minutes extending from the Advisory to Evacuate, to the time when buses first arrive at the facility to be evacuated.

During this mobilization period, other mobilization activities are taking place. One of these is the action taken by parents, neighbors, relatives and friends to pick up children from school prior to the arrival of buses, so that they may join their families. Virtually all studies of evacuations have concluded that this bonding process of uniting families is universally prevalent during emergencies and should be anticipated in the planning process. The current public information disseminated to residents of the KPS EPZ indicates that schoolchildren will be evacuated to host schools. As discussed in Section 2, this study assumes a fast breaking general emergency. Therefore, children are evacuated to these host schools. Picking up children at school could add to traffic congestion at the schools, delaying the departure of the buses evacuating schoolchildren, which may have to return in a subsequent wave to the EPZ to evacuate the transitdependent population. This report provides estimates of buses under the assumption that no children will be picked up by their parents (in accordance with NUREG/CR7002), to present an upper bound estimate of buses required. It is assumed that children at daycare centers will also be transported to host facilities in accordance with the county emergency plans.

The procedure for computing transitdependent ETE is to:

• Estimate demand for transit service

• Estimate time to perform all transit functions

• Estimate route travel times to the EPZ boundary and to the reception centers Kewaunee Power Station 81 KLD Engineering, P.C.

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8.1 Transit Dependent People Demand Estimate The telephone survey (see Appendix F) results were used to estimate the portion of the population requiring transit service:

• Those persons in households that do not have a vehicle available.

• Those persons in households that do have vehicle(s) that would not be available at the time the evacuation is advised.

In the latter group, the vehicle(s) may be used by a commuter(s) who does not return (or is not expected to return) home to evacuate the household.

Table 81 presents estimates of transitdependent people. Note:

• Estimates of persons requiring transit vehicles include schoolchildren. For those evacuation scenarios where children are at school when an evacuation is ordered, separate transportation is provided for the schoolchildren. The actual need for transit vehicles by residents is thereby less than the given estimates. However, estimates of transit vehicles are not reduced when schools are in session.

• It is reasonable and appropriate to consider that many transitdependent persons will evacuate by ridesharing with neighbors, friends or family. For example, nearly 80 percent of those who evacuated from Mississauga, Ontario who did not use their own cars, shared a ride with neighbors or friends. Other documents report that approximately 70 percent of transit dependent persons were evacuated via ride sharing. We will adopt a conservative estimate that 50 percent of transit dependent persons will ride share, in accordance with NUREG/CR7002.

The estimated number of bus trips needed to service transitdependent persons is based on an estimate of average bus occupancy of 30 persons at the conclusion of the bus run. Transit vehicle seating capacities typically equal or exceed 60 children on average (roughly equivalent to 40 adults). If transit vehicle evacuees are two thirds adults and one third children, then the number of adult seats taken by 30 persons is 20 + (2/3 x10) = 27. On this basis, the average load factor anticipated is (27/40) x 100 = 68 percent. Thus, if the actual demand for service exceeds the estimates of Table 81 by 50 percent, the demand for service can still be accommodated by the available bus seating capacity.

2 20 10 40 1.5 1.00 3

Table 81 indicates that transportation must be provided for 207 people. Therefore, a total of 7 bus runs are required to transport this population to reception centers.

Kewaunee Power Station 82 KLD Engineering, P.C.

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To illustrate this estimation procedure, we calculate the number of persons, P, requiring public transit or rideshare, and the number of buses, B, required for the KPS EPZ:

Where, A = Percent of households with commuters C = Percent of households who will not await the return of a commuter 5,042 0.0161 1.13 0.2791 1.58 1 0.56 0.54 0.4719 2.34 2 0.56 0.54 5,042 0.0818 413 0.5 30 7 These calculations are explained as follows:

• All members (1.13 avg.) of households (HH) with no vehicles (1.61%) will evacuate by public transit or rideshare. The term 5,042 (number of households) x 0.0161 x 1.13, accounts for these people.

• The members of HH with 1 vehicle away (27.91%), who are at home, equal (1.581).

The number of HH where the commuter will not return home is equal to (5,042 x 0.2791 x 0.56 x 0.54), as 56% of EPZ households have a commuter, 54% of which would not return home in the event of an emergency. The number of persons who will evacuate by public transit or rideshare is equal to the product of these two terms.

• The members of HH with 2 vehicles that are away (47.19%), who are at home, equal (2.34 - 2). The number of HH where neither commuter will return home is equal to 5,042 x 0.4719 x (0.56 x 0.54)2. The number of persons who will evacuate by public transit or rideshare is equal to the product of these two terms (the last term is squared to represent the probability that neither commuter will return).

• Households with 3 or more vehicles are assumed to have no need for transit vehicles.

• The total number of persons requiring public transit is the sum of such people in HH with no vehicles, or with 1 or 2 vehicles that are away from home.

The estimate of transitdependent population in Table 81 far exceeds the number of registered transitdependent persons in the EPZ as provided by the counties (discussed below in Section 0). This is consistent with the findings of NUREG/CR6953, Volume 2, in that a large majority of the transitdependent population within the EPZs of U.S. nuclear plants does not register with their local emergency response agency.

Kewaunee Power Station 83 KLD Engineering, P.C.

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8.2 School Population - Transit Demand Table 82 presents the school population and transportation requirements for the direct evacuation of all schools within the EPZ for the 20112012 school year. This information was provided by the local county emergency management agencies. The column in Table 82 entitled Buses Required specifies the number of buses required for each school under the following set of assumptions and estimates:

• No students will be picked up by their parents prior to the arrival of the buses.

• While many high school students commute to school using private automobiles (as discussed in Section 2.4 of NUREG/CR7002), the estimate of buses required for school evacuation do not consider the use of these private vehicles.

• Bus capacity, expressed in students per bus, is set to 70 for primary schools and 50 for middle and high schools.

• Those staff members who do not accompany the students will evacuate in their private vehicles.

• No allowance is made for student absenteeism, typically 3 percent daily.

It is recommended that the counties in the EPZ introduce procedures whereby the schools are contacted prior to the dispatch of buses from the depot, to ascertain the current estimate of students to be evacuated. In this way, the number of buses dispatched to the schools will reflect the actual number needed. The need for buses would be reduced by any high school students who have evacuated using private automobiles (if permitted by school authorities).

Those buses originally allocated to evacuate schoolchildren that are not needed due to children being picked up by their parents, can be gainfully assigned to service other facilities or those persons who do not have access to private vehicles or to ridesharing.

Table 83 presents a list of the host schools for each school in the EPZ. Students will be transported to these host schools where they will be subsequently retrieved by their respective families.

8.3 Medical Facility Demand Table 84 presents the census of medical facilities in the EPZ. 90 people have been identified as living in, or being treated in, these facilities. The current census for each facility were provided by the county emergency management agencies. This data includes the number of ambulatory, wheelchairbound and bedridden patients at each facility.

The transportation requirements for the medical facility population are also presented in Table

84. The number of ambulance runs is determined by assuming that 2 patients can be accommodated per ambulance trip; the number of bus runs estimated assumes 30 ambulatory patients per trip. Each wheelchair equipped vehicle can accommodate 2 wheelchair bound people on average.

Kewaunee Power Station 84 KLD Engineering, P.C.

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8.4 Evacuation Time Estimates for Transit Dependent People EPZ bus resources are assigned to evacuating schoolchildren (if school is in session at the time of the ATE) as the first priority in the event of an emergency. In the event that the allocation of buses dispatched from the depots to the various facilities and to the bus routes is somewhat inefficient, or if there is a shortfall of available drivers, then there may be a need for some buses to return to the EPZ from the reception center after completing their first evacuation trip, to complete a second wave of providing transport service to evacuees. For this reason, the ETE for the transitdependent population will be calculated for both a one wave transit evacuation and for two waves. Of course, if the impacted Evacuation Region is other than R02 (the entire EPZ), then there will likely be ample transit resources relative to demand in the impacted Region and this discussion of a second wave would likely not apply.

When school evacuation needs are satisfied, subsequent assignments of buses to service the transitdependent should be sensitive to their mobilization time. Clearly, the buses should be dispatched after people have completed their mobilization activities and are in a position to board the buses when they arrive at the pickup points.

Evacuation Time Estimates for Transit Trips were developed using both good weather and adverse weather conditions. Figure 81 presents the chronology of events relevant to transit operations. The elapsed time for each activity will now be discussed with reference to Figure 81.

Activity: Mobilize Drivers (ABC)

Mobilization is the elapsed time from the Advisory to Evacuate until the time the buses arrive at the facility to be evacuated. It is assumed that for a rapidly escalating radiological emergency with no observable indication before the fact, school bus drivers would likely require 90 minutes to be contacted, to travel to the depot, be briefed, and to travel to the transit dependent facilities. Mobilization time is slightly longer in adverse weather - 100 minutes when raining, 110 minutes when snowing.

Activity: Board Passengers (CD)

Based on discussions with offsite agencies, a loading time of 15 minutes (20 minutes for rain and 25 minutes for snow) for school buses is used.

For multiple stops along a pickup route (transitdependent bus routes) estimation of travel time must allow for the delay associated with stopping and starting at each pickup point. The time, t, required for a bus to decelerate at a rate, a, expressed in ft/sec/sec, from a speed, v, expressed in ft/sec, to a stop, is t = v/a. Assuming the same acceleration rate and final speed following the stop yields a total time, T, to service boarding passengers:

2 ,

Where B = Dwell time to service passengers. The total distance, s in feet, travelled during the deceleration and acceleration activities is: s = v2/a. If the bus had not stopped to service passengers, but had continued to travel at speed, v, then its travel time over the distance, s, Kewaunee Power Station 85 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

would be: s/v = v/a. Then the total delay (i.e. pickup time, P) to service passengers is:

Assigning reasonable estimates:

• B = 50 seconds: a generous value for a single passenger, carrying personal items, to board per stop

• v = 25 mph = 37 ft/sec

• a = 4 ft/sec/sec, a moderate average rate Then, P 1 minute per stop. Allowing 30 minutes pickup time per bus run implies 30 stops per run, for good weather. It is assumed that bus acceleration and speed will be less in rain; total loading time is 40 minutes per bus in rain, 50 minutes in snow.

Activity: Travel to EPZ Boundary (DE)

School Evacuation Transportation resources available were provided by the EPZ county emergency management agencies and are summarized in Table 85. Also included in the table are the total vehicle capacities needed to evacuate schools, medical facilities, transitdependent population, and homebound special needs (discussed below in Section 0). These numbers indicate there are sufficient resources available to evacuate everyone in a single wave.

The buses servicing the schools are ready to begin their evacuation trips at 105 minutes after the advisory to evacuate - 90 minutes mobilization time plus 15 minutes loading time - in good weather. The UNITES software discussed in Section 1.3 was used to define bus routes along the most likely path from a school being evacuated to the EPZ boundary, traveling toward the appropriate school reception center. This is done in UNITES by interactively selecting the series of nodes from the school to the EPZ boundary. Each bus route is given an identification number and is written to the DYNEV II input stream. DYNEV computes the route length and outputs the average speed for each 5 minute interval, for each bus route. The specified bus routes are documented in Table 86 (refer to the maps of the linknode analysis network in Appendix K for node locations). Data provided by DYNEV during the appropriate timeframe depending on the mobilization and loading times (i.e., 100 to 105 minutes after the advisory to evacuate for good weather) were used to compute the average speed for each route, as follows:

Kewaunee Power Station 86 KLD Engineering, P.C.

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. 60 .

. . 1 .

60 .

1 .

The average speed computed (using this methodology) for the buses servicing each of the schools in the EPZ is shown in Table 87 through Table 89 for school evacuation, and in Table 811 through Table 813 for the transit vehicles evacuating transitdependent persons, which are discussed later. The travel time to the EPZ boundary was computed for each bus using the computed average speed and the distance to the EPZ boundary along the most likely route out of the EPZ. The travel time from the EPZ boundary to the Reception Center was computed assuming an average speed of 45 mph, 40 mph, and 35 mph for good weather, rain and snow, respectively. Wisconsin state law prohibits school buses from operating above the posted speed limit, which is, at most, 55 mph within the study area. Therefore, all speeds in Table 87 through Table 89 were reduced to 55 mph (50 mph for rain - 10% decrease - and 45 mph for snow - 20% decrease) for those calculated bus speeds which exceed 55 mph.

Table 87 (good weather), Table 88 (rain) and Table 89 (snow) present the following evacuation time estimates (rounded up to the nearest 5 minutes) for schools in the EPZ: (1) The elapsed time from the Advisory to Evacuate until the bus exits the EPZ; and (2) The elapsed time until the bus reaches the host school. The evacuation time out of the EPZ can be computed as the sum of times associated with Activities ABC, CD, and DE (For example: 90 min. + 15 + 7 = 1:55 (roundup up to the nearest 5 minutes) for Kewaunee High School, with good weather). The evacuation time to the host school is determined by adding the time associated with Activity EF (discussed below), to this EPZ evacua on me.

Evacuation of TransitDependent Population The buses dispatched from the depots to service the transitdependent evacuees will be scheduled so that they arrive at their respective routes after their passengers have completed their mobilization. As shown in Figure 54 (Residents with no Commuters), approximately 90 percent of the evacuees will complete their mobilization when the buses will begin their routes, approximately 90 minutes after the Advisory to Evacuate. Zones 10N and 10S have higher transitdependent populations and require more buses than the other Zones (Table 810). As such, two buses have been assigned to each of these Zones. The start of service on these routes is separated by 20 minute headways, as shown in Table 811 through Table 813. The use of bus headways ensures that those people who take longer to mobilize will be picked up.

Mobilization time is 10 and 20 minutes longer in rain and snow, respectively, to account for slower travel speeds and reduced roadway capacity.

Kewaunee Power Station 87 KLD Engineering, P.C.

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Those buses servicing the transitdependent evacuees will first travel along their pickup routes, then proceed out of the EPZ. The public information and emergency plans do not identify pick up locations for persons without access to a personal vehicle. The 5 bus routes (number 13 through 17) shown graphically in Figure 82 and described in Table 810 were designed as part of this study to service the major routes through each zone and to service population along major routes in each Zone. It is assumed that residents will walk to and flag buses along these routes, and that they can arrive at the stops within the 90 minute bus mobilization time (good weather).

As previously discussed, a pickup time of 30 minutes (good weather) is estimated for 30 individual stops to pick up passengers, with an average of one minute of delay associated with each stop. A longer pickup time of 40 minutes and 50 minutes are used for rain and snow, respectively.

The travel distance along the respective pickup routes within the EPZ is estimated using the UNITES software. Bus travel times within the EPZ are computed using average speeds computed by DYNEV, using the aforementioned methodology that was used for school evacuation.

Table 811 through Table 813 present the transitdependent population evacuation time estimates for each bus route calculated using the above procedures for good weather, rain and snow, respectively.

For example, the ETE for Route 13 is computed as 90 + 10 + 30 = 2:10 for good weather. Here, 10 minutes is the time to travel 7.5 miles at 47.0 mph, the average speed output by the model for this route starting at 90 minutes. The ETE for a second wave (discussed below) is presented in the event there is a shortfall of available buses or bus drivers, as previously discussed.

Activity: Travel to Reception Centers (EF)

The distances from the EPZ boundary to the reception centers are measured using GIS software along the most likely route from the EPZ exit point to the reception center. The reception centers are mapped in Figure 101. For a onewave evacuation, this travel time outside the EPZ does not contribute to the ETE. For a twowave evacuation, the ETE for buses must be considered separately, since it could exceed the ETE for the general population. Assumed bus speeds of 45 mph, 40 mph, and 35 mph for good weather, rain, and snow, respectively, will be applied for this activity for buses servicing the transitdependent population.

Activity: Passengers Leave Bus (FG)

A bus can empty within 5 minutes. The driver takes a 10 minute break.

Activity: Bus Returns to Route for Second Wave Evacuation (GC)

The buses assigned to return to the EPZ to perform a second wave evacuation of transit dependent evacuees will be those that have already evacuated transitdependent people who mobilized more quickly. The first wave of transitdependent people depart the bus, and the bus then returns to the EPZ, travels to its route and proceeds to pick up more transit dependent evacuees along the route. The travel time back to the EPZ is equal to the travel time Kewaunee Power Station 88 KLD Engineering, P.C.

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to the reception center.

The secondwave ETE for Route 13 is computed as follows for good weather:

• Bus arrives at reception center at 2:21 in good weather (2:10 to exit EPZ + 11 minute travel time to reception center).

• Bus discharges passengers (5 minutes) and driver takes a 10minute rest: 15 minutes.

• Bus returns to EPZ and completes second route: 11 minutes (equal to travel time to reception center) + 9 minutes (8.0 miles @ 54.6 mph) + 9 minutes(8.0 miles @ 55 mph= 29 minutes

• Bus completes pickups along route: 30 minutes.

• Bus exits EPZ at time 2:21 + 0:15 + 0:29 + 0:30 = 3:35 after the ATE.

The ETE for the completion of the second wave for all transitdependent bus routes are provided in Table 811 through Table 813. The average ETE for a twowave evacuation of transitdependent people exceeds the ETE for the general population at the 90th percentile.

The relocation of transitdependent evacuees from the reception centers to congregate care centers, if the counties decide to do so, is not considered in this study.

Evacuation of Medical Facilities The transit operations for these facilities are similar to those for school evacuation except:

• Buses are assigned on the basis of 30 patients to allow for staff to accompany the patients.

• The passenger loading time will be longer at approximately one minute per patient to account for the time to move patients from inside the facility to the vehicles.

Table 84 indicates that 4 bus runs, 1 wheelchair bus run and 13 ambulance runs are needed to service all of the medical facilities in the EPZ. According to Table 85, the counties can collectively provide 144 buses, 29 vans and 30 ambulances. The vehicles available by the various transportation providers are equipped to carry both ambulatory and wheelchairbound persons. The exact capacities for each type of vehicle varied across the different fleets.

Therefore, the total available capacity for each mobility class is also provided in Table 85.

There exists a sufficient amount of transportation resources, from a capacity standpoint, to evacuate the ambulatory, wheelchairbound and bedridden persons from within the EPZ in a single wave.

As is done for the schools, it is estimated that mobilization time averages 90 minutes during good weather (100 and 110 minutes for rain and snow, respectively). Specially trained medical support staff (working their regular shift) will be on site to assist in the evacuation of patients.

Additional staff (if needed) could be mobilized over this same 90 minute timeframe.

Table 814 through Table 816 summarize the ETE for medical facilities within the EPZ for good weather, rain, and snow. Loading times of 1 minute, 5 minutes, and 15 minutes are assumed for ambulatory patients, wheelchair bound patients, and bedridden patients, respectively.

Average speeds output by the model for Scenario 6 (Scenario 7 for rain and Scenario 8 for Kewaunee Power Station 89 KLD Engineering, P.C.

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snow) Region 2, capped at 55 mph (50 mph for rain and 45 mph for snow), are used to compute travel time to EPZ boundary. The travel time to the EPZ boundary is computed by dividing the distance to the EPZ boundary by the average travel speed. The ETE is the sum of the mobilization time, total passenger loading time, and travel time out of the EPZ. Concurrent loading on multiple buses, wheelchair buses/vans, and ambulances at capacity is assumed such that the maximum loading times for buses, wheelchair equipped vehicles and ambulances are 30, 10 and 30 minutes, respectively. All ETE are rounded to the nearest 5 minutes. For example, the calculation of ETE for the Kewaunee Health Care Center with 31 ambulatory residents during good weather is:

ETE: 90 + 30 (assumed concurrent loading on multiple buses for the 31 patients) + 5 =

125 min. or 2:05 It is assumed that medical facility population is directly evacuated to appropriate host medical facilities. Relocation of this population to permanent facilities and/or passing through the reception center before arriving at the host facility are not considered in this analysis.

Kewaunee Power Station 810 KLD Engineering, P.C.

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8.5 Special Needs Population The county emergency management agencies have a combined registration for transit dependent and homebound special needs persons. Based on data provided by the counties, there are an estimated 4 homebound special needs people within the Kewaunee County portion of the EPZ, and 3 people within the Manitowoc County portion of the EPZ who require transportation assistance to evacuate. There are 7 ambulatory and no wheelchair bound or bedridden persons in the entire EPZ.

ETE for Homebound Special Needs Persons Table 817 summarizes the ETE for homebound special needs people. The table is categorized by weather condition. The table takes into consideration the deployment of multiple vehicles to reduce the number of stops per vehicle. It is conservatively assumed that special needs households are spaced 3 miles apart. Bus speeds approximate 20 mph between households (10% slower in rain, 20% slower in snow). Mobilization times of 90 minutes were used (100 minutes for rain, and 110 minutes for snow). The last HH is assumed to be 5 miles from the EPZ boundary, and the networkwide average speed, capped at 55 mph (50 mph for rain and 45 mph for snow), after the last pickup is used to compute travel time. ETE is computed by summing mobilization time, loading time at first household, travel to subsequent households, loading time at subsequent households, and travel time to EPZ boundary. All ETE are rounded to the nearest 5 minutes.

For example, assuming no more than one special needs person per HH implies that 7 ambulatory households need to be serviced. While only 1 bus is needed from a capacity perspective, if 2 buses are deployed to service these special needs HH, then each would require, at most, only 4 stops. The following outlines the ETE calculations:

1. Assume 2 buses are deployed, with at most 4 stops, to service a total of 4 HH.

2. The ETE is calculated as follows:

a. Buses arrive at the first pickup location: 90 minutes

b. Load HH members at first pickup: 5 minutes

c. Travel to subsequent pickup locations: 3 @ 9 minutes = 27 minutes

d. Load HH members at subsequent pickup locations: 3 @ 5 minutes = 15 minutes

e. Travel to EPZ boundary: 6 minutes (5 miles @ 51.9 mph).

ETE: 90 + 5 + 27 + 15 + 6 = 2:25 (rounded up to nearest 5 minutes) after the ATE.

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(Subsequent Wave)

A B C D E F G Time Event A Advisory to Evacuate B Bus Dispatched from Depot C Bus Arrives at Facility/Pickup Route D Bus Departs for Reception Center E Bus Exits Region F Bus Arrives at Reception Center/Host Facility G Bus Available for Second Wave Evacuation Service Activity AB Driver Mobilization BC Travel to Facility or to Pickup Route CD Passengers Board the Bus DE Bus Travels Towards Region Boundary EF Bus Travels Towards Reception Center Outside the EPZ FG Passengers Leave Bus; Driver Takes a Break Figure 81. Chronology of Transit Evacuation Operations Kewaunee Power Station 812 KLD Engineering, P.C.

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Figure 82. TransitDependent Bus Routes Kewaunee Power Station 813 KLD Engineering, P.C.

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Table 81. TransitDependent Population Estimates Survey Average HH Survey Percent Size Survey Percent HH Survey Percent HH Total People Population with Indicated No. of Estimated with Indicated No. of Percent HH with Non People Estimated Requiring Requiring 2010 EPZ Vehicles No. of Vehicles with Returning Requiring Ridesharing Public Public Population 0 1 2 Households 0 1 2 Commuters Commuters Transport Percentage Transit Transit 11,596 1.13 1.58 2.34 5,042 1.61% 27.91% 47.19% 56% 54% 413 50% 207 1.8%

Kewaunee Power Station 814 KLD Engineering, P.C.

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Table 82. School Population Demand Estimates Buses Zone School Name Enrollment Required 10N Holy Rosary Catholic School 96 2 10N Kewaunee Grade School 662 10 10N Kewaunee High School1 321 7 10N Kewaunee Intermediate School1 10N Lakeshore Alternative School 20 1 10S East Twin Lutheran School 4 1 10S Mishicot High School1 10S Mishicot Middle School1 881 15 1

10S Schultz Elementary School Total: 1,984 36 1

Facility is part of an educational complex on a single site where data was reported in aggregate.

Kewaunee Power Station 815 KLD Engineering, P.C.

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Table 83. School Reception Centers School Host School Holy Rosary Catholic School Kewaunee Grade School Kewaunee High School LuxemburgCasco High School Kewaunee Intermediate School Lakeshore Alternative School East Twin Lutheran School Mishicot High School Valders High School Mishicot Middle School Schultz Elementary School Kewaunee Power Station 816 KLD Engineering, P.C.

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Table 84. Medical Facility Transit Demand Wheel Current Ambu chair Bed Bus Van Zone Facility Name Municipality Census latory Bound ridden Runs Runs1 Ambulance 10N Kewaunee Health Care Center Kewaunee 66 31 10 25 2 5 13 10N Linden Manor Kewaunee 16 16 0 0 1 0 0 10N Silver Leaf Manor Kewaunee 8 8 0 0 1 0 0 TOTAL: 90 55 10 25 4 5 13 1

Vans are mixed use but each could accommodate 2 wheelchairbound persons on average.

Kewaunee Power Station 817 KLD Engineering, P.C.

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Table 85. Summary of Transportation Resources Total Total Transportation Ambulatory Total Wheelchair Bedridden Resource Buses Vans Ambulances Capacity Capacity Capacity Resources Available Brandt Buses 40 0 0 1,620 15 0 AssistToTransport 7 4 0 112 29 0 Mishicot School District 13 5 0 936 20 0 Maritime Buses 9 0 0 304 36 0 Two Rivers Buses 23 0 0 1,260 30 0 Manitowoc Fire 0 0 11 0 0 22 Two Rivers Fire 0 0 3 0 0 6 Mishicot Ambulance 0 0 2 0 0 4 Valders Ambulance 0 0 2 0 0 4 Kiel Ambulance 0 0 2 0 0 4 Viking Ambulance 0 0 2 0 0 4 LuxemburgCasco School District 32 0 0 2,304 0 0 Dvorak Bus Service 20 0 0 1,340 6 0 Red Cross 0 14 0 0 42 0 East Shore Industry 0 6 0 0 11 0 Kewaunee Rescue 0 0 3 0 0 6 Luxemburg Rescue 0 0 3 0 0 6 Algoma Rescue 0 0 2 0 0 4 TOTAL: 144 29 30 7,876 189 60 Resources Needed Population Group/Mobility Level Ambulatory Wheelchair Bound Bedridden Schools (Table 82): 1,982 2 0 Medical Facilities (Table 84): 55 10 25 TransitDependent Population (Table 810): 207 0 0 Homebound Special Needs (Section 8.5): 7 0 0 TOTAL TRANSPORTATION NEEDS: 2,251 12 25 Kewaunee Power Station 818 KLD Engineering, P.C.

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Table 86. Bus Route Descriptions Bus Route Description Nodes Traversed from Route Start to EPZ Boundary Number 1 East Twin Lutheran School 110, 109, 121, 540, 108, 139, 118 338, 396, 442, 362, 363, 364, 365, 394, 381, 384, 2 Holy Rosary Catholic School 385, 372, 387 395, 396, 442, 362, 363, 364, 365, 394, 381, 384, 3 Kewaunee Grade School 385, 372, 387 395, 396, 442, 362, 363, 364, 365, 394, 381, 384, 4 Kewaunee High School 385, 372, 387 395, 396, 442, 362, 363, 364, 365, 394, 381, 384, 5 Kewaunee Intermediate School 385, 372, 387 335, 342, 338, 396, 442, 362, 363, 364, 365, 394, 6 Lakeshore Alternative School 381, 384, 385, 372, 387 7 Mishicot High School 128, 110, 109, 121, 540, 108, 139, 118 8 Mishicot Middle School 128, 110, 109, 121, 540, 108, 139, 118 9 Schultz Elementary School 539, 110, 109, 121, 540, 108, 139, 118 10 Kewaunee Health Care Center 335, 342, 338, 337, 400, 401, 402, 443, 404, 403 11 Linden Manor 335, 342, 338, 337, 400, 401, 402, 443, 404, 403 335, 342, 338, 444, 399, 400, 401, 402, 443, 404, 12 Silver Leaf Manor 403 326, 327, 328, 361, 348, 347, 346, 345, 341, 337, 13 Transit Dependents, Zone 10N 400, 401, 402, 443, 404, 403 14 Transit Dependents, Zone 10W 27, 35, 62, 68, 549, 548, 547, 69 135, 29, 326, 327, 328, 361, 348, 347, 346, 345, 15 Transit Dependents, Zone 5 341, 337, 400, 401, 402, 443, 404, 403 80, 117, 116, 115, 89, 131, 132, 133, 126, 120, 119, 16 Transit Dependents, Zone 10SW 118 17 Transit Dependents, Zone 10S 109, 121, 540, 108 Kewaunee Power Station 819 KLD Engineering, P.C.

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Table 87. School Evacuation Time Estimates Good Weather Travel Time Travel Dist. from Dist. To Time to EPZ EPZ Driver Loading EPZ Average EPZ Bdry to Bdry to ETE to Mobilization Time Bdry Speed Bdry ETE H.S. H.S. H.S.

School Time (min) (min) (mi) (mph) (min) (hr:min) (mi.) (min) (hr:min)

KEWAUNEE COUNTY SCHOOLS Holy Rosary Catholic School 90 15 6.2 52.5 8 1:55 8.8 12 2:05 Kewaunee Grade School 90 15 5.6 52.0 7 1:55 8.8 12 2:05 Kewaunee High School 90 15 5.6 52.0 7 1:55 8.8 12 2:05 Kewaunee Intermediate School 90 15 5.6 52.0 7 1:55 8.8 12 2:05 Lakeshore Alternative School 90 15 6.0 49.4 8 1:55 8.8 12 2:05 MANITOWOC COUNTY SCHOOLS East Twin Lutheran School 90 15 3.3 50.2 4 1:50 14.7 20 2:10 Mishicot High School 90 15 4.8 49.1 6 1:55 18.9 26 2:20 Mishicot Middle School 90 15 4.8 49.1 6 1:55 18.9 26 2:20 Schultz Elementary School 90 15 5.0 47.0 7 1:55 18.9 26 2:20 Maximum for EPZ: 1:55 Maximum: 2:20 Average for EPZ: 1:55 Average: 2:10 Kewaunee Power Station 820 KLD Engineering, P.C.

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Table 88. School Evacuation Time Estimates - Rain Travel Time Travel Dist. from Dist. To Time to EPZ EPZ Driver Loading EPZ Average EPZ Bdry to Bdry to ETE to Mobilization Time Bdry Speed Bdry ETE H.S. H.S. H.S.

School Time (min) (min) (mi) (mph) (min) (hr:min) (mi.) (min) (hr:min)

KEWAUNEE COUNTY SCHOOLS Holy Rosary Catholic School 100 20 6.2 46.7 8 2:10 8.8 14 2:25 Kewaunee Grade School 100 20 5.6 46.2 8 2:10 8.8 14 2:25 Kewaunee High School 100 20 5.6 46.2 8 2:10 8.8 14 2:25 Kewaunee Intermediate School 100 20 5.6 46.2 8 2:10 8.8 14 2:25 Lakeshore Alternative School 100 20 6.0 44.7 9 2:10 8.8 14 2:25 MANITOWOC COUNTY SCHOOLS East Twin Lutheran School 100 20 3.3 45.5 5 2:05 14.7 23 2:30 Mishicot High School 100 20 4.8 42.3 7 2:10 18.9 29 2:40 Mishicot Middle School 100 20 4.8 42.3 7 2:10 18.9 29 2:40 Schultz Elementary School 100 20 5.0 40.3 8 2:10 18.9 29 2:40 Maximum for EPZ: 2:10 Maximum: 2:40 Average for EPZ: 2:10 Average: 2:30 Kewaunee Power Station 821 KLD Engineering, P.C.

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Table 89. School Evacuation Time Estimates - Snow Travel Time Travel Dist. from Dist. To Time to EPZ EPZ Driver Loading EPZ Average EPZ Bdry to Bdry to ETE to Mobilization Time Bdry Speed Bdry ETE H.S. H.S. H.S.

School Time (min) (min) (mi) (mph) (min) (hr:min) (mi.) (min) (hr:min)

A COUNTY SCHOOLS Holy Rosary Catholic School 110 25 6.2 42.1 9 2:25 8.8 16 2:40 Kewaunee Grade School 110 25 5.6 41.7 9 2:25 8.8 16 2:40 Kewaunee High School 110 25 5.6 41.7 9 2:25 8.8 16 2:40 Kewaunee Intermediate School 110 25 5.6 41.7 9 2:25 8.8 16 2:40 Lakeshore Alternative School 110 25 6.0 39.9 10 2:25 8.8 16 2:45 B COUNTY SCHOOLS East Twin Lutheran School 110 25 3.3 39.7 5 2:20 14.7 26 2:50 Mishicot High School 110 25 4.8 39.3 8 2:25 18.9 33 3:00 Mishicot Middle School 110 25 4.8 39.3 8 2:25 18.9 33 3:00 Schultz Elementary School 110 25 5.0 37.5 8 2:25 18.9 33 3:00 Maximum for EPZ: 2:25 Maximum: 3:00 Average for EPZ: 2:25 Average: 2:50 Kewaunee Power Station 822 KLD Engineering, P.C.

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Table 810. Summary of TransitDependent Bus Routes No. of Route Length Route Route Description Buses Name (mi.)

13 2 Zone 10N Travel along SR 42 N 7.5 14 1 Zone 10W Travel CR Q N then on CR KB N and then SR 29 W 14.9 15 1 Zone 5 Travel along SR 42 N 12.5 16 1 Zone 10SW Travel on CR Q S 6.1 17 2 Zone 10S Travel along SR 147 S into Mishicot and then onto CR B S 4.3 Total: 7 Kewaunee Power Station 823 KLD Engineering, P.C.

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Table 811. TransitDependent Evacuation Time Estimates Good Weather OneWave TwoWave Route Travel Route Route Travel Pickup Distance Time to Driver Travel Pickup Route Bus Mobilization Length Speed Time Time ETE to R. C. R. C. Unload Rest Time Time ETE Number Number (min) (miles) (mph) (min) (min) (hr:min) (miles) (min) (min) (min) (min) (min) (hr:min) 1 90 7.5 54.6 8 30 2:10 8.0 11 5 10 29 30 3:35 13 2 110 7.5 55.0 8 30 2:30 8.0 11 5 10 29 30 3:55 14 1 90 14.9 55.0 16 30 2:20 23.8 32 5 10 68 30 4:45 15 1 90 12.5 55.0 14 30 2:15 8.0 11 5 10 42 30 3:55 16 1 90 6.1 54.0 7 30 2:10 7.2 10 5 10 24 30 3:30 1 90 4.3 52.0 5 30 2:05 5.2 7 5 10 18 30 3:15 17 2 110 4.3 52.7 5 30 2:25 5.2 7 5 10 17 30 3:35 Maximum ETE: 2:30 Maximum ETE: 4:45 Average ETE: 2:20 Average ETE: 3:50 Kewaunee Power Station 824 KLD Engineering, P.C.

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Table 812. TransitDependent Evacuation Time Estimates - Rain OneWave TwoWave Route Travel Route Route Travel Pickup Distance Time to Driver Travel Pickup Route Bus Mobilization Length Speed Time Time ETE to R. C. R. C. Unload Rest Time Time ETE Number Number (min) (miles) (mph) (min) (min) (hr:min) (miles) (min) (min) (min) (min) (min) (hr:min) 1 100 7.5 50.0 9 40 2:30 8.0 12 5 10 31 40 4:10 13 2 120 7.5 49.0 9 40 2:50 8.0 12 5 10 31 40 4:30 14 1 100 14.9 50.0 18 40 2:40 23.8 36 5 10 73 40 5:25 15 1 100 12.5 50.0 15 40 2:35 8.0 12 5 10 44 40 4:30 16 1 100 6.1 49.8 7 40 2:30 7.2 11 5 10 27 40 4:05 1 100 4.3 47.0 5 40 2:30 5.2 8 5 10 19 40 3:50 17 2 120 4.3 45.3 6 40 2:50 5.2 8 5 10 19 40 4:10 Maximum ETE: 2:50 Maximum ETE: 5:25 Average ETE: 2:40 Average ETE: 4:25 Kewaunee Power Station 825 KLD Engineering, P.C.

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Table 813. Transit Dependent Evacuation Time Estimates Snow OneWave TwoWave Route Travel Route Route Travel Pickup Distance Time to Driver Travel Pickup Route Bus Mobilization Length Speed Time Time ETE to R. C. R. C. Unload Rest Time Time ETE Number Number (min) (miles) (mph) (min) (min) (hr:min) (miles) (min) (min) (min) (min) (min) (hr:min) 1 110 7.5 45.0 10 50 2:50 8.0 14 5 10 34 50 4:45 13 2 130 7.5 44.5 10 50 3:15 8.0 14 5 10 34 50 5:05 14 1 110 14.9 41.9 21 50 3:05 23.8 41 5 10 81 50 6:10 15 1 110 12.5 43.5 17 50 3:00 8.0 14 5 10 47 50 5:05 16 1 110 6.1 45.0 8 50 2:50 7.2 12 5 10 29 50 4:35 1 110 4.3 41.3 6 50 2:50 5.2 9 5 10 21 50 4:25 17 2 130 4.3 41.1 6 50 3:10 5.2 9 5 10 21 50 4:45 Maximum ETE: 3:15 Maximum ETE: 6:10 Average ETE: 3:00 Average ETE: 5:00 Kewaunee Power Station 826 KLD Engineering, P.C.

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Table 814. Medical Facility Evacuation Time Estimates Good Weather Travel Loading Time to Rate Total Dist. To EPZ Mobilization (min per Loading EPZ Bdry Boundary ETE Medical Facility Patient (min) person) People Time (min) (mi) (min) (hr:min)

Ambulatory 90 1 31 30 4.2 5 2:05 Kewaunee Health Care Wheelchair bound 90 5 10 10 4.2 5 1:45 Center Bedridden 90 15 25 30 4.2 5 2:05 Linden Manor Ambulatory 90 1 16 16 4.4 6 1:55 Silver Leaf Manor Ambulatory 90 1 8 8 4.3 6 1:45 Maximum ETE: 2:05 Average ETE: 1:55 Kewaunee Power Station 827 KLD Engineering, P.C.

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Table 815. Medical Facility Evacuation Time Estimates Rain Travel Loading Time to Rate Total Dist. To EPZ Mobilization (min per Loading EPZ Bdry Boundary ETE Medical Facility Patient (min) person) People Time (min) (mi) (min) (hr:min)

Ambulatory 100 1 31 30 4.2 6 2:20 Kewaunee Health Care Wheelchair bound 100 5 10 10 4.2 6 2:00 Center Bedridden 100 15 25 30 4.2 6 2:20 Linden Manor Ambulatory 100 1 16 16 4.4 6 2:05 Silver Leaf Manor Ambulatory 100 1 8 8 4.3 6 1:55 Maximum ETE: 2:20 Average ETE: 2:10 Kewaunee Power Station 828 KLD Engineering, P.C.

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Table 816. Medical Facility Evacuation Time Estimates Snow Travel Loading Time to Rate Total Dist. To EPZ Mobilization (min per Loading EPZ Bdry Boundary ETE Medical Facility Patient (min) person) People Time (min) (mi) (min) (hr:min)

Ambulatory 110 1 31 30 4.2 7 2:30 Kewaunee Health Care Wheelchair bound 110 5 10 50 4.2 6 2:50 Center Bedridden 110 15 25 30 4.2 7 2:30 Linden Manor Ambulatory 110 1 16 16 4.4 7 2:15 Silver Leaf Manor Ambulatory 110 1 8 8 4.3 7 2:05 Maximum ETE: 2:50 Average ETE: 2:15 Kewaunee Power Station 829 KLD Engineering, P.C.

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Table 817. Homebound Special Needs Population Evacuation Time Estimates Total Travel Mobiliza Loading Loading Time to People tion Time at Travel to Time at EPZ Requiring Vehicles Weather Time 1st Stop Subsequent Subsequent Boundary ETE Vehicle Type Vehicle deployed Stops Conditions (min) (min) Stops (min) Stops (min) (min) (hr:min)

Normal 90 27 6 2:25 Buses 7 2 4 Rain 100 5 30 15 6 2:40 Snow 110 33 7 2:50 Maximum ETE: 2:50 Average ETE: 2:40 Kewaunee Power Station 830 KLD Engineering, P.C.

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

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

The functions to be performed in the field are:

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

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

The terms "facilitate" and "discourage" are employed 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 identified by the offsite agencies in their existing emergency plans serve as the basis of the traffic management plan, as per NUREG/CR7002.

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

3. Computer analysis of the evacuation traffic flow environment (see Figures 73 through 76). As discussed in Section 7.3, congestion within the EPZ is clear by 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br /> and 55 minutes after the ATE. Based on the limited traffic congestion within the EPZ, no additional TCPs are identified as a result of this study. The existing traffic management plans are adequate.

The use of Intelligent Transportation Systems (ITS) technologies (if available) can reduce Kewaunee Power Station 91 KLD Engineering, P.C.

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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 reception 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 their 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.

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

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

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

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

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

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

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

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

See Appendices B through D for further discussion.

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

Figure 101 presents the general population reception centers and school host facilities for evacuees. The major evacuation routes for the EPZ are presented in Figure 102.

It is assumed that all school evacuees will be taken to the appropriate school reception center and subsequently picked up by parents or guardians. Transitdependent evacuees are transported to the nearest primary care 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.

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Figure 101. General Population Reception Centers and School Host Facilities Kewaunee Power Station 102 KLD Engineering, P.C.

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Figure 102. Evacuation Route Map Kewaunee Power Station 103 KLD Engineering, P.C.

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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 fixedpoint surveillance.

2. Ground patrols may be undertaken along welldefined 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 fixedwing 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 lowspeed traffic environment, any vehicle disablement is likely to arise due to a lowspeed 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 counterflow 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.

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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, 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. 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 121) to yield an estimated sample size of approximately 300.

The confirmation process should start at about 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> after the Advisory to Evacuate, which is when approximately 90 percent of evacuees have completed their mobilization activities (see Table 59). 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 121, approximately 71/2 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 zones), then the confirmation process will extend over a timeframe 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 or other technologies (e.g., reverse 911 or equivalent, if available) 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 could be periodically updated. As indicated above, the confirmation process should not begin until 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> after the Advisory to Evacuate, to ensure that households have had enough time to mobilize. This 2hour 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 could 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.

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Table 121. 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.) = 5,100 Est. proportion, F, of households that will not evacuate = 0.20 Allowable error margin, e: 0.05 Confidence level, : 0.95 (implies A = 1.96)

Applying Table 10 of cited reference, 0.25; 1 0.75 308 Finite population correction:

291 1

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 7.6 3600 Kewaunee Power Station 122 KLD Engineering, P.C.

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13 RECOMMENDATIONS The following recommendations are offered:

1. Examination of the general population ETE in Section 7 shows that the ETE for 100 percent of the population is generally 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br /> and 30 minutes to 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> longer than for 90 percent of the population. Specifically, the additional time needed for the last 10 percent of the population to evacuate can be as much as double the time needed to evacuate 90 percent of the population. This nonlinearity reflects the fact that these relatively few stragglers require significantly more time to mobilize (i.e. prepare for the evacuation trip) than their neighbors. This leads to two recommendations:

a. The public outreach (information) program should emphasize the need for evacuees to minimize the time needed to prepare to evacuate (secure the home, assemble needed clothes, medicines, etc.).

b. The decision makers should reference Table 71 which list the time needed to evacuate 90 percent of the population, when preparing recommended protective actions, as per NUREG/CR7002 guidance.

2. Staged evacuation is not beneficial due to the low population within the 5 and 10mile regions of the plant and the limited traffic congestion within these regions.

3. A road closure on S.R. 42 northbound lane between Miller St. and Peterson St. has no impact on the 90th or 100th percentile ETE. Sufficient reserve highway capacity mitigates the impacts of the capacity reduction considered.

4. Counties should implement procedures whereby schools are contacted prior to dispatch of buses from the depots to get an accurate count of students needing transportation and the number of buses required (See Section 8).

5. Intelligent Transportation Systems (ITS) such as Dynamic Message Signs (DMS), Highway Advisory Radio (HAR), Automated Traveler Information Systems (ATIS), etc. should be used to facilitate the evacuation process (See Section 9). The placement of additional signage should consider evacuation needs.

6. Counties/State should establish strategic locations to position tow trucks provided with gasoline containers in the event of a disabled vehicle during the evacuation process (see Section 11) and should encourage gas stations to remain open during the evacuation.

7. Counties/states should establish a system/procedure to confirm that the Advisory to Evacuate is being adhered to (see the approach suggested by KLD in Section 12). Should the approach recommended by KLD in Section 12 be used, consideration should be given to keep a list of telephone numbers within the EPZ in the Emergency Operations Center (EOC) at all times.

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APPENDIX A Glossary of Traffic Engineering Terms

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

Free Speed The average speed that a motorist would travel if there were no congestion or other adverse conditions (such as bad weather).

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

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

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

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

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

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

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

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

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

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

The cycle length is expressed in seconds.

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

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

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

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

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

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

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

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

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

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

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APPENDIX B DTRAD: Dynamic Traffic Assignment and Distribution Model

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

sa = ln (p), 0 p l ; 0 p=

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

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

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Network Equilibrium In 1952, John Wardrop wrote:

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

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

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

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

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Start of next DTRAD Session A

Set T0 Clock time.

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

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

Apply new Link Turn Percents DTRAD iteration converges?

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

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

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APPENDIX C DYNEV Traffic Simulation Model

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

Model Features Include:

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

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

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

Any link can accommodate source flow from 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 twoway interface with DTRAD: (1) provides link travel times; (2) receives data that translates into link turn percentages.

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

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

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

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

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

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

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Table C2. Input Requirements for the DYNEV II Model HIGHWAY NETWORK Links defined by upstream and downstream node numbers Link lengths Number of lanes (up to 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 On all entry links and source nodes (origins), by Time Period TRAFFIC CONTROL SPECIFICATIONS Traffic signals: linkspecific, turn movement specific Signal control treated as fixed time or actuated Location of traffic control points (these are represented as actuated signals)

Stop and Yield signs Rightturnonred (RTOR)

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

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

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

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

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

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

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

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

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

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

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Distance OQ OM OE Down Qb vQ Qe v

v L

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

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

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

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

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

h The mean queue discharge headway, seconds.

k Density in vehicles per lane per mile.

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

link.

L The length of the link in feet.

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

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

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

M Metering factor (Multiplier): 1.

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

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

link over a time interval.

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

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

executes a particular turn movement, x.

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

[beginning, end] of the time interval.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Calculate queue length, L Q LN

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

4. Then E E E ; t TI t

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

6. Else Q Cap O Q , RCap Cap O

7. If M RCap , then Kewaunee Power Station C10 KLD Engineering, P.C.

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t Cap

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

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

10. Else t 0 M M If M ,

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

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

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

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

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

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

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

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

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

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

When t 0 and Q Cap:

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

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

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L t such that 0 t TI t E L v

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

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

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

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

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

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

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

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

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

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

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

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Sequence Network Links Next Timestep, of duration, TI A

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

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

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

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

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

No A Last Time - step ?

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

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C.2.2 Interfacing with Dynamic Traffic Assignment (DTRAD)

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

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

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

Additional details are presented in Appendix B.

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APPENDIX D Detailed Description of Study Procedure

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

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

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

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 was obtained from local emergency management officials and from phone calls to major employers. Transient data were obtained from local 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.

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

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

Step 5 A telephone survey of households within the EPZ was conducted to identify household dynamics, trip generation characteristics, and evacuationrelated demographic information of the EPZ population. This information was used to determine important study factors including the average number of evacuating vehicles used by each household, and the time required to perform preevacuation mobilization activities.

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

Step 7 The EPZ is subdivided into 5 zones. Based on wind direction and speed, Regions (groupings of zones) that may be advised to evacuate, were developed.

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

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

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

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

Step 10 The results generated by the prototype evacuation case are critically examined. The examination includes observing the animated graphics (using the EVAN software which operates on data produced by DYNEV II) and reviewing the statistics output by the model. This is a laborintensive activity, requiring the direct participation of skilled engineers who possess the necessary practical experience to interpret the results and to determine the causes of any problems reflected in the results.

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

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

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

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

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

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

Step 14 The prototype evacuation case was used as the basis for generating all region and scenario specific evacuation cases to be simulated. This process was automated through the UNITES user interface. For each specific case, the population to be evacuated, the trip generation distributions, the highway capacity and speeds, and other factors are adjusted to produce a customized casespecific data set.

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

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

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

Step 18 Following the completion of documentation activities, the ETE criteria checklist (see Appendix N) was completed. An appropriate report reference is provided for each criterion provided in the checklist.

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

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

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APPENDIX E Special Facility Data

E. SPECIAL FACILITY DATA The following tables list population information, as of January 2012, for special facilities, transient attractions and major employers that are located within the KPS EPZ. Special facilities are defined as schools, day care centers, hospitals and other medical care facilities. Transient population data is included in the tables for recreational areas and lodging facilities.

Employment data is included in the tables for major employers. Each table is grouped by county. The location of the facility is defined by its straightline distance (miles) and direction (magnetic bearing) from the center point of the plant. Maps of each school, day care center, recreational area, lodging facility, and major employer are also provided.

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Table E1. Schools within the EPZ Distance Dire Enroll Zone (miles) ction School Name Street Address Municipality Phone ment Staff Kewaunee County 10N 8.2 N Holy Rosary Catholic School 519 Kilbourn Street Kewaunee (920) 3882431 96 15 1

10N 7.9 N Kewaunee Grade School 921 3rd Street Kewaunee (920) 3882458 1

662 75 10N 7.9 N Kewaunee Intermediate School 921 3rd Street Kewaunee (920) 3883458 10N 8.0 N Kewaunee High School 911 3rd Street Kewaunee (920) 3882951 321 40 10N 7.9 N Lakeshore Alternative School 915 2nd Street Kewaunee (920) 3883230 20 2 Kewaunee County Subtotals: 1,099 132 Manitowoc County 10S 8.4 SW East Twin Lutheran School 325 Randolph Street Mishicot (920) 7553857 4 2 1

10S 8.4 SSW Mishicot High School 660 Washington Street Mishicot (920) 7552311 1

10S 8.4 SSW Mishicot Middle School 660 Washington Street Mishicot (920) 7552808 881 88 1

10S 8.3 SSW Schultz Elementary School 510 Woodlawn Drive Mishicot (920) 7552391 Manitowoc County Subtotals: 885 90 TOTAL: 1,984 222 1

Facility is part of an educational complex on a site where data was reported in aggregate.

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Table E2. Medical Facilities within the EPZ Ambul Wheel Bed Distance Dire Current atory chair ridden Zone (miles) ction Facility Name Street Address Municipality Phone Census Patients Patients Patients Kewaunee County Kewaunee Health 10N 7.6 N Care Center 1308 Lincoln Street Kewaunee (920) 3884111 66 31 0 25 10N 7.6 N Linden Manor 1204 4th Street Kewaunee (920) 3880110 16 16 0 0 10N 7.6 N Silver Leaf Manor 1310 Lincoln Street Kewaunee (920) 3882204 8 8 0 0 TOTAL: 90 55 0 25 Kewaunee Power Station E3 KLD Engineering, P.C.

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Table E3. Major Employers within the EPZ Distance Dire Employees  % Non Employees Zone (miles) ction Facility Name Street Address Municipality Phone (max shift) EPZ (Non EPZ)

Kewaunee County 5 0.0 N/A Kewaunee Power Station N490 State Highway 42 Kewaunee (920) 3882560 650 95% 618 10N 8.8 N Kewaunee Fabrications LLC 520 North Main Street Kewaunee (920) 3882000 245 55% 135 10N 8.3 N Vollrath Co 23 Kilbourn Street Kewaunee (920) 3883113 35 50% 18 Kewaunee County Subtotals: 930 771 Manitowoc County 5 4.2 S FPL Energy Point Beach LLC 6610 Nuclear Road Two Rivers (920) 7556557 600 50% 300 Manitowoc County Subtotals: 600 300 TOTAL: TOTAL: 1,530 1,071 Kewaunee Power Station E4 KLD Engineering, P.C.

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Table E4. Parks/Recreational Attractions within the EPZ Distance Dire Zone (miles) ction Facility Name Street Address Municipality Phone Transients Vehicles Kewaunee County 10N 8.7 N Kewaunee Marina 123 North Main Street Kewaunee (920) 3883300 184 112 Kewaunee River State Public 10N 9.1 N Fishery Area N/A West Kewaunee N/A 36 15 Kewaunee State Public Hunting 10N 10.5 NNW Grounds N/A West Kewaunee N/A 50 21 10N 9.5 N Kewaunee Village RV Park 333 Terraqua Drive Kewaunee (920) 3884851 170 74 10N 8.9 N Salmon Harbor Marina LLC 312 North Main Street Kewaunee (920) 3882120 230 161 Kewaunee County Subtotals: 670 383 Manitowoc County 10S 9.2 SW Fox Hills Resort & Country Club 300 Church Street Mishicot (920) 7552365 120 50 10S 9.1 S Point Beach State Forest 9400 County Road O Two Rivers (920) 7947480 1,000 250 Manitowoc County Subtotals: 1,120 300 TOTAL: 1,790 683 Kewaunee Power Station E5 KLD Engineering, P.C.

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Table E5. Lodging Facilities within the EPZ Distance Dire Zone (miles) ction Facility Name Street Address Municipality Phone Transients Vehicles Kewaunee County 10N 9.3 N Coho Motel 705 North Main Street Kewaunee (920) 3883565 74 37 10N 8.5 N Harbor Lights Lodge Kewaunee 211 Milwaukee Kewaunee (920) 3883700 76 33 Norman General Store Bed &

10N 9.1 N Breakfast E3296 County Road G Kewaunee (920) 3884580 6 4 10N 8.3 N The Kewaunee Inn 122 Ellis Street Kewaunee (920) 3880800 46 23 Kewaunee County Subtotals: 202 97 Manitowoc County 10S 9.2 SW Fox Hills Resort 250 W Church St Mishicot (920) 7552376 1,127 644 Manitowoc County Subtotals: 1,127 644 TOTAL: 1,329 741 Kewaunee Power Station E6 KLD Engineering, P.C.

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Figure E1. Schools within the EPZ Kewaunee Power Station E7 KLD Engineering, P.C.

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Figure E2. Medical Facilities within the EPZ Kewaunee Power Station E8 KLD Engineering, P.C.

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Figure E3. Major Employers within the EPZ Kewaunee Power Station E9 KLD Engineering, P.C.

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Figure E4. Recreational Areas within the EPZ Kewaunee Power Station E10 KLD Engineering, P.C.

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Figure E5. Lodging within the EPZ Kewaunee Power Station E11 KLD Engineering, P.C.

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APPENDIX F Telephone Survey

F. TELEPHONE SURVEY F.1 Introduction The development of evacuation time estimates for the Emergency Planning Zone (EPZ) of the Kewaunee Power Station requires the identification of travel patterns, car ownership and household size of the population within the EPZ. Demographic information can be obtained from Census data. The use of this data has several limitations when applied to emergency planning. First, the Census data do not encompass the range of information needed to identify the time required for preliminary activities (mobilization) that must be undertaken prior to evacuating the area. Secondly, Census data do not contain attitudinal responses needed from the population of the EPZ and consequently may not accurately represent the anticipated behavioral characteristics of the evacuating populace.

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

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

Following the completion of the instrument, a sampling plan was developed. A sample size of approximately 500 completed survey forms yields results with a sampling error of +/-4.5% at the 95% confidence level. The sample must be drawn from the EPZ population. Consequently, a list of zip codes in the EPZ was developed using GIS software. This list is shown in Table F1. Along with each zip code, an estimate of the population and number of households in each area was determined by overlaying Census data and the EPZ boundary, again using GIS software. The proportional number of desired completed survey interviews for each area was identified, as shown in Table F1. The survey was conducted in English, Spanish and Hmong account for the significant Spanish and Hmong speaking population within the EPZ.

The completed survey adhered to the sampling plan.

Table F1. Kewaunee Telephone Survey Sampling Plan Population within Zip Code EPZ (2010) Households Required Sample 54208 944 371 17 54216 5805 2375 109 54217 322 110 5 54220 723 301 14 54227 321 128 6 54228 2669 1105 51 54241 14840 6381 294 54247 220 79 4 Total 25844 10850 500 Average Household Size: 2.38 Total Sample Required: 500 Kewaunee Power Station F2 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

F.3 Survey Results The results of the survey fall into two categories. First, the household demographics of the area can be identified. Demographic information includes such factors as household size, automobile ownership, and automobile availability. The distributions of the time to perform certain pre evacuation activities are the second category of survey results. These data are processed to develop the trip generation distributions used in the evacuation modeling effort, as discussed in Section 5.

A review of the survey instrument reveals that several questions have a dont know (DK) or refused entry for a response. It is accepted practice in conducting surveys of this type to accept the answers of a respondent who offers a DK response for a few questions or who refuses to answer a few questions. To address the issue of occasional DK/refused responses from a large sample, the practice is to assume that the distribution of these responses is the same as the underlying distribution of the positive responses. In effect, the DK/refused responses are ignored and the distributions are based upon the positive data that is acquired.

F.3.1 Household Demographic Results Household Size Figure F1 presents the distribution of household size within the EPZ. The average household contains 2.30 people. The estimated household size (2.38 persons) used to determine the survey sample (Table F1) was drawn from Census data. The close agreement between the average household size obtained from the survey and from the Census is an indication of the reliability of the survey.

Kewaunee Household Size 60%

50%

% of Households 40%

30%

20%

10%

0%

1 2 3 4 5 6 7 8 9 10+

Household Size Figure F1. Household Size in the EPZ Kewaunee Power Station F3 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Automobile Ownership The average number of automobiles available per household in the EPZ is 2.01. It should be noted that approximately 1.6 percent of households do not have access to an automobile. The distribution of automobile ownership is presented in Figure F2. Figure F3 and Figure F4 present the automobile availability by household size. Note that the majority of households without access to a car are single person households. As expected, nearly all households of 2 or more people have access to at least one vehicle.

Kewaunee Vehicle Availability 50%

40%

% of Households 30%

20%

10%

0%

0 1 2 3 4 5 6 7 8 9+

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

Evacuation Time Estimate Rev. 1

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

80%

% of Households 60%

40%

20%

0%

0 1 2 3 4 5 6 7 8 9+

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

80%

% of Households 60%

40%

20%

0%

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

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Ridesharing 89% of the households surveyed (who do not own a vehicle) responded that they would share a ride with a neighbor, relative, or friend if a car was not available to them when asked to evacuate in the event of an emergency. . Note, however, that only those households with no access to a vehicle - 10 total out of the sample size of 500 - answered this question. Thus, the results are not statistically significant. As such, the NRC recommendation of 50% ridesharing is used throughout this study. Figure F5 presents this response.

Kewaunee Rideshare with Neighbor/Friend 100%

80%

% of Households 60%

40%

20%

0%

Yes No Figure F5. Household Ridesharing Preference Kewaunee Power Station F6 KLD Engineering, P.C.

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Commuters Figure F6 presents the distribution of the number of commuters in each household.

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

The data shows an average of 0.92 commuters in each household in the EPZ, and 56% of households have at least one commuter.

Kewaunee Commuters 50%

40%

% of Households 30%

20%

10%

0%

0 1 2 3 4+

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

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Commuter Travel Modes Figure F7 presents the mode of travel that commuters use on a daily basis. The vast majority of commuters use their private automobiles to travel to work. The data shows an average of 1.04 employees per vehicle, assuming 2 people per vehicle - on average - for carpools.

Kewaunee Travel Mode to Work 100% 91.2%

80%

% of Commuters 60%

40%

20%

1.3% 4.0% 3.5%

0.0%

0%

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

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

How many of the vehicles would your household use during an evacuation? The response is shown in Figure F8. On average, evacuating households would use 1.22 vehicles.

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

Of the survey participants who responded, 46 percent said they would await the return of other family members before evacuating and 54 percent indicated that they would not await the return of other family members.

If you had a household pet, would you take your pet with you if you were asked to evacuate the area? As shown in Figure F9, 50 percent of households do not have a family pet. Of the households with pets, 91 percent of them indicated that they would take their pets.

Kewaunee Power Station F8 KLD Engineering, P.C.

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Vehicles Used for Evacuation 100%

80%

60%

% of Households 40%

20%

0%

0 1 2 3 4 5 6 7 8 9+

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

80%

% of Households 60%

40%

20%

0%

Yes No Figure F9. Households Evacuating with Pets Kewaunee Power Station F9 KLD Engineering, P.C.

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Emergency officials advise you to take shelter at home in an emergency. Would you? This question is designed to elicit information regarding compliance with instructions to shelter in place. The results indicate that 80 percent of households who are advised to shelter in place would do so; the remaining 20 percent would choose to evacuate the area. Note the baseline ETE study assumes 20 percent of households will not comply with the shelter advisory, as per Section 2.5.2 of NUREG/CR7002. Thus, the data obtained above is in good agreement with the federal guidance.

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

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

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

Kewaunee Power Station F10 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

How long does it take the commuter to complete preparation for leaving work? Figure F10 presents the cumulative distribution; in all cases, the activity is completed by about 75 minutes.

Eighty percent can leave within 20 minutes.

Time to Prepare to Leave Work 100%

80%

% of Commuters 60%

40%

20%

0%

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

Figure F10. Time Required to Prepare to Leave Work/School How long would it take the commuter to travel home? Figure F11 presents the work to home travel time for the EPZ. About 90 percent of commuters can arrive home within about 35 minutes of leaving work; all within 60 minutes.

Work to Home Travel 100%

80%

% of Commuters 60%

40%

20%

0%

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

Figure F11. Work to Home Travel Time Kewaunee Power Station F11 KLD Engineering, P.C.

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

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

The distribution shown in Figure F12 has a long tail. About 88 percent of households can be ready to leave home within 60 minutes; the remaining households require up to an additional 75 minutes.

Time to Prepare to Leave Home 100%

80%

% of Households 60%

40%

20%

0%

0 60 120 Preparation Time (min)

Figure F12. Time to Prepare Home for Evacuation Kewaunee Power Station F12 KLD Engineering, P.C.

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How long would it take you to clear 6 to 8 inches of snow from your driveway? During adverse, snowy weather conditions, an additional activity must be performed before residents can depart on the evacuation trip. Although snow scenarios assume that the roads and highways have been plowed and are passable (albeit at lower speeds and capacities), it may be necessary to clear a private driveway prior to leaving the home so that the vehicle can access the street. Figure F13 presents the time distribution for removing 6 to 8 inches of snow from a driveway. The time distribution for clearing the driveway has a long tail; about 81 percent of driveways are passable within 30 minutes. The last driveway is cleared two hours after the start of this activity. Note that those respondents (35%) who answered that they would not take time to clear their driveway were assumed to be ready immediately at the start of this activity. Essentially they would drive through the snow on the driveway to access the roadway and begin their evacuation trip.

Time to Remove Snow from Driveway 100%

80%

% of Households 60%

40%

20%

0%

0 20 40 60 80 100 120 Time (min)

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

Kewaunee Power Station F13 KLD Engineering, P.C.

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ATTACHMENT A Telephone Survey Instrument Kewaunee Power Station F14 KLD Engineering, P.C.

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Telephone Survey Instrument Hello, my name is _______and I am working with COL. 1 Unused Manitowoc and Kewaunee County Emergency COL. 2 Unused Management on a survey to identify local behavior COL. 3 Unused during emergency situations. This information will be COL. 4 Unused used for emergency planning and will be shared with COL. 5 Unused local officials to enhance emergency response plans in Sex COL. 8 your area for all hazards; emergency planning for some 1 Male hazards may require evacuation. Your responses will greatly contribute to Manitowoc and Kewaunee Counties emergency preparedness. I will not ask for 2 Female your name and the survey shall take no more than 10 minutes to complete.

INTERVIEWER: ASK TO SPEAK TO THE HEAD OF HOUSEHOLD OR THE SPOUSE OF THE HEAD OF HOUSEHOLD.

(Terminate call if not a residence.)

DO NOT ASK:

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

2. What is your home zip code? COL. 1519 3A. In total, how many running cars, or other running COL. 20 SKIP TO vehicles are usually available to the household? 1 ONE Q. 4 (DO NOT READ ANSWERS) 2 TWO Q. 4 3 THREE Q. 4 4 FOUR Q. 4 5 FIVE Q. 4 6 SIX Q. 4 7 SEVEN Q. 4 8 EIGHT Q. 4 9 NINE OR MORE Q. 4 0 ZERO (NONE) Q. 3B X DONT KNOW/REFUSED Q. 3B 3B. In an emergency, could you get a ride out of the COL. 21 area with a neighbor or friend? 1 YES 2 NO X DONT KNOW/REFUSED 15

4. How many people usually live in this household? COL. 22 COL. 23 (DO NOT READ ANSWERS) 1 ONE 0 TEN 2 TWO 1 ELEVEN 3 THREE 2 TWELVE 4 FOUR 3 THIRTEEN 5 FIVE 4 FOURTEEN 6 SIX 5 FIFTEEN 7 SEVEN 6 SIXTEEN 8 EIGHT 7 SEVENTEEN 9 NINE 8 EIGHTEEN 9 NINETEEN OR MORE X DONT KNOW/REFUSED

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

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

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

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

COMMUTER #1 COMMUTER #2 COL. 29 COL. 30 COL. 31 COL. 32 1 5 MINUTES OR LESS 1 4650 MINUTES 1 5 MINUTES OR LESS 1 4650 MINUTES 2 610 MINUTES 2 5155 MINUTES 2 610 MINUTES 2 5155 MINUTES 3 1115 MINUTES 3 56 - 1 HOUR 3 1115 MINUTES 3 56 - 1 HOUR 4 1620 MINUTES 4 OVER 1 HOUR, BUT 4 1620 MINUTES 4 OVER 1 HOUR, BUT LESS THAN 1 HOUR 15 LESS THAN 1 HOUR 16

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

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

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

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

/REFUSED 17

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

COMMUTER #1 COMMUTER #2 COL. 37 COL. 38 COL. 39 COL. 40 1 5 MINUTES OR LESS 1 4650 MINUTES 1 5 MINUTES OR LESS 1 4650 MINUTES 2 610 MINUTES 2 5155 MINUTES 2 610 MINUTES 2 5155 MINUTES 3 1115 MINUTES 3 56 - 1 HOUR 3 1115 MINUTES 3 56 - 1 HOUR OVER 1 HOUR, BUT OVER 1 HOUR, BUT 4 1620 MINUTES 4 LESS THAN 1 HOUR 15 4 1620 MINUTES 4 LESS THAN 1 HOUR MINUTES 15 MINUTES BETWEEN 1 HOUR 16 BETWEEN 1 HOUR 16 5 2125 MINUTES 5 MINUTES AND 1 HOUR 5 2125 MINUTES 5 MINUTES AND 1 30 MINUTES HOUR 30 MINUTES BETWEEN 1 HOUR 31 BETWEEN 1 HOUR 31 6 2630 MINUTES 6 MINUTES AND 1 HOUR 6 2630 MINUTES 6 MINUTES AND 1 45 MINUTES HOUR 45 MINUTES BETWEEN 1 HOUR 46 BETWEEN 1 HOUR 46 7 3135 MINUTES 7 MINUTES AND 2 7 3135 MINUTES 7 MINUTES AND 2 HOURS HOURS OVER 2 HOURS OVER 2 HOURS 8 3640 MINUTES 8 8 3640 MINUTES 8 (SPECIFY ______) (SPECIFY ______)

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

9 4145 MINUTES 9 9 4145 MINUTES 9 0 0 X DONT KNOW /REFUSED X DONT KNOW /REFUSED 18

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

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

Y 2 HOURS 46 MINUTES TO 3 HOURS COL. 47 1 DONT KNOW/REFUSED 19

10 If there is 68 of snow on your driveway or curb, would you need to shovel out to evacuate? If yes, how

. much time, on average, would it take you to clear the 68 of snow to move the car from the driveway or curb to begin the evacuation trip? Assume the roads are passable. (DO NOT READ RESPONSES)

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

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

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

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

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

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

X DONT KNOW/REFUSED 20

13A. Emergency officials advise you to COL. 52 take shelter at home in an 1 A emergency. Would you: (READ 2 B ANSWERS)

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

A. SHELTER; or B. EVACUATE

14. If you have a household pet, how many of them would you take with you if you were asked to evacuate the area? (READ ANSWERS)

COL. 54 0 WOULD NOT TAKE PET 1 WOULD TAKE ONE PET 2 WOULD TAKE TWO PETS 3 WOULD TAKE MORE THAN 2 PETS X DO NOT HAVE A PET Y DONT KNOW/REFUSED Thank you very much. _______________________________

(TELEPHONE NUMBER CALLED)

IF REQUESTED:

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

County EMA Phone Kewaunee (920) 4872940 Manitowoc (920) 6834207 21

APPENDIX G Traffic Management Plan

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

These plans were reviewed and the TCPs were modeled accordingly.

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

It is assumed that TCPs will be established within 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> of the advisory to evacuate to discourage through travelers from using major through routes which traverse the EPZ. As discussed in Section 3.7, external traffic was considered on one route which traverses the study area - I 43 - in this analysis. The generation of the external trips on I 43 are also assumed to cease at 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> after the advisory to evacuate in the simulation.

Figure G1 maps the TCPs identified in the county emergency plans. These TCPs are concentrated on roadways giving access to the EPZ and would be manned during evacuation by traffic guides who would direct evacuees in the proper direction away from KPS and facilitate the flow of traffic through the intersections.

This study did not identify any additional intersections that should be identified as TCPs.

Kewaunee Power Station G1 KLD Engineering, P.C.

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Figure G1. Traffic Control Points for the Kewaunee Power Station Kewaunee Power Station G2 KLD Engineering, P.C.

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APPENDIX H Evacuation Regions

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

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

Kewaunee Power Station H1 KLD Engineering, P.C.

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Table H1. Percent of Zone Population Evacuating for Each Region Zone Region Description 5 10N 10W 10SW 10S R01 2Mile Radius 100% 20% 20% 20% 20%

N/A 5Mile Radius Refer to R01 R02 Full EPZ 100% 100% 100% 100% 100%

Evacuate 2Mile Radius and Downwind to 5 Miles Zone Region Wind From ° 5 10N 10W 10SW 10S N/A Full 360 Refer to R01 Evacuate 5Mile Radius and Downwind to 10 Miles Zone Region Wind From ° 5 10N 10W 10SW 10S R03 324 9 100% 20% 20% 20% 100%

R04 9 - 54 100% 20% 20% 100% 100%

R05 54 - 80.5 100% 20% 100% 100% 100%

R06 80.5 - 99 100% 20% 100% 100% 20%

R07 99 - 103 100% 100% 100% 100% 20%

R08 103 - 170.5 100% 100% 100% 20% 20%

R09 170.5 - 215.5 100% 100% 20% 20% 20%

N/A 215.5 - 324 Refer to R01 Staged Evacuation 5Mile Radius Evacuates, then Evacuate Downwind to 10 Miles Zone Region Wind From ° 5 10N 10W 10SW 10S R10 324 9 100% 20% 20% 20% 100%

R11 9 - 54 100% 20% 20% 100% 100%

R12 54 - 80.5 100% 20% 100% 100% 100%

R13 80.5 - 99 100% 20% 100% 100% 20%

R14 99 - 103 100% 100% 100% 100% 20%

R15 103 - 170.5 100% 100% 100% 20% 20%

R16 170.5 - 215.5 100% 100% 20% 20% 20%

N/A 215.5 - 324 Refer to R01 R17 Full EPZ 100% 100% 100% 100% 100%

Zone(s) ShelterinPlace until 90%

ETE for R01, then Evacuate1 Zone(s) ShelterinPlace Zone(s) Evacuate 1

20% of population in these subareas will not comply with the shelter advisory, as per Section 2.5.2 of NUREG/CR 7002. Once 90% of the 2mile Region has evacuated, the remaining population in these subareas will evacuate.

Kewaunee Power Station H2 KLD Engineering, P.C.

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Figure H1. Region R01 Kewaunee Power Station H3 KLD Engineering, P.C.

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Figure H2. Region R02 Kewaunee Power Station H4 KLD Engineering, P.C.

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Figure H3. Region R03 Kewaunee Power Station H5 KLD Engineering, P.C.

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Figure H4. Region R04 Kewaunee Power Station H6 KLD Engineering, P.C.

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Figure H5. Region R05 Kewaunee Power Station H7 KLD Engineering, P.C.

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Figure H6. Region R06 Kewaunee Power Station H8 KLD Engineering, P.C.

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Figure H7. Region R07 Kewaunee Power Station H9 KLD Engineering, P.C.

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Figure H8. Region R08 Kewaunee Power Station H10 KLD Engineering, P.C.

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Figure H9. Region R09 Kewaunee Power Station H11 KLD Engineering, P.C.

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Figure H10. Region R10 Kewaunee Power Station H12 KLD Engineering, P.C.

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Figure H11. Region R11 Kewaunee Power Station H13 KLD Engineering, P.C.

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Figure H12. Region R12 Kewaunee Power Station H14 KLD Engineering, P.C.

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Figure H13. Region R13 Kewaunee Power Station H15 KLD Engineering, P.C.

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Figure H14. Region R14 Kewaunee Power Station H16 KLD Engineering, P.C.

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Figure H15. Region R15 Kewaunee Power Station H17 KLD Engineering, P.C.

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Figure H16. Region R16 Kewaunee Power Station H18 KLD Engineering, P.C.

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Figure H17. Region R17 Kewaunee Power Station H19 KLD Engineering, P.C.

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APPENDIX J Representative Inputs to and Outputs from the DYNEV II System

J. REPRESENTATIVE INPUTS TO AND OUTPUTS FROM THE DYNEV II SYSTEM This appendix presents data input to and output from the DYNEV II System. Table J1 provides the volume and maximum residual queues for the ten highest volume signalized intersections in the study area. A residual queue exists at the start of the RED signal indication, indicating that the demand could not be entirely served by the GREEN phase. A zero residual queue indicates that the traffic movement is undersaturated (i.e., not congested) throughout the duration of evacuation. Refer to Table K2 and the figures in Appendix K for a map showing the geographic location of each intersection.

Table J2 provides source (vehicle loading) and destination information for several roadway segments (links) in the analysis network. Refer to Table K1 and the figures in Appendix K for a map showing the geographic location of each link.

Table J3 provides network-wide statistics (average travel time, average speed and number of vehicles) for an evacuation of the entire EPZ (Region R02) for each scenario. As expected, Scenarios 8 and 11, which are snow scenarios, exhibit the slowest average speed and longest average travel times.

Table J4 provides statistics (average speed and travel time) for the major evacuation routes -

SR 42 and SR 29 - for an evacuation of the entire EPZ (Region R02) under Scenario 1 conditions.

As discussed in Section 7.3 and shown in Figures 73 through 76, there is very little congestion in the EPZ throughout the duration of the evacuation. As such, the average speeds on the main evacuation routes are relatively unaffected.

Table J5 provides the number of vehicles discharged and the cumulative percent of total vehicles discharged for each link exiting the analysis network, for an evacuation of the entire EPZ (Region R02) under Scenario 1 conditions. Refer to Table K1 and the figures in Appendix K for a map showing the geographic location of each link.

Figure J1 through Figure J14 plot the trip generation time versus the ETE for each of the 14 Scenarios considered. The distance between the trip generation and ETE curves is the travel time. Plots of trip generation versus ETE are indicative of the level of traffic congestion during evacuation. For low population density sites, the curves are close together, indicating short travel times and minimal traffic congestion. For higher population density sites, the curves are farther apart indicating longer travel times and the presence of traffic congestion. As seen in Figure J1 through Figure J14, the curves are close together as a result of the minimal traffic congestion in the EPZ, which was discussed in detail in Section 7.3.

Kewaunee Power Station J1 KLD Engineering, P.C.

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Table J1. Characteristics of the Ten Highest Volume Signalized Intersections Max.

Approach Total Turn Intersection (Up Volume Queue Node Location Control Node) (Veh) (Veh) 218 2,547 0 Memorial Dr & E. Reed 270 Actuated 269 312 0 Ave TOTAL 2,859 188 2,182 0 197 Memorial Dr & Taylor St Actuated 518 0 0 TOTAL 2,182 476 2,079 134 230 Franklin St & S 10th St Pretimed 475 0 0 TOTAL 2,079 219 1,864 41 222 Maritime Dr & S 8th St Actuated 231 0 0 TOTAL 1,864 542 1,354 0 172 SR 310 & Monroe St Actuated 178 201 0 TOTAL 1,555 478 0 0 Washington St & S 10th 229 Pretimed 230 1,410 30 St TOTAL 1,410 472 1,406 0 239 Marshall St and S 10th St Pretimed 471 0 0 TOTAL 1,406 172 1,403 0 179 SR 310 & Madison St Actuated 522 0 0 TOTAL 1,403 269 550 0 516 348 0 214 SR 42 & CR B Pretimed 530 377 3 TOTAL 1,275 214 1,275 0 226 SR 42 & N 11th St Actuated 272 0 0 TOTAL 1,275 Kewaunee Power Station J2 KLD Engineering, P.C.

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Table J2. Sample Simulation Model Input Vehicles Entering Link Network Directional Destination Destination Number on this Link Preference Nodes Capacity 8316 1,698 181 16 SW 8311 4,500 8097 1,698 229 168 S 8316 1,698 8311 4,500 8316 1,698 284 108 S 8311 4,500 8280 1,698 8316 1,698 317 6 S 8311 4,500 8280 1,698 8359 1,698 59 14 NW 8075 1,698 8076 1,698 8430 1,698 551 72 N 8002 1,698 8433 1,698 8433 1,698 603 15 N 8561 1,572 8560 1,572 657 9 N 8002 1,698 8114 1,698 702 26 W 8097 1,698 8316 1,698 8359 1,698 807 3 NW 8075 1,698 8076 1,698 Kewaunee Power Station J3 KLD Engineering, P.C.

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Table J3. Selected Model Outputs for the Evacuation of the Entire EPZ (Region R02)

Scenario 1 2 3 4 5 6 7 8 9 10 11 12 13 14 NetworkWide Average 1.2 1.3 1.2 1.2 1.2 1.2 1.2 1.4 1.1 1.2 1.4 1.2 1.2 1.2 Travel Time (Min/VehMi)

NetworkWide Average 50.9 47.8 52.3 48.9 49.3 51.8 48.6 43.1 53.4 49.9 44.4 49.4 49.9 50.2 Speed (mph)

Total Vehicles 16,857 16,761 15,914 15,858 12,279 16,324 16,239 16,419 15,042 14,963 15,072 11,682 17,223 16,907 Exiting Network Kewaunee Power Station J4 KLD Engineering, P.C.

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Table J4. Average Speed (mph) and Travel Time (min) for Major Evacuation Routes (Region R02, Scenario 1)

Elapsed Time (hours) 1 2 3 Travel Length Speed Time Travel Travel Route Name (miles) (mph) (min) Speed Time Speed Time SR 42 Northbound 13.1 57.0 13.8 58.4 13.5 59.0 13.4 SR 42 Southbound 11.5 59.6 11.6 62.4 11.0 65.0 10.6 SR 29 Westbound 7.2 59.2 7.3 60.8 7.1 61.2 7.0 Kewaunee Power Station J5 KLD Engineering, P.C.

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Table J5. Simulation Model Outputs at Network Exit Links for Region R02, Scenario 1 Elapsed Time (hours)

EPZ 1 2 3 Exit Cumulative Vehicles Discharged by Indicated Time Link Cumulative Percent of Vehicles Discharged by the Indicated Time 0 0 0 0

0 0 0 216 602 684 1

4 4 4 1,486 2,992 3,446 39 25 21 21 224 440 483 94 4 3 3 66 241 270 104 1 2 2 87 249 288 127 1 2 2 112 305 346 128 2 2 2 320 624 676 156 5 4 4 86 180 246 478 1 1 1 1,353 3,008 3,568 493 23 21 21 48 318 444 503 1 2 3 174 485 556 565 3 3 3 239 508 557 654 4 4 3 503 1,017 1,115 658 8 7 7 321 663 726 662 5 5 4 164 464 582 784 3 3 3 Kewaunee Power Station J6 KLD Engineering, P.C.

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Elapsed Time (hours)

EPZ 1 2 3 Exit Cumulative Vehicles Discharged by Indicated Time Link Cumulative Percent of Vehicles Discharged by the Indicated Time 80 207 231 787 1 1 1 162 499 570 812 3 4 3 73 242 281 813 1 2 2 243 1,175 1,671 833 4 8 10 Kewaunee Power Station J7 KLD Engineering, P.C.

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ETE and Trip Generation Summer, Midweek, Midday, Good (Scenario 1)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J1. ETE and Trip Generation: Summer, Midweek, Midday, Good Weather (Scenario 1)

ETE and Trip Generation Summer, Midweek, Midday, Rain (Scenario 2)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J2. ETE and Trip Generation: Summer, Midweek, Midday, Rain (Scenario 2)

Kewaunee Power Station J8 KLD Engineering, P.C.

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ETE and Trip Generation Summer, Weekend, Midday, Good (Scenario 3)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J3. ETE and Trip Generation: Summer, Weekend, Midday, Good Weather (Scenario 3)

ETE and Trip Generation Summer, Weekend, Midday, Rain (Scenario 4)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J4. ETE and Trip Generation: Summer, Weekend, Midday, Rain (Scenario 4)

Kewaunee Power Station J9 KLD Engineering, P.C.

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ETE and Trip Generation Summer, Midweek, Weekend, Evening, Good (Scenario 5)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J5. ETE and Trip Generation: Summer, Midweek, Weekend, Evening, Good Weather (Scenario 5)

ETE and Trip Generation Winter, Midweek, Midday, Good (Scenario 6)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J6. ETE and Trip Generation: Winter, Midweek, Midday, Good Weather (Scenario 6)

Kewaunee Power Station J10 KLD Engineering, P.C.

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ETE and Trip Generation Winter, Midweek, Midday, Rain (Scenario 7)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J7. ETE and Trip Generation: Winter, Midweek, Midday, Rain (Scenario 7)

ETE and Trip Generation Winter, Midweek, Midday, Snow (Scenario 8)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J8. ETE and Trip Generation: Winter, Midweek, Midday, Snow (Scenario 8)

Kewaunee Power Station J11 KLD Engineering, P.C.

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ETE and Trip Generation Winter, Weekend, Midday, Good (Scenario 9)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J9. ETE and Trip Generation: Winter, Weekend, Midday, Good Weather (Scenario 9)

ETE and Trip Generation Winter, Weekend, Midday, Rain (Scenario 10)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J10. ETE and Trip Generation: Winter, Weekend, Midday, Rain (Scenario 10)

Kewaunee Power Station J12 KLD Engineering, P.C.

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ETE and Trip Generation Winter, Weekend, Midday, Snow (Scenario 11)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J11. ETE and Trip Generation: Winter, Weekend, Midday, Snow (Scenario 11)

ETE and Trip Generation Winter, Midweek, Weekend, Evening, Good (Scenario 12)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J12. ETE and Trip Generation: Winter, Midweek, Weekend, Evening, Good Weather (Scenario 12)

Kewaunee Power Station J13 KLD Engineering, P.C.

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ETE and Trip Generation Winter, Midweek, Midday, Good, Special Event (Scenario 13)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J13. ETE and Trip Generation: Summer, Weekend, Evening, Good Weather, Special Event (Scenario 13)

ETE and Trip Generation Winter, Midweek, Midday, Good, Special Event (Scenario 13)

Trip Generation ETE 100%

Percent of Total Vehicles 80%

60%

40%

20%

0%

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

Figure J14. ETE and Trip Generation: Summer, Midweek, Midday, Good Weather, Roadway Impact (Scenario 14)

Kewaunee Power Station J14 KLD Engineering, P.C.

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APPENDIX K Evacuation Roadway Network

K. EVACUATION ROADWAY NETWORK As discussed in Section 1.3, a linknode analysis network was constructed to model the roadway network within the study area. Figure K1 provides an overview of the linknode analysis network. The figure has been divided up into 34 more detailed figures (Figure K2 through Figure K35) which show each of the links and nodes in the network.

The analysis network was calibrated using the observations made during the field survey conducted in November 2011. Table K1 lists the characteristics of each roadway section modeled in the ETE analysis. Each link is identified by its road name and the upstream and downstream node numbers. The geographic location of each link can be observed by referencing the grid map number provided in Table K1. The roadway type identified in Table K1 is generally based on the following criteria:

Freeway: limited access highway, 2 or more lanes in each direction, high free flow speeds Freeway ramp: ramp on to or off of a limited access highway Major arterial: 3 or more lanes in each direction Minor arterial: 2 or more lanes in each direction Collector: single lane in each direction Local roadways: single lane in each direction, local roads with low free flow speeds The term, No. of Lanes in Table K1 identifies the number of lanes that extend throughout the length of the link. Many links have additional lanes on the immediate approach to an intersection (turn pockets); these have been recorded and entered into the input stream for the DYNEV II System.

As discussed in Section 1.3, lane width and shoulder width were not physically measured during the road survey. Rather, estimates of these measures were based on visual observations and recorded images.

Table K2 identifies each node in the network that is controlled and the type of control (stop sign, yield sign, pretimed signal, actuated signal, traffic control point) at that node.

Uncontrolled nodes are not included in Table K2. The location of each node can be observed by referencing the grid map number provided.

Kewaunee Power Station K1 KLD Engineering, P.C.

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Figure K1. Kewaunee LinkNode Analysis Network Kewaunee Power Station K2 KLD Engineering, P.C.

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Figure K2. LinkNode Analysis Network - Grid 1 Kewaunee Power Station K3 KLD Engineering, P.C.

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Figure K3. LinkNode Analysis Network - Grid 2 Kewaunee Power Station K4 KLD Engineering, P.C.

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Figure K4. LinkNode Analysis Network - Grid 3 Kewaunee Power Station K5 KLD Engineering, P.C.

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Figure K5. LinkNode Analysis Network - Grid 4 Kewaunee Power Station K6 KLD Engineering, P.C.

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Figure K6. LinkNode Analysis Network - Grid 5 Kewaunee Power Station K7 KLD Engineering, P.C.

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Figure K7. LinkNode Analysis Network - Grid 6 Kewaunee Power Station K8 KLD Engineering, P.C.

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Figure K8. LinkNode Analysis Network - Grid 7 Kewaunee Power Station K9 KLD Engineering, P.C.

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Figure K9. LinkNode Analysis Network - Grid 8 Kewaunee Power Station K10 KLD Engineering, P.C.

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Figure K10. LinkNode Analysis Network - Grid 9 Kewaunee Power Station K11 KLD Engineering, P.C.

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Figure K11. LinkNode Analysis Network - Grid 10 Kewaunee Power Station K12 KLD Engineering, P.C.

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Figure K12. LinkNode Analysis Network - Grid 11 Kewaunee Power Station K13 KLD Engineering, P.C.

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Figure K13. LinkNode Analysis Network - Grid 12 Kewaunee Power Station K14 KLD Engineering, P.C.

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Figure K14. LinkNode Analysis Network - Grid 13 Kewaunee Power Station K15 KLD Engineering, P.C.

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Figure K15. LinkNode Analysis Network - Grid 14 Kewaunee Power Station K16 KLD Engineering, P.C.

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Figure K16. LinkNode Analysis Network - Grid 15 Kewaunee Power Station K17 KLD Engineering, P.C.

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Figure K17. LinkNode Analysis Network - Grid 16 Kewaunee Power Station K18 KLD Engineering, P.C.

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Figure K18. LinkNode Analysis Network - Grid 17 Kewaunee Power Station K19 KLD Engineering, P.C.

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Figure K19. LinkNode Analysis Network - Grid 18 Kewaunee Power Station K20 KLD Engineering, P.C.

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Figure K20. LinkNode Analysis Network - Grid 19 Kewaunee Power Station K21 KLD Engineering, P.C.

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Figure K21. LinkNode Analysis Network - Grid 20 Kewaunee Power Station K22 KLD Engineering, P.C.

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Figure K22. LinkNode Analysis Network - Grid 21 Kewaunee Power Station K23 KLD Engineering, P.C.

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Figure K23. LinkNode Analysis Network - Grid 22 Kewaunee Power Station K24 KLD Engineering, P.C.

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Figure K24. LinkNode Analysis Network - Grid 23 Kewaunee Power Station K25 KLD Engineering, P.C.

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Figure K25. LinkNode Analysis Network - Grid 24 Kewaunee Power Station K26 KLD Engineering, P.C.

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Figure K26. LinkNode Analysis Network - Grid 25 Kewaunee Power Station K27 KLD Engineering, P.C.

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Figure K27. LinkNode Analysis Network - Grid 26 Kewaunee Power Station K28 KLD Engineering, P.C.

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Figure K28. LinkNode Analysis Network - Grid 27 Kewaunee Power Station K29 KLD Engineering, P.C.

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Figure K29. LinkNode Analysis Network - Grid 28 Kewaunee Power Station K30 KLD Engineering, P.C.

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Figure K30. LinkNode Analysis Network - Grid 29 Kewaunee Power Station K31 KLD Engineering, P.C.

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Figure K31. LinkNode Analysis Network - Grid 30 Kewaunee Power Station K32 KLD Engineering, P.C.

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Figure K32. LinkNode Analysis Network - Grid 31 Kewaunee Power Station K33 KLD Engineering, P.C.

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Figure K33. LinkNode Analysis Network - Grid 32 Kewaunee Power Station K34 KLD Engineering, P.C.

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Figure K34. LinkNode Analysis Network - Grid 33 Kewaunee Power Station K35 KLD Engineering, P.C.

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Figure K35. LinkNode Analysis Network - Grid 34 Kewaunee Power Station K36 KLD Engineering, P.C.

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Table K1. Evacuation Roadway Network Characteristics Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 1 1 316 US 10 ARTERIAL 660 1 12 8 1700 65 24 2 3 4 I43 FREEWAY 6045 2 12 8 2250 70 33 3 3 303 I43 FREEWAY 7230 2 12 8 2250 70 33 4 4 3 I43 FREEWAY 6045 2 12 8 2250 70 33 5 4 5 I43 FREEWAY 1070 2 12 8 2250 70 29 6 5 4 I43 FREEWAY 1070 2 12 8 2250 70 29 7 5 6 I43 FREEWAY 14871 2 12 8 2250 70 29 8 6 5 I43 FREEWAY 14878 2 12 8 2250 70 29 9 6 7 I43 FREEWAY 1156 2 12 8 2250 70 25 10 7 6 I43 FREEWAY 1156 2 12 8 2250 70 25 11 7 8 I43 FREEWAY 14627 2 12 8 2250 70 25 12 8 7 I43 FREEWAY 14627 2 12 8 2250 70 25 13 8 9 I43 FREEWAY 1400 2 12 8 2250 70 25 14 9 8 I43 FREEWAY 1400 2 12 8 2250 70 25 15 9 10 I43 FREEWAY 3184 2 12 8 2250 70 21 16 10 9 I43 FREEWAY 3168 2 12 8 2250 70 21 17 10 11 I43 FREEWAY 9609 2 12 8 2250 70 21 18 11 10 I43 FREEWAY 9604 2 12 8 2250 70 21 19 11 12 I43 FREEWAY 1990 2 12 8 2250 70 21 20 12 11 I43 FREEWAY 1990 2 12 8 2250 70 21 21 12 13 I43 FREEWAY 9749 2 12 8 2250 70 21 22 13 12 I43 FREEWAY 9785 2 12 8 2250 70 21 23 13 14 I43 FREEWAY 8078 2 12 8 2250 70 20 Kewaunee Power Station K37 KLD Engineering, P.C.

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Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 24 14 13 I43 FREEWAY 8078 2 12 8 2250 70 20 25 14 15 I43 FREEWAY 1367 2 12 8 2250 70 16 26 15 14 I43 FREEWAY 1367 2 12 8 2250 70 16 27 15 16 I43 FREEWAY 8760 2 12 8 2250 70 16 28 16 15 I43 FREEWAY 8760 2 12 8 2250 70 16 29 16 17 I43 FREEWAY 6105 2 12 8 2250 70 16 30 17 16 I43 FREEWAY 6089 2 12 8 2250 70 16 31 17 23 I43 FREEWAY 4121 2 12 8 2250 70 16 32 18 19 I43 FREEWAY 4247 2 12 8 2250 70 16 33 18 23 I43 FREEWAY 5024 2 12 8 2250 70 16 34 19 18 I43 FREEWAY 4260 2 12 8 2250 70 16 35 19 20 I43 FREEWAY 5148 2 12 8 2250 70 12 36 20 19 I43 FREEWAY 5148 2 12 8 2250 70 12 37 20 21 I43 FREEWAY 1464 2 12 8 2250 70 12 38 21 20 I43 FREEWAY 1464 2 12 8 2250 70 12 39 21 22 I43 FREEWAY 1085 2 12 8 2250 70 12 40 22 21 I43 FREEWAY 1085 2 12 8 2250 70 12 41 23 17 I43 FREEWAY 4121 2 12 8 2250 70 16 42 23 18 I43 FREEWAY 5012 2 12 8 2250 70 16 43 24 25 CR BB COLLECTOR 20507 1 12 0 1700 65 19 MINOR 44 24 82 SR 42 ARTERIAL 6587 1 12 8 1750 65 19 MINOR 45 24 135 SR 42 ARTERIAL 6127 1 12 8 1700 65 15 46 25 26 CR BB COLLECTOR 5339 1 12 0 1750 55 18 Kewaunee Power Station K38 KLD Engineering, P.C.

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Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 47 25 98 CR B COLLECTOR 4738 1 12 0 1700 60 14 48 26 27 CR BB COLLECTOR 15932 1 12 0 1700 65 18 49 26 81 CR B COLLECTOR 5393 1 12 0 1750 65 18 50 26 535 CR AB COLLECTOR 12507 1 12 0 1700 60 14 51 27 35 CR Q COLLECTOR 10570 1 12 4 1700 60 13 52 27 66 CR BB COLLECTOR 10504 1 12 0 1750 65 17 53 27 80 CR Q COLLECTOR 5242 1 12 4 1700 60 17 54 28 41 CR R COLLECTOR 1296 1 12 6 1700 55 16 55 29 30 CR G COLLECTOR 18521 1 12 0 1700 60 15 MINOR 56 29 326 SR 42 ARTERIAL 10564 1 12 8 1700 65 15 57 30 99 CR B COLLECTOR 7560 1 12 0 1700 65 14 58 30 320 CR B COLLECTOR 5966 1 12 0 1700 65 14 59 30 538 CR G COLLECTOR 7677 1 12 0 1700 60 14 60 31 47 RANGELINE RD COLLECTOR 10696 1 12 0 1700 60 14 61 31 537 CR G COLLECTOR 347 1 12 0 1700 50 14 62 32 535 CR AB COLLECTOR 512 1 12 0 1700 50 14 63 32 536 CR AB COLLECTOR 582 1 12 0 1700 50 14 64 32 537 CR G COLLECTOR 2444 1 12 0 1700 60 14 65 33 43 CR AB COLLECTOR 7963 1 12 4 1700 60 13 66 33 510 CR KB COLLECTOR 1637 1 12 0 1700 60 13 67 34 35 CR KB COLLECTOR 4386 1 12 4 1700 60 13 68 35 27 CR Q COLLECTOR 10570 1 12 4 1700 60 13 69 35 36 CR KB COLLECTOR 3553 1 12 0 1700 55 13 70 35 62 MANITOWOC RD COLLECTOR 21231 1 12 0 1700 60 13 Kewaunee Power Station K39 KLD Engineering, P.C.

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Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 71 36 37 CR KB COLLECTOR 7088 1 12 0 1750 60 13 72 37 39 CR KB COLLECTOR 10527 1 12 0 1700 65 13 73 37 65 CR V COLLECTOR 21475 1 12 0 1700 60 13 74 37 66 CURRAN RD COLLECTOR 10405 1 12 0 1750 50 13 75 39 64 CR P COLLECTOR 21210 1 12 0 1700 60 12 76 39 508 CR P COLLECTOR 770 1 12 4 1700 45 12 77 40 41 CR P COLLECTOR 6481 1 11 0 1700 50 12 78 40 507 CR KB COLLECTOR 1196 1 12 4 1700 45 12 79 41 40 CR P COLLECTOR 6481 1 11 0 1700 50 12 80 41 57 CR R COLLECTOR 4223 1 12 6 1700 55 16 81 42 51 CR KB COLLECTOR 1573 1 12 4 1575 35 12 82 43 44 CR AB COLLECTOR 5358 1 12 4 1700 45 13 83 44 45 CR AB COLLECTOR 5066 1 12 4 1700 45 9 84 45 46 CR AB COLLECTOR 10558 1 12 4 1750 65 9 85 45 62 PINE GROVE RD COLLECTOR 5128 1 12 0 1700 55 9 MINOR 86 46 68 SR 29 ARTERIAL 5279 1 12 6 1700 50 9 87 46 546 CR AB COLLECTOR 5171 1 12 4 1700 60 9 88 47 44 CR J COLLECTOR 10539 1 12 0 1700 65 10 89 48 42 CR T COLLECTOR 1678 1 12 4 1700 45 12 90 48 49 CR R COLLECTOR 5066 1 12 4 1700 40 12 91 49 50 CR KB COLLECTOR 1524 1 12 0 1700 40 12 92 49 55 CR R COLLECTOR 15614 1 12 4 1700 60 12 FREEWAY 93 50 21 I43 RAMP RAMP 1233 1 12 8 1700 45 12 Kewaunee Power Station K40 KLD Engineering, P.C.

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Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 94 50 78 CR KB COLLECTOR 1911 1 12 4 1700 45 12 95 51 49 CR KB COLLECTOR 2620 1 12 4 1575 35 12 96 51 436 CR T COLLECTOR 3254 1 12 4 1575 35 12 97 52 53 CR T COLLECTOR 957 1 12 0 1575 35 12 98 52 360 CR T COLLECTOR 901 1 12 0 1575 35 12 99 53 52 CR T COLLECTOR 935 1 12 0 1575 35 12 100 53 54 CR T COLLECTOR 4860 1 12 4 1700 60 12 101 54 53 CR T COLLECTOR 4860 1 12 4 1700 60 12 102 54 437 CR T COLLECTOR 724 1 12 4 1700 40 12 LOCAL 103 54 438 LANGES CORNER RD ROADWAY 408 1 12 0 1700 40 12 104 55 79 COLLECTOR 696 1 12 4 1700 60 12 105 56 55 LANGES CORNER RD COLLECTOR 4465 1 12 4 1700 60 12 106 57 48 CR R COLLECTOR 3885 1 12 4 1700 60 12 107 57 58 CR T COLLECTOR 8436 1 12 0 1700 65 16 MINOR 108 58 57 CR T ARTERIAL 8436 1 12 0 1700 65 16 109 58 461 CR T COLLECTOR 9145 1 12 0 1700 65 16 110 59 28 CR R COLLECTOR 6700 1 12 6 1700 55 16 111 59 58 ZANDER ST COLLECTOR 8576 1 12 0 1700 55 16 112 59 506 CR R COLLECTOR 2777 1 12 4 1700 60 17 113 60 61 CR T COLLECTOR 12009 1 12 0 1700 60 12 114 61 71 CR T COLLECTOR 10682 1 12 0 1700 60 8 115 62 65 PINE GROVE RD COLLECTOR 10600 1 12 0 1700 55 9 116 62 68 MANITOWOC RD COLLECTOR 10528 1 12 0 1700 60 9 Kewaunee Power Station K41 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 117 64 61 PINE GROVE RD COLLECTOR 10548 1 12 0 1700 55 8 118 64 70 CR P COLLECTOR 10600 1 12 0 1700 65 8 119 65 64 PINE GROVE RD COLLECTOR 10698 1 12 0 1700 55 9 120 65 69 CR V COLLECTOR 10388 1 12 0 1700 60 9 121 66 28 CR BB COLLECTOR 11498 1 12 0 1700 65 17 122 66 37 CURRAN RD COLLECTOR 10405 1 12 0 1750 50 13 MINOR 123 68 549 SR 29 ARTERIAL 2672 1 12 4 1700 65 9 MINOR 124 69 70 SR 29 ARTERIAL 10410 1 12 6 1700 65 9 125 69 355 GASCHE RD COLLECTOR 21321 1 12 0 1700 60 5 MINOR 126 70 71 SR 29 ARTERIAL 10692 1 12 6 1700 60 8 127 71 75 CR T COLLECTOR 776 1 12 0 1700 60 8 MINOR 128 71 76 SR 29 ARTERIAL 687 1 12 6 1700 60 8 129 72 461 CR T COLLECTOR 4112 1 12 0 1700 40 16 130 72 462 CR T COLLECTOR 2663 1 12 0 1700 40 16 131 72 534 CR Z COLLECTOR 1176 1 12 3 1700 40 16 MAJOR 132 73 74 SR 147 ARTERIAL 1113 1 12 4 1700 60 16 133 73 88 CR R COLLECTOR 5831 1 12 4 1700 65 17 134 73 167 CR R COLLECTOR 3125 1 12 4 1700 50 17 FREEWAY 135 74 15 I43 RAMP RAMP 719 1 12 8 1700 45 16 136 74 83 CR Z COLLECTOR 658 1 12 3 1700 60 16 Kewaunee Power Station K42 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 137 80 27 CR Q COLLECTOR 5242 1 12 4 1700 60 17 138 80 117 CR Q COLLECTOR 5083 1 12 4 1700 60 17 139 80 460 ZANDER ST COLLECTOR 13213 1 12 0 1700 55 17 140 81 26 CR B COLLECTOR 5393 1 12 0 1750 65 18 141 81 80 ZANDER ST COLLECTOR 15863 1 12 0 1700 55 18 142 81 109 CR B COLLECTOR 26128 1 12 0 1700 65 18 MINOR 143 82 24 SR 42 ARTERIAL 6589 1 12 8 1750 65 19 144 82 81 ZANDER ST COLLECTOR 22002 1 12 0 1750 55 18 MINOR 145 82 134 SR 42 ARTERIAL 1859 1 12 8 1700 65 19 FREEWAY 146 83 14 I43 RAMP RAMP 810 1 12 8 1700 45 16 147 83 533 CR Z COLLECTOR 4451 1 12 3 1700 60 16 FREEWAY 148 84 12 I43 RAMP RAMP 1271 1 12 8 1700 45 21 149 84 85 CR K COLLECTOR 1031 1 12 4 1700 60 21 FREEWAY 150 85 11 I43 RAMP RAMP 1504 1 12 8 1700 45 21 151 85 87 CR K COLLECTOR 8593 1 12 4 1700 65 20 152 86 84 CR K COLLECTOR 5619 1 12 4 1700 65 21 153 86 104 CR R COLLECTOR 7180 1 12 4 1700 65 21 154 86 130 CR R COLLECTOR 6061 1 12 4 1700 60 21 155 87 92 CR T COLLECTOR 3842 1 12 0 1700 45 20 156 87 97 CR K COLLECTOR 7379 1 12 4 1700 65 20 157 87 463 CR T COLLECTOR 3171 1 12 0 1700 50 20 Kewaunee Power Station K43 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 158 88 73 CR R COLLECTOR 5831 1 12 4 1700 65 17 159 88 506 CR R COLLECTOR 4737 1 12 4 1700 60 17 MAJOR 160 89 90 SR 147 ARTERIAL 6505 1 12 4 1700 60 17 161 89 115 CR Q COLLECTOR 4334 1 12 4 1700 60 17 162 89 131 CR Q COLLECTOR 2052 1 12 4 1700 60 21 MAJOR 163 90 91 SR 147 ARTERIAL 2155 1 12 4 1700 60 17 MAJOR 164 91 73 SR 147 ARTERIAL 8264 1 12 4 1700 60 17 165 92 87 CR T COLLECTOR 3842 1 12 0 1700 45 20 166 92 94 CR T COLLECTOR 1750 1 12 0 1700 65 20 167 93 94 CR T COLLECTOR 1804 1 12 0 1700 50 20 168 93 462 CR T COLLECTOR 8910 1 12 0 1700 65 20 169 94 92 CR T COLLECTOR 1709 1 12 0 1700 65 20 170 94 93 CR T COLLECTOR 1898 1 12 0 1700 65 20 171 95 1 CR T COLLECTOR 18423 1 12 0 1700 65 24 MINOR 172 96 1 US 10 ARTERIAL 11260 1 12 8 1700 65 25 173 98 25 CR B COLLECTOR 4731 1 12 0 1700 60 14 174 98 99 CR B COLLECTOR 4136 1 12 0 1700 60 14 175 99 30 CR B COLLECTOR 7560 1 12 0 1700 65 14 176 99 98 CR B COLLECTOR 4151 1 12 0 1700 60 14 FREEWAY 177 100 9 I43 RAMP RAMP 789 1 12 8 1700 45 25 178 100 101 CR V COLLECTOR 718 1 12 4 1700 60 25 Kewaunee Power Station K44 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number FREEWAY 179 101 8 I43 RAMP RAMP 805 1 12 8 1700 45 25 180 101 577 CR V COLLECTOR 7733 1 12 0 1700 60 25 181 102 100 CR V COLLECTOR 2254 1 12 4 1700 60 25 182 102 150 CR R COLLECTOR 2046 1 12 4 1700 50 25 183 103 102 CR R COLLECTOR 793 1 12 4 1700 40 25 184 103 104 CR R COLLECTOR 4245 1 12 6 1700 50 21 185 104 86 CR R COLLECTOR 7171 1 12 4 1700 65 21 186 104 103 CR R COLLECTOR 4246 1 12 6 1700 50 21 187 105 106 CR V COLLECTOR 1173 1 12 0 1700 50 25 188 106 107 CR V COLLECTOR 1421 1 12 0 1700 50 25 189 107 103 CR V COLLECTOR 3269 1 12 0 1575 35 25 190 108 139 CR V COLLECTOR 1208 1 12 0 1700 60 26 191 108 141 CR B COLLECTOR 4541 1 12 0 1700 60 26 192 109 81 CR B COLLECTOR 26128 1 12 0 1750 65 18 MINOR 193 109 110 SR 147 ARTERIAL 511 1 12 0 1575 35 22 MINOR 194 109 111 SR 147 ARTERIAL 4967 1 12 0 1700 40 22 195 109 121 CR B COLLECTOR 2934 1 12 0 1700 40 22 MINOR 196 110 109 SR 147 ARTERIAL 511 1 12 0 1575 35 22 MINOR 197 110 128 SR 147 ARTERIAL 1656 1 12 0 1575 35 22 MAJOR 198 111 112 CR 147 ARTERIAL 5192 1 12 0 1700 55 22 Kewaunee Power Station K45 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 199 111 125 RIDGE RD COLLECTOR 1223 1 12 4 1700 45 22 MAJOR 200 112 113 CR 147 ARTERIAL 4937 1 12 0 1700 55 22 MAJOR 201 113 89 CR 147 ARTERIAL 6019 1 12 0 1750 55 21 202 115 89 CR Q COLLECTOR 4334 1 12 4 1750 60 17 203 115 116 CR Q COLLECTOR 4066 1 12 4 1700 55 17 204 116 115 CR Q COLLECTOR 4075 1 12 4 1700 55 17 205 116 117 CR Q COLLECTOR 3561 1 12 4 1700 55 17 206 117 80 CR Q COLLECTOR 5083 1 12 4 1700 60 17 207 117 116 CR Q COLLECTOR 3542 1 12 4 1700 55 17 208 118 105 CR V COLLECTOR 5181 1 12 0 1700 55 25 209 118 155 CR Q COLLECTOR 13648 1 12 4 1700 60 26 210 119 118 CR Q COLLECTOR 5145 1 12 4 1700 60 22 211 120 119 CR Q COLLECTOR 1843 1 12 4 1700 60 22 212 120 126 CR Q COLLECTOR 10412 1 12 4 1750 60 21 LOCAL 213 121 122 CHRUCH ST ROADWAY 3874 1 12 0 1700 45 22 214 121 540 CR B COLLECTOR 3476 1 12 0 1700 45 22 215 122 124 RIDGE RD COLLECTOR 1634 1 12 4 1700 45 22 216 123 126 CR Y COLLECTOR 9929 1 12 0 1750 60 22 217 124 123 RIDGE RD COLLECTOR 1324 1 12 4 1700 45 22 218 125 123 RIDGE RD COLLECTOR 2688 1 12 4 1700 45 22 219 126 120 CR Q COLLECTOR 10408 1 12 4 1700 60 21 220 126 130 CR Y COLLECTOR 14330 1 12 0 1700 65 21 221 126 133 CR Q COLLECTOR 4379 1 12 4 1700 60 21 Kewaunee Power Station K46 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number LOCAL 222 127 121 CHRUCH ST ROADWAY 1829 1 12 0 1575 35 22 MINOR 223 127 128 SR 147 ARTERIAL 1456 1 12 0 1575 35 22 MINOR 224 127 162 SR 147 ARTERIAL 3798 1 12 4 1700 40 22 MINOR 225 128 110 SR 147 ARTERIAL 1656 1 12 0 1575 35 22 MINOR 226 128 127 SR 147 ARTERIAL 1456 1 12 0 1575 35 22 MINOR 227 129 137 SR 42 ARTERIAL 10444 1 12 8 1750 65 23 MINOR 228 129 168 SR 42 ARTERIAL 2754 1 12 8 1700 65 23 229 129 539 CR V COLLECTOR 16291 1 12 0 1700 60 23 230 130 86 CR R COLLECTOR 6061 1 12 4 1700 60 21 231 130 94 FISHERVILLE RD COLLECTOR 12779 1 12 0 1700 55 20 232 130 459 CR R COLLECTOR 2898 1 12 4 1700 55 21 233 131 89 CR Q COLLECTOR 2052 1 12 4 1750 60 21 234 131 132 CR Q COLLECTOR 2196 1 12 4 1700 60 21 235 132 131 CR Q COLLECTOR 2181 1 12 4 1700 60 21 236 132 133 CR Q COLLECTOR 2472 1 12 4 1700 60 21 237 133 126 CR Q COLLECTOR 4385 1 12 4 1750 60 21 238 133 132 CR Q COLLECTOR 2474 1 12 4 1700 60 21 MINOR 239 134 82 SR 42 ARTERIAL 1853 1 12 8 1750 65 19 Kewaunee Power Station K47 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 240 134 137 SR 42 ARTERIAL 14394 1 12 8 1750 65 19 MINOR 241 135 24 SR 42 ARTERIAL 6122 1 12 8 1750 65 15 MINOR 242 135 29 SR 42 ARTERIAL 9783 1 12 8 1700 65 15 LOCAL 243 136 135 KEWAUNEE DRIVEWAY ROADWAY 1315 1 12 4 1350 30 15 MINOR 244 137 129 SR 42 ARTERIAL 10443 1 12 8 1700 65 23 MINOR 245 137 134 SR 42 ARTERIAL 14394 1 12 8 1700 65 19 246 138 137 NUCLEAR ROAD COLLECTOR 5229 1 12 4 1750 55 19 247 139 118 CR V COLLECTOR 8048 1 12 0 1700 60 26 248 139 140 MANITOU DR COLLECTOR 7015 1 12 4 1700 50 26 249 140 157 CR B COLLECTOR 794 1 12 0 1575 35 26 250 141 140 CR B COLLECTOR 2742 1 12 0 1700 60 26 251 142 140 CR VV COLLECTOR 3578 1 12 4 1700 55 26 252 143 142 CR VV COLLECTOR 10895 1 12 4 1700 60 26 MINOR 253 143 173 SR 147 ARTERIAL 4564 1 16 0 1700 40 27 254 144 174 TANNEY RD COLLECTOR 3788 1 12 0 1575 35 27 255 144 318 CR VV COLLECTOR 1300 1 12 4 1700 45 27 256 145 194 CR VV COLLECTOR 1444 1 12 4 1700 45 27 257 146 193 CR VV COLLECTOR 2105 1 12 4 1700 55 27 MINOR 258 146 449 SR 42 ARTERIAL 1377 1 12 8 1700 65 27 Kewaunee Power Station K48 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 259 147 207 CR R COLLECTOR 8007 1 12 4 1700 45 25 SR 310/CR R MINOR 260 147 503 ROUNDABOUT ARTERIAL 159 1 12 0 900 20 25 261 148 206 CR R COLLECTOR 5146 1 12 4 1700 65 25 262 149 148 CR R COLLECTOR 5122 1 12 4 1700 65 25 263 150 149 CR R COLLECTOR 2887 1 12 4 1700 60 25 MINOR 264 151 96 SR 310 ARTERIAL 3394 1 12 4 1700 65 25 FREEWAY 265 152 7 I43 RAMP RAMP 609 1 12 8 1700 45 25 MINOR 266 152 153 SR 310 ARTERIAL 505 2 12 4 1900 60 25 FREEWAY 267 153 6 I43 RAMP RAMP 640 1 12 8 1700 45 25 MINOR 268 153 528 SR 310 ARTERIAL 1344 2 12 4 1900 60 25 SR 310/CR Q MINOR 269 154 513 ROUNDABOUT ARTERIAL 99 1 12 0 900 20 26 270 155 154 CR Q COLLECTOR 2185 1 12 4 1700 60 26 271 157 158 CR B COLLECTOR 1117 1 12 0 1700 40 26 272 158 159 CR B COLLECTOR 3816 1 12 0 1700 50 26 273 159 523 CR B COLLECTOR 4631 1 12 0 1700 60 26 MINOR 274 160 524 SR 310 ARTERIAL 7873 1 12 4 1700 60 26 275 160 552 CR DD COLLECTOR 6607 1 12 4 1700 60 26 MAJOR 276 161 218 MEMORIAL DR ARTERIAL 1092 2 12 6 1900 50 31 Kewaunee Power Station K49 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 277 162 163 SR 147 ARTERIAL 4655 1 12 4 1700 60 22 MINOR 278 163 164 SR 147 ARTERIAL 2570 1 12 4 1700 60 22 MINOR 279 164 165 SR 147 ARTERIAL 3206 1 12 4 1700 60 22 MINOR 280 165 166 SR 147 ARTERIAL 6121 1 12 4 1700 60 26 MINOR 281 166 143 SR 147 ARTERIAL 4195 1 12 4 1700 60 27 282 167 73 CR R COLLECTOR 3138 1 12 4 1700 50 17 283 167 458 CR R COLLECTOR 4111 1 12 4 1700 50 21 MINOR 284 168 146 SR 42 ARTERIAL 18476 1 12 8 1700 65 23 MINOR 285 169 195 SR 42 ARTERIAL 553 2 12 0 1900 35 27 MINOR 286 170 171 SR 147 ARTERIAL 859 1 12 0 1575 35 27 MAJOR 287 170 541 WASHINGTON ST ARTERIAL 1478 2 12 0 1750 35 27 MINOR 288 171 170 SR 147 ARTERIAL 859 1 12 0 1750 35 27 LOCAL 289 171 543 MONROE ST ROADWAY 1481 1 12 0 1575 35 27 290 172 178 SR 310 COLLECTOR 870 1 12 0 1750 35 27 291 172 179 SR 310 COLLECTOR 836 1 12 0 1750 35 27 MINOR 292 173 317 SR 147 ARTERIAL 1613 1 16 0 1700 40 27 Kewaunee Power Station K50 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number LOCAL 293 174 173 42ND ST ROADWAY 1210 1 12 0 1575 35 27 294 174 317 TANNEY RD COLLECTOR 1061 1 12 0 1575 35 27 295 175 170 WASHINGTON ST COLLECTOR 646 2 12 0 1750 35 27 MAJOR 296 176 178 WASHINGTON ST ARTERIAL 359 2 12 0 1750 35 27 LOCAL 297 176 542 17TH ST ROADWAY 865 1 12 0 1350 30 27 LOCAL 298 177 521 17TH ST ROADWAY 973 1 12 0 1350 30 27 299 178 172 SR 310 COLLECTOR 870 1 12 0 1750 35 27 MAJOR 300 178 182 WASHINGTON ST ARTERIAL 1355 2 12 0 1900 45 27 301 179 184 MADISON ST COLLECTOR 741 1 12 0 1750 35 27 302 179 186 SR 310 COLLECTOR 1300 1 12 0 1575 35 27 MAJOR 303 180 181 MEMORIAL DR ARTERIAL 2721 2 12 6 1900 50 27 MAJOR 304 181 188 MEMORIAL DR ARTERIAL 2322 2 12 6 1900 55 27 MAJOR 305 182 183 MEMORIAL DR ARTERIAL 565 2 12 0 1900 35 27 LOCAL 306 182 184 12TH ST ROADWAY 1289 1 12 0 1750 30 27 MAJOR 307 183 180 MEMORIAL DR ARTERIAL 1080 2 12 6 1900 55 27 308 184 180 MADISON ST COLLECTOR 899 1 12 0 1575 35 27 LOCAL 309 184 190 12TH ST ROADWAY 1062 1 12 0 1350 30 27 Kewaunee Power Station K51 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number LOCAL 310 185 520 ROOSEVELT AVE ROADWAY 1658 1 12 0 1350 30 27 311 186 187 SR 310 COLLECTOR 3982 1 12 0 1700 45 27 LOCAL 312 186 190 HAWTHORNE AVE ROADWAY 800 1 12 0 1350 30 27 MINOR 313 187 160 SR 310 ARTERIAL 10761 1 12 4 1700 60 26 314 187 189 COLUMBUS ST COLLECTOR 1347 1 12 0 1575 35 27 MAJOR 315 188 197 MEMORIAL DR ARTERIAL 7291 2 12 6 1750 55 31 316 189 191 COLUMBUS ST COLLECTOR 2017 1 12 0 1575 35 27 LOCAL 317 190 185 HAWTHORNE AVE ROADWAY 692 1 12 0 1350 30 27 LOCAL 318 190 519 12TH ST ROADWAY 1284 1 12 0 1350 30 27 319 191 188 COLUMBUS ST COLLECTOR 3071 1 12 0 1575 35 27 320 192 169 CR O COLLECTOR 1169 1 12 0 1575 35 27 321 193 145 CR VV COLLECTOR 1340 1 12 4 1700 45 27 322 194 144 CR VV COLLECTOR 1992 1 12 4 1700 45 27 323 194 454 RIVERVIEW DR COLLECTOR 4949 1 12 0 1700 40 27 324 195 170 SR 42 COLLECTOR 1636 2 12 0 1750 35 27 LOCAL 325 195 457 JACKSON ST ROADWAY 1090 1 12 0 1350 30 27 MAJOR 326 196 161 MEMORIAL DR ARTERIAL 2333 2 12 6 1900 50 31 MAJOR 327 197 196 MEMORIAL DR ARTERIAL 2603 2 12 6 1900 50 31 Kewaunee Power Station K52 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 328 198 199 CR VV COLLECTOR 1609 1 12 4 1700 50 27 329 198 200 CR O COLLECTOR 10186 1 12 0 1700 50 27 330 199 146 CR VV COLLECTOR 5176 1 12 0 1700 50 27 331 200 456 CR O COLLECTOR 760 1 12 0 1700 45 27 332 201 198 CR O COLLECTOR 7293 1 12 0 1700 50 27 333 202 201 CR O COLLECTOR 1176 1 12 0 1575 35 23 334 203 204 CR V COLLECTOR 6087 1 12 0 1700 50 23 335 203 532 CR O COLLECTOR 11776 1 12 0 1700 45 23 336 204 203 CR V COLLECTOR 6087 1 12 0 1700 50 23 337 204 205 CR V COLLECTOR 2945 1 12 0 1700 50 23 338 205 129 CR V COLLECTOR 4857 1 12 0 1700 55 23 339 206 504 CR R COLLECTOR 2493 1 12 4 1700 65 25 340 207 147 CR R COLLECTOR 8008 1 12 4 1700 45 25 341 207 208 CR P COLLECTOR 3627 1 12 4 1700 50 29 342 207 210 CR R COLLECTOR 1970 1 12 4 1750 45 29 343 208 209 CR P COLLECTOR 4474 1 12 4 1700 50 29 344 209 96 CR P COLLECTOR 6240 1 12 4 1700 45 25 345 210 207 CR R COLLECTOR 1971 1 12 4 1700 45 29 346 210 211 CR R COLLECTOR 5457 1 12 6 1700 45 29 347 210 260 MENASHA AVE COLLECTOR 945 1 12 0 1700 40 29 MAJOR 348 211 212 CR R ARTERIAL 1321 2 12 4 1750 45 29 MAJOR 349 212 237 SR 42 ARTERIAL 1004 2 12 0 1900 45 29 MAJOR 350 212 256 CR R ARTERIAL 1060 2 12 0 1750 40 29 Kewaunee Power Station K53 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 351 213 258 CR Q COLLECTOR 1350 1 12 9 1750 35 30 352 213 259 MENASHA AVE COLLECTOR 2170 1 12 0 1700 40 30 353 213 274 MENASHA AVE COLLECTOR 2799 1 12 0 1700 40 30 MAJOR 354 214 226 SR 42 ARTERIAL 943 2 12 0 1750 45 30 355 215 269 CR B COLLECTOR 2695 1 12 0 1750 40 30 356 216 215 CR B COLLECTOR 2778 1 12 0 1700 50 30 MAJOR 357 217 221 MARITIME DR ARTERIAL 2855 2 12 0 1900 40 31 MAJOR 358 218 270 MEMORIAL DR ARTERIAL 1477 2 12 6 1750 50 31 MAJOR 359 219 222 MARITIME DR ARTERIAL 755 2 12 0 1750 35 34 MAJOR 360 220 219 MARITIME DR ARTERIAL 814 2 12 0 1900 35 34 MAJOR 361 221 220 MARITIME DR ARTERIAL 2889 2 12 0 1900 40 34 LOCAL 362 221 487 HURON ST ROADWAY 719 1 13 0 1575 35 30 MINOR 363 222 249 N 8TH ST ARTERIAL 2133 2 12 0 1900 35 34 MINOR 364 222 480 MARITIME DRIVE ARTERIAL 553 2 12 0 1900 30 34 MINOR 365 223 476 S 10TH ST ARTERIAL 750 4 12 0 1900 35 34 MAJOR 366 224 223 N 10TH ST ARTERIAL 2136 2 12 0 1900 35 34 Kewaunee Power Station K54 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 367 225 224 N 11TH ST ARTERIAL 1278 2 12 0 1900 35 34 LOCAL 368 225 481 HURON ST ROADWAY 634 1 13 0 1575 35 30 MINOR 369 226 225 N 11TH ST ARTERIAL 2258 2 12 0 1900 35 30 MAJOR 370 226 259 SR 42 ARTERIAL 646 2 12 0 1900 45 30 LOCAL 371 227 225 HURON ST ROADWAY 1134 1 13 0 1575 35 30 MINOR 372 227 228 N 8TH ST ARTERIAL 690 2 12 0 1900 30 30 MINOR 373 228 530 N 8TH ST ARTERIAL 1287 2 12 0 1900 35 30 MINOR 374 229 472 S 10TH ST ARTERIAL 438 1 12 0 1350 30 34 MAJOR 375 229 489 US 151 ARTERIAL 1468 2 12 0 1750 35 34 MINOR 376 230 229 S 10TH ST ARTERIAL 604 2 12 0 1900 30 34 377 230 289 FRANKLIN ST COLLECTOR 450 2 12 0 1900 30 34 MINOR 378 231 222 S 8TH ST ARTERIAL 907 2 12 0 1750 35 34 379 231 475 FRANKLIN ST COLLECTOR 520 1 12 0 1350 30 34 MINOR 380 232 231 S 8TH ST ARTERIAL 601 2 12 0 1750 30 34 MINOR 381 232 240 S 8TH ST ARTERIAL 627 1 12 0 1350 30 34 Kewaunee Power Station K55 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MAJOR 382 232 478 WASHINGTON ST ARTERIAL 189 1 12 0 1350 30 34 MINOR 383 233 248 S 10TH ST ARTERIAL 642 1 12 0 1575 35 34 384 234 236 US 10 COLLECTOR 693 1 12 0 1575 35 34 385 235 234 US 10 COLLECTOR 2447 1 12 4 1700 45 34 386 236 233 US 10 COLLECTOR 738 1 12 0 1575 35 34 MAJOR 387 237 238 SR 42 ARTERIAL 3222 2 12 0 1900 45 29 MAJOR 388 238 277 SR 42 ARTERIAL 2392 2 12 0 1900 45 29 MINOR 389 239 473 S 10TH ST ARTERIAL 174 2 12 0 1900 35 34 390 239 474 MARSHALL ST COLLECTOR 151 2 12 0 1900 35 34 MINOR 391 240 232 S 8TH ST ARTERIAL 627 1 12 0 1750 30 34 MINOR 392 240 236 S 8TH ST ARTERIAL 1259 1 12 0 1575 35 34 393 240 471 MARSHALL ST COLLECTOR 564 1 12 0 1350 30 34 MAJOR 394 241 244 US 151 ARTERIAL 1137 2 12 0 1900 35 34 395 241 245 S 21 ST COLLECTOR 636 1 12 4 1575 35 34 396 242 562 S 21ST ST COLLECTOR 430 1 12 0 1575 35 34 MINOR 397 243 285 S 21ST ST ARTERIAL 986 2 12 0 1750 35 34 MAJOR 398 244 246 US 151 ARTERIAL 436 2 12 0 1750 35 34 Kewaunee Power Station K56 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 399 245 242 S 21ST ST COLLECTOR 1858 1 12 0 1575 35 34 400 245 290 MARSHALL ST COLLECTOR 1490 1 12 0 1750 35 34 LOCAL 401 246 290 S 26TH ST ROADWAY 410 1 12 0 1750 35 34 MAJOR 402 246 291 US 151 ARTERIAL 333 2 12 0 1750 35 34 403 246 292 CUSTER ST COLLECTOR 383 1 12 0 1575 35 34 MINOR 404 247 497 S 21ST ST ARTERIAL 141 2 12 0 1900 35 34 405 247 498 FRANKLIN ST COLLECTOR 184 2 12 0 1900 35 34 LOCAL 406 248 493 COLUMBUS ST ROADWAY 1442 1 12 0 1575 35 34 MINOR 407 248 565 S 10TH ST ARTERIAL 2990 1 12 0 1575 35 34 LOCAL 408 249 224 PARK ST ROADWAY 703 1 12 0 1350 30 34 MINOR 409 249 227 N 8TH ST ARTERIAL 1189 2 12 0 1900 35 34 LOCAL 410 250 249 PARK ST ROADWAY 1094 1 12 0 1350 30 34 411 251 252 MICHIGAN AVE COLLECTOR 2580 1 12 0 1575 35 30 MINOR 412 251 257 N 18TH ST ARTERIAL 597 2 12 0 1900 35 30 413 252 253 MICHIGAN AVE COLLECTOR 1687 1 12 0 1700 40 30 414 253 254 MICHIGAN AVE COLLECTOR 1090 1 12 0 1700 40 30 415 254 255 MICHIGAN AVE COLLECTOR 931 1 12 0 1700 40 30 416 255 256 MICHIGAN AVE COLLECTOR 1959 1 12 0 1750 40 29 Kewaunee Power Station K57 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MAJOR 417 256 267 CR R ARTERIAL 3139 2 12 0 1750 40 29 418 256 279 MICHIGAN AVE COLLECTOR 2091 1 12 0 1700 50 29 MINOR 419 257 482 REVERE DR ARTERIAL 1461 2 12 0 1900 35 34 MINOR 420 258 251 N 18TH ST ARTERIAL 1765 2 12 0 1750 35 30 MAJOR 421 258 273 SR 42 ARTERIAL 2482 2 12 0 1900 45 30 422 259 213 MENASHA AVE COLLECTOR 2167 1 12 0 1700 40 30 MAJOR 423 259 258 SR 42 ARTERIAL 1679 2 12 0 1750 35 30 424 260 210 MENASHA AVE COLLECTOR 945 1 12 0 1750 40 29 425 260 265 MENASHA AVE COLLECTOR 3026 1 12 0 1700 40 29 LOCAL 426 261 211 WILDWOOD DR ROADWAY 1305 1 12 0 1575 35 29 LOCAL 427 262 260 KELLNER ST ROADWAY 1106 1 12 0 1575 35 29 MAJOR 428 263 212 SR 42 ARTERIAL 3346 2 12 0 1750 45 29 LOCAL 429 264 263 FLEETWOOD DR ROADWAY 850 1 12 0 1575 35 30 430 265 260 MENASHA AVE COLLECTOR 3026 1 12 0 1700 40 29 431 265 274 MENASHA AVE COLLECTOR 4688 1 12 0 1700 40 30 LOCAL 432 266 265 PLATT ST ROADWAY 880 1 12 0 1350 30 29 MAJOR 433 267 464 CR R ARTERIAL 530 2 12 0 1900 40 33 Kewaunee Power Station K58 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 434 268 514 CR Q COLLECTOR 6297 1 12 4 1700 60 30 435 269 214 CR B COLLECTOR 2005 1 12 0 1750 40 30 436 269 270 E REED AVE COLLECTOR 5470 1 12 0 1750 35 31 437 270 269 E REED AVE COLLECTOR 5469 1 12 0 1750 35 31 MAJOR 438 270 576 MEMORIAL DR ARTERIAL 1934 2 12 6 1900 45 31 LOCAL 439 271 269 REED AVE ROADWAY 688 1 12 0 1750 35 30 440 272 226 N 11TH ST COLLECTOR 852 1 12 0 1750 35 30 LOCAL 441 273 252 N 23RD ST ROADWAY 1203 1 12 0 1350 30 30 MAJOR 442 273 263 SR 42 ARTERIAL 2114 2 12 0 1900 45 30 443 274 213 MENASHA AVE COLLECTOR 2799 1 12 0 1700 40 30 444 274 265 MENASHA AVE COLLECTOR 4688 1 12 0 1700 40 30 LOCAL 445 274 273 N 23RD ST ROADWAY 2546 1 12 0 1350 30 30 FREEWAY 446 275 5 I43 RAMP RAMP 669 1 12 8 1700 45 29 MAJOR 447 275 276 SR 42 ARTERIAL 674 2 12 0 1900 45 29 FREEWAY 448 276 4 I43 RAMP RAMP 619 1 12 8 1700 45 29 MAJOR 449 276 531 SR 42 ARTERIAL 603 2 12 0 1900 45 29 MAJOR 450 277 275 SR 42 ARTERIAL 1012 2 12 0 1900 45 29 Kewaunee Power Station K59 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 451 278 277 MICHIGAN AVE COLLECTOR 2474 1 12 0 1700 50 29 452 279 278 MICHIGAN AVE COLLECTOR 2540 1 12 0 1700 50 29 LOCAL 453 281 278 WHITEWATER DR ROADWAY 4227 1 12 4 1575 35 29 454 282 267 BROADWAY ST COLLECTOR 1434 1 12 0 1750 40 33 455 283 286 BROADWAY ST COLLECTOR 540 1 12 0 1575 35 34 456 284 285 WESTERN AVE COLLECTOR 1543 1 12 0 1750 35 34 457 284 308 MEADOW LANE COLLECTOR 2841 1 12 0 1575 35 34 LOCAL 458 284 435 S 26TH ST ROADWAY 1680 1 12 0 1575 35 34 459 285 287 WESTERN AVE COLLECTOR 1378 1 12 0 1575 35 34 MINOR 460 285 496 S 21ST ST ARTERIAL 940 2 12 0 1900 35 34 461 285 515 WESTERN AVE COLLECTOR 1277 2 12 0 1900 35 34 462 286 282 BROADWAY ST COLLECTOR 563 1 12 0 1575 35 34 463 287 285 WESTERN AVE COLLECTOR 1378 1 12 0 1750 35 34 464 287 491 CLARK ST COLLECTOR 970 1 12 4 1575 35 34 465 288 289 S WATER ST COLLECTOR 944 1 12 0 1575 35 34 466 288 491 CLARK ST COLLECTOR 281 1 12 4 1575 35 34 467 289 288 S WATER ST COLLECTOR 944 1 12 0 1575 35 34 468 289 492 FRANKLIN ST COLLECTOR 1009 1 12 4 1700 40 34 469 290 291 MARSHALL ST COLLECTOR 206 3 12 0 1750 35 34 LOCAL 470 290 570 S 26TH ST ROADWAY 2337 1 12 0 1700 40 34 471 291 292 CUSTER ST COLLECTOR 358 1 12 0 1575 35 34 Kewaunee Power Station K60 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MAJOR 472 291 294 US 151 ARTERIAL 1314 2 12 0 1750 45 34 473 292 574 CUSTER ST COLLECTOR 941 1 12 0 1575 35 34 474 293 301 CUSTER ST COLLECTOR 1063 1 12 0 1575 35 33 475 294 499 S 30TH ST COLLECTOR 3146 1 12 0 1700 40 34 MAJOR 476 294 500 US 151 ARTERIAL 983 2 12 0 1750 45 34 MAJOR 477 295 309 US 151 ARTERIAL 858 2 12 6 1750 50 33 478 296 302 CUSTER ST COLLECTOR 5440 1 12 4 1700 50 33 MAJOR 479 296 466 CR R ARTERIAL 1230 2 12 0 1750 45 33 MAJOR 480 297 468 CR R ARTERIAL 1422 2 12 0 1900 45 33 MAJOR 481 298 465 CR R ARTERIAL 1993 1 12 4 1700 50 33 MAJOR 482 299 305 US 151 ARTERIAL 2972 2 12 0 1750 45 33 LOCAL 483 299 566 S 35TH ST ROADWAY 3646 1 12 0 1700 40 34 MAJOR 484 300 295 US 151 ARTERIAL 1892 2 12 0 1750 45 33 485 300 313 DEWEY ST COLLECTOR 785 2 12 0 1900 35 33 MINOR 486 300 315 DEWEY ST ARTERIAL 392 2 12 0 1750 45 33 487 301 296 CUSTER ST COLLECTOR 1576 1 12 0 1750 35 33 488 303 3 I43 FREEWAY 7230 2 12 8 2250 70 33 Kewaunee Power Station K61 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 489 303 304 I43 FREEWAY 1431 2 12 8 2250 70 33 FREEWAY 490 303 310 I43 RAMP RAMP 654 1 12 4 1750 45 33 491 304 303 I43 FREEWAY 1431 2 12 8 2250 70 33 FREEWAY 492 304 309 I43 RAMP RAMP 567 1 12 4 1750 45 33 493 304 311 I43 FREEWAY 678 2 12 8 2250 70 33 MAJOR 494 305 300 US 151 ARTERIAL 1369 2 12 0 1750 45 33 495 306 305 S 41ST ST COLLECTOR 347 1 12 0 1750 35 33 496 307 293 CUSTER ST COLLECTOR 2583 1 12 0 1575 35 33 LOCAL 497 307 299 S 35TH ST ROADWAY 1706 1 12 0 1750 35 34 498 308 283 MEADOW LANE COLLECTOR 462 1 12 0 1575 35 34 LOCAL 499 308 307 S 35TH ST ROADWAY 2614 1 12 0 1575 35 34 FREEWAY 500 309 303 I43 RAMP RAMP 992 1 12 8 1700 45 33 MAJOR 501 309 310 US 151 ARTERIAL 673 2 12 6 1750 50 33 FREEWAY 502 310 304 I43 RAMP RAMP 882 1 12 8 1700 45 33 MAJOR 503 310 312 US 151 ARTERIAL 419 2 12 6 1900 50 33 504 311 304 I43 FREEWAY 678 2 12 8 2250 70 33 505 313 314 DEWEY ST COLLECTOR 728 2 12 0 1900 35 33 506 314 502 DEWEY ST COLLECTOR 600 2 12 0 1900 35 33 Kewaunee Power Station K62 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 507 315 300 DEWEY ST ARTERIAL 392 2 12 0 1750 45 33 MINOR 508 315 566 DEWEY ST ARTERIAL 2479 2 12 0 1900 45 33 MINOR 509 317 171 SR 147 ARTERIAL 3675 1 16 0 1700 40 27 510 318 143 CR VV COLLECTOR 2603 1 12 4 1700 40 27 LOCAL 511 319 318 BELLVUE PL ROADWAY 925 1 12 0 1575 35 27 512 320 321 CR B COLLECTOR 1275 1 12 0 1700 50 14 513 321 322 CR B COLLECTOR 1814 1 12 0 1700 60 14 514 322 323 CR B COLLECTOR 1685 1 12 0 1700 45 14 515 323 324 CR B COLLECTOR 2854 1 12 0 1700 55 10 516 324 47 CR J COLLECTOR 12354 1 12 0 1700 65 10 517 324 325 CR J COLLECTOR 887 1 12 4 1700 60 10 518 325 324 CR J COLLECTOR 887 1 12 0 1700 65 10 519 325 326 CR J COLLECTOR 13377 1 12 0 1700 60 11 520 325 332 CR B COLLECTOR 3941 1 12 0 1700 60 10 521 326 325 CR J COLLECTOR 13377 1 12 0 1700 60 11 MINOR 522 326 327 SR 42 ARTERIAL 9705 1 12 8 1700 65 11 MINOR 523 327 328 SR 42 ARTERIAL 2074 1 12 8 1700 50 11 524 328 350 CR C COLLECTOR 2557 1 12 4 1700 55 11 MINOR 525 328 361 SR 42 ARTERIAL 2976 1 12 8 1700 65 11 Kewaunee Power Station K63 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 526 329 340 SR 29 ARTERIAL 2299 1 12 4 1700 45 11 MINOR 527 329 440 SR 29 ARTERIAL 2940 1 12 6 1700 60 11 MINOR 528 330 331 SR 29 ARTERIAL 14977 1 12 6 1700 65 11 MINOR 529 330 440 SR 29 ARTERIAL 1658 1 12 6 1700 40 11 MINOR 530 331 330 SR 29 ARTERIAL 14977 1 12 6 1700 65 11 531 331 339 CR B COLLECTOR 5365 1 12 0 1700 65 10 MINOR 532 331 439 SR 29 ARTERIAL 15962 1 12 6 1700 65 10 533 332 333 CR B COLLECTOR 2279 1 12 0 1700 50 10 534 333 334 CR B COLLECTOR 1830 1 12 0 1700 50 10 535 334 331 CR B COLLECTOR 9700 1 12 0 1700 65 10 LOCAL 536 335 342 1ST ST ROADWAY 1545 1 12 0 1575 35 11 537 335 345 LINCOLN ST COLLECTOR 2223 1 12 0 1575 35 11 LOCAL 538 336 335 1ST ST ROADWAY 2123 1 12 0 1575 35 11 MINOR 539 337 338 SR 29 ARTERIAL 2180 1 12 4 1700 40 7 MINOR 540 337 400 SR 42 ARTERIAL 768 1 12 4 1350 30 7 MINOR 541 338 337 SR 29 ARTERIAL 2180 1 12 4 1700 40 7 Kewaunee Power Station K64 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 542 338 396 SR 29 ARTERIAL 1393 1 12 4 1700 40 7 LOCAL 543 338 444 1ST ST ROADWAY 815 1 10 0 1125 25 7 544 339 368 CR F COLLECTOR 9323 1 12 0 1700 60 11 545 339 369 CR B COLLECTOR 9928 1 12 0 1700 65 6 MINOR 546 340 329 SR 29 ARTERIAL 2299 1 12 4 1700 45 11 LOCAL 547 340 395 CENTER ST ROADWAY 2286 1 12 0 1575 35 11 MINOR 548 340 441 SR 29 ARTERIAL 1014 1 12 4 1700 45 11 MINOR 549 341 337 SR 42 ARTERIAL 1080 1 12 0 1700 40 11 LOCAL 550 341 342 CENTER ST ROADWAY 2283 1 12 0 1575 35 11 LOCAL 551 342 338 1ST ST ROADWAY 1083 1 12 0 1575 35 11 LOCAL 552 342 341 CENTER ST ROADWAY 2283 1 12 0 1575 35 11 LOCAL 553 342 395 CENTER ST ROADWAY 1351 1 12 0 1575 35 11 554 345 335 LINCOLN ST COLLECTOR 2223 1 12 0 1575 35 11 MINOR 555 345 341 SR 42 ARTERIAL 1545 1 12 0 1700 40 11 MINOR 556 346 345 SR 42 ARTERIAL 1461 1 12 0 1700 40 11 Kewaunee Power Station K65 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 557 347 346 SR 42 ARTERIAL 3350 1 12 8 1700 60 11 MINOR 558 348 347 SR 42 ARTERIAL 4656 1 12 8 1700 60 11 559 349 329 CR C COLLECTOR 3167 1 12 4 1700 55 11 560 350 349 CR C COLLECTOR 2608 1 12 4 1700 55 11 561 351 356 CR AB COLLECTOR 665 1 12 4 1700 55 5 562 353 553 CR AB COLLECTOR 5360 1 12 4 1750 35 1 563 354 353 CR AB COLLECTOR 10552 1 12 4 1700 55 5 564 354 355 CR N COLLECTOR 10480 1 12 0 1700 65 5 565 355 359 CR N COLLECTOR 951 1 12 0 1700 65 5 566 356 357 CR AB COLLECTOR 3946 1 12 4 1700 60 5 567 357 358 CR AB COLLECTOR 1262 1 12 4 1700 55 5 568 358 354 CR AB COLLECTOR 2053 1 12 4 1700 60 5 569 360 52 CR T COLLECTOR 881 1 12 0 1575 35 12 570 360 436 CR T COLLECTOR 2197 1 12 0 1700 55 12 LOCAL 571 361 336 HOSPITAL RD ROADWAY 6948 1 12 0 1700 50 11 MINOR 572 361 348 SR 42 ARTERIAL 2154 1 12 8 1700 65 11 573 362 363 CR C COLLECTOR 1869 1 12 0 1700 50 7 574 363 364 CR C COLLECTOR 1806 1 12 0 1700 55 7 575 364 365 CR C COLLECTOR 3796 1 12 0 1700 55 7 576 365 366 CR F COLLECTOR 2524 1 12 0 1700 50 7 577 365 394 CR C COLLECTOR 3082 1 12 0 1700 60 7 578 366 365 CR F COLLECTOR 2524 1 12 0 1700 50 7 Kewaunee Power Station K66 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 579 366 367 CR F COLLECTOR 1226 1 12 0 1700 50 11 580 367 366 CR F COLLECTOR 1241 1 12 0 1700 50 11 581 367 368 CR F COLLECTOR 1336 1 12 0 1700 50 11 582 368 339 CR F COLLECTOR 9323 1 12 0 1700 60 11 583 368 367 CR F COLLECTOR 1326 1 12 0 1700 50 11 584 369 370 CR B COLLECTOR 1100 1 12 0 1700 55 6 585 370 371 CR B COLLECTOR 2350 1 12 0 1700 60 6 586 371 386 CR B COLLECTOR 1338 1 12 0 1700 55 6 587 372 387 CR C COLLECTOR 6677 1 12 4 1700 65 6 588 373 392 CR C COLLECTOR 2549 1 12 3 1700 55 6 589 373 393 CR A COLLECTOR 2050 1 12 4 1700 55 6 590 374 375 CR A COLLECTOR 2020 1 12 4 1700 55 6 591 375 376 CR A COLLECTOR 2519 1 12 4 1700 55 6 592 376 377 CR A COLLECTOR 2595 1 12 4 1700 55 6 593 377 378 CR A COLLECTOR 1748 1 12 4 1700 55 6 594 378 379 CR A COLLECTOR 2345 1 12 4 1700 55 6 595 379 380 CR A COLLECTOR 1636 1 12 4 1700 55 2 596 380 353 CR A COLLECTOR 11196 1 12 4 1700 55 1 597 381 382 CR F COLLECTOR 2645 1 12 0 1700 55 7 598 381 384 CR C COLLECTOR 4468 1 12 4 1700 50 7 599 382 381 CR F COLLECTOR 2669 1 12 0 1700 55 7 600 382 383 CR F COLLECTOR 1445 1 12 0 1700 50 7 601 383 382 CR F COLLECTOR 1388 1 12 0 1700 50 7 602 383 410 CR F COLLECTOR 4897 1 12 0 1700 55 7 603 384 385 CR C COLLECTOR 3272 1 12 4 1700 50 7 Kewaunee Power Station K67 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 604 385 372 CR C COLLECTOR 2597 1 12 4 1750 60 7 605 386 372 CR B COLLECTOR 3372 1 12 0 1750 60 6 606 387 373 CR C COLLECTOR 1209 1 12 4 1700 50 6 MINOR 607 388 431 SR 54 ARTERIAL 1231 1 12 0 1700 40 2 MINOR 608 388 559 SR 54 ARTERIAL 3844 1 12 4 1700 60 2 609 389 448 CR C COLLECTOR 2136 1 12 0 1700 50 2 610 390 389 CR C COLLECTOR 1919 1 12 0 1700 40 2 611 391 390 CR C COLLECTOR 2066 1 12 0 1700 40 2 612 392 391 CR C COLLECTOR 4036 1 12 0 1700 55 6 613 393 374 CR A COLLECTOR 2010 1 12 4 1700 55 6 614 394 381 CR C COLLECTOR 3752 1 12 0 1700 55 7 LOCAL 615 395 340 CENTER ST ROADWAY 2286 1 12 0 1575 35 11 LOCAL 616 395 342 CENTER ST ROADWAY 1351 1 12 0 1575 35 11 LOCAL 617 395 396 3RD ST ROADWAY 1078 1 12 0 1350 30 11 MINOR 618 396 338 SR 29 ARTERIAL 1393 1 12 4 1700 40 7 MINOR 619 396 442 SR 29 ARTERIAL 1221 1 12 4 1700 40 7 620 398 405 CR E COLLECTOR 4070 1 11 0 1700 40 7 621 399 398 CR E COLLECTOR 1384 1 11 0 1700 40 7 LOCAL 622 399 400 MILLER ST ROADWAY 966 1 12 4 1350 30 7 Kewaunee Power Station K68 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number LOCAL 623 399 444 MILLER ST ROADWAY 1133 1 12 4 1350 30 7 MINOR 624 400 337 SR 42 ARTERIAL 768 1 12 4 1350 30 7 LOCAL 625 400 399 MILLER ST ROADWAY 966 1 12 4 1350 30 7 MINOR 626 400 401 SR 42 ARTERIAL 1667 1 12 4 1700 40 7 MINOR 627 401 402 SR 42 ARTERIAL 1316 1 12 4 1700 45 7 MINOR 628 402 443 SR 42 ARTERIAL 3567 1 12 4 1700 55 7 MINOR 629 403 423 SR 42 ARTERIAL 9916 1 12 4 1700 65 3 MINOR 630 404 403 SR 42 ARTERIAL 9186 1 12 4 1700 65 7 631 404 410 CR F COLLECTOR 10895 1 12 0 1700 60 7 632 405 406 CR E COLLECTOR 2214 1 11 0 1700 45 7 633 406 407 CR E COLLECTOR 611 1 11 0 1125 25 7 634 407 408 CR E COLLECTOR 1942 1 11 0 1700 55 7 635 408 409 CR E COLLECTOR 2588 1 12 4 1700 55 7 636 409 410 CR E COLLECTOR 2281 1 12 4 1700 60 7 637 410 383 CR F COLLECTOR 4897 1 12 0 1700 55 7 638 410 404 CR F COLLECTOR 10895 1 12 0 1700 60 7 639 410 411 CR E COLLECTOR 3762 1 12 3 1700 55 7 640 411 412 CR E COLLECTOR 2257 1 12 3 1700 55 7 641 412 413 CR E COLLECTOR 2208 1 12 3 1700 55 7 Kewaunee Power Station K69 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 642 413 414 CR E COLLECTOR 750 1 12 4 1700 40 7 643 414 415 CR E COLLECTOR 4834 1 12 3 1700 60 7 644 415 418 CR O COLLECTOR 12455 1 12 0 1700 55 7 645 415 445 CR E COLLECTOR 4768 1 14 0 1700 60 7 646 416 447 CR E COLLECTOR 3939 1 14 0 1700 65 7 647 417 420 CR E COLLECTOR 1047 1 12 3 1700 45 3 648 418 415 CR O COLLECTOR 12455 1 12 0 1700 55 7 649 418 419 CR O COLLECTOR 1508 1 12 0 1700 55 7 650 419 403 CR O COLLECTOR 2416 1 12 0 1700 55 7 651 420 421 CR E COLLECTOR 1200 1 12 3 1700 40 2 652 421 422 CR E COLLECTOR 4611 1 12 3 1700 65 2 MINOR 653 422 432 SR 54 ARTERIAL 5586 1 12 4 1700 65 2 MINOR 654 422 433 SR 54 ARTERIAL 529 1 12 4 1700 65 2 655 423 424 CR D COLLECTOR 1605 1 12 4 1700 50 3 MINOR 656 423 427 SR 42 ARTERIAL 3237 1 12 4 1700 55 3 657 424 426 CR D COLLECTOR 1746 1 12 4 1700 50 3 658 425 2 CR D COLLECTOR 2306 1 12 4 1700 60 3 659 426 425 CR D COLLECTOR 1929 1 12 4 1700 50 3 MINOR 660 427 428 SR 42 ARTERIAL 1884 1 12 4 1700 55 4 MINOR 661 428 429 SR 42 ARTERIAL 3604 1 12 4 1700 55 4 Kewaunee Power Station K70 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 662 429 430 SR 42 ARTERIAL 2260 1 12 4 1700 55 4 MINOR 663 431 388 SR 54 ARTERIAL 1231 1 12 0 1700 40 2 MINOR 664 431 432 SR 54 ARTERIAL 1067 1 12 4 1700 55 2 MINOR 665 432 422 SR 54 ARTERIAL 5586 1 12 4 1700 65 2 MINOR 666 432 431 SR 54 ARTERIAL 1067 1 12 4 1700 55 2 LOCAL 667 435 544 S 26TH ST ROADWAY 722 1 12 0 1575 35 34 668 436 51 CR T COLLECTOR 3254 1 12 4 1575 35 12 669 436 360 CR T COLLECTOR 2197 1 12 0 1700 55 12 670 437 60 CR T COLLECTOR 1164 1 12 4 1700 40 12 LOCAL 671 437 438 LANGES CORNER RD ROADWAY 476 1 12 0 1700 40 12 672 438 56 LANGES CORNER RD COLLECTOR 4171 1 12 4 1700 60 12 MINOR 673 439 46 SR 29 ARTERIAL 5366 1 12 6 1750 50 10 MINOR 674 440 329 SR 29 ARTERIAL 2940 1 12 6 1700 60 11 MINOR 675 440 330 SR 29 ARTERIAL 1666 1 12 6 1700 40 11 LOCAL 676 441 362 FRANKLIN RD ROADWAY 304 1 12 4 1350 30 11 MINOR 677 441 442 SR 29 ARTERIAL 482 1 12 4 1700 40 11 Kewaunee Power Station K71 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number LOCAL 678 442 362 CR C ROADWAY 511 1 12 0 1350 30 7 MINOR 679 442 396 SR 29 ARTERIAL 1221 1 12 4 1700 40 7 MINOR 680 443 404 SR 42 ARTERIAL 3473 1 12 4 1700 65 7 LOCAL 681 444 398 1ST ST ROADWAY 754 1 10 0 1125 25 7 LOCAL 682 444 399 MILLER ST ROADWAY 1133 1 12 4 1350 30 7 683 445 416 CR E COLLECTOR 756 1 14 0 1700 40 7 684 446 417 CR E COLLECTOR 3522 1 14 0 1700 65 3 685 447 446 CR E COLLECTOR 2044 1 14 0 1700 50 3 686 448 388 CR C COLLECTOR 4430 1 12 0 1700 40 2 MINOR 687 449 455 SR 42 ARTERIAL 4559 1 12 4 1700 55 27 LOCAL 688 450 449 EGGERS DR ROADWAY 489 1 12 0 1350 30 27 TWO RIVERS HIGH LOCAL 689 451 449 SCHOOL DRIVEWAY ROADWAY 496 1 12 0 1350 30 27 MINOR 690 452 169 SR 42 ARTERIAL 2617 1 12 0 1575 35 27 691 453 452 30TH ST COLLECTOR 830 1 12 0 1575 35 27 692 454 453 RIVERVIEW DR COLLECTOR 1447 1 12 0 1700 40 27 MINOR 693 455 452 SR 42 ARTERIAL 2045 1 12 0 1575 35 27 694 456 192 CR O COLLECTOR 457 1 12 0 1350 30 27 Kewaunee Power Station K72 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number LOCAL 695 457 177 EAST ST ROADWAY 777 1 12 0 1350 30 27 696 458 167 CR R COLLECTOR 4086 1 12 4 1700 50 21 697 458 459 CR R COLLECTOR 4752 1 12 4 1700 60 21 698 459 130 CR R COLLECTOR 2890 1 12 4 1700 55 21 699 459 458 CR R COLLECTOR 4739 1 12 4 1700 60 21 700 460 59 ZANDER ST COLLECTOR 4838 1 12 0 1700 45 17 701 461 58 CR T COLLECTOR 9144 1 12 0 1700 65 16 702 461 72 CR T COLLECTOR 4112 1 12 0 1700 40 16 703 462 72 CR T COLLECTOR 2661 1 12 0 1700 40 16 704 462 93 CR T COLLECTOR 8908 1 12 0 1700 65 20 705 463 95 CR T COLLECTOR 7520 1 12 0 1700 65 20 MAJOR 706 464 298 CR R ARTERIAL 1839 1 12 4 1700 50 33 MAJOR 707 465 296 CR R ARTERIAL 960 2 12 0 1750 45 33 MAJOR 708 466 297 CR R ARTERIAL 1198 2 12 0 1750 45 33 709 467 466 EXPO DR COLLECTOR 830 1 12 4 1750 35 33 MINOR 710 468 295 CR R ARTERIAL 120 1 12 0 1750 45 33 711 470 295 FRONTAGE ROAD COLLECTOR 253 1 12 4 1750 35 33 712 471 239 MARSHALL ST COLLECTOR 164 2 12 0 1750 30 34 MINOR 713 472 239 S 10TH ST ARTERIAL 185 2 12 0 1750 30 34 MINOR 714 473 233 S 10TH ST ARTERIAL 1096 1 12 0 1575 35 34 Kewaunee Power Station K73 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 715 474 490 MARSHALL ST COLLECTOR 1329 1 12 0 1575 35 34 716 475 230 FRANKLIN ST COLLECTOR 200 2 12 0 1750 30 34 MINOR 717 476 230 S 10TH ST ARTERIAL 153 3 12 0 1750 40 34 LOCAL 718 477 232 WASHINGTON ST ROADWAY 325 2 12 0 1750 30 34 MAJOR 719 478 229 WASHINGTON ST ARTERIAL 538 2 12 0 1750 30 34 LOCAL 720 479 231 FRANKLIN ST ROADWAY 751 1 12 0 1750 30 34 MINOR 721 480 223 MARITIME DRIVE ARTERIAL 158 1 12 0 1350 30 34 722 481 251 MICHIGAN AVE COLLECTOR 1686 1 12 0 1750 35 30 723 481 483 SPRING ST COLLECTOR 915 1 12 0 1700 40 30 MINOR 724 482 243 S 21ST ST ARTERIAL 830 2 12 0 1900 35 34 725 483 484 SPRING ST COLLECTOR 731 1 12 0 1700 40 30 726 484 485 SPRING ST COLLECTOR 657 1 12 0 1700 40 34 727 485 486 SPRING ST COLLECTOR 408 1 12 0 1350 30 34 728 486 482 SPRING ST COLLECTOR 527 1 12 0 1125 25 34 LOCAL 729 487 227 HURON ST ROADWAY 1458 1 13 0 1575 35 30 LOCAL 730 488 487 N 4TH ST ROADWAY 514 1 12 0 1350 30 30 MAJOR 731 489 241 US 151 ARTERIAL 2191 2 12 0 1750 35 34 Kewaunee Power Station K74 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number LOCAL 732 489 490 S 14TH ST ROADWAY 607 1 12 0 1350 30 34 733 490 245 MARSHALL ST COLLECTOR 2187 1 12 0 1575 35 34 LOCAL 734 490 493 S 14TH ST ROADWAY 1924 1 12 0 1350 30 34 735 491 287 CLARK ST COLLECTOR 971 1 12 4 1575 35 34 736 491 288 CLARK ST COLLECTOR 281 1 12 4 1575 35 34 LOCAL 737 491 492 S 14TH ST ROADWAY 583 1 12 0 1350 30 34 LOCAL 738 492 489 S 14TH ST ROADWAY 638 1 12 0 1750 30 34 739 492 495 FRANKLIN ST COLLECTOR 1979 1 12 0 1575 35 34 LOCAL 740 493 242 COLUMBUS ST ROADWAY 2247 1 12 0 1575 35 34 LOCAL 741 493 567 S 14TH ST ROADWAY 2994 1 12 0 1575 35 34 742 495 247 FRANKLIN ST COLLECTOR 220 2 12 0 1750 35 34 MINOR 743 496 247 S 21ST ST ARTERIAL 143 3 12 0 1750 35 34 MINOR 744 497 241 S 21ST ST ARTERIAL 520 1 12 0 1750 35 34 745 498 435 FRANKLIN ST COLLECTOR 1314 1 12 0 1575 35 34 746 499 573 S 30TH ST COLLECTOR 778 1 12 0 1700 40 34 MAJOR 747 500 299 US 151 ARTERIAL 711 2 12 0 1750 45 34 LOCAL 748 501 500 PLAZA DRIVEWAY ROADWAY 539 1 12 0 1750 30 34 Kewaunee Power Station K75 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number 749 502 297 DEWEY ST COLLECTOR 305 1 12 0 1750 35 33 SR 310/CR R MINOR 750 503 504 ROUNDABOUT ARTERIAL 157 1 12 0 900 20 25 SR 310/CR R MINOR 751 504 505 ROUNDABOUT ARTERIAL 165 1 12 0 900 20 25 SR 310/CR R MINOR 752 505 147 ROUNDABOUT ARTERIAL 167 1 12 0 900 20 25 MINOR 753 505 527 SR 310 ARTERIAL 3631 1 12 4 1700 60 25 754 506 59 CR R COLLECTOR 2777 1 12 4 1700 60 17 755 506 88 CR R COLLECTOR 4737 1 12 4 1700 60 17 756 507 509 CR KB COLLECTOR 5020 1 12 4 1700 55 12 757 508 40 CR P COLLECTOR 2833 1 12 4 1700 65 12 758 509 42 CR KB COLLECTOR 2740 1 12 4 1700 45 12 759 510 34 CR KB COLLECTOR 1588 1 12 0 1700 50 13 SR 310/CR Q MINOR 760 511 154 ROUNDABOUT ARTERIAL 103 1 12 0 900 20 26 761 512 550 CR Q COLLECTOR 1296 1 12 4 1700 65 26 MINOR 762 513 503 SR 310 ARTERIAL 7577 1 12 4 1700 60 25 SR 310/CR Q MINOR 763 513 512 ROUNDABOUT ARTERIAL 106 1 12 0 900 20 26 764 514 213 CR Q COLLECTOR 1945 1 12 4 1700 45 30 765 515 284 WESTERN AVE COLLECTOR 266 1 12 0 1575 35 34 MAJOR 766 516 214 SR 42 ARTERIAL 3618 2 12 0 1750 45 30 Kewaunee Power Station K76 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MAJOR 767 517 217 MEMORIAL DR ARTERIAL 313 2 12 0 1900 35 31 MAJOR 768 517 516 MEMORIAL DR ARTERIAL 628 2 12 0 1900 45 31 LOCAL 769 518 197 TAYLOR ST ROADWAY 1129 1 12 0 1750 35 31 LOCAL 770 519 191 12TH ST ROADWAY 2146 1 12 0 1350 30 27 LOCAL 771 519 520 LOWELL ST ROADWAY 1768 1 12 0 1350 30 27 LOCAL 772 520 181 ROOSEVELT AVE ROADWAY 275 1 12 0 1350 30 27 LOCAL 773 521 176 17TH ST ROADWAY 410 1 12 0 1750 30 27 LOCAL 774 522 179 14TH ST ROADWAY 316 1 12 0 1750 30 27 SR 310/CR B MINOR 775 523 526 ROUNDABOUT ARTERIAL 162 1 12 0 900 20 26 SR 310/CR B MINOR 776 524 523 ROUNDABOUT ARTERIAL 161 1 12 0 900 20 26 777 525 551 CR B COLLECTOR 3453 1 12 0 1700 60 26 MINOR 778 526 511 SR 310 ARTERIAL 4611 1 12 4 1700 60 26 SR 310/CR B MINOR 779 526 525 ROUNDABOUT ARTERIAL 147 1 12 0 900 20 26 MINOR 780 527 152 SR 310 ARTERIAL 2132 2 12 4 1900 60 25 Kewaunee Power Station K77 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 781 528 529 SR 310 ARTERIAL 1704 1 12 4 1700 60 25 MINOR 782 529 151 SR 310 ARTERIAL 1846 1 12 4 1700 55 25 MINOR 783 530 214 N 8TH ST ARTERIAL 302 1 12 0 1750 35 30 MAJOR 784 531 280 SR 42 ARTERIAL 399 1 12 0 1700 45 29 785 532 202 CR O COLLECTOR 1944 1 12 0 1700 40 23 786 533 72 CR Z COLLECTOR 1660 1 12 3 1700 40 16 787 534 114 CR Z COLLECTOR 7414 1 12 3 1700 65 16 788 535 26 CR AB COLLECTOR 12508 1 12 0 1750 60 14 789 535 32 CR AB COLLECTOR 500 1 12 0 1700 50 14 790 536 33 CR AB COLLECTOR 9892 1 12 0 1700 60 14 791 537 31 CR G COLLECTOR 348 1 12 0 1750 50 14 792 537 32 CR G COLLECTOR 2444 1 12 0 1700 60 14 793 538 31 CR G COLLECTOR 367 1 12 0 1750 50 14 794 539 110 CR V COLLECTOR 4701 1 12 0 1700 40 22 795 540 108 CR B COLLECTOR 9704 1 12 0 1700 65 22 MAJOR 796 541 176 WASHINGTON ST ARTERIAL 340 2 12 0 1750 35 27 LOCAL 797 541 543 18TH ST ROADWAY 866 1 12 0 1350 30 27 LOCAL 798 542 172 MONROE ST ROADWAY 346 1 12 0 1750 35 27 LOCAL 799 542 176 17TH ST ROADWAY 865 1 12 0 1750 30 27 Kewaunee Power Station K78 KLD Engineering, P.C.

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Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number LOCAL 800 543 541 18TH ST ROADWAY 866 1 12 0 1750 30 27 LOCAL 801 543 542 MONROE ST ROADWAY 336 1 12 0 1575 35 27 LOCAL 802 544 246 S 26TH ST ROADWAY 111 2 12 0 1750 35 34 803 545 351 CR AB COLLECTOR 8235 1 12 4 1700 60 5 804 546 545 CR AB COLLECTOR 4838 1 12 4 1700 60 5 MINOR 805 547 69 SR 29 ARTERIAL 2622 1 12 4 1700 65 9 MINOR 806 548 547 SR 29 ARTERIAL 2329 1 12 4 1700 65 9 MINOR 807 549 548 SR 29 ARTERIAL 2946 1 12 4 1700 65 9 808 550 268 CR Q COLLECTOR 5924 1 12 4 1700 65 26 809 551 216 CR B COLLECTOR 5666 1 12 0 1700 60 26 810 552 161 CR DD COLLECTOR 6259 1 12 4 1700 45 31 MINOR 811 553 554 SR 54 ARTERIAL 1891 1 12 4 1575 35 1 MINOR 812 553 560 SR 54 ARTERIAL 1834 1 12 4 1575 35 1 813 553 561 CR AB COLLECTOR 1461 1 12 4 1575 35 1 MINOR 814 554 553 SR 54 ARTERIAL 1891 1 12 4 1750 35 1 MINOR 815 554 555 SR 54 ARTERIAL 1419 1 12 4 1575 35 1 MINOR 816 555 554 SR 54 ARTERIAL 1419 1 12 4 1575 35 1 Kewaunee Power Station K79 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 1

Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 817 555 556 SR 54 ARTERIAL 2674 1 12 4 1700 60 1 MINOR 818 556 555 SR 54 ARTERIAL 2674 1 12 4 1700 60 1 MINOR 819 556 557 SR 54 ARTERIAL 2297 1 12 4 1700 60 1 MINOR 820 557 556 SR 54 ARTERIAL 2297 1 12 4 1700 60 1 MINOR 821 557 558 SR 54 ARTERIAL 10465 1 12 4 1700 60 2 MINOR 822 558 557 SR 54 ARTERIAL 10465 1 12 4 1700 60 2 MINOR 823 558 559 SR 54 ARTERIAL 1344 1 12 4 1700 60 2 MINOR 824 559 388 SR 54 ARTERIAL 3844 1 12 4 1700 60 2 MINOR 825 559 558 SR 54 ARTERIAL 1344 1 12 4 1700 60 2 MINOR 826 560 553 SR 54 ARTERIAL 1834 1 12 4 1750 35 1 827 562 563 DIVISION ST COLLECTOR 690 1 12 0 1575 35 34 LOCAL 828 563 564 S 23RD ST ROADWAY 2667 1 12 0 1700 40 34 829 563 570 DIVISION ST COLLECTOR 865 1 12 0 1575 35 34 MINOR 830 564 571 DEWEY ST ARTERIAL 896 2 12 0 1900 45 34 MINOR 831 564 575 DEWEY ST ARTERIAL 1448 2 12 0 1900 45 34 Kewaunee Power Station K80 KLD Engineering, P.C.

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Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 832 565 567 DEWEY ST ARTERIAL 1440 1 12 0 1700 45 34 MINOR 833 565 568 S 10TH ST ARTERIAL 384 1 12 0 1575 35 34 MINOR 834 566 315 DEWEY ST ARTERIAL 2479 2 12 0 1750 45 33 MINOR 835 566 572 DEWEY ST ARTERIAL 890 2 12 0 1750 45 34 MINOR 836 567 565 DEWEY ST ARTERIAL 1440 1 12 0 1700 45 34 MINOR 837 567 575 DEWEY ST ARTERIAL 1429 1 12 0 1700 45 34 838 569 315 S 42 ST COLLECTOR 247 2 12 4 1750 45 33 LOCAL 839 570 571 S 26TH ST ROADWAY 2625 1 12 0 1700 40 34 MINOR 840 571 564 DEWEY ST ARTERIAL 896 2 12 0 1900 45 34 MINOR 841 571 572 DEWEY ST ARTERIAL 1788 2 12 0 1750 45 34 MINOR 842 572 566 DEWEY ST ARTERIAL 890 2 12 0 1900 45 34 MINOR 843 572 571 DEWEY ST ARTERIAL 1788 2 12 0 1900 45 34 844 573 572 S 30TH ST COLLECTOR 702 1 12 0 1750 40 34 845 574 294 S 30TH ST COLLECTOR 823 1 12 0 1750 40 34 846 574 307 CUSTER ST COLLECTOR 1443 1 12 0 1575 35 34 MINOR 847 575 564 DEWEY ST ARTERIAL 1448 2 12 0 1900 45 34 Kewaunee Power Station K81 KLD Engineering, P.C.

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Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number MINOR 848 575 567 DEWEY ST ARTERIAL 1429 1 12 0 1700 45 34 MAJOR 849 576 517 MEMORIAL DR ARTERIAL 296 3 12 6 1900 45 31 850 577 95 CR V COLLECTOR 10558 1 12 0 1700 60 24 851 8022 22 I43 FREEWAY 1043 2 12 8 2250 70 12 Exit Link 302 8302 CUSTER COLLECTOR 527 1 12 4 1700 55 33 Exit Link 311 8311 I43 FREEWAY 606 2 12 8 2250 70 33 Exit MAJOR Link 312 8312 US 151 ARTERIAL 421 2 12 6 1900 50 33 Exit MINOR Link 316 8316 US 10 ARTERIAL 706 1 12 8 1700 65 24 Exit Link 2 8002 CR D COLLECTOR 578 1 12 4 1700 60 3 Exit Link 22 8022 I43 FREEWAY 1043 2 12 8 2250 70 12 Exit Link 75 8075 CR T COLLECTOR 801 1 12 4 1700 60 8 Exit MINOR Link 76 8076 SR 29 ARTERIAL 833 1 12 6 1700 60 8 Exit Link 78 8078 CR KB COLLECTOR 1003 1 12 4 1700 45 12 Exit Link 79 8079 CR R COLLECTOR 606 1 12 4 1700 60 12 Exit Link 97 8097 CR K COLLECTOR 705 1 12 4 1700 60 20 Kewaunee Power Station K82 KLD Engineering, P.C.

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Saturation Free Up Down No. Lane Shoulder Flow Flow Stream Stream Roadway Length of Width Width Rate Speed Grid Link # Node Node Roadway Name Type (ft.) Lanes (ft.) (ft.) (pcphpl) (mph) Number Exit Link 114 8114 CR Z COLLECTOR 995 1 12 3 1700 65 16 Exit MAJOR Link 280 8280 SR 42 ARTERIAL 569 1 12 0 1700 45 29 Exit Link 359 8359 CR N COLLECTOR 1260 1 12 0 1700 65 5 Exit MINOR Link 430 8430 SR 42 ARTERIAL 523 1 12 4 1700 55 4 Exit MINOR Link 433 8433 SR 54 ARTERIAL 445 1 12 4 1700 65 2 Exit MINOR Link 560 8560 SR 54 ARTERIAL 1516 1 12 4 1575 35 1 Exit Link 561 8561 CR AB COLLECTOR 1151 1 12 4 1575 35 1 Exit MINOR Link 568 8568 S 10TH ST ARTERIAL 338 1 12 0 1575 35 34 Kewaunee Power Station K83 KLD Engineering, P.C.

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Table K2. Nodes in the LinkNode Analysis Network which are Controlled X Y Coordinate Coordinate Control Grid Map Node (ft) (ft) Type Number 1 2545606 121708 Stop 24 24 2610799 189820 TCPActuated 19 25 2590299 189283 Stop 18 26 2584962 189143 TCPActuated 18 27 2569040 188558 Stop 17 28 2547048 187922 Stop 16 29 2611040 205676 TCPUncontrolled 15 30 2592526 205184 Stop 14 31 2584517 204904 TCPActuated 14 32 2584421 202122 Stop 14 33 2573999 202002 Stop 13 35 2568713 199123 Stop 13 37 2558275 198661 TCPActuated 13 40 2546752 195230 Stop 12 41 2546080 188784 Stop 16 42 2538148 194072 Stop 12 44 2573705 215319 Stop 9 46 2573179 230934 TCPActuated 9 47 2584240 215596 Stop 10 49 2534411 194897 Stop 12 51 2537017 195164 Stop 12 55 2527125 208707 Stop 12 57 2542413 190878 Stop 12 58 2542542 182442 Stop 16 59 2551113 182733 Stop 17 61 2536532 219494 Stop 8 62 2568367 220351 Stop 9 64 2547076 219806 Stop 8 65 2557769 220130 Stop 9 66 2558540 188259 TCPActuated 17 68 2567901 230869 Stop 9 69 2557339 230509 Stop 9 70 2546930 230405 Stop 8 71 2536241 230172 Stop 8 72 2542899 169190 Stop 16 73 2550776 169433 Stop 17 80 2569154 183317 Stop 17 Kewaunee Power Station K84 KLD Engineering, P.C.

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X Y Coordinate Coordinate Control Grid Map Node (ft) (ft) Type Number 81 2585011 183750 TCPActuated 18 82 2606999 184520 TCPActuated 19 87 2544727 150808 Stop 20 89 2567143 166882 TCPActuated 17 94 2543886 156104 Stop 20 95 2545108 140124 Stop 24 96 2556864 121491 Stop 25 103 2566059 141695 Stop 25 109 2585629 157629 Stop 22 110 2586058 157352 Stop 22 118 2576728 141334 Stop 26 120 2576775 148294 Stop 22 121 2585606 154696 Stop 22 126 2570982 156908 TCPActuated 21 129 2607039 158017 Stop 23 130 2556662 156381 Stop 21 135 2611369 195885 Stop 15 137 2606771 168457 TCPActuated 19 140 2585258 134547 Stop 26 143 2599487 133855 Stop 27 146 2608515 136979 Stop 27 147 2569947 125064 Yield 25 154 2577677 125585 Yield 26 157 2585220 133754 Stop 26 161 2590802 113029 Stop 31 169 2608834 126387 Stop 27 170 2606646 126332 Actuated 27 171 2605787 126332 Stop 27 172 2605875 124171 Actuated 27 173 2602203 130188 Stop 27 176 2606730 124516 PreTimed 27 177 2608113 124550 Stop 27 178 2606745 124157 PreTimed 27 179 2605446 123541 Actuated 27 180 2605515 121903 Stop 27 181 2603033 120790 Yield 27 184 2605479 122801 Actuated 27 185 2604435 122102 Stop 27 Kewaunee Power Station K85 KLD Engineering, P.C.

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X Y Coordinate Coordinate Control Grid Map Node (ft) (ft) Type Number 186 2604146 123519 Stop 27 187 2601191 126064 Yield 27 188 2601010 119649 Stop 27 190 2604417 122794 Stop 27 191 2600988 122720 Stop 27 197 2594756 115902 Actuated 31 198 2615139 136403 TCPUncontrolled 27 210 2569914 115092 Actuated 29 211 2572384 110305 Stop 29 212 2572386 108986 Actuated 29 213 2580330 110401 Stop 30 214 2583601 109080 PreTimed 30 217 2587611 109145 Stop 31 222 2583834 103501 Actuated 34 224 2583081 105636 Stop 34 225 2582644 106818 Stop 30 226 2582658 109076 Actuated 30 227 2583779 106821 Stop 30 229 2583129 101993 PreTimed 34 230 2583121 102598 PreTimed 34 231 2583841 102594 Actuated 34 232 2583856 101993 Actuated 34 233 2583155 100100 Stop 34 236 2583893 100107 Stop 34 239 2583137 101370 PreTimed 34 241 2579471 101929 PreTimed 34 242 2579491 99435 Stop 34 245 2579471 101293 Stop 34 246 2577959 101712 PreTimed 34 247 2579463 102590 PreTimed 34 249 2583784 105633 Stop 34 251 2580389 107287 Actuated 30 252 2577870 107846 Stop 30 256 2572389 107926 Actuated 29 258 2580332 109051 Actuated 30 259 2582012 109083 Stop 30 260 2570848 114943 Stop 29 263 2575736 109052 Stop 30 Kewaunee Power Station K86 KLD Engineering, P.C.

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X Y Coordinate Coordinate Control Grid Map Node (ft) (ft) Type Number 265 2573573 113628 Stop 29 267 2572528 104790 Actuated 33 269 2583552 111084 Actuated 30 270 2589019 111264 Actuated 31 273 2577849 109049 Stop 30 277 2565811 109050 Stop 29 278 2568083 108100 Stop 29 284 2577968 104225 Stop 34 285 2579408 103671 PreTimed 34 289 2582671 102592 Stop 34 290 2577981 101303 PreTimed 34 291 2577820 101409 PreTimed 34 292 2577584 101648 Yield 34 294 2576682 100781 Actuated 34 295 2570853 95981 Actuated 33 296 2570730 99949 Actuated 33 297 2570787 97522 Actuated 33 299 2575263 99859 Actuated 34 300 2572618 96492 Actuated 33 305 2573326 97663 Actuated 33 307 2575202 101565 Stop 34 309 2569995 95942 Actuated 33 310 2569322 95920 Actuated 33 315 2572872 96193 Actuated 33 317 2603459 129175 Stop 27 318 2602088 133966 Stop 27 324 2596592 215845 Stop 10 326 2610849 216239 Stop 11 329 2612914 234951 Stop 11 331 2594496 231608 Stop 10 335 2618143 235150 Stop 11 337 2620293 237874 Stop 7 338 2618115 237778 Stop 7 339 2594308 236969 Stop 10 341 2620384 236798 Stop 11 342 2618103 236695 Stop 11 345 2620363 235253 Stop 11 353 2567232 262669 Stop 1 Kewaunee Power Station K87 KLD Engineering, P.C.

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X Y Coordinate Coordinate Control Grid Map Node (ft) (ft) Type Number 355 2556836 251824 Stop 5 362 2614994 237737 Stop 7 365 2607857 238630 Stop 7 372 2597817 251807 TCPActuated 6 381 2604059 244122 Stop 7 388 2589292 273128 Stop 2 395 2616752 236681 Stop 11 396 2616722 237758 Stop 7 398 2618026 239344 Stop 7 403 2620199 257640 Stop 7 404 2620415 248457 Stop 7 410 2609526 248089 Stop 7 412 2607090 253310 TCPUncontrolled 7 415 2604185 258457 Stop 7 422 2596960 274051 Stop 2 435 2577965 102545 Stop 34 436 2536929 198417 Stop 12 438 2535474 206825 Stop 12 444 2618082 238592 Yield 7 449 2608561 135603 Stop 27 452 2608772 129002 Stop 27 466 2570739 98719 Actuated 33 482 2579726 105398 Stop 34 487 2585237 106833 Stop 30 489 2581662 101969 Actuated 34 490 2581656 101362 Stop 34 492 2581662 102606 Stop 34 493 2581738 99440 Stop 34 500 2575841 100272 Actuated 34 503 2570046 125179 Yield 25 504 2569950 125283 Yield 25 511 2577752 125529 Yield 26 519 2603133 122794 Stop 27 520 2603173 121026 Stop 27 521 2607140 124530 Stop 27 523 2582461 125773 Yield 26 524 2582561 125664 Yield 26 541 2606709 124856 PreTimed 27 Kewaunee Power Station K88 KLD Engineering, P.C.

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X Y Coordinate Coordinate Control Grid Map Node (ft) (ft) Type Number 542 2605865 124517 Stop 27 543 2605843 124852 Stop 27 553 2567094 268028 Actuated 1 562 2579509 99005 Stop 34 564 2578921 96334 Stop 34 565 2583236 96469 Stop 34 566 2575351 96214 Stop 34 567 2581796 96447 Stop 34 570 2577954 98966 Stop 34 571 2578025 96342 Stop 34 572 2576240 96245 Actuated 34 1

Coordinates are in the North American Datum of 1983 Wisconsin Central State Plane Zone Kewaunee Power Station K89 KLD Engineering, P.C.

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APPENDIX L Zone Boundaries

L. ZONE BOUNDARIES Zone 5 County: Kewaunee/Manitowoc Defined as the area within the following boundary: Bounded on the north by Townline Road, on the east by Lake Michigan, on the south by Nuclear Road, and on the west by County Road AB and Rangeline Road. Includes the Town of Two Creeks and Tisch Mills.

Zone 10N County: Kewaunee Defined as the area within the following boundary: Bounded on the north by Ryan Radio Road, Casco W Kewaunee Line Road and 1st Road, on the east by Lake Michigan, on the south by Townline Rd, and on the west by Rangeline Road and E Townline Road. Includes the City of Kewaunee.

Zone 10S County: Manitowoc Defined as the area within the following boundary: Bounded on the north by Nuclear Road, on the east by Lake Michigan, on the south by E Hillcrest Road and County Road V, on the southwest by E Shore Road and Barthels Road extended, on the west by County Road Q extended, and on the northwest by Fisherville Road, Ridge Road, Assman Road extended and Highway B County Trunk. Includes Mishicot Village.

Zone 10SW County: Manitowoc Defined as the area within the following boundary: Bounded on the north by West County Road BB, on the east by Highway B County Truck, on the southeast by Assman Road extended and Ridge Road, on the south by Fisherville Road and on the west by Irish Road Extended. Includes the town of Cooperstown.

Zone 10W County: Kewaunee Defined as the area within the following boundary: Bounded on the north by County Road F, on the east by Townline Road and County Road AB, on the south by West County Road BB, on the west by Curran Road and County Road V, and on the northwest by Wisconsin Route 29 and County Road V. Includes the town of Pilsen.

Kewaunee Power Station L1 KLD Engineering, P.C.

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APPENDIX M Evacuation Sensitivity Studies

M. EVACUATION SENSITIVITY STUDIES This appendix presents the results of a series of sensitivity analyses. These analyses are designed to identify the sensitivity of the ETE to changes in some base evacuation conditions.

M.1 Effect of Changes in Trip Generation Times A sensitivity study was performed to determine whether changes in the estimated trip generation time have an effect on the ETE for the entire EPZ. Specifically, if the tail of the mobilization distribution were truncated (i.e., if those who responded most slowly to the Advisory to Evacuate, could be persuaded to respond much more rapidly), how would the ETE be affected? The case considered was Scenario 6, Region 2; a winter, midweek, midday, good weather evacuation of the entire EPZ. Table M1 presents the results of this study.

Table M1. Evacuation Time Estimates for Trip Generation Sensitivity Study Trip Evacuation Time Estimate for Entire EPZ Generation Period 90th Percentile 100th Percentile 2 Hours 30 Minutes 1:45 2:40 3 Hours 1:55 3:10 3 Hours 30 Minutes(Base) 1:55 3:40 The results confirm the importance of accurately estimating the trip generation (mobilization) times. The ETE for the 100th percentile closely mirror the values for the time the last evacuation trip is generated. In contrast, the 90th percentile ETE is less sensitive to truncating the tail of the mobilization time distribution. As indicated in Section 7.3, traffic congestion within the EPZ clears at about 1:30 after the ATE, well before the completion of trip generation time. The results indicate that programs to educate the public and encourage them toward faster responses for a radiological emergency, translates into shorter ETE at the 100th percentile. The results also justify the guidance to employ the [stable] 90th percentile ETE for protective action decision making.

Kewaunee Power Station M1 KLD Engineering, P.C.

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M.2 Effect of Changes in the Number of People in the Shadow Region Who Relocate A sensitivity study was conducted to determine the effect on ETE of changes in the percentage of people who decide to relocate from the Shadow Region. The case considered was Scenario 6, Region 2; a winter, midweek, midday, good weather evacuation for the entire EPZ. The movement of people in the Shadow Region has the potential to impede vehicles evacuating from an Evacuation Region within the EPZ. Refer to Sections 3.2 and 7.1 for additional information on population within the shadow region.

Table M2 presents the evacuation time estimates for each of the cases considered. The results show that the ETE is not impacted by shadow evacuation from 0% to 20%. Tripling the shadow percentage has no effect on ETE. Note, the telephone survey results presented in Appendix F indicate that 20% of households would elect to evacuate if advised to shelter. Thus, the base assumption of 20% noncompliance suggested in NUREG/CR7002 is valid.

Table M2. Evacuation Time Estimates for Shadow Sensitivity Study Evacuating Evacuation Time Estimate for Entire EPZ Percent Shadow Shadow Evacuation Vehicles 90th Percentile 100th Percentile 0 0 1:55 3:40 15 1,755 1:55 3:40 20 (Base) 2,340 1:55 3:40 60 7,021 1:55 3:40 Kewaunee Power Station M2 KLD Engineering, P.C.

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M.3 Effect of Changes in EPZ Resident Population A sensitivity study was conducted to determine the effect on ETE of changes in the resident population within the study area (EPZ plus Shadow Region). As population in the study area changes over time, the time required to evacuate the public may increase, decrease, or remain the same. Since the ETE is related to the demand to capacity ratio present within the study area, changes in population will cause the demand side of the equation to change. The sensitivity study was conducted using the following planning assumptions:

1. The percent change in population within the study area was varied between +350% and 90%. Changes in population were applied to permanent residents only (as per federal guidance), in both the EPZ area and in the Shadow Region.

2. The transportation infrastructure remained fixed; the presence of new roads or highway capacity improvements were not considered.

3. The study was performed for the 5Mile Region (R01) and the entire EPZ (R02).

4. The good weather scenario which yielded the highest ETE values was selected as the case to be considered in this sensitivity study (Scenario 6).

Table M3 presents the results of the sensitivity study.Section IV of Appendix E to 10 CFR Part 50, and NUREG/CR7002, Section 5.4, require licensees to provide an updated ETE analysis to the NRC when a population increase within the EPZ causes ETE values (for the 5Mile Region or entire EPZ) to increase by 25 percent or 30 minutes, whichever is less. Note that the base ETE values for the 100th percentile are greater than 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br />; therefore, 30 minutes is the lesser and is the criterion for updating at the 100th percentile. Twenty five percent of the 90th percentile ETE for the 5Mile region (1:35) is 23 minutes, and for the full EPZ (1:55) is 29 minutes; both less than 30 minutes.

Those percent population changes which result in ETE changes greater than 30 minutes or 23 minutes for the 5mile region at the 90th percentile or 29 minutes for the full EPZ at the 100th percentile, are highlighted in red below - a 350% increase or 90% decrease in the EPZ population. Dominion will have to estimate the EPZ population on an annual basis. If the EPZ population increases by 350% or more, or decreases by 90% or more, an updated ETE analysis will be needed.

Kewaunee Power Station M3 KLD Engineering, P.C.

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Table M3. ETE Variation with Population Change Population Change Population Change Resident Population 11,596 23,192 28,990 34,788 40,586 46,384 52,182 11,596 3,479 2,319 1,160 ETE for 90th Percentile Population Change Population Change Region Base Base 100% 150% 200% 250% 300% 350% -70% -80% -90%

5-MILE 1:35 1:45 1:50 1:50 1:50 1:55 1:55 1:35 1:20 1:15 1:10 FULL EPZ 1:55 1:55 2:00 2:00 2:05 2:15 2:25 1:55 1:45 1:40 1:30 ETE for 100th Percentile Population Change Population Change Region Base Base 100% 150% 200% 250% 300% 350% -70% -80% -90%

5-MILE 3:35 3:35 3:35 3:35 3:35 3:35 3:35 3:35 3:35 3:35 3:35 FULL EPZ 3:40 3:40 3:40 3:40 3:40 3:50 4:20 3:40 3:40 3:40 3:40 Kewaunee Power Station M4 KLD Engineering, P.C.

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APPENDIX N ETE Criteria Checklist

N. ETE CRITERIA CHECKLIST Table N1. ETE Review Criteria Checklist NRC Review Criteria Criterion Addressed Comments in ETE Analysis 1.0 Introduction

a. The emergency planning zone (EPZ) and surrounding area Yes Section 1 should be described.

b. A map should be included that identifies primary features Yes Figure 11 of the site, including major roadways, significant topographical features, boundaries of counties, and population centers within the EPZ.

c. A comparison of the current and previous ETE should be Yes Table 13 provided and includes similar information as identified in Table 11, ETE Comparison, of NUREG/CR7002.

1.1 Approach

a. A discussion of the approach and level of detail obtained Yes Section 1.3 during the field survey of the roadway network should be provided.

b. Sources of demographic data for schools, special facilities, Yes Section 2.1 large employers, and special events should be identified. Section 3

c. Discussion should be presented on use of traffic control Yes Section 1.3, Section 2.3, Section 9, plans in the analysis. Appendix G

d. Traffic simulation models used for the analyses should be Yes Section 1.3, Table 13, Appendix B, identified by name and version. Appendix C Kewaunee Power Station N1 KLD Engineering, P.C.

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NRC Review Criteria Criterion Addressed Comments in ETE Analysis

e. Methods used to address data uncertainties should be Yes Section 3 - avoid double counting described. Section 5, Appendix F - 4.5% sampling error at 95% confidence interval for telephone survey Appendix M 1.2 Assumptions

a. The planning basis for the ETE includes the assumption Yes Section 2.3 - Assumption 1 that the evacuation should be ordered promptly and no Section 5.1 early protective actions have been implemented.

b. Assumptions consistent with Table 12, General Yes Sections 2.2, 2.3 Assumptions, of NUREG/CR7002 should be provided and include the basis to support their use.

1.3 Scenario Development

a. The ten scenarios in Table 13, Evacuation Scenarios, Yes Tables 21, 62 should be developed for the ETE analysis, or a reason should be provided for use of other scenarios.

1.3.1 Staged Evacuation

a. A discussion should be provided on the approach used in Yes Sections 5.4.2, 7.2 development of a staged evacuation.

1.4 Evacuation Planning Areas

a. A map of EPZ with emergency response planning areas Yes Figure 61 (ERPAs) should be included.

b. A table should be provided identifying the ERPAs Yes Table 61 considered for each ETE calculation by downwind direction in each sector.

Kewaunee Power Station N2 KLD Engineering, P.C.

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NRC Review Criteria Criterion Addressed Comments in ETE Analysis

c. A table similar to Table 14, Evacuation Areas for a Staged Yes Table 75 Evacuation Keyhole, of NUREG/CR7002 should be provided and includes the complete evacuation of the 2, 5, and 10 mile areas and for the 2 mile area/5 mile keyhole evacuations.

2.0 Demand Estimation

a. Demand estimation should be developed for the four Yes Permanent residents, employees, population groups, including permanent residents of the transients - Section 3, Appendix E EPZ, transients, special facilities, and schools. Special facilities, schools - Section 8, Appendix E 2.1 Permanent Residents and Transient Population

a. The US Census should be the source of the population Yes Section 3.1 values, or another credible source should be provided.

b. Population values should be adjusted as necessary for Yes 2010 used as the base year for analysis. No growth to reflect population estimates to the year of the growth of population necessary.

ETE.

c. A sector diagram should be included, similar to Figure 21, Yes Figure 32 Population by Sector, of NUREG/CR7002, showing the population distribution for permanent residents.

2.1.1 Permanent Residents with Vehicles

a. The persons per vehicle value should be between 1 and 2 Yes 1.89 persons per vehicle - Table 13 or justification should be provided for other values.

b. Major employers should be listed. Yes Appendix E - Table E3 2.1.2 Transient Population Kewaunee Power Station N3 KLD Engineering, P.C.

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NRC Review Criteria Criterion Addressed Comments in ETE Analysis

a. A list of facilities which attract transient populations Yes Sections 3.3, 3.4, Appendix E should be included, and peak and average attendance for these facilities should be listed. The source of information used to develop attendance values should be provided.

b. The average population during the season should be used, Yes Tables 34, 35 and Appendix E itemize the itemized and totaled for each scenario. transient population and employee estimates. These estimates are multiplied by the scenario specific percentages provided in Table 63 to estimate transient population by scenario.

c. The percent of permanent residents assumed to be at Yes Sections 3.3, 3.4 facilities should be estimated.

d. The number of people per vehicle should be provided. Yes Sections 3.3, 3.4 Numbers may vary by scenario, and if so, discussion on why values vary should be provided.

e. A sector diagram should be included, similar to Figure 21 Yes Figure 36 - transients of NUREG/CR7002, showing the population distribution Figure 38 - employees for the transient population.

2.2 Transit Dependent Permanent Residents

a. The methodology used to determine the number of transit Yes Section 8.1, Table 81 dependent residents should be discussed.

b. Transportation resources needed to evacuate this group Yes Section 8.1, Tables 85, 810 should be quantified.

c. The county/local evacuation plans for transit dependent Yes Sections 8.1, 8.4 residents should be used in the analysis.

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d. The methodology used to determine the number of Yes Section 8.5 people with disabilities and those with access and functional needs who may need assistance and do not reside in special facilities should be provided. Data from local/county registration programs should be used in the estimate, but should not be the only set of data.

e. Capacities should be provided for all types of Yes Section 2.3 - Assumption 10 transportation resources. Bus seating capacity of 50% Sections 3.5, 8.1, 8.2, 8.3 should be used or justification should be provided for higher values.

f. An estimate of this population should be provided and Yes Table 81 - transit dependents information should be provided that the existing Section 8.5 - special needs registration programs were used in developing the estimate.

g. A summary table of the total number of buses, Yes Section 8.4 - page 86 ambulances, or other transport needed to support Table 85, Section 83 evacuation should be provided and the quantification of resources should be detailed enough to assure double counting has not occurred.

2.3 Special Facility Residents

a. A list of special facilities, including the type of facility, Yes Table E2 list facilities, location, and location, and average population should be provided. population Special facility staff should be included in the total special facility population.

b. A discussion should be provided on how special facility Yes Sections 8.2, 8.3 data was obtained.

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c. The number of wheelchair and bedbound individuals Yes Section 3.5 should be provided.

d. An estimate of the number and capacity of vehicles Yes Section 8.3 needed to support the evacuation of the facility should be Tables 84, 85 provided.

e. The logistics for mobilizing specially trained staff (e.g., Yes Section 3.5 No correctional facilities exist medical support or security support for prisons, jails, and within the EPZ.

other correctional facilities) should be discussed when appropriate.

2.4 Schools

a. A list of schools including name, location, student Yes Table 82 population, and transportation resources required to Section 8.2 support the evacuation, should be provided. The source of this information should be provided.

b. Transportation resources for elementary and middle Yes Table 82 schools should be based on 100% of the school capacity.

c. The estimate of high school students who will use their Yes Section 8.2 personal vehicle to evacuate should be provided and a basis for the values used should be discussed.

d. The need for return trips should be identified if necessary. Yes There are sufficient resources to evacuate schools in a single wave. However, Section 8.4 and Figure 81 discuss the potential for a multiple wave evacuation Kewaunee Power Station N6 KLD Engineering, P.C.

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NRC Review Criteria Criterion Addressed Comments in ETE Analysis 2.5.1 Special Events

a. A complete list of special events should be provided and Yes Section 3.7 includes information on the population, estimated duration, and season of the event.

b. The special event that encompasses the peak transient Yes Section 3.7 population should be analyzed in the ETE.

c. The percent of permanent residents attending the event Yes Section 3.7 should be estimated.

2.5.2 Shadow Evacuation

a. A shadow evacuation of 20 percent should be included for Yes Section 2.2 - Assumption 5 areas outside the evacuation area extending to 15 miles Figure 21 from the NPP.

Section 3.2

b. Population estimates for the shadow evacuation in the 10 Yes Section 3.2 to 15 mile area beyond the EPZ are provided by sector. Figure 34 Table 33

c. The loading of the shadow evacuation onto the roadway Yes Section 5 - Table 59 network should be consistent with the trip generation time generated for the permanent resident population.

2.5.3 Background and Pass Through Traffic Kewaunee Power Station N7 KLD Engineering, P.C.

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a. The volume of background traffic and pass through traffic Yes Section 3.6 is based on the average daytime traffic. Values may be Table 36 reduced for nighttime scenarios.

Section 6 Table 63

b. Pass through traffic is assumed to have stopped entering Yes Section 2.3 - Assumption 5 the EPZ about two hours after the initial notification. Section 3.6 2.6 Summary of Demand Estimation

a. A summary table should be provided that identifies the Yes total populations and total vehicles used in analysis for Tables 37, 38 permanent residents, transients, transit dependent residents, special facilities, schools, shadow population, and passthrough demand used in each scenario.

3.0 Roadway Capacity

a. The method(s) used to assess roadway capacity should be Yes Section 4 discussed.

3.1 Roadway Characteristics

a. A field survey of key routes within the EPZ has been Yes Section 1.3 conducted.

b. Information should be provided describing the extent of Yes Section 1.3 the survey, and types of information gathered and used in the analysis.

c. A table similar to that in Appendix A, Roadway Yes Appendix K, Table K1 Characteristics, of NUREG/CR7002 should be provided.

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d. Calculations for a representative roadway segment should Yes Section 4 be provided.

e. A legible map of the roadway system that identifies node Yes Appendix K, Figures K1 through K35 numbers and segments used to develop the ETE should be present the entire linknode analysis provided and should be similar to Figure 31, Roadway network at a scale suitable to identify all Network Identifying Nodes and Segments, of NUREG/CR links and nodes 7002.

3.2 Capacity Analysis

a. The approach used to calculate the roadway capacity for Yes Section 4 the transportation network should be described in detail and identifies factors that should be expressly used in the modeling.

b. The capacity analysis identifies where field information Yes Section 1.3, Section 4 should be used in the ETE calculation.

3.3 Intersection Control

a. A list of intersections should be provided that includes the Yes Appendix K, Table K2 total number of intersections modeled that are unsignalized, signalized, or manned by response personnel.

b. Characteristics for the 10 highest volume intersections Yes Table J1 within the EPZ are provided including the location, signal cycle length, and turn lane queue capacity.

c. Discussion should be provided on how signal cycle time is Yes Section 4.1, Appendix C.

used in the calculations.

3.4 Adverse Weather Kewaunee Power Station N9 KLD Engineering, P.C.

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a. The adverse weather condition should be identified and Yes Table 21, Section 2.3 - Assumption 9 the effects of adverse weather on mobilization time Mobilization time - Table 22, Section 5.3 should be considered. (page 510)

b. The speed and capacity reduction factors identified in Yes Table 22 - based on HCM 2010. The Table 31, Weather Capacity Factors, of NUREG/CR7002 factors provided in Table 31 of should be used or a basis should be provided for other NUREG/CR7002 are from HCM 2000.

values.

c. The study identifies assumptions for snow removal on Yes Section 5.3 - page 510 streets and driveways, when applicable. Appendix F - Section F.3.3 4.0 Development of Evacuation Times 4.1 Trip Generation Time

a. The process used to develop trip generation times should Yes Section 5 be identified.

b. When telephone surveys are used, the scope of the Yes Appendix F survey, area of survey, number of participants, and statistical relevance should be provided.

c. Data obtained from telephone surveys should be Yes Appendix F summarized.

d. The trip generation time for each population group should Yes Section 5, Appendix F be developed from site specific information.

4.1.1 Permanent Residents and Transient Population Kewaunee Power Station N10 KLD Engineering, P.C.

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a. Permanent residents are assumed to evacuate from their Yes Section 5 discusses trip generation for homes but are not assumed to be at home at all times. households with and without returning Trip generation time includes the assumption that a commuters. Table 63 presents the percentage of residents will need to return home prior to percentage of households with returning evacuating. commuters and the percentage of households either without returning commuters or with no commuters.

Appendix F presents the percent households who will await the return of commuters.

b. Discussion should be provided on the time and method Yes Section 5.4.3 used to notify transients. The trip generation time discusses any difficulties notifying persons in hard to reach areas such as on lakes or in campgrounds.

c. The trip generation time accounts for transients Yes Section 5, Figure 51 potentially returning to hotels prior to evacuating.

d. Effect of public transportation resources used during Yes Section 3.7 special events where a large number of transients should be expected should be considered.

e. The trip generation time for the transient population Yes Section 5, Table 59 should be integrated and loaded onto the transportation network with the general public.

4.1.2 Transit Dependent Residents Kewaunee Power Station N11 KLD Engineering, P.C.

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a. If available, existing plans and bus routes should be used Yes Section 8.4 - page 88. Preestablished bus in the ETE analysis. If new plans should be developed with routes do not exist. Basic bus routes were the ETE, they have been agreed upon by the responsible developed for the ETE analysis - see Figure authorities. 82, Table 810.

b. Discussion should be included on the means of evacuating Yes Section 8.4 ambulatory and nonambulatory residents.

c. The number, location, and availability of buses, and other Yes Section 8.4 resources needed to support the demand estimation Table 85 should be provided.

d. Logistical details, such as the time to obtain buses, brief Yes Section 8.4, Figure 81 drivers, and initiate the bus route should be provided.

e. Discussion should identify the time estimated for transit Yes Section 8.4 dependent residents to prepare and travel to a bus pickup point, and describes the expected means of travel to the pickup point.

f. The number of bus stops and time needed to load Yes Section 8.4 passengers should be discussed.

g. A map of bus routes should be included. Yes Figure 82

h. The trip generation time for nonambulatory persons Yes Section 8.4 includes the time to mobilize ambulances or special vehicles, time to drive to the home of residents, loading time, and time to drive out of the EPZ should be provided.

i. Information should be provided to supports analysis of Yes Section 8.4 return trips, if necessary. Figure 81 Tables 811 through 813 Kewaunee Power Station N12 KLD Engineering, P.C.

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NRC Review Criteria Criterion Addressed Comments in ETE Analysis 4.1.3 Special Facilities

a. Information on evacuation logistics and mobilization times Yes Section 84, 814 through 816 should be provided.

b. Discussion should be provided on the inbound and Yes Sections 8.4.

outbound speeds.

c. The number of wheelchair and bedbound individuals Yes Section 8.4 should be provided, and the logistics of evacuating these Tables 84, 814 through 816 residents should be discussed.

d. Time for loading of residents should be provided Yes Section 8.4

e. Information should be provided that indicates whether Yes Section 8.4, Table 84, Table 85 the evacuation can be completed in a single trip or if additional trips should be needed.

f. If return trips should be needed, the destination of Yes Return trips are not needed.

vehicles should be provided.

g. Discussion should be provided on whether special facility Yes Section 8.4 residents are expected to pass through the reception center prior to being evacuated to their final destination.

h. Supporting information should be provided to quantify the Yes Return trips are not needed.

time elements for the return trips.

4.1.4 Schools

a. Information on evacuation logistics and mobilization time Yes Section 8.4 should be provided.

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b. Discussion should be provided on the inbound and Yes School bus routes are presented in Table outbound speeds. 86.

School bus speeds are presented in Tables 87 through 89. Outbound speeds are defined as the minimum of the evacuation route speed and the State school bus speed limit.

Inbound speeds are limited to the State school bus speed limit.

c. Time for loading of students should be provided. Yes Tables 87 through 89, Discussion in Section 8.4

d. Information should be provided that indicates whether Yes Section 8.4 - page 86 the evacuation can be completed in a single trip or if additional trips are needed.

e. If return trips are needed, the destination of school buses Yes Return trips are not needed.

should be provided.

f. If used, reception centers should be identified. Discussion Yes Table 83. Students are evacuated to host should be provided on whether students are expected to schools where they will be picked up by pass through the reception center prior to being parents or guardians.

evacuated to their final destination.

g. Supporting information should be provided to quantify the Yes Return trips are not needed. Tables 87 time elements for the return trips. and 89 provide time needed to arrive at host school, which could be used to compute a second wave evacuation if necessary Kewaunee Power Station N14 KLD Engineering, P.C.

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NRC Review Criteria Criterion Addressed Comments in ETE Analysis 4.2 ETE Modeling

a. General information about the model should be provided Yes DYNEV II (Ver. 4.0.8.0). Section 1.3, Table and demonstrates its use in ETE studies. 13, Appendix B, Appendix C.

b. If a traffic simulation model is not used to conduct the ETE No Not applicable as a traffic simulation calculation, sufficient detail should be provided to validate model was used.

the analytical approach used. All criteria elements should have been met, as appropriate.

4.2.1 Traffic Simulation Model Input

a. Traffic simulation model assumptions and a representative Yes Appendices B and C describe the set of model inputs should be provided. simulation model assumptions and algorithms Table J2

b. A glossary of terms should be provided for the key Yes Appendix A performance measures and parameters used in the Tables C1, C2 analysis.

4.2.2 Traffic Simulation Model Output

a. A discussion regarding whether the traffic simulation Yes Appendix B model used must be in equilibration prior to calculating the ETE should be provided.

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b. The minimum following model outputs should be provided Yes 1. Table J5.

to support review: 2. Table J3.

1. Total volume and percent by hour at each EPZ exit 3. Table J1.

node. 4. Table J3.

2. Network wide average travel time. 5. Figures J1 through J14 (one plot

3. Longest queue length for the 10 intersections with the for each scenario considered).

highest traffic volume. 6. Table J4. Network wide average

4. Total vehicles exiting the network. speed also provided in Table J3.

5. A plot that provides both the mobilization curve and evacuation curve identifying the cumulative percentage of evacuees who have mobilized and exited the EPZ.

6. Average speed for each major evacuation route that exits the EPZ.

c. Color coded roadway maps should be provided for various Yes Figures 73 through 76 times (i.e., at 2, 4, 6 hrs., etc.) during a full EPZ evacuation scenario, identifying areas where long queues exist including level of service (LOS) E and LOS F conditions, if they occur.

4.3 Evacuation Time Estimates for the General Public

a. The ETE should include the time to evacuate 90% and Yes Tables 71, 72 100% of the total permanent resident and transient population Kewaunee Power Station N16 KLD Engineering, P.C.

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b. The ETE for 100% of the general public should include all Yes Section 5.4 - truncating survey data to members of the general public. Any reductions or eliminate statistical outliers truncated data should be explained. Table 72 - 100th percentile ETE for general public

c. Tables should be provided for the 90 and 100 percent ETEs Yes Tables 73, 74 similar to Table 43, ETEs for Staged Evacuation Keyhole, of NUREG/CR7002.

d. ETEs should be provided for the 100 percent evacuation of Yes Section 8.4 special facilities, transit dependent, and school School: Tables 87 through 89 populations.

Transit Dependent: Tables 811 through 8 13 Special Facilities: Tables 814 through 816 5.0 Other Considerations 5.1 Development of Traffic Control Plans

a. Information that responsible authorities have approved Yes Section 9, Appendix G the traffic control plan used in the analysis should be provided.

b. A discussion of adjustments or additions to the traffic Yes Appendix G control plan that affect the ETE should be provided.

5.2 Enhancements in Evacuation Time

a. The results of assessments for improvement of evacuation Yes Section 13, Appendix M time should be provided.

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b. A statement or discussion regarding presentation of Yes Results of the ETE study will be formally enhancements to local authorities should be provided. presented to local authorities at the final project meeting. Recommended enhancements will be discussed.

5.3 State and Local Review

a. A list of agencies contacted and the extent of interaction Yes Table 11 with these agencies should be discussed.

b. Information should be provided on any unresolved issues Yes There are no outstanding issues. All issues that may affect the ETE. were discussed at the project kickoff and final meetings.

5.4 Reviews and Updates

a. A discussion of when an updated ETE analysis is required Yes Appendix M, Section M.3 to be performed and submitted to the NRC.

5.5 Reception Centers and Congregate Care Center

a. A map of congregate care centers and reception centers Yes Figure 101 should be provided.

b. If return trips are required, assumptions used to estimate Yes Section 8.3 discusses a multiwave return times for buses should be provided. evacuation procedure. Figure 81

c. It should be clearly stated if it is assumed that passengers Yes Section 2.3 - Assumption 7h are left at the reception center and are taken by separate Section 10 buses to the congregate care center.

Technical Reviewer _______________________________ Date _________________________

Supervisory Review _______________________________ Date _________________________

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